History of Public TransportationIn 1915, the Morrellville line was extended into Oakhurst
History of Public Transportation
In 1915, the Morrellville line was extended into Oakhurst and an underpass was built on Fairfield Avenue at the PRR tracks. Twenty additional cars were delivered in 1916 and 1917, replacing many of the older single truck cars.
By 1918, the traction company reported that they operated 108 cars over 35.7 miles of track. It should be noted that the number of cars seems high for the size of the city, but at that time the company kept summer cars, winter cars and trailers. Moving along with transportation improvements, the traction company formed a subsidiary, the Traction Bus Co. , to operate motorbus lines that would connect with the streetcar routes. This new company received its charter on Nov. 15, 1922. The first bus began its run seven days later from the Dale trolley loop to Windber, via Geistown.
By 1920, the traction company wanted to retire its aging single truck cars. Over the next six years, it purchased 45 double truck cars. A number of these were second-hand, coming from Cleveland and Somerset. They also obtained three new cars for the Windber line in 1924 and 20 new ears for other routes in 1926.
With the acquisition of the second-hand cars, the company began to paint the cars and buses Omaha Orange and Panama Sand, with medium gray roof, black undercarriage and striping. In 1929, the company expanded its bus routes with the acquisition of the Southern Cambria and the Beaverdale and South Fork bus lines after the Southern Cambria Railway folded.
During 1930, the bridge over the Stonycreek at Point Stadium was completed, and the city required the traction company to relocate its Coopersdale and Morrellville car lines from tile north side of the river. The first car operated along Point Boulevard (Roosevelt Boulevard) on Oct. 19, 1930. In November 1931, the company was placed in receivership for failure to pay interest on its bonds. The receivers ran the system for a year, while refinancing and reorganizing the company on Dec. 3, 1932, retaining the same title.
The traction company was hardly out of one trouble when it was hit by another. Rain combined with melting snows caused flooding on March 17, 1936, closing all of the streetcar lines. The Stonycreek washed out much of the Windber line; the Coopersdale car house was under five feet of water; and 10 cars were trapped on the city streets.
By the end of March, the company had four of its lines operating. However, after surveying the damaged Windber line, it declared that the damage was too extensive to repair, and the cars were terminated on the Benscreek side of the Stonycreek. Buses were substituted over Route 56.
With more and more bus routes being added, the traction company, in 1936, saw the need for closer control. On Jan. 1, 1937, the bus companies were merged into the parent firm. In 1938, Westmont residents requested improved service. Tile Inclined Plane, which carried vehicles for many years, was rebuilt to handle heavier loads, and bus service was initiated via the Inclined Plane to Westmont on an hourly basis.
Loss in patronage in the late 1930's caused the company to look toward buses to reduce costs on lightly traveled car lines. Dale was motorized on Aug. 2, 1940, but wartime shortages and increased patronage postponed further conversions.
World War II caused a transit boom. During 1941 and 1942, the company was able to purchase 14 used streetcars and 11 new diesel buses. It rebuilt much of the Southmont line, using rail from the old Somerset line, and replaced rail on the Franklin line. The Office of Defense Transportation ordered bus service cut 20 percent and bus and streetcar lines combined to save gasoline and tires. In August 1942, women began training to operate the buses.
The American Federation of Labor
A．Y
B．N
C．NG
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