The Phoenix Trolley Museum

SOURCE: Electric Railway Journal (Date unknown)

Eighteen one-man, two-man, double-truck, double-end, 40-passenger motor cars have been ordered by the Street Railway Department of the city of Phoenix, Ariz., from the American Car Company, St. Louis, Mo. These cars are 39 ft. 1 in. long over the bumpers, the width is 8 ft. 5 in., and the height from rail to trolley base is 11 ft. The truck centers are spaced 16 ft. 10 in., the wheels being of 26 in. diameter on a truck wheelbase of 5 ft. 1½ in.

In the body construction the side sill angles [angle irons] are one continuous length and the dasher angles are joined to the side sill angles with gusset plates riveted. The side rest angles and window rest angles are machine fitted to the post and riveted. The cross sill are joined to the side sills and dasher with gusset plates riveted, while the crown pieces are bolted to the sills. The corner post tees are extended in one continuous piece from side sill to side sill, and joined to same with angle iron riveted and fastened to oak posts and head pieces with screws.

The vestibules are of the removable type and have folding doors on the right hand side of both ends which open 48 in. in the clear. Folding doors on the left-hand side of both ends open 24 in. in the clear. All doors and steps are operated by air. The call for bids on these cars was mentioned in the Aug. 11 issue of the Journal.

(images)

The Phoenix cars have a seating capacity of 40 passengers

NOTES:

• Interior width 7 ft. 8 in.

According Prescott Evening Courier of 27 January, 1921:

Paving improvements along rights-of-way of the Phoenix Railway company of Arizona… will be started immediately. The city commission so decreed at its meeting this morning… Improvements of six lines will be made…

Copy on Google News

According to the records at Open Jurist,

In June, 1913, the Corporation Commission of the State of Arizona made an order directing [the Street Railway] to double-track its line of street railway on West Washington street in the city of Phoenix… between Seventh and Seventeenth avenues,—a distance of ten blocks…

In October 1915, the Street Railway sued the Corporation Commission, arguing that

the order was unjust and unreasonable because the service already rendered upon Washington street… was adequate and efficient; that the construction of a double track was not required by the needs of the public; that… operating expenses exceeded its revenues, and that it was unable to make the additional expenditure of about $14,000 required for the double-tracking… [and that] the order had the effect of depriving [the Railway] of its property without due process of law… in violation of the 14th Amendment…

The court, however, on 29 November 1915 judged against the Railway, finding that

…There is abundant evidence of substantial inconvenience to the public owing to the fact that there is but a single track with one turnout between Seventh and Seventeenth avenues, and some evidence tending to create an inference that the revenues of the company would be materially increased by the double-tracking. The Commission’s order appears to have been made after full hearing and investigation respecting these matters…

Charges of Incompetence Brought Before Commissioners Results in Call for Hearing on the Matter

The Phoenix city charter commissioners met today and adopted a resolution as is provided in the city charter when a movement is on foot to remove the city manager, fixing February 11th as a day on which the city manager in this case Ad Farish may appear and answer to charges which have been filed…

…Of the specific charges which the commission will demand that he answer, one is his failure to require from the White Line Street Railway company a bond that they would leave in good condition the streets over which they had been given a franchise to build their right of way. The White Line Company failed financially and as a result a great many city blocks which had been dug up preparatory to laying track were left in such condition that the cost to the city in fixing them was a good many hundred dollars…

Bisbee daily review, 1915-01-26, p. 3

N. L. Amster, of Boston, Secures Concession from Gila County Supervisers to Towns in Globe District; Cleve W. Van Dyke Raised Objections

GLOBE, Nov. 22 – The Board of Supervisors yesterday passed the resolution granting to Nathan L. Amster of Boston, Mass., a right of way for an electric street railway from the town of Globe to and through the town of Miami to Live Oak.

The supervisors’ office was crowded during the day with attorneys, citizens and others interested in the passage of the franchise.

Before passing the franchise a resolution was passed by the board defining the method of handling the initiative and referendum in the matter should it be submitted.

Mr. Cleve W. Van Dyke of behalf of the people of Miami made a protest during the morning against the passage of the resolution as well as the franchise. In the afternoon he was represented by attorney F. C. Jacobs.

The franchise was taken up section by section and discussed. Mr. Van Dyke asked that the franchise be amended to read from Globe to Live Oak instead of from Globe to Miami. He stated that this contention was only fair to the people of Miami so that they could get the benefit of the traffic from Live Oak. Messrs. Rawlins and Little argued that inasmuch as the railway had to be completed within a certain time they might forfeit their franchise by agreeing to such a provision for the reason that Mr. Van Dyke would tie the road up in litigation when it reached Miami. It was finally agreed to insert that “provided the right of way from Miami to Live Oak can be obtained without litigation or expense for right of way.”

The next clause that created discussion and met opposition from Mr. Van Dyke was the provision relative to cost of commutation tickets. The rate established in the franchise is $7.50 from Globe to Live Oak and return once a day for thirty days. The rate from Miami to Live Oak and return for thirty days was spoken of as being $3.00. Mr. Van Dyke argued that the rate from Miami to Live Oak as compared to the rate from Globe to Miami was too high and an unequal ratio. He stated that the proper rate would be 90 cents and asked for the establishment of this rate in the franchise. It was argued by Messrs. Rawlins and Little and others that if the rate was not equitable it was the duty of the State Corporation to revise it after it became operative and after length argument the amendment was rejected.

– The Bisbee daily review, 1912-11-23, p. 3

Suburban Cars Will Connect Phoenix, Tempe, Scottsdale, Tempe, Mesa, and Glendale.

Work Being Pushed Phoenix, April 20. “All aboard for Scottsdale, Ingleside, Tempe, and Mesa.”

Ground was broken this morning at the corner of First and Madison streets for the construction of the “White Line,” officially known as the “Salt River Valley Electric railroad.”

By nightfall Contractor Lewis had the street torn up as far as Third street, and in a couple of days he will be at Seventh street. This is the first actual manifestation the people of Phoenix have had of the actual construction of the line, and the work of grading was watched throughout the day by interested crowds.

It is announced by Secretary Lewis that the company has in its possession, in addition to franchises through the streets of Phoenix, Tempe, and Mesa, private rights of way for thirty-two of thirty-five miles to be traversed by the new line.

Contracts have been closed, Lewis says, for a large quantity of ties, and the work will be pushed forward rapidly. No serious engineering difficulties are to be encountered until the Salt River, at Tempe, is reached. Here a costly bridge must be built.

– The Bisbee daily review, 1912-04-21, p. 7

Yesterday’s Phoenix Democrat contains the following:

Late this afternoon it was learned that the Southern Pacific railroad has purchased from General Moses H. Sherman, of Los Angeles, the entire holdings of the Phoenix City Railroad company.

The belief is entertained in inner circles that the purpose of the Southern Pacific is to give Phoenix a first-class trolley system like that which was begun in Los Angeles by H. E. Huntington twenty years ago, and which was lately taken over by the Espee.

The move of Southern Pacific is also regarded as a recogniztion of the future tremendous possibilites of Phoenix, not only as a great distributing center of the Southwest, but as a rival transcontinental winter resort to Los Angeles.

The movement is deeply significant, following so closely as it does the announcement of the Rock Island to push its road immediately to Tucson and then in all probability to Phoenix.

The holdings of the company include franchises for a hundred miles of lines in and adjacent to Phoenix.

– The Bisbee daily review, 1911-08-04, p. 4

Ready for Franchise

Company Will Build Interurban Car Line. To Incorporate Today.

Valley Towns Will Have Hourly Service. — Phoenix the Center of the System. Franchise Asked From City Council.

Local capitalists are reported to be embarking upon one of the greatest and most important financial adventures ever undertaken in the valley. It was learned yesterday that a body of responsible business men of this city propose to incorporate a company which will build and operate an interurban electric railway between Mesa, Tempe, Phoenix, Ingleside¹, and Scottsdale.

Application will be made to the city today for a franchise authorizing the company to lay tracks through the streets of Phoenix…

The new line, as at present planned will be divided into two long arms, which will come together at Chicago Avenue², near Desert Inn³. From this junction point a single line will be run through Phoenix to the Capitol, running from Chicago Avenue west on Roosevelt to Fourth Street, south on Fourteenth to Van Buren and west on Van Buren to the capitol.

One arm of the project will end in Mesa, running from that point through Tempe, past the Hole-in-the Rock⁴, and onto Chicago Avenue. The other arm, will be constructed from the junction to Scottsdale [via] Ingleside…

From the Arizona Republican, July 26, 1911.

The Salt River Valley Electric Railway Company incorporated on that date, and is listed in the 1912 through 1914 Phoenix City Directory, but not in the 1915 or later editions. The Company lists as its officers president C. C. Lewis, secretary A. B. Baker, treasurer Jason M Sweatman; and the address Fleming Building, #315-316.  (The Fleming Building was at the northwest corner of Washington Street and 1st Avenue.)

Source: Jim McAllister’s Arizona Central (Arizona Republic) blog

Further Progress on Inter-Urban Line

Articles of Incorporation Filed

…The aims and progress of the company were described last night by Mr. [F. M.] Winter, the principal promoter, who said that the work of construction is expected to be begun early in September…

As has bene stated it is the purpose to ask the council for a franchise along Van Buren Street, whence the road will run to Hole-in-the-Rock, at which point it will branch, one line running to Scottsdale via Ingleside, and the other to Tempe, Mesa, and south to Chandler.

Westward the road will run to Alhambra, Glendale and Peoria. A thorough canvass has been made of the territory proposed and everywhere the most earnest support has been encountered…

It is proposed to levy assessments on the acreage and practically every property owner along the proposed route has been interviewed. Mr. Winter said that in no case had a refusal been encountered. The company has offered to give stock for the amount of the assessments so that the line will be essentially a people’s line.

It is proposed to handle beside passenger traffic, freight, express and mail… It will be a rapid transit line equipped with the latest models of cars used for interurban traffic.

The profits have been figured by Mr. Winter who has had extensive experience in such matters and he believes that a divident of twenty-five per cent on the stock will be realized…

Though in the present plans of the company the matter has not yet figured, Mr. Winter said that in all probability there would be an extension of the road into the Buckeye country, as petitions covering a large stretch in that direction have been received…

– Arizona Republican, 27 July 1911, page 6.

NOTES:

1. Ingleside, Arizona was located in what is today a neighborhood of Scottsdale, around the site of the Ingleside Inn, which was at what is now 61st Street and Indian School Road.  Here is a history of the Inn.
2. Chicago Avenue was renamed 44th Street in 1956.
3. Desert Inn was a sanatorium located at “Clayson’s Ranch” according to the 1909 Phoenix City Directory.
4. Hole-In-The-Rock is located in today’s Papago Park on McDowell Road west of 68th Street.

Plans for Gridironing Valley with Electric Lines to Mesa, Tempe and Scottsdale

Arizona [Phoenix] Gazette, 26 July 1911, Page 1.

The launching of a stupendous transportation project was signalized today by the filing of the articles of incorporation of the Salt River Valley Electric [Railway] Company, which contemplates the building and operation fo sixty miles of rapid transit electric lines, connecting Phoenix with Glendale, Scottsdale, Peoria, Ingleside, Mesa, Tempe, and Chandler. A superintendent of construction has already been hired, and according to the confident assertions of the promoters, actual work will be commenced within thirty days. The initial work will be on the Scottsdale and Ingleside branch.

This ambitious project, which it is claimed will immensely stimulate land values and give Phoenix a population of 125,000 within ten years, was born only two months ago. The incorporators are F. W. Winter, rancher; Jacob Kleck, rancher; W. S. Furman, attorney; Dr. J. m. Swetnam, physician and banker; and C. C. Lewis, rancher.

The company is capitalized at $600,000, divided into 6000 shares of $100 each. The articles of incorporation provide that the incorporators shall act as the board of directors until the first annual meeting, July 26, 1912.

The promoters say this will be a people’s line. For every dollar contributed an equal amount of stock will be issued, and no bonuses of any sort will be asked. The promoters are going ahead with their project in a manner that indicates their absolute faith in the outcome and their further faith that a line of the sort contemplated will be a paying proposition from the beginning.

Plans for the proposed route have been prepared, but these are subject to change, as the existing plans of a more or less tentative nature. However, it is proposed to connect the towns and villages named, and it is further proposed to take in every scenic spot possible in running the lines.

To this end one of the lines will pass by Camelback and the Tempe line will proceed directly east on Roosevelt Street, past Hole in the Rock [later Papago Park] and across the river not far from Tempe. The river will be crossed on the company’s own bridge.

The equipment will be of the most modern kind and the road in both its construction and operation will be up to date in every particular.  As an illustration of the expected early consummation of the company’s plans, it may be mentioned that J. C. Harwood, who built the Glendale line and who is a railroad builder of long experience, has been chosen superintendent of construction and purchasing agent. There is every reason to believe that Mr. Harwood will be an extremely busy man during the next several months.

One feature emphasized by the promoters is that the new line is to be a strictly home institution. As it is expected that the money necessary to construct and operate the line will be furnished largely by the people of the Salt River valley, so it is intended that all this money, or at least as much as is possible, shall be kept here. All the officers live either in Phoenix or in this vicinity and no outside aid will be asked.

“Every man who subscribes a dollar to the fund required for building this road will subscribe to one of the greatest transportation projects that was ever conceived in this valley,” Mr. Winter, one of the promoters, said today. “We are not asking bonuses. We are merely asking the people of this valley to support a proposition that will immensely increase the value of their property and which will, as nothing else could, aid in building up the city of Phoenix. Everyone knows that one of the crying needs of this valley is more adequate transportation facilities, and that is what we propose supplying. We feel certain the lines will be a success because we know there is a real demand for such an improvement. Each contributor will be a stockholder and will participate in the profits, whatever they may be.”

The promoters are confident they will have absolutely no trouble in securing the necessary franchises, nor in floating the requisite amount of stock.  As stated above, they say actual construction work will be begun within thirty days.

The sale of the stock will begin at once and a ready response is anticipated. And if the enthusiasm of the incorporators is as valuable as enthusiasm is generally supposed to be, there should no be difficulty whatever in financing the project. Furthermore, if the company makes good its claim as to the upbuilding of Phoenix it will have accomplished a task that can be fitly classed with the marvelous.

Between 7 o’clock and 9 o’clock, Vista Park, at Warren, will be formally opened by two band concerts, the Calumet and Arizona band opening and the Military band playing the remainder of the evening. Special cars will be put on by the street railway company to handle the park crowds. The little park is ready for the opening and nothing remains to be done but to press the button that will set the playground aglitter and ablaze with electric lights.

– The Bisbee daily review, 1911-07-02, p. 1