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Pittsburgh Railways: The Steel City's Prosperous Streetcar Line

Published: January 23, 2025

By: Adam Burns

The Pittsburgh Railways Company (PRC) holds a significant place in the history of mass transit systems in the United States, particularly for the city of Pittsburgh, Pennsylvania. Its journey from the late 19th century into the latter 20th century encapsulates the era’s technological advancements and societal changes.

The PRC was one the largest and most prosperous streetcar systems in the nation.  At its peak it boasted 68 streetcar routes as well as two separate interurban lines.

It also operated 666 PCC cars, making it the third largest fleet in North America, following closely behind Toronto with 745 and Chicago with 683.

The system began operation in 1902 by consolidating a collection of smaller streetcar systems including the Pittsburgh and Castle Shannon Railroad; Consolidated Traction Company; Southern Traction Company; and United Traction Company of Pittsburgh.  Today, just three of the original lines remain under Pittsburgh Regional Transit.

Within the railfan community the system was unique for its interesting mix of bucolic interurban operations, streetcar lines, and far reaching suburban operations where cars often had to nav

Pittsburgh Railways PCC #1672 (manufactured by the St. Louis Car Company in 1944) exits south from the Mt. Washington Tunnel during the early 1960s. American-Rails.com collection.

History

The origins of Pittsburgh Railways can be traced back to the 1850s and 1860s, a period in which horse-drawn streetcars began modestly revolutionizing urban transport across the United States.

In Pittsburgh, these systems laid the groundwork for the electrified streetcar networks that later became emblematic of the Industrial Era. The move towards electrification marked a significant transition, with Pittsburgh following the national trend by adopting electric streetcars in the late 1880s and early 1890s, making it an early adopter of electric traction technology.

By the early 20th century, the landscape of street railways in Pittsburgh was highly fragmented, with numerous small companies competing for space and riders.

Between 1895 and 1905, Pittsburgh's street railway systems saw a period of consolidation. It was on July 24, 1895, that the Consolidated Traction Company (CTC) was established, and by the following year, it expanded its network by purchasing the Central Traction Company, Citizens Traction Company, Duquesne Traction Company, and Pittsburgh Traction Company, all transitioning to electric.

Just days later, on July 27, 1896, the United Traction Company (UTC) was founded and promptly absorbed the Second Avenue Traction Company, known for its electric cars since 1890.

Another key player, the Southern Traction Company (STC), secured control of the West End Traction Company on October 1, 1900. By January 1, 1902, Pittsburgh Railway Company (PRC) emerged, with STC managing operations for both CTC and UTC.

This new entity operated a large fleet of 1,100 trolleys over a sprawling 400 miles (640 km) of track. In a year, it served 178.7 million passengers, earning $6.7 million. Back then, PRC had over 20 car barns alongside power stations in Pittsburgh. The company's operations peaked in 1918, with 99 routes covering 606 miles (975 km) of track.

During its peak era in the 1920s, PRC operated one of the largest streetcar networks in the United States. The extensive network linked the city's residential areas to business districts, thereby facilitating the city's economic growth. Known for its distinctive yellow and red streetcars, PRC became a staple of daily commuting for thousands of residents.

However, as with many streetcar systems across North America, Pittsburgh Railways faced numerous challenges as the 20th century progressed. The growing popularity of personal automobiles, combined with the expansion of bus services, began to erode the streetcar’s dominance as the primary mode of urban transportation.

Despite these challenges, PRC continued to be a major player, attempting to modernize its fleet and services to compete with the changing transit landscape.

However, the leasing and operating model struggled financially and led to two bankruptcies: once in 1918 with a six-year recovery period and again in 1938, lingering until January 1, 1951.

The early 1900s brought rising costs, exacerbated by persistent demands from the city to upgrade services and equipment. Labor unrest also became an issue when wage increases were denied.

A notable development happened on July 26, 1936, when PRC welcomed PCC streetcar No. 100, crafted by the St. Louis Car Company. By August that year, it was operational, marking the world's first revenue-generating PCC.

The late 1950s ushered in widespread abandonment of lines, largely tied to construction related to highways or bridges.

Interurban Lines

In Pittsburgh, the street railway system, recognized as one of the most prominent and successful in the U.S., ran two interurban routes: one stretching 29 miles to Washington and another extending 35 miles to Roscoe, just beyond Charleroi.

A shorter branch, measuring 3.5 miles, diverged from Black Diamond on the Charleroi line to reach Donora. Construction of the Washington line started in 1903 and concluded in 1909, mostly built on its own right-of-way with substantial grading for a street railway.

South of Pittsburgh, its track followed the route of the former narrow-gauge Pittsburgh & Castle Shannon Railroad. The Charleroi line, branching off 7.8 miles south of Pittsburgh from the Washington line, was completed in 1910, although parts of it had operated since 1895. The Donora addition came in 1911.

These lines were distinguished by the diverse equipment used throughout their operation, ranging from heavy wooden interurban cars to standard streetcars with multiple unit control, single-ended center-door interurban cars, and eventually PCC cars.

As the largest PCC user in the country, the company modified some standard PCCs for interurban travel in 1946 and acquired 25 specifically for these routes in 1949.

Despite enjoying significant patronage and offering frequent half-hourly services, the lines ultimately couldn't sustain themselves and were reduced to city car lines by 1952. The freight services had already ceased in 1941 when Pittsburgh city authorities condemned the company's LCL house.

Final Years

Post-war optimism saw a brief resurgence in patronage, but by the 1950s, the system faced mounting financial difficulties. In 1964, Pittsburgh Railways was formally absorbed into the Port Authority of Allegheny County (PAT), which had been established to oversee public transportation in the Pittsburgh metropolitan area.

Under PAT management, many of the former streetcar lines were either abandoned or converted to bus routes to better align with contemporary commuting patterns. Yet, some sections of the streetcar network were preserved, leading to the development of what is now known as the Pittsburgh Light Rail, or "The T," which continues to serve the area today.

The evolution of Pittsburgh Railways from horse-drawn carriages to modern light rail reflects the broader historical shifts in urban transportation. Its legacy endures in Pittsburgh’s commitment to maintaining an efficient and adaptable public transit system, demonstrating the crucial role of transit networks in shaping metropolitan growth and development. This history highlights the dynamic between past innovations and current needs in fostering sustainable urban environments.