The History of the East St. Louis & Suburban Railway
by Stephen M. Scalzo
This is a previously unpublished history of the East St. Louis & Suburban Railway written by the late Stephen M. Scalzo. It is being published here along with information compiled from multiple sources by Mr Scalzo on the railway's trackage and equipment. This manuscript and the source materials for this article are the property of the Illinois Railway Museum and may not be reprinted or reproduced without written permission from IRM.
The East St. Louis & Suburban Railway was the second most important interurban network radiating out of St. Louis, and at its peak operated 185 miles of trackage in the 280 square mile area of East St. Louis and surrounding communities that had a population of more than 200,000. East St. Louis had a population of 58,000 in 1910, joined on the north by the manufacturing districts located in the suburbs of Venice, Madison, and Granite City. The company was a holding organization that controlled and operated several formerly independent companies which were divided into four major sections.
The company's city streetcar system served East St. Louis, Venice, Madison, and Granite City, and its interurban lines extended to the southeast, east, northeast, and north, terminating in cities with populations from 10,000 to 25,000 located about 25 miles from East St. Louis. The interurban lines lacked a high speed entrance into East St. Louis; all lines passed through East St. Louis on the street railway trackage and terminated at the St. Louis side of the Eads Bridge over the Mississippi River. Beyond East St. Louis, the interurban trackage was on private right-of-way, much of which was constructed on embankments because of the swampy nature of the Mississippi River flood plain. Trackage for the most part was constructed to a high standard.
East St. Louis Electric Railway
An act of the State Legislature passed on March 30, 1869 authorized the organization of the East St. Louis Railway Company with $50,000 of capital. The company obtained a franchise in 1870. Early in 1872 a group of local citizens organized the company to build a horse railway line in East St. Louis. After an ordinance was passed by the city council, trackage was constructed for $12,000 from Bowman's Dike to Missouri and Collinsville Avenues, and on July 18th the first horsecars were operated on the line. A short time later the trackage was extended along Collinsville Avenue to St. Clair Avenue, and then to the entrance of the National Stock Yards. The Denverside line was also constructed and horsecars operated from Broadway. The company did very little business, and after several years service was discontinued and the tracks torn up.
In the late 1880s, two rival companies emerged. The East St. Louis Motor Railway was incorporated in May of 1887 with $200,000 of capital, and the Electric City & Illinois Railway was incorporated in March of 1889 with $150,000 of capital. However, those two companies never built anything.
On July 22, 1889, the St. Louis & East St. Louis Electric Railway Company was incorporated with $100,000 of capital (later raised to $250,000) to build a streetcar line over the Eads Bridge, which was opened in July of 1874. A power station was constructed at the east pier of the bridge to supply power. The first electric streetcars were operated on December 4, 1889, and by 1890 the company had one mile of double track and six streetcars, earning $48,815.
On August 9, 1889, an ordinance was passed allowing the Citizen's Electric Light & Power Company to build an electric street railway. However nothing was ever built by the company.
On March 3, 1890, the East St. Louis Electric Street Railway (ESLESR) sought a franchise. After the city council granted the franchise on May 5th to the ESLESR, the company was incorporated on May 12th with $150,000 of capital (later raised to $500,000). The Thomson-Houston Company was contracted to install the electrical system. Shortly thereafter it started construction of 4'10"-gauge double trackage along Broadway from Front to Collinsville Avenue, and then on Collinsville to the National Yards' Nelson-Morris Dressed Beef Works at the Cahokia Creek, with a branch to the Cairo Short Line Railroad tracks. Eight miles of trackage was completed in October, but erection of the overhead and other problems delayed the start of service until March 20, 1891. Six electric streetcars were built by the St. Louis Car Company, with the brick powerhouse located at Front and Mulliken Streets containing two Westinghouse 100hp engines, and the wooden car barn located on St. Clair at Collinsville Avenue.
Between the end of the horsecar line and the ESLESR lines, an omnibus operated between the approach to the Eads Bridge on Broadway and the Stock Yards.
In January of 1893 construction began on extending the Broadway Street line along Champa, Fisk, and Euclid Streets to Oklahoma Street in Denverside, and on May 29th streetcars began operating. In June the Broadway line was again extended from Denverside through the Claremont addition to Alta Sita and Fireworkstown. Unfortunately the company's 17 streetcars were destroyed when the car barn burned down in November of 1894. By 1896 the company was operating 14 miles of trackage with 14 streetcars.
The Adams Electric Railway was incorporated in 1891 with $5 million capital. The East St. Louis Belt Suburban Dummy Electric Railway was incorporated in 1893 with $150,000 of capital. The Winstanley Park Railway was incorporated on March 14, 1901 with $10,000 of capital. However those companies never built any trackage.
In 1897 the ESLESR was acquired by the St. Louis Belleville & Suburban Railway. Earnings of the company was $157,184 in 1900. By 1901 the system operated 18 miles of trackage with 23 streetcars. On February 19, 1902, the East St. Louis & Suburban Railway (ESL&S) was incorporated and took over the operations. The Clark Brothers purchased the ESL&S on April 11, 1902. On June 2nd, an ESL&S subsidiary company, the East St. Louis Railway Company (ESLR), which had been incorporated on March 24th, purchased the ESLESR and the Eads Bridge line and took over operations. A number of track extensions were built between 1904 and 1907.
In 1905, the company spent $100,000 to rebuild 25 miles of trackage from the 4'10" gauge to 4'8.5" standard gauge to accommodate ESL&S interurbans. In 1907 the company had 36.25 miles of trackage, operating 10 lines with 94 streetcars. During World War I, ridership drastically increased, with passengers complaining of overcrowded conditions. There was a strike on July 4-5, 1918, and fares were increased to six cents on August 11th. Earnings peaked at $1,182,704 in 1920. After a dispute with the Public Utilities Commission, fares went from six to eight cents on January 10, 1921.
Increasing use of private automobiles and concrete highways in the early 1920s began to draw away passengers. Earnings dropped 22% in 1921. As revenues started to fall, attempts were made to improve service and cut costs. Bus service was introduced on March 15, 1923 when two White buses began operating on a crosstown line. The Cleveland Avenue line was converted to one-man operation in July 1924, and four double-ended double-truck streetcars were purchased. On November 16, 1924, the 18th Street line was converted to one-man operation, but in November of 1925 the line was abandoned and replaced with buses. On March 1, 1925, the Main Street line was converted to one-man operation. The Broadway line was converted to one-man operation on April 12th and the Alta Sita line on May 3rd; together those lines used 17 rebuilt streetcars. On May 14, 1925, the company was authorized to abandon the St. Clair Avenue line from First Street to the Black Bridge. By October of 1925 the company had faced an accumulated deficit of $126,000 for the last four years without a fare increase. On November 3, 1925, the company was authorized to abandon the 18th Street line from 13th and St. Clair to 18th and Lynch Streets.
On February 14, 1926, fares were increased from eight to 10 cents after the company obtained a federal injunction restraining ICC interference. However the number of passengers continued to drop and numerous plans were instituted to attract more riders. In March, the company raised the fare over the Eads Bridge from 13 to 15 cents. In the summer of 1926, the company decided to convert the through lines to one-man operation. As a result, six streetcars were rebuilt by the St. Louis Car Company, being returned in May of 1927 for use on the Lansdowne line. By 1927 earnings were $1,098,684 with 11,297,006 passengers. During the later part of 1927, five additional streetcars were rebuilt, followed by five during the spring of 1928 and five in August of 1928. On January 1, 1928, the Stock Yards line became the last route to be converted to one-man operation. In November of 1927, five new streetcars were received from the St. Louis Car Company and placed into service.
On January 5, 1932, the company was authorized to abandon the Alta Sita line. On June 21, 1932, the company was authorized to acquire and operate the State Street line from 42nd to 89th Streets in Edgewood which had previously been operated by the ESL&S. By 1934 earnings had declined to $575,119 with 5,474,123 passengers. By 1935 the company was faced with $600,000 in paving costs, and owed $1,880,000 in bills. Streetcar service could no longer be maintained, as it was losing money. On November 15, 1935, the company abandoned its remaining streetcar operations on the State Street and Lansdowne lines.
St. Louis & Belleville Electric Railway
The Belleville Electric Railway Company (BER) was incorporated on December 8, 1893 to construct a railway from the eastern limits of Belleville to the western limits of East St. Louis, and from the Belleville square to the northern and southern city limits. The local lines in Belleville were constructed first and placed into operation in 1894. Belleville was the county seat for St. Clair County, and by 1900 had a population of 20,000.
The St. Louis & Belleville Electric Railway (SL&BE) was envisioned in the early part of the 1890s by several Belleville citizens, but nothing was accomplished until Major L.N. Downs of Kalamazoo became active in the company. The company was incorporated on July 12, 1897 with $50,000 of capital (later increased to $500,000). The line became known as the Day Line, named after one of the company's founders, John A. Day. Surveying of the line began in November of 1897, and in June of 1898 the construction contract was awarded. The company built a double-track line during 1898 and 1899 on private right-of-way between East St. Louis and Belleville. Several expensive engineering problems were encountered, and long steep cuts had to be made to reduce grades. The trackage consisted of 60-pound rail laid on cedar ties ballasted with cinders. The power house was constructed on the bluffs located one mile east of Edgemont.
The first inaugural trip on the SL&BE was operated on January 27, 1899 with a borrowed streetcar. After the six new interurbans arrived, 20 minute service was inaugurated on May 11th from the Belleville Square to the Belt Crossing in East St. Louis, where passengers transferred to the ESLR. The BER was purchased shortly thereafter so that the interurbans could reach the central public square in Belleville. Eventually the company operated 12 interurbans.
The St. Louis Belleville & Suburban Railway (SLB&S) was incorporated on November 19, 1897 with $350,000 of capital. The company secured the necessary franchises that would enable it to operate interurbans over 14 miles of trackage from the eastern terminal of the Eads Bridge in East St. Louis to the Belleville public square. The company was promoted, financed, and built by Townsend Reed & Company of Chicago. Construction of the 10-mile double-track line between East St. Louis and Belleville began in November of 1897 along the St. Clair County Turnpike. A brick power station was constructed in the middle of the line at Edgemont; that facility contained four boilers that operated two 500hp Russell engines that were connected to two 300kw Walker generators. The line was relatively straight, with a few grades, the worst being 6.5%; 60-pound rail was laid on oak ties, with cinder ballast. Passenger operations began on May 25, 1898 every 15 minutes from the East St. Louis city limits to Belleville using eight Jewett Car Company interurbans, with a 25-cent fare (which included the Eads Bridge fare). In 1899 the company earned $77,360 and carried 20,000 passengers.
By early 1899 the SL&BE and the SLB&S were fighting with one another, and in May the companies filed lawsuits against each other. It was quickly determined that the companies needed to consolidate. On September 1, 1899, the SL&BE acquired the SLB&S for $250,000, and both companies were controlled by the St. Louis & Belleville Traction Company (SL&BT), a holding company that was incorporated on July 15, 1899. In 1901 the SL&B [sic] earned $52,002. On July 22, 1901, passenger service was discontinued on the SL&BE; work began immediately on converting the trackage to standard gauge, and a large area was purchased at Winstanley Park for the construction of a 14-track yard. Interurban passenger service on the SLB&S trackage was extended to the Belleville Square. The SLB&S powerhouse was converted to a machine and repair shop. In November, freight service using electric locomotives began over the SL&BE, with freight trains consisting primarily of coal. In 1902 the SLB&S was merged into the ESL&S while the SL&BE retained its own identity as part of the ESL&S.
The SL&BE became an important originator of coal movements from four mines located along the line in addition to the handling of freight cars to adjacent industrial plants from connecting steam railroads. By 1918 the line was interchanging about 100 freight cars daily. Earnings grew on the all-freight SL&BE. In order to handle the rapidly increasing freight traffic, especially all the coal to the new Cahokia superpower plant on the east band of the Mississippi River in East St. Louis, the company received a new 80-ton electric locomotive in 1926 to assist two similar 50-ton locomotives which had been in use for 25 years. The line remained operated by electric locomotives until 1949, when a diesel locomotive was purchased to replace the electrics. In 1953 earnings of the line peaked at $1,220,763. On December 1, 1958, the Peabody Short Line Railroad was incorporated to take over the operations after the Peabody Coal Company purchased the trackage to obtain access to the coal dock operations on the Mississippi River in East St. Louis. In April of 1961, the trackage was purchased by the Illinois Central Railroad, and a few years later the trackage was torn up and abandoned in favor of the parallel IC trackage.
East St. Louis & Suburban Railway Company
The Edwardsville Collinsville & East St. Louis Electric Railroad (EC&ESL) was incorporated on March 25, 1901, and on June 30th began operating interurbans on the seven-mile line from Edwardsville to Collinsville. On July 23, 1901 the EC&ESL and MVT were sold to the East St. Louis & Belleville Traction Company (ESL&BT). The first interurban operated from Edwardsville to East St. Louis on October 28, 1901.
The Collinsville Caseyville & East St. Louis Electric Railway (CC&ESL) was incorporated on March 23, 1899 with $20,000 capital (later that was raised to $100,000). That company contracted with M.M. Stephens of East St. Louis to build a 12-mile line from Edgemont through Caseyville to Collinsville in 1899, with 75-pound rail on cedar ties and chat ballast. Interurban service began on October 4, 1900 using two interurbans operating on a 90-minute headway. The line was split at Caseyville when the Terre Haute & Indianapolis Railroad refused permission for a grade crossing. The company purchased electrical power for the overhead from the St. Louis & Belleville Electric Railway Company. Later three additional interurbans were obtained, and in 1901 the company earned $17,903 with 361,244 passengers being carried.
The St. Louis O'Fallon & Lebanon Electric Railway (SLO&L) was incorporated on June 3, 1901 with $25,000 of capital, and the company proceeded to build a 10-mile line from Edgemont through O'Fallon to Lebanon, using the former Baltimore & Ohio Southwestern Railroad roadbed. At French Village near Edgemont, a connection was made with the CC&ESL. The line was constructed with the idea of supporting heavy freight traffic, and the maximum grade was 1.5% and the maximum curvature was 10 degree. Electrical power for the overhead was from a substation at O'Fallon which contained two 200kw rotaries; a three-mile feeder line extended east of the substation. The inaugural trip was operated on September 11, 1903 to O'Fallon, with regular service starting the next day. Service was gradually extended as trackage was completed east, with the first interurban operating to Lebanon on December 25th.
The BER changed its name to the St. Louis & Illinois Suburban Railway, which was incorporated on September 12, 1901, but that company was reorganized as the East St. Louis & Suburban Railway (ESL&S) which was incorporated on February 19, 1902. The company passed into the hands of the Clarke interests of Philadelphia, being supervised by the E.W. Clarke Investment Management Corporation. On February 19th, the company's stock was increased to $1.67 million, and the BER, ESL&BT, CC&ESL, and the Eads Bridge line were purchased and consolidated into the ESL&S. On March 5th, the directors of the company voted to increase the capital stock to nearly $3 million.
In 1902 work began on the new central Winstanley power station, and when work was completed in the spring of 1903, it replaced small and separate plants located on the bluffs 10 miles to the east. A transmission system was installed on the pole line for supplying electrical energy to the interurban lines through seven rotary converter substations. Shortly after the station was put into service, an electric lighting and power company was absorbed, and the capacity of the station was greatly increased. Trackage grew from 42.2 miles in 1902 to 111 miles in 1904, and in 1905 another 10 miles was completed. Of the total of 57.47 miles in 1905, 50.12 was interurban trackage and 7.35 miels was city trackage with 107 streetcars and interurbans. During 1905 the company purchased the SLO&L.
The company rebuilt 85 miles of trackage and regauged 125 streetcars and interurbans in 1905 when standard gauge was adopted. The company also operated a general freight interchange business with the area steam railroads. Coal was also handled from two large mines on the Lebanon line, which placed the company as the third largest coal carrier into East St. Louis. Between 1902 and 1922 the Interurban Express Company, a separate corporation controlled by Belleville merchants, operated light freight and express business over the trackage; the service was contracted for on the basis of the gross receipts, with the ESL&S furnishing express cars and operating personnel. The general repair shops for the entire system were located near the main power station in East St. Louis.
By 1910 the company was operating 18 daily round trips on passenger interurbans to Collinsville, Edwardsville, Lebanon, O'Fallon, and Granite City, and 77 round trips to Belleville. In 1911 the number of regular and tripper cars in daily service averaged 111. Earnings went from $241,479 in 1902 to $1,076,409 in 1914, with ridership peaking at 24,956,009 in 1909. By 1912 the company was operating 103 streetcars, 21 interurbans, and 26 suburban streetcars.
Traffic on the 15-mile double-track East St. Louis to Belleville line, where there was a 15-cent fare, was very heavy and required 55 minutes of running time. Interurbans were scheduled on that line in both directions every 15 minutes during the day and nearly twice that during rush hours, which required at times the use of 20 interurbans, many operating in two-car multiple-unit trains. On Sundays, interurbans were operated on five-minute headways. On the Lebanon line, interurban service in and out of East St. Louis was on an hourly headway, with night and morning tripper service. Hourly service was given in each direction on the Edwardsville line.
In December of 1913 ten new suburban streetcars were placed into service. In February of 1914, a new Eads Bridge trolley station was opened at 3rd & Washington Streets in St. Louis. In August of 1914 the company completed an addition to its electrical power system that tied the existing Winstanley steam power station near East St. Louis with the hydroelectric plant at Keokuk, Iowa; from the power plant electrical energy was supplied to the company's seven substations over transmission lines located on the overhead line poles. In December of 1914, the company awarded a $70,000 contract for the construction of a four-story building at Collinsville Avenue and Main Street in East St. Louis for its general offices and a waiting room.
World War I brought problems, with costs rising faster than earnings. Hourly wages went from 29 cents to 33 cents on July 21, 1917, and then to 47 cents as a result of the National Wage Labor Board action. The company defaulted on its bond payments on August 11, 1919, and after that started to lose money. The subsidiary Alton Granite & St. Louis interurban system was placed into receivership in 1919. When the NWLB ordered wages to 66 cents, the company went to court and got the wages lowered to 51 cents. In September of 1920 fares were increased from six to seven cents between East St. Louis and Belleville and on the Belleville local streetcar lines.
The company was one of the first interurban systems in Illinois to face jitney competition, when the Interstate Transit System began operating over the Eads Bridge in 1920. However, on August 17, 1921 the company won an important victory when it obtained an injunction to close down the jitney lines. Between 1920 and 1921 there was a 20% drop in the number of passengers carried. On March 15, 1922, the Interurban Express Company was forced into bankruptcy as a result of truck competition.
On August 31, 1922, the company was acquired by the North American Company, which later gained control of the Illinois Terminal Railroad, after which the two systems were brought under common control. The company, despite its heavy passenger traffic, was never very profitable, with high operating ratios and a low return on its investment. Motor buses were introduced in June of 1924 on the Oakland division of the Belleville local system to connect the St. Louis line at the court house square. On September 20, 1925, the subsidiary Blue Goose Motor Coach Company was incorporated. As private ownership of automobiles and construction of concrete highways increased, passenger traffic began to decline.
On May 14, 1925 the company was authorized to abandon the East Douglas streetcar line in Belleville, and on May 13, 1926 the company received authority to abandon the Illinois Street and L&N line, from the L&N station to the square, and the South Station to Jackson & Van Buren line in Belleville. IN 1926 the East St. Louis to Collinsville line was converted to bus operation. On August 20, 1928, the company was authorized to discontinue interurban passenger service on the 24-mile East St. Louis to Lebanon line. After passenger service was discontinued, 6.75 miles of trackage was dismantled between O'Fallon and Lebanon, and steam locomotives took over freight operations after the overhead was removed on the trackage from French Village to O'Fallon. On August 1, 1928 the company was authorized to substitute buses and abandon 4.78 miles of trackage from French Village to the southern limits of Collinsville and 9.92 miles of trackage from the northern village limits of Collinsville to Edwardsville.
The Union Electric Company of St. Louis purchased the remaining trackage of the company for $4 million on September 24, 1928. The Edwardsville to Collinsville and the O'Fallon lines were converted to bus operation on September 28th and on October 14th the last trains operated on those lines. After 1928, the remaining system began to disintegrate. On March 27, 1929, the company was authorized to abandon trackage on the private right-of-way from St. Louis Road to Main Street, and in Summit and Clay Streets to the Collinsville wye. The earnings of the company at first had not been affected greatly by the automobile. However when the Depression struck, the company failed to meet interest obligations.
Earnings dropped from a 1920 peak of $1,716,504 to $505,145 in 1931 (net was negative $152,893), with ridership falling from 21,093,039 in 1923 to 2,784,388 by 1931. By 1932, the remaining interurban passenger lines only operated 29 daily round trips. On June 21, 1932, the company was authorized to abandon its trackage to Collinsville and Belleville, and on July 24th the last passenger interurbans were operated from East St. Louis to Belleville. The ESLR purchased and operated a portion of the Belleville line along State Street from 42nd Street to 89th Street in Edgemont, as previously described.
Alton Granite & St. Louis Traction Company
Construction began immediately thereafter. The inaugural streetcar trip operated on August 7, 1895 from the Town Hall in Venice to Granite City, and on August 15th regular service began using seven streetcars. G.A. Neiman was awarded the contract to furnish electrical power for the overhead, with an 80hp generator being installed at a power house constructed near 4th Street and Rock Road in Venice. By the end of August the crossing over the Chicago & Alton, Big Four, and Wabash Railroads' trackage was installed, and streetcars operated to Ferry Street. In October, plans were developed on extending the line to reach the boat landing at the foot of Ferry Street, with construction being complete the following year. By 1901 the system had grown to 12 streetcars.
The Granite City Venice & East St. Louis Railway (GCV&ESL) was incorporated on October 24, 1899 to build a streetcar line from Madison to East St. Louis. After receiving a franchise from the Venice City Council, construction began on the trackage. By the end of April 1900, construction of the line from Madison to East St. Louis was completed to Brooklyn, with work having just been started on the line between Brooklyn and Black Bridge. On June 30, 1900 the company began operations, with streetcars operating along the old Rock Road every 15 minutes from the northwest limits of East St. Louis. The Venice Electric Light & Power Company furnished electric power temporarily for the overhead until the company's new power house in Venice was completed, at which time the new power house took care of the electrical needs of both companies. Service was extended into East St. Louis via St. Clair Avenue from the Black Bridge over Cahokia Creek on September 8th. During the summer of 1900, streetcars began operating over new trackage through Brooklyn that avoided the C&A double crossing. During 1901 a new line was constructed from Granite City to Horseshoe Lake. During May of 1902 the company purchased a direct right-of-way through Brooklyn, and during the summer many curves in the trackage were eliminated.
The Granite City & Edwardsville Railway (GC&E) was incorporated on June 18, 1901, and after building a line to Horseshoe Lake, began operating streetcars on January 15, 1902.
The Granite City & St. Louis Railway (GC&SL) was incorporated on April 10, 1902 with $500,000 of capital. During 1902 and 1903 the company purchased and merged the VM&GC, GCV&ESL, and GC&E. The new company operated a fleet of fourteen streetcars and in 1904 earned $68,971 and carried 750,000 passengers.
The Alton Granite & St. Louis Traction Company (AG&SL) was incorporated on February 4, 1904 with $1 million in capital (later raised to $3 million) as a result of the merger of the GC&SL and the Alton Light & Traction Company. D.R. Francis and Brothers controlled the AG&SL. Surveys were completed in February on a 4'10" gauge interurban line from Granite City to Alton, and most of the right-of-way was acquired. In March, J.G. White & Company was awarded the construction contract, and track construction began at 21st & Madison Avenue in Granite City on the Alton extension. The Horse Shoe Lake line was connected at 23rd & Madison and the old trackage on Niedringhause Street was dismantled. Construction also began on the new Madison to East St. Louis short line, with two steel bridges having to be constructed over steam railroad tracks at Willows and Madison.
The AG&SL began interurban passenger service on the completed portion of the line from Granite City to Nameoki on May 1, 1904. Passenger service was extended north to Long Lake, near Mitchell, on June 13th and on March 1, 1905 service was extended to Alton. Steel bridge viaduct crossings were used to cross steam railroad lines at the Lead Works near Alton, Mitchell, Granite City, and East St. Louis. Substations were constructed at Granite City, Hartford, and Alton to supply power to the overhead, and new electrical equipment was purchased for the Alton power house to supply the electrical power. Span construction supporting double trolley wires was initially used, but later one trolley wire was transferred to the pole line to serve as a feeder line. A car barn was constructed at Yager Park. To standardize all trackage, the company between June 15 and 19, 1905 converted its gauge to 4'8.5" standard gauge. In 1905, earnings were $207,433.
The AG&SL "Short Line" route to East St. Louis was opened on January 1, 1906 with hourly service. However because the disputed Louisville & Nashville grade crossing in East St. Louis was not installed for another 11 months, passengers had to transfer there between interurbans. On January 9th, interurbans began operating from 2nd & Washington Streets in Alton to Washington Street in St. Louis (via a transfer in East St. Louis to the Eads Bridge streetcars) on a one-hour-and-15-minute schedule. Later in January, work began on about 10,000 feet of private right-of-way trackage from 2nd & McCambridge in Madison to 20th & Madison in Granite City to eliminate street trackage and speed service.
In April of 1906, control of the company passed into the hands of the East St. Louis & Suburban (ESL&S). Common stock was exchanged at the ratio of two AG&SL shares for one share of ESL&S, with the preferred stock exchanged share for share. In May, the system was equipped with the Blake dispatching system, centralized in East St. Louis; telephones and signals were installed at every switch and station.
The Edwardsville Alton & St. Louis Railway (EA&SL) was incorporated on January 14, 1905 and on November 26th began operating interurbans on its nine miles of trackage from Mitchell to Edwardsville. On January 4, 1907 the AG&SL purchased the EA&SL.
In 1910 the system was operating 18 daily round trips between Alton and St. Louis. On January 18, 1912, a subsidiary company, the Alton & Eastern Railway was incorporated with $2,500 of capital to build a 3,300-foot extension to the State Hospital. The company reached its peak mileage of 53.35 miles by 1912, and by 1913 operated 36 closed and two open streetcars. Hourly interurban service in each direction was offered on both the Alton and Edwardsville line. A section of the line south of Granite City was double-tracked. In 1915 limited interurban service was introduced, cutting running time between St. Louis and Alton to 55 minutes. Interurban and city ridership in 1915 was 10,369,577.
During World War I, the company sought a higher three-cent-per-mile basic rate, but that was not accomplished until the Public Utilities Commission was sued in July of 1918. However inflation caused operating costs to increase faster than revenues, and financial problems began to develop. On August 1, 1918 the company defaulted on its interest payments and it went into receivership in 1919. During 1924 operating employees received hourly rate increases and in May one-man service was instituted.
In 1926 the courts ordered the company broken up. On June 22nd the Alton Railway Company was incorporated to take over the operations of the local Alton streetcar lines and the St. Louis & Alton Railway was incorporated to take over operations of the interurban lines. The sale was completed towards the last of November and the new companies took over operations on December 1st. The Illinois Terminal Railroad leased the interurban company's trackage on June 17, 1930. The system consisted of 26.15 miles of trackage operated with a fleet of modern center-entrance steel interurbans operating 18 daily round trips on a 45-minute schedule.
In September of 1930, interurbans were rerouted off Broadway Street in Alton and began using the newly electrified Alton & Eastern Railroad's old Bluff Line trackage into Alton. The deteriorated 8.5-mile Mitchell to Edwardsville section of trackage was abandoned in February 1932, and after receiving authority on April 22nd, the line was dismantled for scrap several months later. In January of 1936 the Willows Viaduct trackage in Madison and East St. Louis was abandoned when the IT rerouted all interurbans over its McKinley Bridge in Venice. Later in 1936 the main line trackage from Wood River to Alton was abandoned and interurbans started using the parallel IT trackage. The 23rd & Madison car barn in Granite City was closed during 1940 and the remaining trackage was sold to the IT in December of 1940.
Passenger ridership boomed during World War II but, after the war, automobile usage increased drastically and ridership declined proportionately. As revenues decreased, track maintenance was deferred, resulting in rough trackage. Interurban service remained unchanged until 1952 when the number of scheduled interurban runs was reduced. However as revenues continued to decline the end was in sight. The last interurbans operated on March 7, 1953.
Rosters
These rosters are incomplete. They have been compiled from multiple sources. Additions and corrections are gratefully welcomed. Work equipment, which seems to have been shared between ESLR and ESL&S, is listed separately. -Frank Hicks
Abbreviations:
Amer = American Car Company
AR = Arch Roof
Br = Brill
CE = Center Entrance
DR = Deck Roof
DT = Double Truck
GE = General Electric
IT = Illinois Terminal Railroad
RR = Railroad Roof
SLCC = St Louis Car Company
ST = Single Truck
StL = St Louis
WH = Westinghouse
East St. Louis & Suburban
Group 1 - ex-St Louis & Belleville Electric; later StL 23B trucks, 4 x GE 57H motors; rebuilt 1915 into parlor cars for the Alton line, some with open platforms on both ends; photo of car 2; later photo of car 2; photo of car 3; another photo of car 3; photo of car 6; photo of car 7; later photo of car 7
Group 2 - ex-St Louis Belleville & Suburban; car 10 rebuilt as "Illinois"; photo of car 9 as a control trailer; photo of car 12 rebuilt with an arched roof
Group 3 - car 13 re# as car 25 and named "East St Louis"; car 14 rebuilt as parlor car "Mounds"; car 16 rebuilt as parlor car "Bluffs"; two cars sold 1909 to Chicago Ottawa & Peoria 81-82; three cars sold 1910 to Oklahoma Railway 211-213; one car sold to AG&SL 59; cars 22 and 25 re# in 1921 to 15 and ?; photo of car 19; photo of car 25 (ex-13)
Group 4 - ex-Collinsville Caseyville & St Louis
Group 5 - ex-St Louis Belleville & Suburban
Group 6 - cars 31, 32, 34 to AG&SL in 1921, to ITRR 140, 144, 142 in 1930; photo of car 31; photo of car 32; photo of car 33; photo of car 34; photo of car 34
Group 7 - cars 36, 37, 39-44 to AG&SL in 1921; cars 36, 37, 41 to ITRR 143, 145, 141 in 1930; photo of car 36; photo of car 36; photo of car 38; photo of car 40; photo of car 41 (note steel sides); another photo of car 41; photo of car 44; photo of car 48 (note steel sides); photo of car 49 (note steel sides); photo of car 50 trained with AG&SL 51-series cars
Group 9 - single-truck city cars, ex-Belleville Electric Railway, all retired by 1909; car 41 destroyed by Southern Railway train in 1901
Group 10 - to SL&A 4 in 1926; to ITRR 120 in 1930
Group 11 - originally parlor car; to SL&A 5 in 1926; to ITRR 121 in 1930
Group 12 - no other information on this car
Group 13 - to SL&A 11 in 1926, to ITRR 122 in 1930
Group 14 - no other information on this car
Group 15 - originally parlor car; to SL7A 15 in 1926; to ITRR 123 in 1930
Group 16 - cars 24-30 acquired 1921 from AG&SL 24-30 in exchange for cars 31, 32, 34, 36, 37, 39-44; Photo of car 22 (1921); photo of car 22 (1930); photo of car 23 (1928); photo of car 23 (1930); photo of car 24 (1923); photo of car 25 (1928); photo of car 25; photo of car 27; photo of car 28; photo of car 29 (1928); photo of car 29 (1928)
Group 17 - similar in design to Pacific Electric "Hollywood" cars, later sold to the IT as #470-473; photo of car 70; photo of car 72; photo of car 73; another photo of car 73
Group 18 - not certain whether there were 5 or 6 cars on this order; these cars may have been assigned to city service (ESLR)
Group 19 - control trailers built in 1917-1918 from spliced ESLSR city cars (five cars of this type were built, with cars 81-82 assigned to the AG&SL)
Group 20 - these cars may have been assigned to city service (ESLR)
Group 21 - ex-AG&SL 113-118, acquired 1921; used in Belleville city service
St. Louis & Belleville Electric
NOTES
Group 1 - originally #10-11; early 50-ton steeplecabs
Group 2 - 50-ton steeplecab; photo of locomotive 550; another photo of locomotive 550
Group 3 - dual-power electric / gas-electric locomotive, ex-Illinois Central 11000, later sold to Hudson Bay Mining & Smelting as their #100; photo of locomotive 600; another photo of locomotive 600
SL&BE line car 500 was former ESL&S, then ESLR, line car 503. It was built by the ESL&S at its Winstanley shops and shares an obvious family resemblance with other cars built there, like car 04 (shown further down). It was purchased by the SL&BE in 1935.
East St. Louis Railway
Roster information compiled by James Buckley
200-202 - 3 cars - DT closed - St. Louis, 1898 - St Louis 21 trucks, 2 x GE 70 motors, K-10 control - former ESLESR #22-24, originally had 2 x WH 49 motors, one car rebuilt into work car 1007, other two retired by 1919
203-207, 209-217 - 15 cars - DT DR closed - St. Louis, 1900 (order #86) - Brill 27G1 trucks, 4 x GE 67A motors, K-10 control, 40 seats - L 37', W 8'10", H 12'2", Wt. 32,123 lbs. - former ESLESR #25-39, car #30 wrecked 6-26-1903 and not renumbered #208, all cars originally had St. Louis 21 trucks and 2 x WH 49 motors, all retired by 1919
208 - 1 car - DT DR closed - American, 1903 - Brill 27G1 truck, 4 x GE 7A motors, K-10 control, 40 seats - L 37', W 8'10", H 12'2", Wt. 32,123 lbs. - former #30, originally had St. Louis 21 trucks an 2 x WH 49 motors, retired by 1919
218-229 - 12 cars - DT DR closed - St. Louis, 1902 (order #275) - Brill 27G1 trucks, 4 x GE 67A motors, K-10A control, 32 seats - L 37', W 8'10", H 12'2", Wt. 32,123 lbs. - former ESLESR #50-61, originally had St. Louis 21A trucks and 2 x GE 67A motors, #222 and #225 got K-28A control
230-231 - 2 cars - DT convertible - American, 1903 (order #456) - Brill 27G1 trucks, 4 x GE 70A motors, K-28A control - former #62-63, originally had 2 x GE 80A motors and K-10A control, #231 had 4 x GE 54 motors and K-12 control
232-236 - 5 cars - DT closed - American, 1903 (order #505) - Brill 27G1 trucks, 4 x GE 67A motors, K-10A control, 36 seats - L 39', W 8'8", H 11'7", Wt. 32,975 lbs. - former #74-78, all retired by 1919
237-251 - 15 cars - DT DR 10-window closed - St. Louis, 1904 (order #476) - Brill 27G1 trucks, 4 x GE 67A motors, K-10A control, 32 seats - L 42'8", W 8'8", H 12', Wt. 36,920 - former #125-139; eight retired by 1919, three more by 1925, last four cars had 4 x GE 70A motors and K-28A control; photo of car 242; another photo of car 242; photo of car 246; another photo of car 246
252-257 - 6 cars - DT closed - American, 1907 (order #700) - Brill 27G1 trucks, 2 x GE 80A motors, K-11H control - former #140-145, all gone by 1919
260-261 - 2 cars - DT DR closed - St. Louis, 1909 (order #827) - Brill 22A trucks, 2 x GE 57H motors, K-11H control, 32 seats - L 45'4", W 8'8", H 12'2", Wt. 36,920 - originally had 4 x GE 210A motors
262-267 - 6 cars - DT DR 10-window closed - American, 1910 (order #877) - Brill 22A trucks, 2 x GE 57H motors, K-11H control - L 45'4", W 8'8", H 12'2", Wt. 38,500 lbs. - cars #265 and 267 had 2 x GE 47 motors, car #266 had 2 x GE 70 motors; photo of car 263
270-274 - 5 cars - DT DR 10-window closed - American, 1913 (order #1003) - Brill 22A trucks, 2 x GE 210 motors, K-36 control, 36 seats - L 43'9", W 8'8", H 12'1", Wt. 36,860 lbs. - #271-272 had 2 x GE 57 motors; possibly sold to AG&SL?; photo of car 272; photo of car 273
280-285 - 6 cars - DT DR 11-window closed - American, 1910 (order #902) - Brill 27G1 trucks, 4 x GE 70A motors, K-28B control, 36 seats - L 47'4", W 8'11", H 12'2", Wt. 47,510 lbs. - retired between 1919 and 1925, photo of car 283
300-309 - 10 cars - DT DR 12-bench open - American, 1903 (order #457) - Brill 27G trucks, 2 x GE 67A motors, K-10A control, 60 seats - L 36'6", W 7'10", H 11'6", Wt. 23,000 lbs. - former ESLESR #64-73, cars #300 and #302 sold in 1911 to the St. Petersburg & Gulf as their #30-31, all cars retired by 1919
310-329 - 20 cars - DT DR 12-bench open - St. Louis, 1904 (order #431) - St. Louis 21A trucks, 2 x GE 80A motors, K-10A control, 60 seats - L 39'4", W 8'8", H 12'3", Wt. 23,500 lbs. - former #79-98, all retired by 1919
300-304 - 5 cars - these five cars were rebuilt and modernized by SLCC in 1927 from cars #650-654 (which see) on order #1430 - Brill 27E1 trucks, 4 x GE 203P motors, K-28B control, 48 seats - L 46'4", W 8'8", Wt. 44,380 lbs. - sold 1936 to Market Street Railway as #755-759 - photo of car 300; photo of car 301; photo of car 303; photo of car 304; photo of car 304 in 1933
310 - 1 car - rebuilt and modernized by SLCC from car #610 (which see) at the same time as cars #300-304 - Brill 39E trucks, 2 x GE motors, K-28B control, 40 seats - L 41', W 8'8", Wt. 42,850 lbs. - photo of car 310; photo of car 310
311-315 - 5 cars - rebuilt and modernized by American c1926 from #611-615 or other 600-series cars - Brill 27GE1 trucks, 4 x GE 203P motors, K-28B control, 40 seats - L 41', W 8'8", Wt. 42,850 lbs. - sold 1936 to Market Street Railway as #740-744 - photo of car 313; photo of car 314
316-320 - 5 cars - rebuilt and modernized by American c1927 from #616-620 or other 600-series cars - Brill 27 trucks, 4 x GE 264B motors, K-75 control, 40 seats - L 41', W 8'8", Wt. 37,800 lbs. - sold 1936 to Market Street Railway as #750-754 - photo of car 316; photo of car 317
321-325 - 5 cars - rebuilt and modernized by American c1927 from #621-625 or other 600-series cars - Brill 27GE 1 trucks, 4 x GE 203P motors, K-28B control, 40 seats - L 41', W 8'8", Wt. 42,850 lbs. - sold 1936 to Market Street Railway as #745-749 - photo of car 323; photo of car 324
350-354 - 5 cars - DT AR 12-window "Rail Sedan" - St. Louis, 1927 (order #1451) - St Louis EIB64 trucks, 4 x GE 264A motors, K-75 control, 36 seats - L 47'3", W 8'6", H 11'3", Wt. 33,950 lbs. - sold 1936 to Market Street Railway as #402-406 - photo of car 351; another photo of car 351; photo of car 353
600-644 - 45 cars - DT AR 10-window closed - American, 1917 (order #1090) - Brill 27 trucks, K-10 control, 36 seats - cars #610-625 were rebuilt as #310-315 c1926-1927); higher-numbered cars in this group may have been renumbered downward, as cars in the vacated series appear in photographs c1930 - photo of car 603; photo of car 604; photo of car 614; photo of car 615; photo of car 617; photo of car 618; photo of car 619; photo of car 619; photo of car 620; photo of car 622; photo of car 623; photo of car 624; photo of car 625; photo of car 627; photo of car 628
650-654 - 5 cars - DT AR 12-window closed - American, 1917 (order #1091) - Brill 39E trucks, 2 x WH 532B motors, K-36J control, 44 seats - L 46'4", W 8'8", H 11'3", Wt. 34,700 lbs. - rebuilt 1927 and renumbered #300-304 (which see) - photo of car 653
660-663 - 4 cars - DT AR 12-window closed - St. Louis, 1924 (order #1325) - St Louis AM64 trucks, 4 x GE 264A motors, K-35 control, 44 seats - L 45', W 8'7", H 12', Wt. 34,860 lbs. - based on a Milwaukee design, later sold to Market Street Railway as #407-410 - photo of car 660; photo of car 663
ESL&S / ESLR work equipment
Roster information compiled by James Buckley
No num. - 1 car - DT line car - St. Louis, 1892 - St Louis Diamond truck, 2 x GE 800 motors, K-2 control - assumed to have been rebuilt from a streetcar
No num. - 1 car - ST salt car - St. Louis, 1892 - St Louis 16 truck, 2 x GE 800 motors, K-2 control - assumed to have been rebuilt from a streetcar
No num. - 1 car - ST wrecker - ESLESR, 1902 - St Louis 16 truck, 2 x GE 800 motors, K-2 control - assumed to have been rebuilt from a streetcar
No num. - 1 car - DT work car - ESLESR, 1902 - Peckham trucks, 4 x GE 1000 motors, K-12 control - may have been built in the company shops or rebuilt from a streetcar
No num. - 1 car - DT line car - ESLR, 1903 - Peckham trucks, 4 x GE 1000 motors, K-12 control - may have been built in the company shops or rebuilt from a streetcar
No num. - 1 car - DT utility work car - ESLR, 1904 - Peckham trucks, 4 x GE 1000 motors, K-12 control - may have been built in the company shops or rebuilt from a streetcar
01 - 1 car - DT RR express car St. Louis, 1901 (order #168) - St Louis 23B trucks, 4 x GE 57 motors, K-14 control - interurban express motor and seems to have been used on, if not outright assigned to, the SL&BE, AG&SL, and ESL&S divisions at various times; photo of car 01
500 - 1 car - DT cab-on-flat locomotive - ESL&S, 1921 - St Louis 23B trucks, 4 x GE 70A motors, K-28B control - Wt. 50,000 lbs. - later had 4 x GE 275 motors, transferred from ESL&S to ESLR in 1930
503 - 1 car - DT line car - ESL&S, date unknown - St Louis 23B trucks, 4 x GE 70A motors, K-35 control - L 44', Wt. 58,000 lbs. - former #3, transferred from ESL&S to ESLR in 1930, sold 1935 to StL&BE as their #500
507, 509 - 2 cars - DT end-cab-on-flat work cars - ESL&S, date unknown - 4 x GE 70A motors, K-35 control - Wt. 40,000 lbs. - transferred from ESL&S to ESLR in 1930
999 - 1 car - ST snow sweeper - Brill, 1896 (order #6839) - Brill SG1 truck, 2 x GE 54 motors, K-2 control - L 26'3", W 8'11", H 11'2", Wt. 22,000 lbs. - ex-AG&SL #999, acquired 1920, later rebuilt with K-10 control
1000 - 1 car - DT snow sweeper - McGuire-Cummings, 1907 - St Louis 23B trucks, 4 x GE 57H motors, K-14 control - L 38'11", W 8'7", H 12'2", Wt. 59,928 - fitted with MCB couplers, originally had McG 10A trucks, may have been a combination work car/snow sweeper
1001 - 1 car - DT snow sweeper - McGuire-Cummings, 1911 - McGuire 10A trucks, 4 x GE 70A motors, K-10A control - L 38'11", W 8'7", H 12'2", Wt. 59,928
1002 - 1 car - ST salt car - ESLR, 1911 - Brill 21E truck, 2 x GE 54 motors, K-2 control - L 30', W 8'6", H 11'3" - rebuilt from city car
1003 - 1 car - ST sand car - ESLR, 1911 - Brill 21E truck, 2 x GE 54 motors, K-2 control - L 30', W 8'6", H 11'3" - rebuilt from city car
1005-1006 - 2 cars - DT 4000-gal. sprinklers - McGuire-Cummings, 1912 - McGuire 10A trucks, 4 x GE 67 motors, K-14 control - L 36', W 7'6", H 10'11", Wt. 50,000 lbs. - in a 1912 publication a double-truck sprinkler numbered #2 was shown so it's assumed that these were renumbered at some point
1007 - 1 car - DT work car - St. Louis, 1898 - St Louis 47B trucks, 4 x GE 80A motors, K-10A contorl - L 27'6", W 8'8", H 12'8", Wt. 32,600 lbs. - rebuilt by ESLR in 1909 from a 200-202 series city car
ESL&S express car 04 does not show up in any rosters. Nothing is known about it.
Alton Granite & St. Louis Traction Company
INTERURBAN CARS
1-8 - 8 cars - DT RR interurban coach - St. Louis, 1898 (order #5) - St Louis 23B trucks, 4 x GE 57H motors - ex-St Louis & Belleville Electric, rebuilt 1915 into parlor cars for the Alton line, some with open platforms on both ends; photo of car 3; another photo of car 3; photo of car 6; photo of car 7; later photo of car 7
This photo from the Scalzo Collection was taken in downtown Alton and shows, in the center, interurban car 2 with a second car coupled to it. The numbers of the three visible double-truck streetcars cannot be seen.
4 - 1 car - DT AR center-entrance interurban coach - ESL&S, 1924 - Brill 27MCB trucks, 4 x GE 275A motors, K-35 control, 58 seats - L 53'8", W 8'6", H 12'2", Wt. 59,000 lbs. - sold 1930 to IT as their #120
5 - 1 car - DT AR center-entrance interurban coach - ESL&S, 1922 - St Louis 23B trucks, 4 x GE 210E motors, K-35G control, 58 seats - L 53'8", W 8'6", H 12'2", Wt. 50,000 lbs. - sold 1930 to IT as their #121; photo of car 5
11 - 1 car - DT AR center-entrance interurban coach - ESL&S, 1924 - Brill 27MCB trucks, 4 x GE 275A motors, K-35 control, 58 seats - L 53'8", W 8'6", H 12'2", Wt. 54,921 lbs. - sold 1930 to IT as their #122
15 - 1 car - DT AR center-entrance interurban coach - ESL&S, 1923 - Brill 27MCB trucks, 4 x GE 275A motors, K-35G2 control, 58 seats - L 53'8", W 8'6", H 12'2", Wt. 54,385 lbs. - sold 1930 to IT as their #123; photo of car 15; another photo of car 15
24-30 - 7 cars - DT DR interurban coach - American, 1913 (order #1002) - Brill 27MCB, 4 x GE 216A motors, K-35 control, 42 seats - L 47'6", Wt. 54,200 lbs. - traded to ESL&S in 1921, same numbers
31, 32, 34-35 - 4 cars - DT DR 12-window interurban coach - American, 1908 (order #779) - Brill 27MCB trucks, 4 x GE 216A motors, GE M-C71C control, 46 seats - L 45'4", W 8'10", H 12'4", Wt. 54,920 lbs. - acquired in trade from ESL&S in 1921, same numbers
36-37, 39-44 - 8 cars - DT DR 12-window interurban coach - American, 1908 (order #778) - Brill 27E1 trucks, 4 x GE 216A motors, GE M-C71C control, 46 seats - L 45'4", W 8'10", H 12'4", Wt. 55,537 lbs. - acquired in trade from ESL&S in 1921, same numbers
51-58 - 8 cars - DT RR interurban coach - St. Louis, 1904 (order #480) - Peckham 40A trucks, 4 x GE 47 motors, GE M-C23A control, 56 seats - L 52'9", W 8'10", H 12'9", Wt. 76,600 lbs. - operated in later years towing 80-series "dashund" trailers; photo of car 53; photo of car 55; photo of car 56
Barefoot Collection
Scalzo Collection photo taken in Granite City in 1916
Description on this photo from the Scalzo collection says these cars were built in 1902 [actually built in 1904], rebuilt in 1912, used in later years on Miners Extras
59 - 1 car - DT RR 14-window interurban coach - St. Louis, 1902 (order #261) - St Louis 23A trucks, 4 x GE 210E motors, K-35G control, 56 seats - L 51'7", W 8'9", H 13'1", Wt. 55,870 lbs. - ex-ESL&S 13-13-24 series; photo of car 59
60-62 - 3 cars - DT AR center-entrance interurban coach - American, 1917 (order #1092) - Commonwealth 81 trucks, 4 x WH 548C3 motors, WH HLF control, 60 seats - L 53'8", W 8'8", H 12'2", Wt. 58,525 lbs. - originally had Brill 27MCB trucks, later sold to the IT as their #100-102; car #101 (ex-AG&SL #61) is preserved today at the Illinois Railway Museum; photo of car 61
63 - 1 car - DT AR center-entrance interurban coach - American, 1917 (order #1116) - Commonwealth 81 trucks, 2 x WH 548C3 motors, WH HLF control, 60 seats - L 53'8", W 8'8", H 12'2", Wt. 51,600 lbs. - originally had McGuire 70A trucks, later sold to the IT as their #103
64 - 1 car - DT AR center-entrance interurban coach - American, 1924 (order #1364) - Commonwealth 81 trucks, 4 x WH 548C3 motors, WH HLF control, 60 seats - L 53'8", W 8'8", H 12'2", Wt. 58,525 lbs. - originally had 2 motors, later sold to the IT as their #104; it is preserved today at the National Museum of Transportation
81-82 - 2 cars - DT DR 17-window interurban coach trailer - ESL&S, 1918 - arch bar trucks, 64 seats - L 60'1", W 8'8", H 12'4", Wt. 47,080 lbs. - transferred from ESL&S in 1921; photo of car 82
CITY CARS
1, 3, 5? - 3 cars - ST 9-bench open trailers - St. Louis, 1895 - VM&GC, not renumbered by AG&SL
2, 4, 6? - 3 cars - ST closed - St. Louis, 1895 - St Louis 16 truck, 2 x Walker motors, K-2 control - VM&GC, not renumbered by AG&SL
7? - 1 car - ST closed - St. Louis, 1900 (order #136) - St Louis 16 truck, 2 x GE 1000 motors, K-2 control - ex-VM&GC, not renumbered by AG&SL, converted to utility car in 1907
100-103 - 4 cars - DT closed - St. Louis, 1900 (order #103) - St Louis 21 trucks, 2 x GE 67 motors, K-10 control, 32 seats - ordered as ST cars, changed to DT before construction began, former VM&GC #18-21?; photo of car 23; photo of car 102
104-105 - 2 cars - DT closed - St. Louis, 1901 (order #233) - St Louis 21 trucks, 2 x GE 67 motors, K-10 control, 32 seats - former VM&GC #22-23
106-107 - 2 cars - DT closed - St. Louis, 1903 (order #424A) - St Louis 47A trucks, 4 x GE 67 motors, K-6 control - former GC&SL #34-35
108-110 - 3 cars - DT 9-window closed - St. Louis, 1902 (order #272) - former VM&GC #26, 27, and 30 - series originally consisted of six cars numbered #26-31, disposition of cars #28, 29, and 31 unknown
This photo from the Scalzo Collection appears to show AG&SL #108 and is labeled as having been taken in Belleville
111-112 - 2 cars - DT closed - St. Louis, 1902 (order #330) - St Louis 21 trucks - former GC&SL #32-33
113-118 - 6 cars - DT DR 11-window closed - American, 1907 (order #701) - Brill 21E1 trucks, 4 x GE 80 motors, K-28B control - traded to East St Louis & Suburban in 1921 as ESL&S #146-151
Photo from the Scalzo Collection showing car #113 on the Horseshoe Lake Line in Granite City
120-122 - 3 cars - ST AR Birney - American, 1921 (order #1286) - Brill 79E1 truck; photo of car 121
123-125 - 3 cars - ST AR Birney - American, 1921 (order #1293) - Brill 79E1 truck
124-125 - 2 cars - DT 12-bench open - St. Louis, 1901 (order #205) - St Louis 21 trucks, 2 x GE 67 motors, K-10 control - former VM&GC #24-25
126-129 - 4 cars - ST AR Birney - American, 1921 (order #1294) - Brill 79E1 truck
400-409 - 10 cars - DT DR 10-window closed - American, 1913 (order #987) - Brill 27GE1 trucks - photo of car 406
WORK CARS
01 - 1 car - DT RR express car - St. Louis, 1901 (order #168) - St Louis 23B trucks, 4 x GE 57 motors, K-35 control - L 46'8", W 8'8", H 12'7", Wt. 58,105 lbs. seems to have been used on, if not outright assigned to, the SL&BE, AG&SL, and ESL&S divisions at various times; photo of car 01
03 - 1 car - DT express car - ESL&S, 1906 - St Louis 23B trucks, 4 x GE 57A motors, K-14 control - L 45'1", W 8'9", H 12'6", Wt. 60,000 lbs. - ex-ESL&S, same number
5 - 1 car - ST work car - ESL&S, 1907 - St Louis 7 truck, 2 x GE 1000 motors, K-10 control
7 - 1 car - ST wrecker - St. Louis, 1900 (order #136) - Brill 21E truck, 2 x GE 1000 motors, K-10 control - ex-VM&GC streetcar, converted to utility car in 1907
995 - 1 car - DT AR line car - ESL&S, 1906 - St Louis 18A trucks, 4 x GE 70 motors, K-28B control - L 41', W 8'8", H 12'3", Wt. 53,573 lbs. - former #3, sold 1930 to IT as their #1707; photo of car 995
Illinois Terminal line car 1707, bought by the IT in 1930, was former AG&SL 995.
996 - 1 car - DT work car - ESL&S, 1906 - St Louis 47A trucks, 4 x GE 54 motors, K-12 control - L 30'10", Wt. 36,012 lbs. - former #3 (a different #3)
997 - 1 car - ST salt car - Laclede - Peckham 9A truck, 2 x GE 67 motors, K-10 control - L 30', Wt. 18,706 lbs. - rebuilt from city car
998 - 1 car - ST wrecker - Laclede - Peckham 9A truck, 2 x GE 67 motors, K-10 control - L 30', Wt. 20,705 lbs. - rebuilt from city car
999 - 1 car - ST AR snow sweeper - Brill, 1896 (order #6839) - Brill truck, 2 x GE 54 motors, K-2 control - L 26'3", W 8'11", H 11'2", Wt. 22,000 lbs. - sold to ESL&S in 1920, same number
This photo from the Scalzo Collection purports to show car #100 in Alton but a car with that number does not appear in any rosters.
Track Maps
These maps have been compiled from sources in the Stephen M. Scalzo Collection. Additions and corrections are appreciated. -Frank Hicks
East St. Louis & Suburban / Alton Granite & St. Louis interurban network
East St. Louis Railway streetcar system
Belleville streetcar system
Routes operated by East St Louis & Suburban
Alton streetcar system
For a full history of the Alton streetcar lines, including a route map, see this article.
Trackage Photographs
East St. Louis & Suburban / Alton Granite & St. Louis interurban network
Lebanon Division, Parker's Crossing in 1921
Lebanon Division, Wright's Crossing
Lebanon Division, Pfeiffer's Crossing
Lebanon Division, Powell's Station siding in 1923
Lebanon Division, Cherry Street in O'Fallon in 1918 - and today
Lebanon Division, Elwood Hog Farm in 1911
Lebanon Division, French Village with trestle
Cooper's Station trestle in 1924
Water's Crossing in 1925
Along Route 40 in 1930
Site of ICRR derailment - note line car, unfortunately its number is obscured
Unknown location in 1920 - note that express car 01 is visible
Unknown yard scene in 1923
East St. Louis Railway streetcar system
Eads Bridge Trolley Station in St. Louis
Eads Bridge on the St. Louis side - and today
Eads Bridge on the St. Louis side
Eads Bridge approach in East St. Louis in 1927 looking west on Broadway - and today
Alongside Eads Bridge approach in East St. Louis
Bridge over TRRA on Broadway in 1921 looking east
East of Eads Bridge approach with bridge over TRRA in distance
3rd & Broadway in 1917 - and today
Collinsville Avenue & Illinois Street in 1919 - and today (this is an interesting one!)
13th & Lynch Avenue in 1932 - and today
13th & St. Clair Avenue looking north in 1919 - and today
13th & St. Clair Avenue looking east in 1919 - and today
13th & Baugh Avenue in 1920 - and today
13th & Gross Avenue in 1930 - and today
14th & Nectar Avenue - and today
15th & Nectar Avenue - and today
15th Street & Terminal Railroad tracks in 1931 - and today
19th & Lincoln in 1920 - and today
25th & Lincoln in 1930 - and today
36th & Waverly in 1920 - and today
38th & Waverly - and today
40th & Waverly looking south in 1929 - and today
40th & Caseyville Avenue in 1929 - and today
42nd & Caseyville Avenue in 1932 - and today
44th & Caseyville Avenue in 1932 - and today
46th & Forest Blvd in 1923 - and today
50th & Caseyville Avenue in 1930 - and today
33rd & Louisiana Blvd in 1934 (interestingly, Louisiana Blvd trackage does not extend this far east in published maps from the Scalzo Collection)
Railroad crossing by O'Neil's Drive-In in 1931 - note netting to keep poles live if a dewirement happens on the crossing; also dual wires on the gantlet track over the crossing to avoid wire frogs
St. Louis & Belleville Electric
23rd & Ridge in East St. Louis in 1918
Yard scene in East St. Louis in 1922
59th Street crossing in East St. Louis - and today
Signal Hill east of East St. Louis
Timetable Points
Alton Division
Miles from St. Louis - Station
0 - St. Louis
1.26 - East St. Louis
2.34 - St. Clair
3.05 - Tower
5.13 - Eagle Park
5.99 - Cambridge
6.49 - 3rd & Madison
7.03 - Sulphur
8.14 - Granite
9.46 - Fehling
10.49 - Nameoki
13.02 - Mitchell
17.17 - Poag
19.26 - Epping
20.84 - Woodlawn
21.89 - Edwardsville
13.75 - Lenox
16.55 - Canal
18.75 - Hartford
20.09 - Standard
20.35 - Wood River
22.03 - Niagara
23.17 - Federal
24.16 - Hume
25.53 - Washington
26.15 - Alton
Monks Mound Division
Station
East St. Louis
Willows
Sommers
Cottage
Allen's Park
Granby
County Line
Genards
Pope
Ace
Smith
Eckman
Waters
Valley
Bluff View
Longs
Collinsville "Y"
Cuba Lane
Niehaus
School
Anderson
Bouse
Langs
Maryville Sheds
Buck
Warner
Rubans
Cotton
Sycamore
Goshen
McKees
Fairview Place
LeClaire
Edwardsville
Lebanon Division
Station
St. Louis
East St. Louis
Edgemont
Prospect
Greenwood
Rip Track
Fairview
Liberty
Bluff
Ruby
Prairie
Cross Roads
Powells
Franklin
Pfeiffers
O'Fallon
Cooks
Willards
Moores
Darrows
Oak Hill
Boettchers
Bolbach
Parkers
Bennetts
Wrights
Steiners
B&O RR
Caseyville Division
Station
Edgemont
Prospect
Hillside
Highland
Ameling
Woodland
Drift
Caseyville
Caseyville Park
Millers
Curtis
Longs
Collinsville
Belleville Division
Station
East St. Louis
Edgemont
Coal
Voellingers
Belleville
No comments:
Post a Comment