Chicago Surface Lines 1467: An Illustrated History
by Frank Hicks
Car 1431 is typical of the 1429-1505 series in their later years on the Chicago Surface Lines, following a major rebuilding around 1912 and conversion to salt car service around 1930. Bags of salt piled high can be seen through the car’s windows in this undated photograph. Roy Benedict Collection, Illinois Railway Museum Photograph.
Prologue: The Twilight of Horsecars and Cable Cars
The first streetcar line in Chicago began operation in 1859, some 11 years after the city’s first railroad tracks had been laid. The 1859 streetcars were horse-drawn, which necessitated limiting their weight and keeping their size to little larger than an omnibus. Their speed was also mediocre, averaging around 8 MPH in service. Diminutive steam engines, called “steam dummies,” were tried but were unsuccessful, primarily due to their startling effect on the horses with which they shared the streets.
In 1882, a new technology was adopted in Chicago: the cable car. The city built more than 40 route miles of cable car track between 1882 and 1894, providing significantly higher capacity to carry the ever-increasing population of the city in and out of downtown. At one time, Chicago had more cable cars, and carried more passengers on them, than any other city. Yet the cable car lines were incredibly expensive to build and maintain. They were also operationally limited, both in speed (though Chicago ran some of the fastest cable car trains in the country) and route flexibility.
Cable trains like the Chicago Union Traction ones shown were the heavy haulers in Chicago at the turn of the century. A grip car and trailer are shown emerging from the LaSalle Street tunnel as another grip car pulling two trailers enters the tunnel headed north. Chicago Transit Authority Photograph.
The solution was electricity. Following the successful demonstration of the Sprague system in Richmond, Virginia, in 1888, electric streetcar systems started sprouting up around the country. The first electric railway in the area was built in South Chicago in 1890, and in the mid-1890s electrification spread to the north and west sides. A city ordinance passed in 1894 approved replacement of horsecar lines outside of the central business district with electric lines, and by the end of 1896 the West Chicago Street Railroad had already replaced nearly all its horsecars with trolleys. The cable cars continued in service, though, as businesses in the Loop prevented the hanging of overhead wires in downtown Chicago.
The late 1890s were a period of upheaval for Chicago street railways. Charles Tyson Yerkes was the braggadocious, scheming, cutthroat business tycoon of the Chicago transit scene. He controlled the street railways on the north and west sides of the city as well as a network of suburban streetcar lines and a stake in three of the elevated lines. The city and Yerkes were at loggerheads over physical plant improvements, customer service, transfers, and other issues, and in 1899, he was forced to sell much of his stake in the city’s streetcar lines.
Charles Tyson Yerkes
Part I: Chicago Union Traction
Chicago Union Traction, or CUT, was organized on May 24, 1899. It was formed to assume the operation of the Yerkes street railway empire within the city of Chicago, and it purchased all of Yerkes’ stock in the West Chicago Street Railroad and North Chicago Street Railroad for a total of $10.5 million (roughly $400 million in 2024 dollars). Although this was a minority stake, CUT still had effective control of both companies, and on July 1, 1899, it leased all the property of both the WCSR and NCSR. CUT now operated virtually the entirety of the north- and west-side streetcar networks.
This system comprised some 248 miles of electrified track, 47 miles of cable car track, and 6.6 miles still operated by horsecars. About two-thirds of the network was located on the west side and one-third on the north side. In the central business district, operation was solely by cable car, and in many cases electric cars met the cable cars outside of downtown and were hauled through the Loop by the cable cars as trailers. All of the 985 electric cars on the initial CUT roster were single-truck cars, as were the vast majority of the 338 grip cars and 1,413 trailers.
Typical of the single-truck wooden electric cars that filled the CUT roster at its creation was this ex-West Chicago Street Railroad car built in 1892 by the American Car Company. It shows off CUT trademarks such as five-window ends and roof-mounted headlights. Bill Wulfert Collection.
Following the formation of CUT there was an obvious need to upgrade the physical plant. Yerkes had been notorious for neglecting physical improvements in the interest of greater profit. CUT placed an order for 80 large double-truck electric cars that would be among the first built by the brand-new West Shops complex at Lake and Harding.
The plans for the cars were drawn up by Frederick T.C. Brydges, Superintendent of Shops for CUT. Numbered CUT 4475-4554, the cars were designed to be sturdy, dependable, and austere people haulers. The 4475-series were double-truck, double-ended cars with deck roofs and tongue-and-groove siding below their drop-sash windows. They were quite narrow, even narrower than many of the existing single-truckers, at just 7’9” wide, to make them usable on more routes. On their longitudinal seats, typical of 1890s streetcars, they could seat up to 40 people. Ornamentation was kept to a minimum, with the limited stylistic flourishes including a slight arch to the top of the side windows and the trademark CUT five-window front. Only a single door at the rear of the car on each side was provided, though with vestibules just 4’7” deep, this was very quickly recognized as unacceptable and doors at all four corners were soon installed. The first 50 cars had short-wheelbase McGuire 39A trucks, while the last 30 were fitted with Curtis OHM trucks built by the Chicago Truck Company. All cars in the series had four GE 52 motors of 30 HP each, K-12 controllers, and Christensen air brakes with independent motor compressors.
This is essentially what the CUT 4475-series cars looked like as built, though the doors to the motorman’s right were early modifications. This car rides on Curtis trucks. Bill Wulfert Collection.
The 4475-series cars were among the largest streetcars in Chicago, and their arrival helped mark the beginning of the end of the single-trucker era in the city. From this point on, double-truck, mostly four-motor streetcars would predominate in Chicago for the rest of the streetcar era. The 4475 series were assigned to the major electrified trunk lines operated by CUT. The cars were first used on Van Buren on the west side, with additional cars later assigned to Lake and Ogden. Some 25 cars went into service on Evanston Avenue (renamed Broadway in 1913) on the north side.
Major changes came to the Chicago street railway scene during the decade following the creation of CUT. The company was financially ill, with a run-down physical plant in need of major investment. It also had a number of franchises due to expire in 1903, which made it difficult to finance the needed reconditioning of track and rolling stock. Competition from the new Northwestern Elevated Railroad on the north side also ate into receipts. In April 1903, CUT entered receivership.
The receivers worked to invest in improvements, including a fleet of some 300 modern double-truck electric cars purchased between 1904 and 1906 (these cars would come to be nicknamed “Matchboxes”). In 1904, the US Congress ruled the streetcar subways under the Chicago River a hazard to navigation due to their shallow depth. Following a series of court battles between the city and CUT over who was liable for the cost of lowering the tunnels, an agreement was reached: CUT would pay to make the tunnels deeper in exchange for the city permitting overhead wires in the central business district. On June 27, 1906, the city passed an ordinance allowing electric cars in the Loop. Crews worked around the clock to string wire, and the last CUT cable car ran on August 19, 1906. The last cable car in Chicago, a Chicago City Railway (CCR) south side car, ran two months later, on October 21st.
Car 4496 and its crew pose under the ‘L’ on Lake Street at 40th Avenue, later renamed Crawford and today known as Pulaski, in 1909.
In early 1907, the “Settlement Ordinances” were passed by the city council over the mayor’s veto, stating that a percentage of street railway receipts would go into a municipal “Traction Fund.” This fund would pay for improvements such as new double-truck cars, through routes, a subway, and universal transfers. It would be overseen by the Board of Supervising Engineers (BOSE), headed by Bion J. Arnold. It was a significant step toward unification of the city’s street railway system.
By this time, the need to reorganize CUT was apparent, and following a series of court fights, the company was sold at auction in January 1908. The sole bidder was the Chicago Railways Company (CRys), which assumed control of the north and west side system on February 1, 1908.
This action-filled photo was taken at the corner of Randolph and Dearborn sometime around 1910. In the foreground, Chicago Railways car 4492 is turning east onto Randolph amidst a gaggle of horse-drawn carriages, pedestrians, and 1908-model Big Pullmans. Chicago History Photograph.
Part II: Bowling Alleys
During the years preceding World War I, the focus of everyone involved with streetcars in Chicago was unification. The city’s myriad street railway companies were coalescing. CRys now controlled the lines on the north and west sides. On the south side, two smaller systems had merged into the Calumet & South Chicago, which was itself under the management and corporate control of CCR, the largest system on the south side. As the city inched toward unification, the BOSE began directing improvements in a consistent, organized fashion. When it came to car design, that meant bigger cars and Pay-As-You-Enter, or PAYE, fare collection.
PAYE was a fairly new concept that had originated in Montreal. Whereas traditional streetcars employed roving conductors who collected fares in the steam railroad style, PAYE cars stationed the conductor in a fixed location just inside the entry doors, and passengers paid their fare as they boarded. The newest streetcars, the Brills on the south side and Pullmans on the north and west sides, were large PAYE cars with expansive platforms that permitted riders to queue after boarding but before paying their fare – which permitted the car to depart for its next stop more quickly. Older cars with small platforms were instantly obsolete.
The 77 remaining cars of the 4475-series (two cars were destroyed in a barn fire in 1904 and one was destroyed in a collision with a “Big Pullman” in 1910) were a problem. Their small platforms made them poor candidates for PAYE fare collection, and slow-loading cars overall, but their substantial construction and large size made them potentially useful assets. First, CRys renumbered the cars into the 1429-1505 series, and then it started rebuilding them to make them better conform to the BOSE-approved standards for Chicago PAYE cars.
This photo of car 1445, taken around 1914, shows the changes made to the 1429-1505 series. Square windows, Brill trucks, and lengthened platforms designed for PAYE fare collection are all evident. Illinois Railway Museum Collection.
Between June 1911 and March 1913, 52 of the cars were rebuilt at West Shops. These cars received a number of improvements. The most noticeable change was to the ends: the short 4’7” deep platforms were replaced with larger 6’4” deep platforms suitable for PAYE fare collection, with a crank-operated sliding door at the front and manual folding doors at the rear on both sides. The CUT five-window ends were gone, replaced by the newly standard three-window end, and the drop-sash side windows were squared off.
Mechanical improvements were made as well. The rebuilt cars acquired Brill 27GE1 trucks and modern GE 226A interpole motors of 35 HP each. Newer K-35G controllers replaced the old K-12s, while National A4 compressors replaced the outdated Christensen models. US #14 trolley bases, H&B lifeguards, and Consolidated heaters, all now standard on new cars being ordered by CRys and CCR, were installed. But there was a limit to the rebuilding: the unusually narrow bodies of the cars could not easily be widened, and as narrow as they were, there wasn’t enough space to install cross seats. So, the rebuilt cars retained their longitudinal seating. This style of seating was nicknamed “bowling alley” seating, and thus the rebuilt cars acquired the nickname they would carry for the rest of their careers: “Bowling Alleys.”
This view of car 1494 was likely taken after its passenger-carrying days were over, but it does show how the “Bowling Alleys” looked when in service on the CSL. The window guards worn by the cars during the summer were replaced during the winter by the storm windows shown here. Illinois Railway Museum Collection.
The 52 rebuilt cars went into service in 1912 and 1913, running out of North Avenue and Elston car houses on north side cross-town lines. Some of the cars went to North Avenue and replaced old single-truckers on Crawford Avenue (later renamed Pulaski) and Cicero Avenue. Most went to Elston, where they similarly replaced old single-truckers on routes including Montrose Avenue (eight cars), Belmont Avenue (16 cars), Irving Park Road (15 cars), and Lawrence Avenue (four cars). By the end of 1914, Chicago Railways had become the Chicago Surface Lines (CSL), and the Chicago streetcar system had finally been unified. By this time, all of the North Avenue cars had been transferred to Elston car house, and the entire class of 52 “Bowling Alleys” was in service on the Montrose, Irving Park, and Belmont routes.
The date is April 9, 1923, and most of the cars peeking out of Elston Car House are dark green "Turtleback" arch-roof cars built in 1911-1912. But all the way to the left, "Bowling Alley" 1488 in fresh red and cream paint is peeking out from the first track. Krambles-Peterson Archive.
Not every car was rebuilt. In addition to the 52 rebuilt cars, which were taken more-or-less randomly from the 1429-1505 series, one more car – number 1466 – was rebuilt in similar style but was outfitted as a training and instruction car. The other 24 un-rebuilt cars, including a second car outfitted as an instruction car and 23 passenger cars, were soon taken out of passenger service. CRys was largely filling its need for larger double-truck cars with new orders – 215 big arch-roof cars nicknamed “Turtlebacks” were being delivered at this time. The outdated un-rebuilt cars were used for a time in work service, often pulling unpowered drag plows in the F2 to F27 series. For the most part, they just sat in storage at the Belden and Western car houses until they were sold by CSL during 1916 and 1917. Four went to Gary, Indiana; eight went to Petersburg, Virginia; four went to Winston-Salem, North Carolina; and the last eight went to Rock Island, Illinois, to help carry wartime traffic to the arsenal there.
The rebuilt cars continued in operation on the north side cross-town lines. In March 1920, they were taken off the Montrose Avenue line, replaced by “Matchboxes.” In April 1926, the 31 cars assigned to Belmont Avenue were transferred to the Division Street car house when the Belmont line was assigned to that depot. Thereafter, some of the cars based at Division also saw use as Western Avenue trippers. As ridership fell during the Depression, so too did car requirements. On May 10, 1930, the “Bowling Alleys” were taken off the Belmont Avenue line, and in August 1930 the cars stopped being utilized as trippers on Western Avenue. In the meantime, the cars based at Elston and assigned to Irving Park Road had also been taken out of service in May 1930. The entire class of 52 cars was put into storage, with cars spread out between the Elston, Kedzie, Blue Island, Noble, Devon, Armitage, and Lawndale depots.
After the “Bowling Alleys” were rebuilt in the early 1910s, they were mostly assigned to routes outside of the Loop, so photos of them in passenger service during this period are exceedingly rare. Here, car 1502 is westbound on Belmont at Lavergne on March 21, 1930, just a few months before retirement from revenue service. Krambles-Peterson Archive.
Part III: The Skeleton
In November and December 1931, the 52 “Bowling Alleys” that had been in storage for over a year were rebuilt. Apart from instruction car 1466, which remained in regular use, all of the other cars of the class were converted into salt cars. Holes were cut in the car floors so that salt, which was carried into the cars in large bags, could be shoveled out directly through the floor of the car onto the street as the car made its way along the line. Spreading salt was a new practice for the CSL, but 100 cars – all of the “Bowling Alleys” and 48 of the “Matchboxes” – were converted for salt car use in 1930 and 1931. These cars were sent out during snowstorms to bolster the sizable fleet of snow sweepers and snowplows. Another 10 cars (including “Matchbox” 1374) were rebuilt as salt cars in 1933 and 1934.
For a time, the salt cars were still regarded as passenger cars that were temporarily in work service. That changed in 1941, though, when 25 of the “Bowling Alleys” were renumbered into a new work car series and given the numbers AA1 through AA25. At the same time, those 25 cars were taken off the CSL passenger car list.
Car 1474 shows off the appearance of the “Bowling Alleys” in the 1930s, early in their salt car career. Although assigned to work service, they retained their passenger livery and even kept the “Do not board a moving car” admonition painted beside the rear platform. Roy Benedict Collection, Illinois Railway Museum.
All of the salt cars continued in service through World War II. In 1943, with streetcar ridership suddenly skyrocketing due to increased employment and rationed gas and rubber, the CSL converted several “Matchboxes” that had been rebuilt for salt car service back into passenger cars. They were replaced in salt car duty by south side cars 2841-2856, which had smaller platforms and weren’t as useful in passenger service. The “Bowling Alleys” were not returned to passenger service, possibly because unlike the “Matchboxes,” they were a solid class of cars and were not identical to other cars in the fleet still in revenue service.
In 1947, the Chicago Transit Authority (CTA) took over all streetcar and elevated service in Chicago. The streetcar system had already started to contract; the CSL had intended to keep more heavily traveled lines as streetcar lines, switch over to trolley buses on more lightly traveled lines, and use motor buses on feeders. The CTA had different ideas, and quickly set about abandoning the entire streetcar system. But that would take time, and in the meantime, the salt cars kept running. The rest of the “Bowling Alley” fleet was renumbered in April 1948, assuming salt car numbers AA64 through AA90.
Photos of the salt cars in active use are understandably rare, given the conditions in which they were used. Salt car 1455 is pictured on a snowy day in this undated Joe L. Diaz photo from the David Sadowski Collection.
In 1951, the retirements began. One of the first of the series to go was, ironically, instruction car 1466. This distinctive car, the last of its class in year-round use and something of a fan favorite, was scrapped that year following a wreck. Of the salt car fleet, 13 cars were retired in 1951, four in 1952, 16 in 1954, seven in 1955, eight in 1956, and the last four were taken off the books in the spring of 1958, after the final winter of Chicago streetcar service was past.
At the end of their careers in the 1950s, the “Bowling Alleys” were increasingly decrepit. Here, car AA85 (ex-1497) is pictured at South Shops, evidently loaded with bags of salt, and with a CTA emblem on its side. The car to the right still boasts striping and lettering that suggests it probably hasn’t been painted since the Depression. David Sadowski Collection.
At this time, the CTA was burning and scrapping streetcars by the hundreds, and nearly all of the decrepit old “Bowling Alley” salt cars met that fate. But one car ended up on a track at South Shops along with three other salt cars, all from different classes. This car was AA72. It had been built as CUT 4514, had been renumbered as Chicago Railways 1467, and had been rebuilt as a PAYE car before spending some 16 years carrying passengers for the CSL. It had spent even longer in salt car service and had been one of the cars numbered into the AA-series by the CTA in 1948.
In early 1958, the Electric Railway Historical Society (ERHS) was formed by a group of Chicago streetcar fans determined to save as many cars as they could. The Illinois Electric Railway Museum in North Chicago had elected to save only a single car, “Big Pullman” 144, due to a lack of space (an IERM member, Dick Lukin, also purchased snow sweeper E223). The ERHS members discovered the four salt cars on the siding at South Shops – among the last wooden cars left by that time – and set about trying to save them. The first car they purchased was salt car AA72, ex-1467, the “Bowling Alley.” Retired by the CTA in February 1958, it was moved to a farm in suburban Downers Grove that spring, and work commenced to construct a protective storage barn over the car.
It’s May 30, 1958, and car 1467 is newly arrived at the ERHS site in suburban Downers Grove. It appears that track has been constructed next to where the car was unloaded, and it will shortly be slid over on rails and then lowered onto its trucks. Bob Selle Photograph, David Sadowski Collection.
The “Bowling Alley” wasn’t alone for long. The other three salt cars soon joined it, including “Matchbox” 1374 and south side cars 2843 and 2846 (salt car numbers AA63, AA95, and AA98, respectively). Later, Chicago & West Towns 141, CTA 4391, CTA 3142, CSL snowplow F305, and a CSL trolley bus, 84, also joined the collection. A remarkably overbuilt storage barn was designed by ERHS member Bill McGregor and constructed over the cars, after they had been put in place on short lengths of track. Relatively new telephone poles made redundant by the nearby construction of the Stephenson Expressway were purchased at a discount and set at fairly close intervals as barn posts, making the structure extremely strong.
For a decade or so, the ERHS collection remained static. None of the cars moved, but all were protected by the substantial barn. The four salt cars were essentially complete except for seats (with the exception of car 2846, acquired sans trucks) but were in somewhat deteriorated condition, as the CSL and later CTA had done minimal maintenance on the cars and the salt had caused damage to the car floors and frames. While the south side cars and the “Matchbox” remained basically intact, “Bowling Alley” 1467 was not so lucky.
This interior photo of car 1467, taken in the 1960s, shows that the car retained its longitudinal seat frames, if not the rattan cushions themselves. The bulkhead arrangement, with a sliding door on one side and hinged door on the other, was a Chicago standard. ERHS volunteer Bill McGregor peers through a window as he begins to disassemble the car. Charlie King Collection.
At some point during the 1960s, Bill McGregor decided to disassemble car 1467 so that the deteriorated wood and steel could be repaired. Unfortunately, once disassembly began, it didn’t stop. McGregor removed all of the interior paneling from the car; all of the siding and sub-siding; and all of the electrical and mechanical parts. The bolsters were removed and, judged to be too badly deteriorated, they were thrown away. The body of the car was hoisted into the air and hung from the structure of the barn. Once the car had been disassembled to a skeletal frame, with the roof the most intact portion of the car remaining, work stopped.
Car 1467 is shown in the barn at Downers Grove with Bill McGregor beginning disassembly by removing tongue-and-groove siding. One of the sizable barn posts, made out of telephone poles, is in the left foreground. Charlie King Collection.
Car 1467 remained suspended in mid-air for years. Due to its unusual position and spindly appearance, it gained the nickname “the mobile,” but was also (and more permanently) known as “the skeleton.” In 1973, ERHS was evicted from the farm in Downers Grove. By a vote of three to two, the organization’s directors elected to donate the entire rolling stock collection to the Illinois Railway Museum, by then located in Union. During that summer, all of the cars in Downers Grove were moved to Union, including car 1467.
The entire ERHS collection was supposed to be put into indoor storage, but a handful of cars remained outdoors anyway. These included West Towns 141, snowplow F305, and car 1467, which lacked bolsters and could not easily be put on trucks anyway. It was set on cribbing and tarped. Then, in the mid-1980s, IRM constructed Barn 7, which permitted a number of electric cars to be moved into indoor storage. Among these was car 1467; makeshift wooden bolsters were fashioned, and the car was put back on its trucks for the first time since it had been disassembled.
During the early 1980s, car 1467 could be found alongside Yard 7, sitting on cribbing. Ron Doerr Photograph.
For many years, the car was on public display in Barn 8. When Barns 13 and 14 were built in 2015, though, and were planned to be off limits to the public, it was obvious that car 1467 should be among the cars moved off public display and put in these new barns. In March 2016, the “skeleton” was switched into Barn 13, where it remains today.
Car 1467’s present-day appearance is shown here, as it was switched to Barn 13 in 2016. Randy Hicks Photograph.
Car 1467 is undoubtedly in poor condition but is not a lost cause. Work by Tim Peters in 2016 helped to stabilize the car’s structure. While large parts of the car’s frame would need to be replaced if it were to be restored, other components – especially much of the car’s roof structure – are salvageable. The car’s interior paneling and fixtures are in storage, as are its motors and controllers. It would be an enormous project to restore the last “Bowling Alley,” but the potential exists to see car 1467 as an intact and even operational car again someday. Its historical significance – as the only remaining car of its type, the oldest double-truck Chicago streetcar in existence, and IRM’s second-oldest electric streetcar – ensures the “Bowling Alley’s” place in the museum’s historic collection.
Appendix A – History of Car 1467
Renumbering History:
1899-1908 – Chicago Union Traction #4514
1908-1911 – Chicago Railways #4514
1911-1914 – Chicago Railways #1467
1914-1947 – Chicago Surface Lines #1467
1947-1948 – Chicago Transit Authority #1467
1948-1958 – Chicago Transit Authority #AA72
Rebuilding History:
Modernized and rebuilt to PAYE configuration: December 23, 1911
Reassigned to salt car duty: November 12, 1931
Appendix B – Specifications (As Rebuilt c1911-1913)
Length: 43’3-1/4”
Width: 7’9”
Height: 11’6-3/4”
Weight: 42,300 lbs.
Seating capacity: 36
Trucks: Brill 27GE1
Motors: 4 x GE 226A
Control: K-35G
Compressor: National A4
Trolley Base: US #14
Lifeguards: H&B
Illinois Railway Museum Collection
Appendix C – Fleet Roster
Orig# Re# Rebuilt? Disposition Retired
4475 1430 Yes To salt car AA1 in 1931 (re# 1941) 12/27/1955
4476 Destroyed in fire at West Shops 12/30/1904 12/30/1904
4477 1431 Yes To salt car AA2 in 1931 (re# 1941) 12/27/1955
4478 1432 No Note 1 8/29/1917
4479 1433 Yes To salt car AA3 in 1931 (re# 1941) 8/2/1951
4480 1434 No Note 2 10/24/1917
4481 1435 Yes To salt car AA4 in 1931 (re# 1941) 10/26/1951
4482 1436 No Note 2 10/25/1917
4483 1437 Yes To salt car AA5 in 1931 (re# 1941) 7/3/1951
4484 1438 No Note 1 9/1/1917
4485 1439 No Note 3 8/20/1917
4486 1440 Yes To salt car AA6 in 1931 (re# 1941) 12/17/1951
4487 1441 Yes To salt car AA7 in 1931 (re# 1941) 9/8/1955
4488 1442 No Note 3 8/13/1917
4489 1443 Yes To salt car AA8 in 1931 (re# 1941) 5/17/1958
4490 1444 Yes To salt car AA9 in 1931 (re# 1941) 9/27/1956
4491 1445 Yes To salt car AA10 in 1931 (re# 1941) 2/18/1955
4492 1446 Yes To salt car AA11 in 1931 (re# 1941) 10/26/1951
4493 1447 Yes To salt car AA12 in 1931 (re# 1941) 9/9/1954
4494 1448 Yes To salt car AA13 in 1931 (re# 1941) 9/9/1954
4495 1449 No Note 1 9/3/1917
4496 1450 No Note 3 12/2/1917
4497 1451 Yes To salt car AA64 in 1931 (re# 1948) 11/10/1954
4498 Destroyed in fire at West Shops 12/30/1904 12/30/1904
4499 1452 No Note 1 9/3/1917
4500 1453 Yes To salt car AA65 in 1931 (re# 1948) 4/5/1954
4501 1454 Yes To salt car AA66 in 1931 (re# 1948) 5/17/1958
4502 1455 Yes To salt car AA67 in 1931 (re# 1948) 8/17/1951
4503 1456 No Note 4 8/22/1917
4504 1457 Yes To salt car AA68 in 1931 (re# 1948) 12/17/1951
4505 1458 Yes To salt car AA69 in 1931 (re# 1948) 12/14/1956
4506 1459 Yes To salt car AA14 in 1931 (re# in 1941) 10/7/1954
4507 1460 No Note 1 8/30/1917
4508 1461 No Note 1 8/31/1917
4509 1462 Yes To salt car AA15 in 1931 (re# in 1941) 1/7/1952
4510 1463 Yes To salt car AA70 in 1931 (re# 1948) 2/17/1954
4511 1464 No Note 1 9/1/1917
4512 1465 Yes To salt car AA71 in 1931 (re# 1948) 8/2/1951
4513 1466 Yes Rebuilt to training car in 1913 3/9/1951
4514 1467 Yes To salt car AA72 in 1931 (re# 1948), Note 5 2/28/1958
4515 1468 Yes To salt car AA73 in 1931 (re# 1948) 11/10/1954
4516 1469 No Note 2 10/24/1917
4517 1470 No Note 2 10/25/1917
4518 1471 Yes To salt car AA74 in 1931 (re# 1948) 11/10/1954
4519 1472 Yes To salt car AA75 in 1931 (re# 1948) 9/27/1956
4520 1473 No Note 1 8/29/1917
4521 1474 Yes To salt car AA16 in 1931 (re# in 1941) 1/25/1952
4522 1475 Yes To salt car AA17 in 1931 (re# in 1941) 10/30/1951
4523 1476 No Note 3 8/20/1917
4524 1477 Yes To salt car AA76 in 1931 (re# 1948) 5/17/1958
4525 1478 Yes To salt car AA77 in 1931 (re# 1948) 9/27/1956
4526 Destroyed in collision 2/12/1910 2/12/1910
4527 1479 No Note 4 8/26/1916
4528 1480 Yes To salt car AA78 in 1931 (re# 1948) 12/27/1955
4529 1481 Yes To salt car AA79 in 1931 (re# 1948) 4/5/1954
4530 1482 Yes To salt car AA18 in 1931 (re# in 1941) 11/6/1951
4531 1483 Yes To salt car AA19 in 1931 (re# in 1941) 1/7/1952
4532 1484 No To salt car AA80 in 1931 (re# 1948) 9/9/1954
4533 1485 Yes Note 4 2/3/1917
4534 1486 No Rebuilt to training car in 1912, Note 3 11/12/1917
4535 1487 Yes To salt car AA81 in 1931 (re# 1948) 12/14/1956
4536 1488 Yes To salt car AA20 in 1931 (re# in 1941) 10/7/1954
4537 1489 Yes To salt car AA82 in 1931 (re# 1948) 7/20/1951
4538 1490 No Note 3 8/21/1917
4539 1491 No Note 3 8/3/1917
4540 1492 Yes To salt car AA21 in 1931 (re# in 1941) 5/26/1955
4541 1493 Yes To salt car AA22 in 1931 (re# in 1941) 8/2/1951
4542 1494 Yes To salt car AA83 in 1931 (re# 1948) 10/7/1954
4543 1495 Yes To salt car AA84 in 1931 (re# 1948) 2/17/1954
4544 1496 Yes To salt car AA23 in 1931 (re# in 1941) 9/9/1954
4545 1497 Yes To salt car AA85 in 1931 (re# 1948) 9/27/1956
4546 1498 Yes To salt car AA86 in 1931 (re# 1948) 12/14/1956
4547 1499 Yes To salt car AA87 in 1931 (re# 1948) 1/25/1952
4548 1500 Yes To salt car AA88 in 1931 (re# 1948) 7/1/1951
4549 1501 Yes To salt car AA24 in 1931 (re# in 1941) 9/9/1954
4550 1502 Yes To salt car AA25 in 1931 (re# in 1941) 9/8/1955
4551 1503 Yes To salt car AA89 in 1931 (re# 1948) 9/9/1954
4552 1504 Yes To salt car AA90 in 1931 (re# 1948) 9/27/1956
4553 1429 No Note 4 8/22/1916
4554 1505 No Note 3 8/2/1917
Note 1 - Sold 1917 to Transit Equipment Co, to Petersburg Hopewell & City Point Ry
Note 2 - Sold 1917 to Vaughn Construction Co, to Petersburg Hopewell & City Point Ry, resold to Southern Public Utilities in Winston-Salem
Note 3 - Sold 1917 to Tri-City Railway, Rock Island
Note 4 - Sold 1916-1917 to Gary Street Railway
Note 5 - Sold 1958 to Electric Railway Historical Society
