Return to ERHA homepage
WPacific Electric logoWPacific Electric "Ten Hundred" Class History
Pacific Electric 1001-1027 Class Car Diagram
Pacific Electric 1030-1037 Class Car Diagram
Pacific Electric 1038 Class Car Diagram
Pacific Electric 1040-1044 Class Car Diagram
Individual Car Histories, 1001 Class

WWhen Southern Pacific took over direction of New PE as a result of the Great Merger, the advent of the new era could be expected to manifest itself physically, such as by the purchase of better cars and the extending of various lines. This is exactly what did take place during that extremely active period, 1912-1915.

WHowever, SP did not act promptly enough to satisfy the Los Angeles City Board of Public Utilities, then newly created and anxious to impress the public with its concern for their welfare. In late 1912, the BPU sent letters to the presidents of PE and LARY, deploring the overcrowded conditions then existing on the street railway lines in the city and strongly urging the managements to purchase additional cars at once.

WPE President Paul Shoup answered the BPU in a letter which is memorable and from which is quoted the following.

W"This company has the following equipment due in Los Angeles in January or February (1913), according to the latest advices from the factories:

W"45 interurban cars, latest improved type, similar in general design but seating eight more passengers than our present Pacific Electric Railway interurban cars. (Ed.: These were the 1000 Class).

W"10 center entrance, all steel type, seating 52 passengers, suitable for short suburban runs. (170s)

W"10 pay-as-you-enter, end entrance type, seating 40; our present standard city type. (160s)

W"We have also ordered for delivery within six months 20 center entrance, stepless cars, similar to the type in use in New York City. (50-69 Class.)

W"As soon as these cars are received and we determine whether they are satisfactory, we will order an additional 30, or if we evolve a better type, we will order 30 of the latter. (This never materialized.)

W"Further, we are about to order 20 long distance interurban cars superior, we think, to any interurban cars heretofore designed, for use on long distance runs which we expect to have by the time our line is completed from Los Angeles to San Bernardino and Riverside. (First mention of 1200 Class.)

W"Within ninety days a further order of 25 interurban cars similar in type to those we expect to receive during the next two months will be placed. (This order for more 1000s was not placed.)

W"The cost of the above equipment will be about $1,600,000. The foregoing does not include any of the investment in new electric locomotives and freight cars which we are ordering or have recently ordered. I trust this will satisfy you that we are keeping abreast of the progress of Southern California."

WThus the new interurban cars of the 1000 Class entered the picture, the first big cars to be ordered by PE's new management. As Mr. Shoup said, the Tens proved to be an enlarged 800 Class car with the lengthening devoted to two more windows in open sections. Built by Jewett, the Tens were the victims of an apparent misunderstanding between purchaser (PE also designed this class) and builder; PE did not send a representative to the Jewett factory to oversee the work and somehow the new cars wound up with only half the number of steel carlines they were intended to have. Their roofs therefore became a maintenance problem in later years, being of insufficient strength to withstand the weight of PE pneumatic trolley bases; it was commonplace for many years to behold Tens with deep sags in roofs beneath the weight of the trolley bases.

WDelivered in the summer of 1913 on their own wheels from Ohio, the Tens were pressed into service that summer to run to Long Beach behind PE's new 1601 Class locomotives --- the only time on record that this was done. The big new cars went through the 7th & Central shops to receive their motors, controls, and other equipment as quickly as possible. All cars got four Westinghouse 333-A-2 motors (100 hp), capable of 600-1200 volt operation for the new San Bernardino Line. In 1919, cars 1001-1012 traded motors with 871-882, receiving Westinghouse 557-A-5 motors of 140 hp each; 1001-1012 with their larger motors then weighed in at 85,200 lbs., thus becoming PE's heaviest wooden passenger motors. In 1928-29, these motors were reinstalled in Portland cars.

WCar 1000 was withdrawn from this class very shortly after it was equipped and was rebuilt into a deluxe business car. Please refer to "Deluxe Cars" for coverage of this piece of rolling stock.

WSP also ordered eight additional cars of this class for use The Peninsula Railway out of San Jose. Although originally announced to be earmarked for 150 hp motors of the Westinghouse 308-D-3 type, the eight cars were equipped along with PE's own Tens in Los Angeles and were turned out with the 333-A-2 motors. These eight served for many years at San Jose and then returned to Los Angeles for subsequent careers as PE 1050-1057, which see.

WThe Tens greatest glory occurred when they opened the new San Bernardino Line on July 11, 1914; a great civic celebration, complete with parade, welcomed the big cars to the Gateway City that day, and they began service then on PE's longest line. However, even then PE had greater cars under construction, its all steel 1200 Class interurbans; the company made public announcement of this fact, so that the Tens had little time to reign; even as they opened the San Bernardino service, PE was asking the public to bear with these cars until the steel cars could be completed.

WThe 1200s took over the San Bernardino run in 1915 and the Tens thereafter were relegated to secondary status. Only 15 remained on the Southern District, chiefly Long Beach. This continued until 1918 when 41 Tens were assigned to the Southern District service; during World War I these cars set impressive records hauling shipyard workers to the harbor.

WThe advent of the 1222-1251 Class in 1922 bumped the Tens off the Long Beach Line; 15 of them were then assigned to the North, and 31 to the South, chiefly Santa Ana and San Pedro. In 1933 all 40 Tens (cars 1028-1029, 1038-1039 had been rebuilt into combos 1360-1363) were in service on the South, adding Newport-Balboa and Redondo via Gardena and Hawthorne to their other runs.

WWorld War II saw the Tens again set records transporting men to the harbor area; by now up to 44 units as the combos were rebuilt once again into passenger cars, the Tens were assigned to San Pedro; when the Calship Special service was inaugurated, the Tens were the first cars assigned thereto, running to a temporary terminal at the Catalina Dock, from whence the workers were ferried across the channel to Calship.

WThe falling off of passenger business after the war plus the presence of NWP and IER cars on the system make all of PE's wooden cars surplus --- or so the company thought in early 1945. Under the pressure of constant urging by the Public Utilities Commission, PE at that time announced it would scrap all wooden passenger cars as soon as possible. Instead, the Tens with the slightly smaller 950 Class remained in service until 1950. The abandonment of the Venice Short Line on September 17th of that year marked the end for wooden cars. Previously, man Tens had been scrapped at the big Torrance Shops. All remaining wooden cars were sold to National Steel in 1950 and were scrapped soon thereafter at that company's scrap yard on Terminal Island. A single exception: car 1001, rebuilt into rail grinder 00199 in 1948, was retired by PE in 1952 and sold to a railfan; this car has now been restored and is on display at Orange Empire Trolley Museum, Perris.

Miscellaneous Car Notes:

WWDetailed Costs, PE 1000-1044

WWCar bodies built by Jewett Car Co.
WWCar trucks built by J. G. Brill Co.


WWBuilder's contract price, FOB connecting line track, Newark, Ohio:WWWWWWWWWWWW.$W..2,839.00

WWExtra: Builder furnishing material and applying temporary grab handles:WWWWWWWWWWWWWX1.81

WWExtra: Builder furnishing extra drawbars & knuckles:WWWWWWWWWWWWWWWWWWWWIIX4.81

WWExtra: Builder furnishing material and applying annunciator system: (Cars 1003-1044 only):WWWWIIX25.00

WWBuilder's cost, body only:WWWWWWWWWWWWWWWWWWWWWWWWWWWW..$XX2,871.12*

WW* 1000-1002 $25.00 less

WNote: It was necessary to change drawing fulcrum bolts on cars 1031-1038 and 1041-1044, increasing cost of these cars by $10.31.


W1031-1038, 1041-1044, 12 c.:WWWWWWWWWWWWWWWWWWWWWWWWWWWWWW..34,577.19
W1003-1030, 1039, 1040, 30 c.:WWWWWWWWWWWWWWWWWWWWWWWWWWWWWW.86,133.66



WWBuilder's contract price, FOB Philadelphia:WWWWWWWWWWWWWWWWWWWWWI.$WW.300.00

WWBuilder's allowance railroad furnishing journal boxes, journal bearings, and brake shoes:WWWWWW29.00






WMOTORIZATION OF 1000 CLASSW(Program started in September 1913, finished June 1914)
WCars for which no date is shown were motorized in either October or November 1913.

Return to ERHA homepage