TIMEPOINTS VOL 2 NO 03 March, 1951
THE SOUTHERN CALIFORNIA
TRACTION REVIEW
TORRANCE
SHOPS ARE CLOSED ‘PERMANENTLY’
On January 31 the
famous Torrance Shops of the Pacific Electric were closed ‘permanently.’ This was a surprise move; no details are
offered. Presumably, since Macy Street
will soon be cut off from the rest of the system, all car repair will now be
handled at West Hollywood, center of operations for the still-heavily-rail
Subway-Western District.
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ANGEL’S
FLIGHT FRANCHISE TO BE RENEWED
The
Board of Public Utilities recommended renewal of the franchise of the Angels
Flight Railway February 6 to the Los Angeles City Council. The “world’s shortest railroad” will operate
for another ten years (at least).
At
present AFRy bids fair to outlast Pacific Electric! Perhaps this is due to AF’s lack of labor problems: the entire
operation is handled by one man who sits at the top of the hill, controls two
cars, and makes change and sells tickets.
The
counterbalance incline was built in 1902.
It serves a real need in linking decaying Bunker Hill with the hustling
downtown Los Angeles area that lies at its feet.
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ABANDONED
TRACKS CONTINUE TO BE UPROOTED Alan
Weeks
On
Thursday, February 8, PE rail crane 00191 picked up the last piece of rail at
San Marino, ending the Sierra Madre line.
However, overhead was still up from Sierra Madre City limits to San
Marino, as of February 14.
On
February 6 a small crew of men removed the rail on the one-block section of
private right-of-way on the Oak Knoll line by hand. Diesel engine 1322 was used one day to push
the flat cars up the hill to the Hotel Huntington. A portable rented crane was used to remove
the rail on a short section south of the hotel because overhead was already
dead at that spot. Rail crane 00191 and
freight motor 1591 entered service to remove rails on the rest of the Oak Knoll
line, a task due to be completed February 20.
Overhead was still all up as of February 14.
Venice
Short Line rails were being removed from the streets of Santa Monica, to be
reused on Santa Monica Boulevard in Los Angeles, in mid-February. Rails are gone from the private right-of-way
in Venice Boulevard from 2nd to 7th Avenues.
All overhead is down on Hill Street and on Venice Boulevard as far west
as the Burlington Substation.
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ENTIRE
PE NORTH DISTRICT TO GO BUS SOON
On
February 14 the State of California ordered the Pacific Electric Railway to end
all rail service on Aliso Street and to rip up the double tracks on that artery
from the Los Angeles River to San Pedro Street.
The
order was given by Charles H. Purcell, Director of the State Department of
Public Works in a formal notice to PE that its franchise to operate on Aliso
Street will be revoked in ninety days.
Actual track removal may not take place for some months. No date for the execution was given. A PE spokesman said the carrier would comply
“of course.”
Reason
for the sudden demand is the development of Aliso Street into a part of the new
freeway system for Los Angeles County. [Hollywood/San Bernardino/Santa Ana
freeway junction] Its vehicular capacity must be greatly increased; hence the
rails must go (rails that carry far larger loads with far greater efficiency in
use of space than private automobiles - Ed.).
At
present PE operates three rail lines on the affected trackage: the Sierra Vista
local line, the Pasadena Short Line (both made one-man last October 22 in the
expectancy of years of continued service) and the Monrovia-Glendora line, still
using temporarily the traditional two-man 1100s, and already set for buses in
September, anyway. The Short Line
carries 8,000 riders daily.
Faced
with the compulsory end of rails on Aliso, PE has two alternatives: (1) the
construction of a costly detour, or (2) motor coach service replacing all rail
service. When, on January 31, the first
storm warnings came, Oscar Smith revealed the definite intention of the company
to select the second alternative. PE is
now momentarily expected to file for permission to wipe out all rail passenger
service on its crumbling Northern District.
In
effect, this order means that PE’s original entire abandonment application of
early 1949 (before amendment) will be carried out, except that
Watts-Bellflower, North Hollywood-Van Nuys, and Santa Monica Boulevard-West
Hollywood are still rail contrary to PE’s earlier wishes.
Pasadena
had strenuously objected to the use of busses on the Arroyo Seco Parkway
(Pasadena Freeway), hence supporting continued rail service on the Pasadena
Short Line. Details of an agreement are
being worked out by which the Pasadena Short Line Bus will use Huntington
Drive, and Fair Oaks Avenue even as the rail cars now do.
If,
years ago, the much-talked-of “Eastern by-Pass” had been built, an elevated
structure from Main Street Station to the Los Angeles River, this trouble would
have never arisen, and running time would have been so reduced that PE would
probably be making a decent profit on an all rail North. PE’s attempt to compromise by continuing
sluggish one-man rail service on only one of its Northern lines has ended in
disaster.
The
Aliso Street fiasco also means that the San Bernardino Line and Macy Street
Shops are isolated from the rest of the rail system.
LATE
FLASH: On Feb. 20 PE applied to abandon Pasadena Short Line & Sierra Vista.
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RAIL
ROUTES OF YESTERYEAR #9
SAN
BERNARDINO-ARROWHEAD HOT SPRINGS
Way
up at the northeast corner of PE’s route map, you will see a section of what is
now diesel-operated freight-only trackage extending from San Bernardino up into
the foothills and ending at Arrowhead Hot Springs, a resort hotel from which
mineral water is shipped out in bottles on PE freight cars.
In
former years, however, this was one of PE’s regular passenger trolley lines, a
bit more adventurous than most, but it carried many a guest to the hotel before
the Rim O’ The World Highway penetrated to the hotel’s door on its way up the
grade to Arrowhead and Big Bear.
Until
around January 1920, seven round trips were made daily up the steep slope to
the Springs. PE 1310 (Swett, Roster, p.
28) was the regular car, equipped with magnetic brakes. Service was 6 round trips daily in 1920,
then 5 until early 1922, when raised to six again. Passenger service was entirely discontinued in July 1924, but the
line was restored to activity 3 December of that year. In 1927 these trips left San Bernardino at
6.47, 8.02, and 9.30am, and at 1.02, 3.22 and 5.47 pm. Return trips left the hotel at 7.35, 8.20
and 10.14am, and 1.40, 4.25 and 6.25pm.
By this time a single-truck Birney had replaced the ancient combine 1310.
In
mid-1931 service was drastically slashed to one trip daily, leaving Arrowhead
at 10.20am, and San Bernardino at 10.43am.
This was increased to three trips daily by January 1932, leaving San
Bernardino at 6.57am, 3.12 and 5.12pm, returning at 7.38am, 3.53 and 5.53pm.
The
lone red Birney made its last trip sometime in August 1932. The trolley wire remained intact until 1945,
when the diesels moved in. It must have
been a real experience to lurch along the steep right-of-way in a Birney, up
into the dry California hills on the “Mount Lowe Line” of Pacific Electric’s
Eastern District.
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LATL
PLANS TO COMBINE THREE BUS ROUTES Alan
Weeks
Los
Angeles Transit Lines is planning to combine its bus lines 4, 49, and 90 into
two through-routed motor coach services.
This is to eliminate the downtown looping of lines 49 and 90.
Under
the new scheme, line 4 will be the Melrose-Olympic line. Line 49 will become the South Figueroa -
Maple Avenue route. There will be no
90-line.
Details
of downtown routing and date for the change are not yet known. (Why won’t LATL give line 49 a new number in
keeping with its low series for through-routed lines: line 6, say? - Ed.)
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ADDENDA
ET CORRIGENDA: RE: SPECIAL REFERENCE
SUPPLEMENT
We’ll
probably be making corrections and additions to our Special Reference
Supplement on PE abandonments for some time to come. This month it’s a particularly glaring mistake, caught when your
Editor perused the American Electric Railway Association magazine for December
1925.
The
Subway, it seems, opened on 1 December 1925, not 7 February 1926 as the Special
indicates. However, because of property
entanglements concerning what is now Park Avenue, the connecting track between
Glendale and Sunset Boulevards could not be placed in service until the later
date. So for over two months the
Glendale Line was the sole user of the new tunnel route.
Incidentally,
construction work on the Subway began 3 May 1924; the same date that line “S”
was extended from 68th to 77th and Central.
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TIMEPOINTS EDITORIAL Laurence Veysey
TIMES AND WORDS CHANGE
The
following are excerpts from the remarks of Paul Shoup, first president of the
Pacific Electric Railway under S.P. management, uttered at the 1913 convention
of the American Electric Railway Association. They constitute a
self-explanatory editorial:
“No
one wants ragged roadbed, shabby cars, irregular or infrequent service; by all,
services is desired, first, last, and all of the way between; it is absolutely
necessary to the development of the country.
“The
electric railways... should never overlook the fact that good service is
essential to their success and the only thing that will maintain for them the
loyal cooperation of the public. It is
essential to the development of the territory, which, in turn, is essential to
create the traffic the railway must have.
“The
service on interurban electric railways should be frequent, should be certain,
and should take passengers to the business centers with such expedition that
the suburban territory may, in a business and social way, be a part of the
city’s life.
The
greatest asset of any carrier is the good will of the public and the
development of this feeling in the public through good service is as important
as the development of the material resources of the territory served.
...The
greatest asset of any carrier is the good will of the public ... through
good services...
These
words echo strangely in 1951. Is it
possible that PE’s President himself could have uttered them, way back in the
dim, prehistoric era of 1913?
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CLUB
NEWS:
PE
TRIP SET FOR MAY 6; MEETING NEWS
The
March meeting of the Southern California Division, ERA, will be held on Friday,
March 16, downstairs at the Echo Park Recreation Center, Bellevue near Glendale
Blvd. All are welcome. A valuable
collection of Los Angeles Railway passes will be auctioned.
Members
enjoyed an illustrated talk on the Pittsburgh Railways Co., by Lazear Israel,
at the February meeting.
A
Pacific Electric excursion was at that time set for May 6. Lines to be covered will include
Whittier-Yorba Linda and Newport Beach.
It is possible that power may be dead beyond Huntington Beach by that
time, and it appears that this will be the very last passenger train ever to
run on the famous water’s-edge Newport Beach Line.
Fares
were set at $4.25 for SC-ERA members in good standing ten days in advance, at
$4.50 to others in advance, and $5.00 on the car. A 5050 will be used, marking the first excursion ever to use this
type of equipment. (More details in the
April issue.)
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BAY
AREA ENJOYS SUCCESSFUL PE FANTRIP Mark
Lees
February
11 saw BAERA invade PE using 1111 to El Segundo, Torrance, San Pedro,
Wilmington, Long Beach, the Air Line, Beverly Hills, and Glendale-Burbank.
The
poor cop at Hollywood and Vine just stood there with his mouth open, not
knowing what to do, when we had a photo stop there. Most of the passers-by looked as if the world were coming to an
end. It was really hilarious.
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OUT
OF THE PAST
OCEAN
PARK CAR HOUSE 23 August 1950, L. Veysey
PE’s
1950 motor coach substitution program spelled death for the historic Ocean Park
Car House and storage yards, as diesel buses moved in, and the ancient 950s and
1000s moved out. Still fresh in the
railfan’s memory is the tang of salt air from the ocean a block away, and the
dusk fog descending around the Old Woods, standing silent and aloof in the
gathering gloom.
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LOS
ANGELES-SANTA MONICA VIA AIR LINE
Schedule, June 1927
Leave
Santa Monica for Los Angeles at 6.39am; leave Los Angeles for Santa Monica at
5.35pm, daily except Sunday.
Leave
Culver Junction only for Los Angeles 6.02am, 6.36, 7.38am, 5.24pm. (From 9th
Avenue only), 6.00pm. Leave Los Angeles
for Culver Junction only at 5.44am, 6.50, 5.10 and 6.09pm. Leave LA for 9th Avenue only at 4.42pm.
(Equipment:
3 800-class cars.)
OCEAN
PARK - ALLA -INGLEWOOD LINE
Schedule, June 1927
Leave
Ocean Park at 2.35pm; leave Inglewood at 3.15pm.
(Equipment:
1 200-class car)
LOS
ANGELES-SANTA MONICA VIA AIR LINE
Schedule, March 1951
Leave
Ocean Park 6.44am; arrive Los Angeles 7.52am.
Leave
Los Angeles 5.12pm; arrive Ocean Park 6.21pm.
(Equipment
1 5050-class car)