An Outbound 39-Brookline moves along the
700-block of Brookline Boulevard approaching the Flatbush Avenue car stop.
<Brookline Trolley Photos> <Related Links> <Streetcars or Trolleys>
<Souvenir Spoon> <Digging Up The Past> <Pittsburgh Trolley History>
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for larger photos
An Outbound 39-Brookline passes Cape
May Avenue heading south along West Liberty Avenue in May 1966.
A Short History
On Trolley Service In Brookline
Trolley service in the City of
Pittsburgh dates back to the mid-1800s, when horses pulled cars along
rails that ran through some of the busier neighborhoods. Cable cars were
also in service for several years. In 1887, the first electrified service
began in downtown Pittsburgh. The Pittsburgh Railways Company was formed in 1902 as a consolidation
several independant operators throughout the city.
For residents of the South Hills
in the late-1800s and early-1900s, the only way to travel to Pittsburgh
by rail was via the Pittsburgh and Castle Shannon
offered passenger service from 1871 to 1912. Boarding stations at Glenbury
Street and Whited Street provided access to Brookliners. This train took
travelers as far as Warrington Avenue, where they had to transfer
to a pair of inclines to scale Mount Washington and reach Carson Street
in downtown Pittsburgh.
A P&CSRR train runs through Fairhaven (left)
and a turn-of-the-century Pittsburgh Railways Co. horse-drawn trolley.
By 1902, a horse-drawn streetcar
line ran the length of West Liberty Avenue, extending south to Mount Lebanon.
This single-track route passed the Brookline Junction at West Liberty
Avenue and Hunter Avenue (Brookline Boulevard). This made travel easier
for South Hills residents, but there was still no direct link to the city,
except for the long trip over Mount Washington.
Electrified service was expanded
from Carson Street to the South Hills Junction with the construction of the Mount
Washington Transit Tunnel in 1904. From the Junction, new trolley lines
soon branched out to the developing southern neighborhoods, including
Overbrook, Beechview, Dormont, Castle Shannon, Mount Lebanon and
In 1905 the Pittsburgh Railways
Company laid the first single-track trolley line through Brookline.
This one-way line came from downtown Pittsburgh across the Smithfield
Street Bridge, then passed through the tunnel and on to Warrington Avenue.
The line turned at West Liberty Avenue and continued to the Brookline
The streetcar passed on to the
looping right-of-way and ran along the length of the present-day Brookline
Boulevard loop to Pioneer Avenue. At that time the loop was for rail traffic
only. Vehicular traffic turned left and followed the route of present-day
Bodkin Street, then designated Brookline Boulevard, to Pioneer
The line ran the length of Brookline
Boulevard to Breining Street, where it exited the roadway and passed on
to a right-of-way that extended through the wooded ravine towards Fairhaven.
It connected to an abandoned Pittsburgh and Castle Shannon
Railroad spur line that
once served a coal mine entrance in the valley.
The South Hills Junction in
1906 (left) and an old-style trolley car passing Brookline's
Fleming Stop in 1928.
On the left is an outbound P&CSRR train on the hillside above the
South Hills Junction.
The route passed under a West Side
Belt railroad trestle (present-day Overbrook Tunnel) and merged with the
Charleroi line that ran along the Saw Mill Run corridor. From there the
streetcar headed back to Pittsburgh. This new route was designated
The Brookline route was terminated
at Edgebrook Avenue in 1909. Conductors would change the guide wire to
face in the other direction, move to the other end of the car and begin
the inbound trip in the opposite direction.
When the West Side Belt Railway
upgraded it's Pittsburgh lines in 1909, the Overbrook trestle that carried
trains over the cut was replaced with the present-day Overbrook Tunnel.
With the valley floor streetcar right-of-way in mind, engineers placed
metal hooks on the tunnel walls for the electric guide lines. Some of
these pins are still visible today.
Permanent Two-Way Looping
A year later, in 1910, residential
development necessitated that the line be extended back into East Brookline.
Rather than using the entire valley route to Saw Mill Run, a looping turn-around
was built along the 1400 block of Brookline Boulevard, near Witt Street. The
Brookline route was upgraded to a double-track line from West Liberty
Avenue to Breining Street. In 1915, the entire length of the line
was upgraded along West Liberty
The frequent and reliable streetcar
service greatly contributed to the rapid growth and development of Brookline
and the other southern neighborhoods. For many years it was was the
primary mode of transportation to and from downtown Pittsburgh and
beyond. Hundreds of miles of rail lines now linked all of Pittsburgh's
communities, and interurban routes stretched far beyond the
Additional improvements were made in 1935, when the exclusive trolley right-of-way
from West Liberty to Brookline Boulevard and Pioneer Avenue was expanded
and paved with belgian block. Brookline Boulevard was permanently
re-routed onto the widened, looping roadway, which could be used for
both vehicular and rail traffic.
Trolleys Used In Brookline
The first generation of electrified
trolley cars were old wooden cars covered in steel-sheeting, referred to as
"box cars." They were built by the St. Louis Car Company and introduced in
Pittsburgh in 1902.
These eight-wheelers had high floors,
narrow doors and wooden seats. Although they served reliably for many years,
these early streetcars were deemed uncomfortable by passengers and eventually
phased out in the early-1920s.
Two inbound 39-Brookline streetcars
on West Liberty Avenue, approaching Capital Avenue, in September 1915.
These were the original eight-wheeled "box cars" that made up the bulk
of the Pittsburgh fleet at the time.
From 1915 to 1927, Pittsburgh Railways
contracted with the Pressed Steel Company, located in McKees Rocks, for 1000
of the their new steel-framed Jones Cars. The forty-foot, double-ended streetcars
(shown below) featured cushioned rattan seats, a lower-floor, fine woodwork and
windows that opened to let in fresh air. They were quite an upgrade in passenger
safety and comfort. Additional seating capacity helped ease
The original Jones Car color scheme
was maroon with gold trim. In 1925 the Pittsburgh fleet was painted
chrome orange to increase visibility in the "Smokey City." Pittsburgh
pollution soon faded the color to a yellowish tint and the trolleys
became commonly known as "Yellow Cars." This model remained in service
until phased out in 1954.
A Jones Car marked for the 39-Brookline route
stands at the South Hills Junction in 1948.
In 1936, the St. Louis Car Company
introduced the sleek new Presidents Conference Committee (PCC) cars.
Considered revolutionary in their time, these ultra-modern red and cream
colored vehicles soon became the standard cars in the Pittsburgh Railways
Nearly 700 of these cars served the
city and the surrounding suburbs for half a century beginning in 1940. By
the 1990s, only a handful of PCC cars were in operation. These vehicles
served only along the southernmost section of the Shannon-Library route.
The PCC Cars were completely phased out in 2002.
Trolleys provided public transportation for
the Brookline community for sixty-one years, from 1905 through 1966.
These President's Conference Committee models carried Brookline commuters
for twenty-five years.
Brookline Streetcar Route
In Brookline, trolley service
was discontinued in September 1966 and replaced by Port Authority
bus service. The
old tracks that ran down the center of Brookline Boulevard for
sixty-one years were paved over. The divided section of the road
from Edgebrook Avenue to Breining Street was widened to a broad,
The era of rail traffic through
the heart of the Brookline community had come to an end. Brookline's Port
Authority route designation was changed to 41-Brookline and the PAT bus
became a reliable and convenient replacement for the vintage
Red and cream colored PCC trolley cars travel
along Brookline Boulevard during the 1960s.
The trolleys may have disappeared
from the Brookline landscape, but the old rails remained buried under the
asphalt. They occasionally made themselves a visible reminder of the
the community's streetcar past when a deep pothole emerged.
The old tracks were briefly exposed,
in their entirity, during the reconstruction of Brookline Boulevard in 2014. When the aging asphalt was milled
down to the base, the four lines of steel tracks once again stretched down
the center of the boulevard.
For a brief time, Brookliners could
once again gaze at these historic remnants of the community's railway heritage.
After just two days above ground, the tracks were again hidden under eight
inches of black top.
39-Brookline trolleys at the turn-around
loop at the end of the Brookline route.
Brookline's trolleys may be gone,
but they will never be forgotten. The eight-wheel box cars, the Yellowish
Jones Cars and the red PCC Cars will forever be a part of Brookline's
transportation heritage that evoke nostalgic memories. South Hills High
School students can never forget riding the streetcar to and from the
Urban railcar enthusiasts still yearn
for the thrill of riding the rails through the city landscape. Photos of the
red and cream-colored PCC cars, labeled 39-Brookline, making their way past
the Boulevard shops, are like a Norman Rockwell slice of Americana.
An inbound 39-Brookline approaching Flatbush
Avenue on Brookline Boulevard in the Summer of 1966.
A last note on the PCC cars of the
old Pittsburgh fleet. Many are sitting in Trolley Museums around the country,
and some are still operating in the San Francisco Bay Area, ferrying
passengers through the Old Town to the harbor.
Take A Ride On The "T"
For those who still have an itch
to ride the rails, the Port Authority's "T", a modern light rail
system, still operates
along the old Shannon-Drake, Shannon-Library, Beechview and Mount Lebanon routes.
The Potomac Station in Dormont is just a short drive or a brisk walk for
most Brookliners, making the "T" a viable alternative for local commuters.
Light rail cars pass the Station
Square stop at Carson and Smithfield Streets.
The Port Authority's subway system
connects these southern light rail routes with locations throughout downtown
Pittsburgh and the North Shore. A quiet ride to South Hills Village or a run
to the Library suburbs is reminiscent of the old days.
Trolley Service Returns To
Although Brookline lost it's direct
streetcar route in September 1966, residents of East Brookline could still
walk down the Jacob Street Steps and through the Overbrook Tunnel to a car
stop along the Shannon-Drake line. This was the only streetcar stop within
the confines of the Brookline community.
The Port Authority's Shannon-Drake
line ran along the route of the old Pittsburgh and Castle Shannon Railroad.
In the Saw Mill Run valley it passed through Bon Air and Carrick on the
northern side, then crossed over to the southern side of Saw Mill Run at
The line then passed through a small
section of Brookline until reaching a Car Stop near Overbrook Elementary
School. This long-serving streetcar line, one of the oldest in the South
Hills, was discontinued in 1993.
South Bank Station is a light-rail
transit stop located within the Brookline community.
After the turn of the century, the
Port Authority began a reconstruction project along the length of the
Shannon-Drake line to convert it to the modern light-rail system. Due to
elevation changes in the new line, the Overbrook station was eliminated
from the route.
When the refurbished rail line
opened in 2004, a passenger platform was installed near Jacob Street
between Whited Street and the lower end of Brookline Boulevard, along
the portion of the route that is shared by the rail line and the
Known as South Bank Station, the
stop has been in existence since 1977 when the South Busway opened. It is
the only light-rail stop located within the confines of the Brookline
community. South Bank has become a popular car stop for residents living
in the East Brookline part of the neighborhood.
Of The 39-Brookline Streetcar In And Around Brookline
An inbound trolley, a Jones Car, on Brookline
Boulevard at the Fleming Car Stop, near Kenilworth, in 1935.
A 39-Brookline trolley approaches the Stebbins
Avenue Car Stop along Brookline Boulevard (left) in 1933,
and a new PCC car comes off the newly constructed West Liberty Avenue
streetcar ramp in 1940.
A new PCC car passes the Fleming
Car Stop (left) as it heads inbound towards West Liberty Avenue in 1940,
and an outbound trolley passes Kenilworth Avenue, heading towards Pioneer
Avenue in the late-1950s.
Two trolley cars, one inbound and one outbound,
pass near Flatbush Avenue along Brookline Boulevard in 1965.
An outbound 39-Brookline trolley approaches
the intersection with Flatbush Avenue (left), and a conductor
checking in at the Brookline trolley loop, marking the end of the route,
Outbound 39-Brookline trolley cars approach
the intersections with Pioneer (left) and Queensboro Avenue in 1965.
Outbound 39-Brookline passes Whited
Street heading towards Breining Street and the loop.
39-Brookline on tht West Liberty trolley ramp
(left) and crossing the Palm Garden tressel to the South Hills Junction.
At the intersection with Birchland Street
heading towards the loop (left) and at Kenilworth Street.
An in-bound 39-Brookline exits the Palm
Garden Tressel on it's way towards the South Hills Junction.
Two trolleys at the Brookline Loop (left)
and making the return trip back towards Brookline Boulevard.
39-Brookline passes Pioneer
Avenue (left) and Kenilworth Avenue (right) enroute to West Liberty.
Outbound 39-Brookline on the Smithfield
Street Bridge heading towards Carson Street and the transit tunnel.
An inbound 39-Brookline on the Smithfield Street
Bridge (left) and another heading outbound at Carson Street.
39-Brookline approaching the Brookline Loop (left)
and another heading towards the South Hills Junction.
39-Brookline passing through the South
Hills Junction in 1959.
An outbound 39-Brookline on Brookline Boulevard
approaching Castlegate Avenue, while an inbound car
approaches Castlegate from the other direction, in 1966.
Passing Kenilworth enroute to Brookline
Boulevard (left) and entering West Liberty trolley ramp (right).
Trolley cars at the Brookline Loop along the
1400 block of Brookline Boulevard. This was the end of the line.
An in-bound 39-Brookline on West Liberty Avenue
heading towards Capital Avenue in the mid-1960s.
Outbound 39-Brookline passing Cape May on
West Liberty Avenue (left) and inbound approaching Breining Street.
Two images showing the 39-Brookline trolley
at the Brookline Loop in 1966.
39-Brookline entering the trolley ramp
on West Liberty Avenue.
<The Pittsburgh & Castle Shannon Railroad (1871-1912)>
<The Pittsburgh Railways South Hills Junction - 1904>
<South Hills Junction to Brookline Boulevard in 1912>
<Reconstruction of West Liberty Avenue in 1915>
<Reconstruction of Brookline Boulevard in 1935>
<A Short History of Trolleys in Pittsburgh>
<History of Pittsburgh
<Photos of Trolleys Around Pittsburgh>
<Pittsburgh Light Rail Photo Gallery>
<The "T" Light Rail Transit System>
<The Skybus Project in the 1960s>
<PAT Bus Service in Brookline>
<Trolley Parks in Pittsburgh>
<Pittsburgh's Old Inclines>
<Pennsylvania Trolley Museum>
<Port Authority Transit History>
<Wikipedia: Pittsburgh Light Rail>
<Wikipedia: Pittsburgh Railways Company>
<Wikipedia: Port Authority of Allegheny County>
More Photos Of The 39-Brookline
Two inbound 39-Brookline streetcars approach
the Capital Avenue Car Stop on West Liberty Avenue in September 1915.
39-Brookline at the South Hills Junction
(left) and downtown at Mellon Plaza on Smithfield Street.
A 39-Brookline passes the City County
Building on Grant Street in downtown Pittsburgh (left), and an inbound
39-Brookline approaches Belle Isle Avenue on West Liberty Avenue in 1963.
An outbound 39-Brookline exits the transit tunnel
at the South Hills Junction.
An outbound 39-Brookline at Capital Avenue (left)
and two inbound cars near Stebbins Avenue on Brookline Boulevard.
A 39-Brookline at the Brookline loop (left) and
another shown heading outbound on the West Liberty trolley ramp.
An outbound 39-Brookline passes the Brookside
Car Stop on West Liberty Avenue.
An inbound 39-Brookline on West Liberty Avenue
approaches Capital Avenue in 1966 (left) and a car at the Brookline Loop.
The Parm Garden Tressel (left) and a
39-Brookline at the top of the trolley ramp heading towards West Liberty.
An inbound 39-Brookline passes the outbound
loading platform at the South Hills Junction.
Are They Called
Streetcars Or Trolleys?
There is some debate over whether the
proper term for the vehicles that ran the rails on Pittsburgh streets were
called "Streetcars" or "Trolleys." The answer is ... both! The official answer
might sound a bit strange:
A TRAM (also known as a tramcar; a
streetcar or street car; and a trolley, trolleycar, or trolley car) is a rail
vehicle which runs on tracks along public urban streets (called street running),
and also sometimes on separate rights of way. Trams powered by electricity,
which were the most common type historically, were once called electric street
railways. Trams also included horsecar railways which were widely used in urban
areas before electrification.
For a more detailed history of trams,
visit Wikipedia (Trams).
One of the old-time Car Stop signs that hung
along overhead wires around Pittsburgh.
Original Brookline Souvenirs
In 1907, during the initial residential
building boom in Brookline, the Freehold Real Estate Company offered solid sterling
silver commemorative spoons to homebuyers. With respect to the Pittsburgh
Railways streetcar line that brought this new prosperity to the emerging community,
the ornate spoons featured an image of a trolley along with the name
A few of these spoons, now over a century
old, have survived the test of time, like the one shown here. These spoons were
the very first commemorative Brookline souvenirs ever offered, and a prized piece
of our community's streetcar heritage.
Digging Up The
Past - 2014
Beginning in February 2013, Brookline
Boulevard has been the site of a major reconstruction and renovation effort.
The project includes infrastructure improvements like new sidewalks, lighting
and signage. The highlight of the project will be the repaving of Brookline
Boulevard, from Starkamp Avenue to Pioneer Avenue.
Although the reconstruction effort,
when it's completed, is expected to yield a picturesque new boulevard, the
process of getting to that point has been a difficult and frustrating
experience for the merchants and motorists.
Work was halted in November due to the
onset of winter, and by the spring of 2014 the cold months had taken quite a
destructive toll on the boulevard. Enormous potholes turned the road surface
into a veritable moonscape. Mastery in the Art of Pothole Dodging has become
a pre-requisite to anyone brave enough to run the gauntlet.
In the midst of this urban chaos
came one award-winning pothole. The old-school strut-shocker was
spotted on April 7, 2014. It wasn't the size that made it stand out. Although
it was large, it paled in comparison to some of the truly abyss-like crevices
Brookline Boulevard's Pothole to the
What gave this pothole character was
the old red paving brick road surface and the trolley track. This historic
part of Brookline Boulevard has been in place since the early 1900s. In 1966,
when the trolley line was discontinued, it was paved over in asphalt.
Forty-seven years and five inches of
asphalt later, the forces of nature, accompanied by liberal amounts of rock
salt, brought this bygone part of Brookline Boulevard back into the light of
day, if only for a few days. The following day it was paved over with cold
The old bricks and tracks were
brought back to the surface in June 2014.
In late-June the reconstruction
project reached it's final phase, and the roadway was completely milled down
to the bricks, exposing the complete length of the trolley tracks that ran down
the center of the boulevard. Once again, the old red bricks and tracks were
After this brief glimpse back to the
glory days of Brookline's transit history, the paving company out a fresh layer
of asphalt on the boulevard and, just like that, the tracks were once again
buried. It may take another fifty years before they see the light of
A Short History
On Trolley Service In The City Of Pittsburgh
Pittsburgh's trolley history dates
to the 1850s when the state Legislature passed a law allowing "motor power
companies" to operate passenger railways by cable, electrical or other means.
The first passenger service was a horse-drawn trolley that operated in East
Liberty in 1859. Since then, the city has been at the forefront
of trolley transportation.
A cable trolley in Allentown (left) and
a horse-drawn trolley on Warrington Avenue in 1859.
JUNE 1887: Pittsburgh Traction Co.
constructs a cable beginning at the foot of Fifth Avenue and running east
on Shady, Penn and Highland avenues. The distance is 5.5 miles and it
opens for passengers on Sept. 12, 1889. Cable lines are operated until
THE LATE 1890's: The first
electric line is constructed from South 13th and Carson streets to
Knoxville Borough. That is followed by development of successful and
consistent electric trolley service on the North Side and the South Side.
In the ensuing years, competing lines are built by 190 trolley operators
in the city. The wooden trolley cars have four wheels.
"It was really a hodgepodge," says
Scott Becker, executive director of the Pennsylvania Trolley Museum in
Washington, near the Meadowlands.
JANUARY 1, 1902: Pittsburgh Railways Company is formed as a result of several companies
consolidating their operations. There are 1100 trolleys in operation in the
city and the turn-of-the-century car has eight wheels, high steps and narrow
doors making travelling slow and cumbersome, particularly for women whose
clothes don't allow them to negotiate the cars easily. Pittsburgh
Railways has 400 miles of single track; carries 178.7 million passengers
a year and has revenues of $6.7 million.
1912: Pittsburgh's trolley system
is big and P.N. Jones, head of Pittsburgh Railways, heads the effort to
produce a standard car. The city tries out double-decker cars. About a
dozen were built between 1912 and 1924, but they never really catch on
1915: Pittsburgh Railways decides
that the new, low-floor trolley with its sloping floor is going to be its
standard car. The company builds 1000 of them between 1915 and 1927. The
steel cars run on 600 volts of direct current and feature rattan seats,
beautiful woodwork, windows that open and shaded light
The trolleys are painted orange
but their color fades to yellow, prompting most people to call them
yellow trolleys. They are used in Pittsburgh until the mid-1950s, when
many trolleys are phased out in favor of buses.
In the ensuing years, Pittsburgh
Railways experimented readily with a variety of cars, testing aluminum,
fiddling with control systems and trying a number of options with
Long-time Pittsburgh Railways conductor
Owen Richard McCaffrey Sr. of Overbrook, pictured in the early 1920s.
Railways operates 590 miles of single track; carries 396,679,675
passengers a year and has revenue of $21.7 million.
1928: Pittsburgh Railways begins
producing high speed trolleys for its lines that run to Washington, Pa.,
and Charleroi. The company makes 15 cars that are painted red and feature
bucket seats. Portions of the Charleroi line remained in service until
September 4, 1999 as the Port Authority's Library Light Rail Transit
line. A portion of the Washington line survived as the Drake line, service
that ended in the late-80s and will pick up again in the year
THE 1930s: Pittsburgh, like the
country, is in the depths of the Depression. Pittsburgh Railway is losing
ridership, but the company does not lose its tradition of supporting
innovation. The company is enthusiastic about the ideas for a new car
being developed at the request of the American Electric Railway
Association Advisory Council. The plan for the car's development is
overseen by the Electric Railway Presidents Conference Committee, which
turns to Westinghouse for help designing the car.
The inside of a PCC car, looking
towards both the front and rear.
JULY 26, 1936: The first
Presidential Conference Committee car - #100 - goes into service in the
city. Pittsburgh Railways, trying to lure Depression-weary riders back to
the trolleys, promotes the car in newspaper advertisements and on
sandwich boards and with demonstration rides. It becomes the first PCC
car to carry passengers for a fare on September 26, 1936, when it covered
the 50 Carson Street Route.
Over the next 12 years, Pittsburgh
Railways orders 666 of the cars - at $28,000 apiece - from the St. Louis
Car Company to replace the oldest trolleys in the fleet, the high-floor
trolleys and the yellow trolleys. The PCC's were painted red and
The first inbound trolley to the West Liberty
trolley ramp was photographed on August 15, 1939.
1939: Due to the growing vehicular
congestion at the busy intersection of West Liberty Avenue and Saw
Mill Run Boulevard, a new trolley ramp was constructed along the
lower end of West Liberty Avenue to reroute the 39-Brookline and
38-Mount Lebanon trolleys away from the crowed junction and on
to the line used by the Dormont and Beechview trolleys. The cost of
the new ramp was $347,000. The Brookline and Mount Lebanon trolleys
now used the Palm Garden Trestle on the way to the South Hills
SUMMER, 1953: Trolley service,
which had boomed during the World War II and Korean War years, is
scaled back to the border of Allegheny County.
Map of South Hills Trolley
MARCH, 1964: Allegheny County's
Port Authority Transit is formed to unify public transit services.
Despite the declining trolley use, the Port Authority inherits 283 PCC
trolley cars and 219 buses.
1964 to 1967: Many rail routes are
converted to bus routes, including the 38-Mount Lebanon and the 39-Brookline
route, which made its final run on September 3, 1966.
Many South Hills lines were replaced with
bus service, including 38-Mt.Lebanon.
The rails and passenger kiosks intersecting the roadways were
1968: The Port Authority is
operating just 58 miles of track.
1972: The 95 remaining PCC cars
servicing the South Hills get new paint jobs, including one that gets a
1981: The Port Authority decides
to try to refurbish 45 PCC trolleys. The $763,000 cost is prohibitive and
only 12 are done before the program is abandoned in 1987. One attractive
feature of the trolleys was a new advertising scheme. Trolleys could be
sponsored and then decorated at will. Some that stood out were the
Terrible Steeler trolley, the Pirates Family trolley, Point Park
College's trolley and the Gateway Clipper trolley.
The Pittsburgh Steeler's Terrible
JULY 3, 1985: Trolley street
operations in the city cease when the Downtown subway, servicing the new
Light Rail "T" cars, is opened. The only rail lines left in operation,
part of the new Light Rail System, are the Beechview/South Hills Village
line, the Warrington/Arlington line and the Library extension, the only
route still using the old PCC trolley cars.
Trolley at Wood Street Subway
AUGUST 1, 1988: 36 PCC cars are
removed from operation because of deteriorated electrical wires.
Twenty-seven of those are retired and used to supply parts for the ones
that remained in operation on the Library line.
SEPTEMBER 4, 1999: The final PCC
car makes the 4.4 mile Library extension run before the route was retired
forever, being replaced by a shuttle bus. The three remaining functional
PCC cars, all having logged well over 2,000,000 miles, were donated to
PCC Trolley at
Museum - 2007.
2000 AND BEYOND: Pittsburgh no
longer has hundreds of miles of trolley track lining our streets, but
we still have a state-of-the-art Light Rail system servicing the downtown
area, Warrington Avenue/Arlington Heights, Castle Shannon, Library and
the South Hills. The Port Authority completed reconstructing the old
Shannon Drake line and plans are underway to extend the downtown subway
line to the North Side near PNC Park and Heinz Fields.
In 2014, a few of the modern light-rail
cars were painted to resemble the old PCC streetcars
as part of the Port Authority's 50th Anniversary celebration.
Pittsburghers love their trolleys.
From the horse-drawn carriages of the 1800s to the new "T" Light Rail
cars that carry us into the 21st Century, our proud city will
always have a rail system to ferry passengers to and from the downtown
area. For more information on the history of trolleys in Pittsburgh,
visit the Pennsylvania Trolley Museum at the Meadowlands. The number to
call for information is 877-PA-Trolley or 724-228-9256.
Models Of The 39-Brookline
And South Hills Junction
A replica of the 39-Brookline trolley made
by Dr. Michael Brendel.
A model layout of the South Hills Junction
by Bob Dietrich. For more Junction model photos, click here.
We are always looking for old
photos and information on trolleys in Brookline.
If you have something to share, please contact us via our guestbook.
* Compiled from
various sources, including the Post Gazette - Last Updated: July 29, 2014 *
* Several of the Brookline trolley photos are from the collections of Tom Castriodale
and George Gula *