I took this photo years ago a the Great Salt Lake. Wonder if it's still there? Don't know why it was there and don't know how it got there. Maybe just another desert dream that never went anywhere. Anyone know?Don
If this where I think it is, you are with in less than a mile of the Salt Pavilion. If so, the SL G&W ran with in 100 feet of this location. When the lake receded all the lake side business at this location closed up. The SLG&W continued to run excerrsion trains, but not out this far, pulled with their 44 tonner. The cars were equipment left over from their electric operation. Then that operation ended. This car was bought and located near the end of the railroad. It was to be used as offices for helicopter rides. It never happened and time and the salt finished this car off. It was finally cut up for scrap.
Although the weather is easy on old carbodies that survived Utah’s extensive electric rail system, preservation has not gone well. Most of Utah’s surviving electric cars are in California, and only a few survive there.
This appears to be an MTH Bump-n-Go car. I have a few of these cars, and they operate very well at low speed, so there are no fatalities when the car hits the bumper.
The Boston & Worcester Street Railway was chartered November 16, 1901, and the first section, from the Newton/Brookline line at Chestnut Hill to Framingham Junction, opened May 12, 1903. The remainder to Worcester opened June 30, 1903. The Framingham Union Street Railway, providing service within Framingham and intersecting the B&W at Framingham Junction and Framingham Center, was bought December 21, 1903. On February 1, 1904, the B&W bought the Framingham, Southboro and Marlborough Street Railway, which the B&W used between Framingham Center and Fayville.
Boston and Worcester Electric Companies was incorporated December 29, 1902 to serve as a holding company for these railroads.
Streetcars last operated on June 10, 1932.
To finish-up about trolley railways in Worcester, Massachusetts, heree is the story of the Worcester Consolidated Street Ry.
Home to trolley manufacturer Osgood Bradley and Pullman Standard, Worcester played an important role in the history of passenger rail travel in the United States. The Worcester Consolidated Street Railway Company formed in 1907 when various local street railways where merged.
Worcester Consolidated Street Railway Car 557
Worcester Consolidated Street Ry Car @ Main & Franklin Streets, September-26-1945
The Beach Grove Traction Company of Indiana ran from downtown Indianapolis for 6 miles to Beech Grove, which is barely outside the Indianapolis city limits. It looped south of the business district and never made it to the Traction Terminal. It was built in 1911 and lasted until late 1937 with a 10 cent fare. It was finally closed when Indianapolis Railways cut off its power for non-payment. The original cars were former Winona Interurban Railway cars.
Beach Grove Traction 202 came from the Winona Interurban Ry.
The story of the Beach Grove Traction Company above is a segway to this story of the Winona Railroad of Indiana because some of the Winona's trolley cars saw service on the Beach Grove.
The Winona Railroad of Indiana came into operation in 1902 when the Pennsylvania Railroad announced that the sidetrack on which a local train brought visitors to Winona from Warsaw would no longer operate. However by the summer of 1903, the directors of the Winona Christian Assembly had completed a trolley line between the two towns. The 18 open cars ran on an hourly schedule, sometimes carrying 15,000 passengers in one day for special events at Winona.
Goshen, Warsaw, Peru and towns along the way voted subsidies totaling $170,000 on condition that the Winona Interurban Railway build a high speed electric railway north and south connecting with other interurban systems that had spread all over Indiana. The north line to Goshen was started in 1905 with the first cars running by June of 1906. The south section was completed in 1907. A large powerhouse, costing $200,000 was constructed where the Gatke Corporation now stands. It supplied the additional power needed for the 70-mile system and also provided steam heat and electricity to all the public buildings at Winona and about 50 private homes in the town. Electricity as well as water were supplied by the railroad to the city of Warsaw.
Winona Railroad officials planned to expand with new lines east to Fort Wayne and west to Valparaiso, but these sections were never built. In July 1916 the mortgage on the Goshen-Warsaw line was foreclosed and the road went into receivership. However, a freight handling business inaugurated in 1924 aided the Winona considerably as it serviced nine steam railroads connecting with its 66-mile routes. When Goshen residents petitioned to have the tracks in their city removed, passenger service to the Winona railroad's northernmost point ceased in 1934. Then the only passenger service operated by the railroad was on the 3-mile run between Warsaw and Winona. The latest street car ran July 4, 1938.
Winona @ Milford
Winona Car 52
Winona Car 61 @ Warsaw
Winona Car 607
Winona Freight Car 32
Winona Line Car
Model of Windspliter
This is the story of the Southern Iowa Railway.
The main line of the Southern Iowa Ry between Albia and Centerville was once a branch of the Wabash Railroad. In 1885 the Wabash went into bankruptcy and line was reorganized as the Albia & Centerville. In 1914, the line was absorbed by the Centerville Light and Traction Company, which operated the local street railway. The combination of the Albia & Centerville and the street railway became the Centerville, Albia & Southern Ry. In 1916, the Albia, Centerville & Southern Ry was purchased by Iowa Southern Utilities, and in 1941 the railway became the Southern Iowa Ry.
The Mystic branch line of the railway served several mines. Passenger service was not the main revenue generator, however the railway ran 6 trains a day to Albia and had hourly service to Mystic. Local street car service ended in 1925, and all passenger service ended in 1933. In 1944, the Mystic line was cut back to Appanoose where there was a connection with the Milwaukee Road. In 1948 the Albia line was cut back to Moravia where there was interchange with the Wabash.
In the 1950s, the railroad became home to the Iowa Chapter of National Railway Historical Society. Three interurban cars were acquired, plus a Chicago & Great Western caboose. In 1958 1.5 miles of the Mystic branch was abandoned. In 1966 the wire was removed from most of the Moravia line, but remained in Moravia where Box Motor 101 was stationed for switching. Also in 1966, the Chariton River trestle burned and the line was severed. The wire at Centerville was removed, and the Moravia operation was abandoned on July 18, 1967. The Moravia operation was the final electric operation.
I was born in Los Angeles in 1944 and we lived there tell the early 50's. The Palms area by Culver City was were our home was on Mentone Blvd. That's Lou Costello coming out our front door. Exteriors for the movie "Dance With Me Henry" were all shot at the house. It was Lou's and Bud's last film together. Pacific Electric ran a few blocks away. In the summer we took the PE to the beach or shopping. I loved taking the street cars. Freight also ran on the line through Palms. It was pulled by a Westinghouse electric. Maybe that's why I love electric railroads so much. This small bridge is on Motor Ave. One summer "our Palms gang" watched a movie being made with a SP steam engine on that bridge. We got to eat with the film crew at lunch and they even let me sit in the cab of the engine. By the way most of the early real "Our Gang" movies were filmed all around the Palms area. Fourth picture is my buddy and I. I'm the one on the fence. Last picture is the same fence from the alley side. Lou was about ready to go over it. They put a 2x4 on top so he wouldn't rip his pants. I remember my Mom not liking it when they started taking out the street cars. She always said the buses smelled bad and smoked. This all brings back wonderful memories. Don
The Joplin-Pittsburgh Railway of Kansas And Missouri
The Joplin-Pittsburg Railway Company began as the Pittsburg, Frontenac & Suburban Electric Railway Company in July, 1894. Its first line was purchased from the Forest Park Electric Railway and extended from Pittsburg north to Frontenac. Its second line was purchased in 1895 from the Pittsburg Electric Railway Company which extended the railway to the many coal camps surrounding Pittsburg. By 1907, the railway had lines throughout Crawford and Cherokee Counties in Kansas, and Jasper County, including Joplin, in Missouri. The line to Joplin was completed in 1908, and it was named the "Air Line" because of its direct route and the speed of its cars. The Air Line cars were large and could attain speeds of 60 mph.
The Joplin-Pittsburg Railway suffered labor troubles from 1911 to 1919 in which six strikes took place. Regulation-forced rate cuts, jitney competition, lawsuits and labor issues after 1920 cut into the line's profits, so it entered receivership in 1924. Special weekend fares, more Air Line cars to Joplin and freight connections to steam railroads were attempts to revive the line. But by the late 1920s, it was still deeply indebted, and the last blow was losing its Joplin connection in 1929. On May 14, 1929, the company was sold at auction. Pittsburg businessmen bought the line to save it from being junked. Passenger service ran until 1932, and the freight business continued to 1954 when all operations ceased.
This is about and interurban short line in Missouri.
The St. Joseph and Savannah Interurban Railway was a 13-mile interurban electric railway that ran between St. Joseph, Missouri and Savannah, Missouri from 1910 to 1939. It was operated by the St. Joseph Railway, Light, Heat and Power Company, which also operated the trolley system in St. Joseph. The St. Joseph and Savannah Interurban Ry began on July 5, 1910 to compete with the Chicago Great Western Railroad. It consisted of three wooden cars and headed north on the streetcar line down St. Joseph Avenue and terminated four blocks west of the square in Savannah. The line connected to the Kansas City, Clay County and St. Joseph Railway.
Car 3 Near Savannah
Montgomery, Dexter Avenue, 1906
Birmingham Electric PCC
Capital City Street Railway Co.
Mobile Light & Power
Mobile Light & Power
Mobile Light & Power
Some of the vehicles in the IRM trolley parade on July 4, 2007.
Chicago Surface Lines #1374
Chicago Surface Lines #141
North Shore Line #160
North Shore Line #251
North Shore Line #229
Cornwall Street Ry. #14
Illinois Terminal #1565
Commonwealth Edison #4
TMERL # D13
North Shore Line #604
Illinois Terminal #101
Sand Springs #68
Central California Traction Company
Originally, the Central California Traction Company planned to run a line southward from Sacramento through rural farms and grape vineyards all the way to Modesto. It was anticipated that most of the San Joaquin and Sacramento County communities would be connected to the main tracks by branch lines. The first purchases in 1905 were for electric cars, car motors, air brake equipment and track materials. Streetcar lines in Stockton opened in May 1907, and a gold spike ceremony was held on August 31 in front of the Lodi Hotel. In 1909, the railroad was completed to its terminus in Sacramento. The cost was nearly one million dollars.
Overhead wires were used in Stockton, Lodi and Sacramento as the power source for the electric train. In the rural areas, power was transmitted by a wood-covered third rail, energized at 1,200 volts. The Central California Traction railroad was one of the first in the United States and the first in California to use high-tension direct current. Previous voltage had been 600 volts or less.
By 1914, the electric line operated 36 daily passenger trains. The first cars were painted red, but later Pullman green became the popular color, and in the 1930’s, yellow emerged as the official color. The wooden cars were attractive and equipped with both trolley poles and third rail shoes so they could run in the cities as well as the country.
The last interurban passenger run was made on February 4, 1933. The original owners, the Fleishackers of San Francisco, tried to sell the California Traction Line to the Southern Pacific. This resulted in a power struggle among Southern Pacific, Western Pacific and the Santa Fe Railroad with all three vying for control. A 1936 decision allowed joint operation of the Central California Traction by all three railroads.
Electric power costs to maintain freight service proved too costly, so in 1947, the Central California Traction railroad lost its uniqueness and trolley power was abandoned. The pantographs came down for the last time when the system was converted to diesel.
Car No. 7
California once was riddled with traction companies, but they threw it all away. This story is about the Fresno Traction Company.
In 1901, three different lines, Fulton, Fresno, and Mariposa Streets were merged into one and called the Fresno City Railway Company. While converting the merged lines to electricity, the owners changed the name to the Fresno Traction Company. The Fresno Traction Company was incorporated in 1903 with authorization to build 196 miles of electric lines connecting Fresno to Selma, Trimmers Springs, Wawona, Central, and Washington Colonies. Electric operations commenced with three single truck Hammond cars purchased from the United Railroads of San Francisco, and five California cars built by W. L. Holman Car Company. After 4 miles of new track had been laid, these expansion plans were curtailed by the 1906 San Francisco earthquake. By 1909 the lines along Tulare Street, Fresno Avenue, and J Street had been improved with double track. A car barn and repair shop was built at the end of Tulare Street to hold ten new double-truck Paye cars built by the American Car Company.
Southern Pacific purchased a controlling interest in 1910 and replaced most of the older rail with heavier 75-pound rail. The Roeding Park branch line was completed in 1912, and four longer Paye cars were purchased from the Jewett Car Company. A line was completed to the company-owned Fresno Beach in 1915. A total of 41.55 miles of track was in operation when automobile competition halted further expansion after World War I
Power was purchased from San Joaquin Light and Power Corporation at 1000 volt, 60 cycle, 3 phase AC and converted to 550 volt DC in substations at O and Platt Streets, at Herndon and Forkner Avenues, and on Blackstone Avenue near Webster Street. Nineteen Birney cars were placed in operation after the war, and the original Hammond cars were replaced by twelve lightweight double-truck cars built by St. Louis Car Company in 1925. Individual lines were abandoned as service contracted through the 1930s. All streetcar operations ended on 20 May1939.
Fresno 68 was rescued from a field in 1970 & restored at the San Jose History Park as SJRR 143
Thanks for your ongoing research and photos, Bobby. My iPad is taking days to load this and the prior posts' photos, so this text-only reply will have to do.
The last two photos in your post of a trolley-to-restaurant conversion are actually one and the same. That great Standard Diner photo is new to me but I recognized the photo just above it as a former trolley restaurant described by our friends at Hicks Car Works.
They reported that the building consists of a 1912 Brill built as a Fresno Traction Dragon car and a 1925 Birney, apparently placed in an L-shaped configuration. They dated the Standard Diner remodel to 1936.
The trolley restaurant was later turned into an office and at one point the interior was damaged by fire. Google maps still shows it at 1732 S. Cherry Avenue in Fesno, CA.
Tomlinson Run Railroad
Bobby Ogage posted:
Of course, now that I just posted, the missing photos all appeared . Here they are for a comparison. Definitely one and the same trolley car.
Colorado Springs & Interurban Railway Company
By 1902, the Colorado Springs & Interurban Railway Company consisted of a consolidation of the Colorado Springs Rapid Transit Railway and the Colorado Springs & Suburban Railway Company. Colorado Springs and Interurban Railway ridership peaked in 1911 and within three years it began to suffer financially as automobile ownership increased. By 1916 the system served Colorado Springs, Old Colorado City, Manitou Springs, Ivywild, and Roswell over 38 miles of track with 56 motor cars and 13 trail cars in 1917. Buses began replacing the system's trolley cars in 1931, and the last electric trolley ran on April 30, 1932. In the mid-1930s, the Works Progress Administration removed most of the street car rails.
To get back to California trolleys for a minute. This afternoon I did some work on the brakes and air compressors on Sacramento Northern 1005. At the end of the day we took it for a ride to the end of the line to ensure everything was working properly. The trip south was in Salt Lake and Utah control trailer observation 751. I had a few minutes to take a short video on my phone. Nicest day so far this spring. Very pleasant ride.
This is a 5 mile stretch of the Sacramento Northern, which has been restored by the Western Railway Musuem. If this was in the days of the SN, which discontinued electric operation here in 1957, we would have been traveling south about 5 miles short of the ferry slip where the electric trains crossed Suisun Bay. On the other side of the bay the trip would have continued on about 30 miles to Oakland.
This is a picture near the end of the line of the cars in the above video. The train was SN 1005, SN 1020 and SL and U 751. The control is being moved from the rear observation car to the lead motor for the trip back north.
The Key Route of California
The Key System (or Key Route) was a privately owned company that provided mass transit in the cities of Oakland, Berkeley, Alameda, Emeryville, Piedmont, San Leandro, Richmond, Albany, and El Cerrito in the eastern San Francisco Bay Area from 1903 until 1960, when it was sold to a newly formed public agency, AC Transit. The Key System consisted of local streetcar and bus lines in the East Bay, and commuter rail and bus lines connecting the East Bay to San Francisco by a ferry pier on San Francisco Bay, later via the lower deck of the Bay Bridge. At its height during the 1940s, the Key System had over 66 miles (106 km) of track. The local streetcars were discontinued in 1948 and the commuter trains to San Francisco were discontinued in 1958. The Key System's territory is today served by BART and AC Transit bus service.
Key Pier, 1909
This post is about the sole surviving street car in Wyoming.
In early 1910, Albert Emanuel and William Sullivan of the Electric Street Railway of Dayton, Ohio, proposed to build and operate an electric streetcar system in Sheridan, Wyoming. The proposed line would run through Sheridan and serve as a direct line to the nearby coal camps. The City of Sheridan quickly approved the proposal and by July of 1910, rails were being laid. In just over one year's time, the City Line was completed with service beginning on August 11, 1911.
Following the tremendous success of the City Line, a second route, known as the Fort Line, was established. The Fort Line was an extension from Main Street, up Lewis Hill to the county fairgrounds, across Deadman's Draw, and on to Fort Mackenzie - the present day VA Hospital. Once at the Fort, passengers would help turn the streetcar on a turntable for the ride back to town.
The streetcar service expanded even more with the construction of a 12-mile route from Sheridan to the nearby coal camps. This Interurban route was completed in February of 1912 and made stops at Dietz, Acme, Model, Carneyville, and Monarch. Sheridan's streetcar system has some 18 miles of track within the city, which included a short spur from the end of the City Line to the sugar factory on Coffeen Avenue. Over the years, the streetcar became the pride and joy of Sheridan and the nearby mining communities.
After the city decided to repave downtown Main Street and not replace that stretch of double track due to decreases in passengers, service on the City Line was discontinued in September of 1923. The Fort Line continued to operate until March of 1924 when it was replaced by a bus. That left the Interurban routes to carry on as the last remaining electric railway in Wyoming. However, it was abandoned in June of 1926.
Fifty years after the streetcars made their last runs, the dilapidated body of one of the cars was discovered in a field near town. As part of the Bicentennial Celebration in 1976, #115 from the Fort Line was saved and renovated by local individuals, businesses and organizations. Today, #115 is the only remaining streetcar in the state of Wyoming. Restoration plans and preservation continue for streetcar #115 to this day including a custom made protective cover during the winter months.
A link to a local businessman's efforts to save the last known Wilkes-Barre trolley.
The Sheboygan Light, Power & Railway Company of Wisconsin
In 1889, the Sheboygan Electric Light Company began providing electricity to homes, and in 1893 it took over the money-losing horse-drawn streetcar system, renamed itself the Sheboygan Light, Power & Railway Company, and replaced the horses with electric-powered cars. The cars ran 19 hours on normal days, and to improve revenue, the system carried freight for Kohler Co., local cheese factories, and quarries. Gradually the system added track until by 1908 the rail line had extended service to Elkhart Lake. In 1908 the Sheboygan rail system also bought three new cars from the Cincinnati Car Company: #25, #26 and #27.
Sheboygan's electric rail system operated into the 1930s, but ridership began dropping in the early 1920s. Aiming to keep its rail system viable, Sheboygan expanded the freight service in 1930, joining with other railroads to haul loads to and from Chicago. This service was called the "Bathtub Special" because the main user was Kohler Company for its plumbing supply business. Service within Sheboygan ended in 1935 and the last run to Plymouth was in 1938.
As business waned, car #26 was sold in 1937 and became a summer cottage near Lake Michigan. By 1988 it was deteriorating, so it was donated it to the Friends of the East Troy Electric Railroad Museum. They restored it to near original condition. The car was added to the National Register of Historic Places in 2006. Today the car is operated intermittently by the East Troy Museum, carrying visitors on the museum's 7.5 mile remnant of the Milwaukee Electric Railway & Light Company's interurban line.
Sheboygan Power & Light Ry Car 26
Sheboygan Power & Light Ry Car 28
Traction in Charleston, West Virginia
The Charleston Interurban Railroad Company was organized on July 28, 1909 for leasing and operating the Kanawha Valley Traction Company. The Kanawha Traction Company was organized on May 20, 1902 as the successor to the Charleston Street Railway. The properties were operated under the name of the Charleston Street Railway until the early part of 1902. It consisted of 6 miles of track and 12 mule-drawn cars, 6 of which were open summer cars. Also in 1902, the line was electrified with 8 open summer cars and 8 closed cars. A 40’ x 140’ brick powerhouse and car barn of the same size were erected. By 1905 the properties had a value of $200,000.
By 1906 the company extended the line 2.3 miles to Edgewood Park, and added 2 loops for an additional 2.3 miles of track. A new powerhouse was also built containing 300 horsepower boilers and a 400 kilowatt generator. A Kanawha & Michigan Railway bridge was purchased and a new bridge was built enabling the railroad to expand another 28 miles in 1907.
The Charleston Interurban Railroad also operated two interurban lines, one west to St. Albans built in 1912, and the other east to Cabin Creek built in 1916. At a receiver’s sale in 1935, the property passed into the hands of the Charleston Transit Company, which converted the entire operation to buses on June 29, 1939.
Last weekend, at the Western Railway Museum, Portland Traction 4001 was out of the barn for a few minutes. Theis car was originally Indiana Railroad 202.
The Yakima Valley Transportation Company of Washington
The Yakima Valley Transportation Company (YVT) began operations in 1907 as a streetcar line downtown. Although some freight operation took place almost from the beginning, streetcar service was the company's primary activity for its first several years, and interurban service extended to several areas. Its greatest length was just over 44 miles. Presently, approximately five miles of track remain that connect the cities of Yakima and Selah, Washington. Electric trains have operated on the YVT trackage every year since 1907.
From 1909 onward, the company was a wholly owned subsidiary of the Union Pacific Railroad. Freight service expanded in the 1910s, and by 1920 it had become a major function of the YVT. Interurban service was discontinued on May 15, 1935.
The Yakima Valley Transportation Company operated the local streetcar system from 1907 until 1947. The first streetcars purchased new came from the Danville Car Company of Illinois, while later purchases were from the John G. Stephenson Company and the J. G. Brill Company.
Due to declining revenue, the Union Pacific filed for abandonment of the YVT and operation ceased on November 18, 1985. However, at the request of Yakima city officials, the Union Pacific donated the entire YVT railroad to the City of Yakima. This enabled the city to allow continued operation of a heritage streetcar service by the Yakima Valley Trolleys which currently operates. The donation included two of the railway's three locomotives, 1909 "Line car" A (for overhead line maintenance) and 1922 GE "steeple-cab" locomotive No. 298. The third YVT electric locomotive, 1923 boxcab-type No. 297, was donated by UP to the Orange Empire Railway Museum.
Washington-Virginia Railway of Northern Virginia
The Washington, Alexandria, and Mount Vernon Electric Railway merged with the Washington, Arlington & Falls Church Railway in 1913 to form the Washington-Virginia Railway. The trolley company went into receivership in 1923. In 1927, the two railways were separated and sold at auction. The last trolleys of the line ran on January 18, 1932. Later that year the tracks were removed when some of the right-of-way was used for the George Washington Memorial Parkway. The path of the trolley turnaround at Mount Vernon remains as a traffic circle at the south end of the Parkway, while the former rail yard in southern Arlington now serves as a Metrobus yard.
Washington, Arlington & Falls Church Railway
In 1896, the Washington, Arlington & Falls Church Railway began running electric trolleys from Rosslyn to Falls Church on the present routes of Fairfax Drive and I-66. By 1907, the line linked downtown Washington to Ballston, Vienna, and the Town of Fairfax.
Washington, Alexandria, and Mount Vernon Electric Railway
The Washington, Alexandria, and Mount Vernon Electric Railway served the populace of northern Virginia and began transporting people in 1892. This company ran between Alexandria and Mount Vernon. By 1896, the company had expanded and was using tracks owned by the Belt Line Street Railway Company in Washington D.C. Also by 1906, the railway reported transporting 1,743,734 passengers along its routes with 92 daily trains. During World War I, the line was extended to Camp Humphreys (now Fort Belvoir).
Washington, Alexandria & Mount Vernon Electric Railway
Washington, Alexandria & Mount Vernon Electric Railway
The Springfield Terminal Railway in Vermont
The Springfield Terminal Railway was only 8 miles long, operating between Springfield, Vermont, and Charlestown, New Hampshire. The railway opened in 1897 and it provided rail service to Springfield from a connection with the Boston & Maine Railroad. Freight was always a major contributor to revenue and when passenger service ended in 1947, electric locomotives continued until replaced by diesels in 1956. The company was originally the Springfield Electric Railway, but after a bankruptcy in 1918, it became the Springfield Terminal Railway in 1923. The line was controlled by the Boston & Maine for many years, and it became part of the Guilford Lines. When the railway changed its the Springfield Terminal Railway became the operating arm of the Guilford Lines and a major railroad system.
Did Springfield Terminal actually acquire a Illinois Terminal Class C motor?
Well, I just had to ask, Bob. The IT did sell off some of it's Class A and B motor's to on line power plants, such as Danville, IL. at the end of electrification as diesels took over. My wife and I just seen the Class C and B motor's and the IT rail bus at the Museum of Transport near St. Louis, Mo. a few weeks ago.
Thank you for posting on this topic regularly, I enjoy seeing the photo's and reading about Interurban's and Trolley lines. I've always had an attraction to things that run under wire and down the middle of the street! Must be something I did and enjoyed in a past life.
Random photos of trolley & interurban cars:
The hitchhiker is in for a surprise. The motorman in Car 3343 has his window open, and it wouldn't surprise me if the motorman has a club. These are New York City cars.
This car is in Kansas. Notice the bend in the trolley pole. That pole is exerting a lot of force on the overhead wire.