Streetcars in Washington, D.C.

5665:"National Capital Trolley Museum - FRIDAY, JULY 17, 2020 - The National Capital Trolley Museum in Colesville, Maryland is pleased to announce our acquisition of historic DC Transit Company PCC street car No.1470 from the Virginia Museum of Transportation in Roanoke, VA. DC Transit 1470 was built in 1945 by the St. Louis Car Company and is of PCC (President's Conference Committee) design - the same as DC Transit 1101, 1430 and 1540 which already reside in the museum's collection. DC Transit 1470 is unique from the other Washington PCC cars in our collection; it is equipped with an automatic trolley catching device (notice the catching device on the roof holding the trolley pole.) An air motor replaced the traditional catcher and pulled the pole down to save manpower at plow pits. Both the release for the catcher and the air motor could be operated from the operator's position in the car. DC Transit 1470 was donated to the Virginia Museum of Transportation in 1964 by the President of DC Transit System, Inc., Mr. O. Roy Chalk, who donated many other historic street cars to the National Capital Trolley Museum. The National Capital Trolley Museum's Board of Trustees initially voted to acquire the car in late summer of 2019. On Wednesday, July 15, 2020, DC Transit 1470 was delivered to our facility in Colesville, Maryland. The arrival of this car on our campus marks the first time in many decades that the car is in a facility with other Washington street cars. We wish to extend a very special thank you to the many individuals and organizations who assisted with this acquisition, from the planning to the transportation, of this special car. We invite you to Like and Follow our Facebook and Instagram pages, subscribe to our TrolleyTime Blog and watch our website for additional information, photos and details regarding our acquisition of DC Transit 1470. Thank you for your continued support of the museum. | Facebook" 1615: 2054: 1995: 1867: 1583: 38: 2477: 2046: 1603: 2542: 621: 2065: 2003: 518: 2277: 825: 2469: 1234: 178: 687: 2038: 350: 1064: 2334: 1829:(Routes 50, 54) and to the Calvert Street Loop, Barney Circle, and Union Station (Routes 90, 92) was shut down in January 1962. Early on the morning of Sunday, January 28, 1962, preceded by cars 1101 and 1053, car 766 entered the Navy Yard Car Barn for the last time, and Washington's streetcars became history. The last scheduled run, filled with enthusiasts and drunken college students, left 14th and Colorado at 2:17 2414: 1855: 1226: 4847: 452:. In 1873, it purchased the Boundary and Silver Spring Railway (chartered on January 19, 1872) and used its charter to build north on what is now Georgia Avenue. In June 1874, it absorbed the Connecticut Avenue and Park Railway (chartered on July 13, 1868; operations started in April 1873) and its line on Connecticut Avenue from the 2253:, at 5929 Georgia Avenue NW, was built in 1909 as a car barn and electric generation substation to replace a 'car stable' that burned down on January 16, 1898. It was designed by the engineer W.B. Upton who also designed the Eckington car barn. In 1955 PEPCO sold the car barn, and it ceased operation as a streetcar facility. 1862:, this four-wheel, electric motor car was one of 16 built for the Capital Traction Company by the American Car Company. Car #303 was assigned to the 7th Street line, which ran from the Wharves to Boundary. It was used as a motor car and regularly pulled a light trailer car until its retirement from regular service in 1913. 2022:, are extant under asphalt. The tracks on Florida Avenue also exist under pavement (as shown by the eternal seam above the conduit). Tracks also exist under Ellington Place NE, 3rd Street NE, 8th Street SE, and elsewhere. In 1977, the tracks on M Street and Pennsylvania Avenue in and near Georgetown were paved over. 1006:. The route was planned to promote development of company-owned land adjacent to the tracks, but it never successfully competed with established rail lines in the same area. Noting its diminished ambitions, it became the Washington Interurban Railway on October 12, 1912, and changed the Railway to Railroad in 1919. 4851: 529:. It was incorporated on March 3, 1875, and began operation later that year. It ran on a circular route around downtown D.C. A track on P Street NW was added in 1876. In 1881, the route was extended north and south on 11th Street West and tracks were rerouted across the Mall. It changed its name to the 5531:

This streetcar was originally built for the Pennsylvania Avenue route of the Washington and Georgetown Rail Road. After about 1898, it was converted to a trailer car which was coupled to an electric car. Its original number was "247," but it was renumberd "212" in 1898, and, later, as "1512". The car

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to be built. Nothing happened until Capital Transit took over. The full $ 35 million plan to depress streets as trenches for exclusive streetcar use never materialized, but in 1942 an underground loop terminal was built at 14th and C Streets SW under the Bureau of Engraving and on December 14, 1949,

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Between 1896 and 1899, a consortium of three businessmen purchased controlling interests in several regional streetcar companies: the Metropolitan; the Columbia; the Anacostia and Potomac River; the Georgetown and Tennallytown; the Washington, Woodside and Forest Glen; the Washington and Great Falls;

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After the March 2, 1889, D.C. law passed, the Washington and Georgetown began installing an underground cable system. Their 7th Street line switched to cable car on April 12, 1890. The rest of the system switched to cable by August 18, 1892. In 1892, they extended their track along 14th to Park Road

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Regulation of D.C. Transit System, Inc.: hearings before a subcommittee of the Committee on Interstate and Foreign Commerce, House of Representatives, Eighty-sixth Congress, first session, on H.R. 2316, H.R. 4163, and H.R. 4815, bills to insure effective regulation of D.C. Transit System, Inc., and

4779:...the railroad's passenger trains entered Washington via trackage across Aqueduct Bridge. But in 1923, when Francis Scott Key Bridge replaced the older span, the railroad gave up its right of way to the nation's capital. The new passenger terminal was in Rosslyn, on the Virginia side of the bridge. 2228:

The Tenleytown Car Barn (a.k.a. Western Carhouse or Tennally Town Car Barn), the first car barn and powerhouse for the Tennallytown line, was built around 1897 at what is now the intersection of Wisconsin Avenue NW and Calvert Street NW. It was removed sometime before 1920 and replaced around 1935.

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The Metropolitan experimented with batteries in 1890 but found them unsatisfactory. On August 2, 1894, Congress ordered the Metropolitan to switch to underground electrical power. It complied, installing the underground sliding shoe on the north–south line in January 1895. The Metropolitan switched

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At the same time, an extension was built along Michigan Avenue NE to the B&O railroad tracks. In 1895, the company removed its overhead trolley lines in accordance with its charter and attempted to replace them with batteries. These proved too costly and the company replaced them with horses in

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Grace Street Power House, at 3221 Grace Street. Built in 1917 by the D.C. Paper Manufacturing Company, the three-bay brick-and-steel structure was built to serve as the power house for the paper company. By 1919, the paper company was using a different power house and this one was purchased by the

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as Superintendent of Operating Personnel. The first Black person to lead D.C. Transit, Dickerson had joined the company as a bus operator after completing college and serving in the U.S. Army. He then rose through the ranks from Depot Clerk to Acting Coordinator of Operating Personnel before being

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The Columbia decided to try a cable system, the last cable car system built in the United States. They built a new cable car barn and began operating the system on March 9, 1895. It became clear that the underground electrical system was superior, so it quickly abandoned cable cars and switched to

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to L Street NW. Vanderwerken's success attracted competitors, who added new lines, but by 1854, all omnibuses had come under the control of two companies, "The Union Line" and "The Citizen's Line." In 1860, these two merged under the control of Vanderwerken and continued to operate until they were

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Buses were the next competitors. In 1909, the Metropolitan Coach Company began to switch from horse-drawn coaches to gasoline-powered coaches. It had completed the transition by 1913, becoming a precursor to the bus companies. But it failed financially and on August 13, 1915, the company ceased

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was chartered on May 5, 1870. It wasn't given approval by Congress until February 18, 1875, but it was constructed that year. The streetcars traveled from the Arsenal and crossed the Navy Yard Bridge to Uniontown (now Historic Anacostia) to Nichols Avenue SE (now Martin Luther King Avenue) and V

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Plans by Walmart to bring the entire structure down were approved and demolition began on September 6, 2011. Demolition was shortly thereafter halted for a historical preservation review, but historic designation was denied and the entire structure came down in March 2012. The Walmart opened on

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Many of today's WMATA's bus routes are only marginally changed from the streetcar lines they followed. For example, the #30 streetcar route that ran from Barney Circle to Friendship Heights is now the 30 bus line that runs from Anacostia through Barney Circle to Friendship Heights, and the #70

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The car barn became the showroom and service center for Hicks Chevrolet which modified the facade. In 1976 the dealership was sold and became Curtis Chevrolet. Curtis Chevrolet closed on November 30, 2007, and was sold to Foulger-Pratt for redevelopment. Though the D.C. Historical Preservation

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by 1963. Chalk fought the retirement of the streetcars but was unsuccessful, and the final abandonment of the streetcar system began on September 7, 1958, with the end of the North Capitol Street (Route 80) and Maryland (Route 82) lines. On January 3, 1960, the Glen Echo (Route 20), Friendship

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Because the Rockville line in Maryland was one of the lines that was closed, the Capital Transit Community Terminal was opened at Wisconsin Avenue NW and Western Avenue NW on August 4, 1935. At the same time, the car barn on the west side of Wisconsin at Ingomar was razed and replaced with the

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was incorporated before 1894, with authorization to run from the District of Columbia across Maryland to the Pennsylvania border. On June 8, 1896, it was given permission to enter the District of Columbia and connect to the spur of the Brightwood line that ran on Butternut St NW. In 1897, the

746:, the second electric streetcar company incorporated in D.C., was incorporated in 1888 and started operations in 1890 on two blocks of Florida Avenue east of Connecticut Avenue. After completing a bridge over Rock Creek at Calvert Street on July 21, 1891, the line was extended through 1424:

holding company. North American began to acquire WR&E stock in 1922, gaining a controlling interest by 1928. By December 31, 1933, it owned 50.016% of the voting stock. North American tried to purchase Capital Traction, but never owned more than 2.5% of Capital Traction stock.

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But the route was reused by the final streetcar company to form in D.C.: the Washington, Spa Spring and Gretta Railroad. It was chartered by the state of Maryland on February 13, 1905, and authorized to enter the District on February 18, 1907. Construction began by March 22, 1908.

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Heights (Route 30) & Georgia Avenue (Routes 70, 72, 74) streetcar lines were abandoned and the Southern Division (Maine Avenue) Car Barn was closed. This technically ended "trolley" cars in D.C. as only conduit operations remained. On December 3, 1961, the streetcar lines to

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The next major consolidation occurred on August 31, 1912, when the WR&E purchased the controlling stock of the Anacostia and Potomac River. This left six companies operating in Washington, four of which had less than 3 miles of track. It also led to Congress passing the

1038:. In 1890, they bought the former Boundary and Silver Spring line from the Metropolitan, but continued to operate it as a horse line. In 1892 it was ordered by Congress to switch to overhead electrical power and complete the line. The next year, the streetcar tracks reached 940:

railroad began construction on a line, known locally as the Dinky Line, that began at the end of the Brightwood spur at 4th and Butternut Streets NW, traveled south on 4th Street NW to Aspen Street NW and then east on Aspen Street NW and Laurel Street NW into Maryland.

678:. Climbing the hills to the new parts of the city was difficult for horses, but electric streetcars could do it easily. In the year following the successful demonstration of the Richmond streetcar, four electric streetcar companies were incorporated in Washington, D.C. 1750:

In January 1955 the Capital Transit Company, then consisting of 750 buses and 450 streetcars, sought permission for a fare increase, but was denied. So that spring, when employees asked for a raise, there was no money available and the company refused to increase pay.

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to the streetcars themselves. Instead of this method, common in other cities but which the editor found aesthetically displeasing, D.C. would adopt a far more expensive and finicky system involving an electrical conduit laid between rails in the street.

6584: 1940:, including D.C. Transit/Capital Transit 1101, 1430, and 1540; Capital Traction 522, 27 (ex-DC Transit 766) and 09; and WR&E 650. Three more were destroyed in a fire on September 28, 2003. In July 2020, the museum acquired DC Transit 1470 from the 1029:

On October 18, 1888, the day after the Eckington and Soldier's Home began operation, Congress authorized the Brightwood Railway Company to electrify the Metropolitan's streetcar line on Seventh Street Extended NW or Brightwood Avenue NW (now known as

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Between 1903 and 1917, a line was added running south on 3rd St NW and west on Kennedy St NW to Colorado Avenue where it connected to Capital Traction's 14th Street line. On March 14, 1914, it changed its name to the Washington and Maryland Railway.

2496:(WMATA). On January 14, 1973, WMATA purchased DC Transit and the Washington, Virginia and Maryland Coach Company (followed on February 4 by the purchase of AB&W Transit Company and WMA Transit Company) unifying all the bus companies in D.C. 1212:

was chartered on January 24, 1900, and authorized to enter the District on January 29, 1903. It crossed over the Aqueduct Bridge and terminated at a station immediately west of the Georgetown Car Barn. In 1912, it was incorporated into the new

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streetcar station tunnel entrances, located where the medians of Connecticut Avenue NW now stand, north of N Street NW, and between R Street NW and S Street NW, were filled in and paved over in August 1964, leaving only the traffic tunnel.

1055:. In 1896, it extended service along East Capitol Street and built the East Capitol Street Car Barn. It also extended its service from Connecticut Avenue to Mount Pleasant, running up Columbia Avenue and Mount Pleasant Road to Park Road. 2245:

A barn was built at 2411 P Street NW by the Metropolitan around 1870 and served as stables, a power house, car barn and repair shops. Much of the property was destroyed when Q Street was extended, but the remainder lasted until at least

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About 20 streetcars remain in existence, none in active daily operation. One Capital Transit PCC car has been restored and operates occasional special service in Sarajevo. One of the trams sold to Fort Worth, Capital Transit 1551, was

782:, chartered on August 22, 1888, and just the third D.C. streetcar company to incorporate. It began operations in 1890 on a route that ran up from M Street NW up 32nd Street NW and then onto the Georgetown and Rockville Road (now 657:

In 1890, the District authorized companies to sell stock to pay for the upgrades. In 1892, one-horse cars were banned within the city, and by 1894 Congress began requiring companies to switch to something other than horse power.

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began operating between Alexandria and Mount Vernon in 1892. On August 23, 1894, it was given permission to enter the District of Columbia using a boat or barge. However, the railroad never actually used any such watercraft.

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was removed in the mid-1960s. The Pennsylvania Avenue NW trackwork between the Capitol and the Treasury Building was removed during the street's mid-1980s redevelopment. Elsewhere, the track was buried under pavement.

1519:. The first was the East Washington Heights, which replaced its two streetcars and one mile of track with a bus line. The Washington Interurban switched next; its tracks were removed when Bladensburg Road was repaved. 1796:

During the summer of 1970, D.C. Transit "came under fire from a group of its African American drivers for discrimination in promotions and assignments". There were specific complaints about a lack of black leadership.

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Using electricity from the power plant built to power its cable operation, the Columbia won permission in 1898 to build a line east along Benning Road NE, splitting on the east side of the Anacostia. One branch ran to

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The Washington and Georgetown Railroad Company Car Barn at 1346 Florida Avenue NW, originally built in 1877 and sold in 1892, is known today as the west building of the Manhattan Laundry. It served as the home to the

1793:. According to 1959 Congressional Hearing testimony, Trans Caribbean owned 85% of the stock of D.C. Transit. At that time, Trans Caribbean was a small scheduled carrier flying from New York to San Juan, Puerto Rico. 1548:. The last Arlington and Fairfax streetcar departed from 12th Street NW and D Street NW, on January 17, 1932. The Arlington and Fairfax Motor Transportation Company was established to replace the streetcar service. 1538:. The W&OD agreed not to vie for rights on the new bridge, and Capital Traction, which had been seeking cross-river operations, built a new terminal for the Virginia railroad next to its own new loop in Rosslyn. 2132:, which renovated it, renamed it to "The Capital Turnaround" and made plans to use its space for an indoor marketplace, a child development center and a 1000-seat event space where the church would conduct services. 1622:

On December 1, 1933, the WR&E, Capital Traction, and Washington Rapid Transit merged to form the Capital Transit Company. The WR&E continued as a holding company, owning 50% of Capital Transit and 100% of

4368:"Through the Most Historic Section of Virginia: Quickest, Most Convenient and Interesting Route to Mt. Vernon, Alexandria, Arlington .. National Cemetery .. via the Washington, Arlington & Mt. Vernon Railway" 586:, had difficulty climbing hills and were difficult to dispose of. Early horsecar companies soon began looking for alternative means of motive power. For example, the Washington and Georgetown experimented with a 6576: 3616: 3060: 6911: 2118:

and colloquially "The Blue Castle") at 770 M Street SE is the sole surviving artifact of the cable car era. Its building has served as a bus garage and in 2021 was home to the Richard Wright Public Charter

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began running on 14th Street NW. By early 1946, the company would place in service 489 of the streamlined, modern PCC model and, in the early 1950s, become the first in the nation to have an all-PCC fleet.

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NW. Bridge #1 at Georgetown University was removed in 1976. The section from the aqueduct to Foxhall Road was purchased by the District of Columbia in the early 1980s to construct a crosstown watermain.

2456:- were removed during the construction of the water main. Bridge #6 over the Little Falls Branch Valley was removed sometime prior to 2000. The wide median of Pennsylvania Avenue SE from the Capitol to 953: 1712:

and his three brothers purchased from North American 46.5% of the company's stock for $ 20 per share and the WR&E was dissolved. For $ 2.2 million they bought a company with $ 7 million in cash.

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On July 5, 1892, the District of Columbia Suburban Railway was incorporated to run streetcars on Bladensburg Road NE from the Columbia Railroad tracks on H Street NE to the Maryland line and from

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Frustrated, employees went on strike on July 1, 1955. The strike, only the third in D.C. history and the first since a three-day strike in 1945, lasted for seven weeks. Commuters were forced to

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was the first Virginia company given permission to operate in Washington. It was incorporated on February 28, 1892, with the right to run a streetcar from the train station at 6th Street NW and

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underground loop is now part of a parking structure and storage area that is located directly underneath 14th Street SW. Tracks can still be seen in the floors in some locations of the Bureau.

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and to substitute underground electric power for all its horse and overhead trolley lines in the city. The compressed-air motors were a failure and in 1899 the company switched to the standard

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began consideration of a suggestion to allow adult-themed clubs to move into the property. It has now been set aside as an arts space and is under the management of the Dupont Underground.

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on September 29, 1897. The 14th Street branch switched to electric power on February 27, 1898; the Pennsylvania Avenue division on April 20, 1898; and the 7th Street branch on May 26, 1898.

272:, stations, and rights-of-way exist in various states of usage. Visible remnants of tracks and conduit remain intact in the centers of O and P Streets NW between 33rd and 35th Streets NW in 3699: 2225:

The Metropolitan Street Railway Car Barn (a.k.a. the Seventh Street-Wharves Barn) and the adjacent shops on 4th Street SW were torn down in 1962 to make room for the Riverside Condominiums.

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line was extended east down Florida Avenue NW/NE to 8th Street NE, and from there south down 8th Street NE/SE to the Navy Yard. On June 24, 1908, the first streetcars began service to

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Columbia Railway Company Car Barns at 15th Street and Benning Road NE. The barn was built in 1895, converted to electric power in 1899, to a bus barn in 1942, and demolished in 1971.

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with plans to place them in a yet-to-be-built museum. One of the Tandy Center cars is preserved by Leonard's Museum. Two of the Barcelona cars are privately owned and stored in

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and forced North American, because it also owned the Potomac Electric Power Co., to sell its shares of Capital Transit. Buyers were hard to come by, but on September 12, 1949,

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After the Herdic Company went under, the Metropolitan Coach Company began running horse-drawn coaches in conjunction with the Metropolitan Railroad, carrying passengers from

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By 1916, streetcar use was reaching its peak in Washington, D.C. The combined systems had over 200 miles of track, with almost 100 in the city. Passengers could travel to

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By the mid-1890s, there were numerous streetcar companies operating in the city. Congress attempted to deal with this fractured transit system by requiring them to accept

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began running on a route roughly parallel to the Washington and Georgetown's Pennsylvania Avenue route. After three years, streetcars forced the chariots out of business.

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the rest of the system to electric power on July 7, 1896. In 1895, the Metropolitan built a streetcar barn near the Arsenal and a loop in Georgetown to connect it to the

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via a spur along Butternut Street NW to 4th Street NW. In 1898, the Brightwood was ordered to switch to underground electric power on pain of having its charter revoked.

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was the city's third horse car operator. It ran from the Treasury Building along H Street NW/NE to the city boundary at 15th Street NE. The company built a car barn and

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Another line ran up 4th Street NE to Michigan Avenue NE. A one-week pass cost $ 1.25. In 1889, the line was extended along T Street NE, 2nd Street NE and V Street NE to

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was incorporated in 1897 to extend the tracks into Maryland line and onward to Bethesda and Rockville. Controlling interest in the companies was obtained first by the

6700: 2199:, was built in 1941 and went out of service with the conversion of this carline to buses on May 1, 1949. The building has been structurally modified and still stands. 1773:

did just that. On July 24, 1956, Public Law 84-757 (An Act to grant a franchise to D. C. Transit System, Inc., and for other purposes) was approved. Soon afterwards,

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blocks of O and P Streets NW between 33rd and 35th Streets NW. Remnants of tracks and conduit also remain visible near an M Street door of the Georgetown Car Barn.

1559:(formerly the Washington and Rockville), the P Street line (Metropolitan), the Anacostia-Congress Heights line (Capital Railway) and the Connecticut Avenue line in 6639: 6360: 5010: 4409: 6986: 6609: 5779: 4766: 6734: 6669: 4406:

Some Old Historic Landmarks of Virginia and Maryland, Described in a Hand-book for the Tourist Over the Washington, Alexandria and Mount Vernon Electric Railway]

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until, in 1955, the war chest was down to $ 2.7 million. During the same period, transit trips dropped by 40,000 trips per day and automobile ownership doubled.

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In 1872, the railroad built a line on 9th Street NW and purchased the Union Railroad (chartered on January 19, 1872). It used the Union's charter to expand into

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filtration plant in DC and from the District line to Cabin John in Maryland. The DC section includes an abutment near an entrance to Georgetown University, a

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on its loans on June 1, 1901, Washington and Great Falls moved in to take its place. On February 4, 1902, Washington and Great Falls changed its name to the

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Later that year, the Eckington and Soldier's Home purchased the Maryland and Washington. On June 27, 1898, the new, combined company changed its name to the

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The first electric streetcar to operate in Anacostia was the Capital Railway. It was incorporated by Colonel Arthur Emmett Randle on March 2, 1895, to serve

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and steady costs, Capital Transit conservatively built up a $ 7 million cash reserve. In 1945, Capital Transit had America's third-largest streetcar fleet.

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and T Streets NW to 22nd and G Streets NW. It began operations on May 1, 1897, with a car barn at 1914 E Street NW. In 1904, it became its own corporation.

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To prevent transit disruption, Congress on June 5, 1900, authorized the Washington and Great Falls to acquire the stock of any and all of the railways and

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In 1902, the railroad moved its station, as the Belt Line's tracks were circling the block containing the site of a planned new District Building (now the

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Historic Preservation review board application for historic landmark or historic district designation for the Brightwood Street Railroad Company Car Barn

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A 2022 photograph of the streetcar tracks and their underground-power-line slot that the Metropolitan Railroad installed on P Street NW during the 1890s

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for these interests. But the holding company had borrowed too heavily and paid too much for the subsidiaries and quickly landed in financial trouble.

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Trieschmann, Laura V.; Kuhn, Patti; Rispoli, Megan; Jenkins, Ellen; Breiseth, Elizabeth, Architectural Historians, EHT Traceries, Inc. (July 2006).

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along Delaware Avenue NE and by December 6 cars of both Capital Traction and the WR&E were serving the building along Massachusetts Avenue NE.

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The Anacostia and Potomac River switched from horses to electricity in April 1900. This was the last horse-drawn streetcar to run in the District.

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In 1980 and 1981, the three other bridges along the right-of-way - Bridge #3 at Clark Place, Bridge #4 next to Reservoir Road, and Bridge #5 over

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was the first to charter, on June 19, 1888, and started operation on October 17. Its tracks started at 7th Street and New York Avenue NW, east of

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in boxes to relay power instead of overhead or underground lines, and with double trolley lines over the Navy Yard Bridge. Both were failures.

582:, though an improvement over horse-drawn wagons, were slow, dirty and inefficient. Horses needed to be housed and fed, created large amounts of 7468: 3760: 2493: 530: 4300: 1634:) and Capital Transit used only conventionally supplied electric power. In 1935, it closed several lines and replaced them with bus service. 968:) as far as 27th St SE. By 1917 it had been extended out Pennsylvania Avenue past 33rd Street SE., but the company ceased operations by 1923. 636:

or underground wire. At least two D.C. streetcar companies would install cable mechanisms at great expense only to switch to electric power.

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Street SE where a car barn and stables were maintained by the company. In 1888 the Anacostia and Potomac River expanded from the Navy Yard to

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at 3600 M Street NW, with "Capital Traction Company" still written above the main door, now serves as classroom and administrative space for

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Two electric trolley companies serving Northern Virginia also operated in the District; a third received permission to do so, but never did.

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Others serve as museum pieces. The only Washington streetcar still in the District is Capital Traction 303, on display in the Smithsonian's

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Capital Transit made several changes. As part of the merger, the Capital Traction generating plant in Georgetown was closed (and, in 1943,

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Not every company became a part of the WR&E immediately. The City and Suburban Railway and the Georgetown and Tennallytown operated as

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car in the 1870s and 1880s which was run on Pennsylvania Avenue NW near the Capitol several times, but was never placed in permanent use.

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The original Eckington Car Barn at 400 T Street NE burned down before 1920 and a new one was built to replace it. That building is now a

1627:(PEPCO), but Capital Traction was dissolved. For the first time, street railways in Washington were under the management of one company. 3461:"Streetcar and Bus Resources of Washington, D.C., 1862-1962 / NATIONAL REGISTER OF HISTORIC PLACES MULTIPLE PROPERTY DOCUMENTATION FORM" 3056: 2863: 1618:

1942 photo shows two Capital Transit streetcars, one arriving at and one departing from the Friendship Heights loop on Wisconsin Avenue.

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and continued to serve the city on the Washington-Virginia route until January 17, 1932, when the Mt. Vernon Memorial Highway (now the

1159:, a combined road and rail crossing of the Potomac River. In 1906, the Long Bridge's road and streetcar tracks were relocated to a new 6181: 3252: 2417:

Abandoned trestle of the Cabin John trolley line over Foundry Branch from as seen from the intersection of Foxhall Road and Canal Road

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In the summer of 1935, after the consolidation, Capital Transit converted several major lines from streetcars to buses: the line from

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The C Street NW/NE tunnel beneath the Upper Senate Park remained in use as a one-way service road adjacent to the Capitol, but since

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purchased the building, held it as an investment and used its space for offices. In 2014, Madison Marquette sold the building to the

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The loop tracks of the former Capital Transit connection, behind the closed restaurant on Calvert Street NW, immediately east of the

1504:, created a new form of public transportation. The first taxicabs hit Washington streets in 1908, and their numbers grew thereafter. 775: 769: 405:

to Georgetown on October 2, 1862. Another line opened on November 15, 1862. It was built along 7th Street NW from N Street NW to the

2195:

Benning Car House, the red brick building at the northeast corner of Benning Road & Kenilworth Avenue on the grounds of PEPCO's

2182:(a.k.a. the Capital Traction Company Car Barn or Northern Carhouse), at 4615 14th Street NW, was built in 1906 and is now used as a 841: 7372: 6262: 2437:, the median of Sherier Place NW from Cathedral Avenue NW to Manning Place NW and a strip of land along most of the right-or-way. 1299: 1186: 936: 930: 803: 6813: 6239: 2124:

In 2005, Preferred Real Estate Investments, Inc., bought the building and made plans to use it for retail space. In January 2008,

1911: 1339:

along the WR&E streetcar tracks in 1902 and continued until it switched to large automobiles in 1904. In 1908, the WR&E's

1155:

NW and B Street NW. From the waiting station it used the Belt Line Street Railway Company's tracks on 14th Street NW to reach the

898:

despite 18 months of opposition from the Anacostia and Potomac River. In 1897 it experimented with the "Brown System", which used

7443: 7341: 4699: 3500: 1318: 819: 807: 695: 243: 2080:

The Washington and Georgetown Car Barn (later known as the M Street Shops) at 3222 M Street NW, which had served as stables for

1886:

After the system was abandoned, several hundred cars were cut in half at the center door and scrapped. Others were sold: 101 to

6788: 4541: 4273: 3460: 2859: 2696: 1591: 1261: 1156: 354: 331:. The company maintained stables on M Street, NW. These lines were later extended down 11th Street SE to the waterfront and up 7409: 4193: 3796: 3530: 1256:

On March 1, 1895, Congress authorized the Rock Creek to purchase the Washington and Georgetown on September 21, producing the

37: 19:

This article is about the streetcars that existed in Washington until 1962. For information on D.C.'s new streetcar line, see

7206:

An Illustrated History of Severna Park, Anne Arundel County, Maryland, the Annapolis Short Line & W.B. & A. Railroads

5806: 5140: 4616: 4446: 3612: 1209: 1198: 845: 833: 5759: 5711: 5350: 3672: 3171: 2737: 2309:

The Colorado Avenue Terminal on 14th Street NW is still in use as a Metrobus stop. The Calvert Street loop just east of the

2267:

December 2, 2013. The new structure included bricks and trusses from the original car barn, which is all that remains of it.

1614: 1103:. The compressed air motors were a failure, and in 1899 the cars were equipped with the standard underground power system. 6692: 4171: 2320:, but it was removed in the 1970s. The streetcar turnaround at 11th and Monroe NW is now the 11th and Monroe Streets Park. 1268: 1214: 710: 628:

On March 2, 1889, the District's government authorized every streetcar company in Washington to switch from horse power to

489: 422: 398: 313: 7397:"Street railways of the District of Columbia with proposed extensions : to accompany communication of March 20, 1912" 706:

Car Barn at 4th and T Streets NE via Boundary Street NE, Eckington Place NE, R Street NE, 3rd Street NE and T Street NE.

7296: 6631: 6203: 5557: 5514: 4491: 4342: 4338: 4223: 2565: 2010:

Much of the track in Washington, D.C. was removed and sold for scrap. The complex trackwork on Capitol Plaza in front of

1971: 1918: 1859: 1654: 1595: 546: 6601: 6457: 6357: 5815: 4949: 4756: 3430:

Interstate Commerce Commission Reports: Reports and Decisions of the Interstate Commerce Commission of the United States

2515:

that remain in use around town; and four tall lampposts for Capital Traction's overhead wires on the Connecticut Avenue

2344: 2299:. In 1993 one of the stations was opened as a food court called DuPont Down Under, but after only 18 months it closed. 2152:" that connect Prospect Street NW to M Street NW. O. Roy Chalk owned the building until 1992 when the Minneapolis-based 6994: 6661: 5884: 5771: 3327: 2906: 1545: 1202: 1175: 1015: 829: 386: 6726: 5287: 5016: 3401: 1260:. The consolidated company would replace its cable cars with an electric system after its powerhouse at 14th and E NW 7270: 7163: 7117: 7079: 7043: 7028: 5931: 5635: 5587: 5575: 5399: 3650: 3558: 2373: 2284:

A few stations and terminals have survived. Sometime after conversion of the Mt. Pleasant Line in December 1961, the

1941: 1819: 394: 6936: 6052:

Regulation of Public Utilities in the District of Columbia: Hearing Before the Committee on the District of Columbia

5623: 5611: 4889: 3917: 3730: 3352: 3013: 2440:

Part of the right-of-way on the Georgetown campus was removed in the spring of 2007 to create a turning lane off of

1837:

am. One last special trip, carrying organized groups of trolley enthusiasts, set out after that and returned at 4:45

794:

received its charter and began building tracks from the G&T's northern terminus to today's D.C. neighborhood of

223:

lines crossed into the district, effectively expanding the urban population from a dense downtown core into today's

6399: 5599: 5518: 5238: 4085: 3562: 3356: 2402: 2232:

The Capital Traction Company Powerhouse in Georgetown was torn down in 1968; the land it sat on is now part of the

2153: 1826: 1509: 1485:

saw further increases in passenger traffic. But the streetcars were also under increasing threat from competition.

602: 498: 6432: 4198:

Dave's Electric Railroads: A collection of electric railroad, interurban, and streetcar photography from many eras

2025:

Visible remnants of the Metropolitan Railroad's Georgetown tracks and conduit remain intact in the centers of the

1841:

am. By the afternoon of the 28th, workers began tearing out the streetcar tracks and platforms along 14th Street.

6204:"No Longer Blue: Church Renovates Navy Yard Car Barn: Plans Include Interior Market, Early Childhood Care Center" 4637: 3293: 2570: 2527: 1933: 1531: 871:

Congress approved the Maryland and Washington Railway's charter on August 1, 1892. That railroad's tracks ran on

438: 6828: 5664: 5091:"Public Law 757: Chapter 669: An Act to grant a franchise to D. 0. Transit System, Inc., and for other purposes" 4007: 2053: 1994: 1271:

began expanding on June 24, 1898, by purchasing the Belt Railway; the next year, it bought the Capital Railway.

207:, capable of climbing steeper inclines, opened up development of the hilly terrain north of the old city and in 7422: 6486: 5900: 5652: 4919: 2508: 1731: 1624: 1587: 1152: 414: 5980: 385:

lines. The technology began to spread and on May 17, 1862, the first Washington, D.C., streetcar company, the

5730: 4708:(Contains a 1948 track map of the Capital Transit Company published by the Electric Railroaders Association, 3939: 3853: 2501: 2441: 2212: 1535: 1249:, set standard pricing and by allowing them to use one another's track. But eventually, lawmakers settled on 449: 332: 273: 6070: 4029: 433:

The Washington and Georgetown's monopoly didn't last long. On July 1, 1864, a second streetcar company, the

7360: 7309: 5325: 2164: 2108: 2089: 1814: 1516: 1077: 977: 864:'s charter on July 28, 1892, permitting the company to build an electric streetcar line from Georgetown to 690:

Eckington and Soldiers’ Home Railway's opening day at the terminus at Seventh Street and New York Avenue NW

258: 224: 6333: 5090: 2088:

line, a streetcar garage and maintenance shop and as a tobacco warehouse, was turned into a mall known as

6491: 4304: 2489: 2219: 2183: 1770: 1541:

In 1931, Capital Traction abandoned the decades-old service of delivering freight aboard its streetcars.

1395: 1340: 879:

on the Maryland line in 1897. At its southern terminus it connected to the Eckington and Soldier's Home.

703: 610: 442: 305: 6763: 6546: 5876: 4729:

Street-car Fares in the District of Columbia: Hearings Before a Subcommittee on S. 393, January 21, 1924

2530:

holds in its archives an extensive collection of various artifacts from Washington's streetcar systems.

2421:

The right-of-way of the Glen Echo line is mostly extant from the Georgetown Car Barn all the way to the

2351: 1544:

Nearly a decade after the W&OD left Washington, the Arlington and Fairfax lost the right to use the

894:

A second line would run along Good Hope Road SE to the District boundary. The line was built during the

891:. It was to run from Shepherds Ferry along the Potomac and across the Navy Yard Bridge to M Street SE. 560:. The electric streetcar, however, was too much for the company to compete with and when its principal 456:

to Boundary Avenue. By 1888, it had built additional lines down 4th Street NW/SW to P Street SW, and on

203:

and carried people short distances on flat terrain; but the introduction of cleaner and faster electric

2355: 2233: 2172: 1956: 1735: 1501: 1238: 1120: 965: 849: 725: 671: 6968: 3286:"Timeless Machines:Trolleys could make a homecoming to Richmond as the city eyes mass transit options" 2848:"Beginning of Street Railways in the National Capital: The Washington and Georgetown Railroad Company" 1413:

In 1916, Capital Traction took ownership of the Washington and Maryland and its 2.591 miles of track.

6969:

Last Streetcars Run Today on 3 Major Lines: Changeover Cuts City Mileage To Half of the Total in 1956

5829: 2129: 1925:

also preserved Washington and Georgetown 212. The car is in storage at the Smithsonian's facility in

1700: 1379: 1310: 1246: 4308: 3771: 1894:

where they ran until 1983 and nine were converted to the only articulated PCC streetcars; and 15 to

956:

was incorporated on June 18, 1898. By 1903 it ran from the Capitol along Pennsylvania Avenue SE to

778:

provided service from Georgetown north and ultimately to Rockville, Maryland. The first one was the

6519: 3824:"The District's Frontier in 1884: Tradesmen Join Visionary to Shape Washington's First True Suburb" 2196: 2104:

from 1999 to 2014. It's now home to the Franklin Hall bar, Maydan restaurant and La Colombe coffee.

2011: 1914:

in Dallas in 2002, but has been out of service since 2006 with mechanical and electrical problems.

1866: 1582: 1564: 1344: 1257: 1250: 1241:

Built in 1910-11, it was shut down in 1935, decommissioned in 1943, and demolished in October 1968.

1171: 1088: 1003: 999: 961: 918: 505:) in downtown. It also expanded up Nichols Avenue past the Government Hospital for the Insane (now 239: 6374: 6056: 5961: 5855:

Crowley, Susan (July 28, 1977). "Georgetown streetcar tracks paved; some are happy some are not".

5213: 5062: 5037: 3894: 856:

Two more Washington, D.C., streetcar companies operating in Maryland were incorporated by acts of

7410:"Image 1: A Capital Transit guide map dated June 1, 1942, featuring both streetcar and bus lines" 5510: 4124:

March, Charles E. (August 1934). "The Local Transportation Problem in the District of Columbia".

2179: 2069: 1960: 1922: 1790: 1723: 1283: 1167: 1081: 1035: 876: 755: 506: 235: 159: 7156:

Every Hour on the Hour: A Chronicle of the Washington, Baltimore and Annapolis Electric Railroad

3823: 3212: 3208: 3123: 2971: 2967: 2803:

McShane, Clay; Joel Tarr (September 2003). "The decline of the urban horse in American cities".

2781: 2263:

announced that they planned to raze the car barn and build a store on the site, to open in 2012.

6019:. September 2004. the Government of the District of Columbia. September 1, 2004. Archived from 4441:. Charleston SC, Chicago IL, Portsmouth NH, San Francisco CA: Arcadia Publishing. p. 102. 3642: 2947: 1979: 1952: 1454: 1417: 1366:, this railway used streetcar tracks from its terminal at 15th and H Streets NE and across the 1294:

and the Washington and Rockville railway companies. This consortium also gained control of the

857: 557: 494: 469: 4984: 4606: 4554: 4520: 4434: 1825:

The remaining system, including lines to the Navy Yard, the Colorado Avenue terminal, and the

868:. Its tracks reached the District–Maryland line on September 28, 1895 and Cabin John in 1897. 246:. In 1933, a second consolidation brought all streetcars under one company, Capital Transit. 7335: 4367: 4261: 2847: 2684: 2516: 2310: 2142: 2019: 1983: 1560: 1474: 1434: 1331:

During this time, the streetcar companies continued to expand both trackage and service. The

1039: 992: 633: 434: 410: 390: 4792: 4664: 4401: 2460:

was built in 1903 to serve as a streetcar right-of-way. It now serves as urban greenspace.

261:. The system was dismantled in the early 1960s; the last streetcar ran on January 28, 1962. 257:

in 1955, the company changed ownership and became DC Transit, with explicit instructions to

5734: 5553: 3259: 2547: 2434: 2422: 2395: 2081: 1964: 1937: 1762: 1458: 1446: 1163:(the Highway Bridge), immediately west of the older bridge. This span was removed in 1967. 1137: 865: 624:

Tracks and underground conduit system being repaired at 14th & G Streets, NW, July 1941

402: 328: 320: 5696: 5482: 5424: 4262:"Beginning of Street Railways in the National Capita: Washington-Virginia Railway Company" 2171:

NE, was used as a bus barn from 1962 to 1973 and then sat vacant until it was turned into

1683:

limited automobile use, but transit companies were exempt from the rationing. Meanwhile,

374: 296:

began in Washington, D.C., almost as soon as the city was founded. In May 1800, two-horse

8: 6266: 6112: 5857: 4828: 4761: 4713: 3972: 3714: 2453: 2168: 2138: 2057: 1899: 1659: 1556: 1442: 1438: 1359: 1355: 1133: 1052: 872: 699: 641: 629: 457: 378: 309: 277: 231: 6271: 6235: 6050: 4794:

Rails to the Blue Ridge: The Washington and Old Dominion Railroad, 1847 – 1968 (3rd ed.)

3888: 1404:

Amalgamated Association of Street, Electric Railway and Motor Coach Employees of America

1328:

of the WR&E until October 31, 1926, when it purchased the remainder of their stock.

917:

through southeast Anacostia to the District boundary at Suitland Road and from there to

909:, ending at Upsal Street SE. At the same time the Capital Railway was incorporated, the 7230: 7173: 7107: 5888: 4950:"Capital Transit Company — Washington, D.C.: 489 PCC Cars in Service — 239 GE Equipped" 4669: 4141: 3206: 3121: 2965: 2828: 2580: 1926: 1875: 1552: 1478: 1470: 795: 743: 737: 598: 480:

on the east side of 15th Street just south of H Street at the eastern end of the line.

4977:

Thirtieth Annual Report of the Public Utilities Commission of the District of Columbia

4703: 3496: 2076:

Some car barns, or car houses as they were later known, survived in part or in whole.

1722:

On December 29, 1954, Capital Transit lost one of its last freight customers when the

7385:"Map of streetcar lines in Anacostia and surrounding districts, S.E. Washington D.C." 7266: 7159: 7131: 7123: 7113: 7075: 7039: 7024: 6404:(Map) (1958 ed.). Washington Electric Railway Historical Society. Archived from 5354: 4725: 4612: 4442: 3664: 3656: 3646: 3572: 3366: 3079: 2909:. Washington, D.C. Chapter of the National Railway Historical Society. Archived from 2832: 2820: 2187: 2125: 1998:

Streetcar tracks and conduit near an M Street door of the Georgetown Car Barn in 2018

1945: 1895: 1631: 1523: 1466: 1314: 276:. Remnants of tracks and conduit also remain visible near at an M Street door of the 6792: 6462:(Map) (December 10, 1948 ed.). Electric Railroaders Association. Archived from 4514: 1072:

electrical power on July 22, 1899. The last cable car in the city ran the next day.

521:

Map of the Washington, D.C. streetcar system at the end of the horse car era in 1888

389:

was incorporated. The company ran the first streetcar in Washington, D.C., from the

7249: 7209: 7192: 7146: 7094: 7058: 6875:"From the Archives: "Get out of your wigwams" and support the Watermain Bike Path!" 6577:

Historical Society Scrutinizing Plans for High-Rise on Former Car Lot in Brightwood

5171: 5167: 4945: 4709: 4201: 4133: 2812: 2585: 1462: 1450: 1375: 1336: 1287: 1085: 906: 888: 783: 751: 667: 606: 473: 301: 293: 212: 196: 182: 43: 7350:

of D.C. streetcar lines (District of Columbia National Guard. Engineering Platoon)

7246:

A Pictorial History of the Washington, Baltimore & Annapolis Electric Railroad

5803: 5132: 2476: 2222:

served as a bus barn until it was demolished in 1971 and replaced with apartments.

617:. Richmond's example drew intense interest from many cities, including Washington. 6588: 6364: 5810: 5715: 5708: 5703: 5639: 5627: 5615: 5603: 5591: 5579: 5164:

fair and equal competition between D.C. Transit System, Inc., and its competitors

5162: 4371: 3636: 3182: 2748: 2045: 1766: 1391: 1303: 1151:

The railroad completed its tracks in 1896 and began serving a waiting station at

914: 721: 370: 249:

Over the next decades, the streetcar system shrank amid the growing usage of the

4163: 1197:. The former Washington, Arlington & Falls Church Railroad reemerged as the 666:

By 1888, Washington was expanding north of Boundary Street NW into the hills of

4872:

The last streetcar on the Anacostia-Congress Heights line ran on July 16, 1935.

4516:

Standard History of the City of Washington from a Study of the Original Sources

2520: 2430: 2426: 2146: 1684: 1421: 1383: 1031: 675: 568: 418: 168: 151: 7300: 7135: 5549: 5166:(Report). Washington, DC: U.S. Government Printing Office. 1959. p. 346. 4483: 4231: 4000:"Map showing route of District of Columbia Suburban Railway : Sept. 1892" 3638:

100 Years Of Capital Traction: The Story of Streetcars In The Nation's Capital

1602: 991:

and car barn near 15th Street NE and H Street NE along Bladensburg Road NE to

686: 639:

Others moved straight to electrically powered trolleys. But the editor of the

525:

The last streetcar company to begin operation during the horsecar era was the

7437: 6463: 4957: 4060: 3668: 3576: 3370: 3050:"Washington Heights National Register of Historical Places Registration Form" 2824: 2512: 2481: 2457: 2449: 2387: 2317: 2289: 2285: 2239:

Falls Barn, near Georgetown University, was demolished between 1948 and 1958.

2157: 1975: 1907: 1879: 1871: 1709: 1669: 1664: 1642: 1607: 1407: 988: 957: 895: 650: 646: 614: 406: 362: 269: 254: 7036:

Rails to the Blue Ridge: The Washington and Old Dominion Railroad, 1847–1968

5737:: Seashore Trolley Museum: New England Electric Railway Historical Society. 3316: 2910: 2242:

A car barn was built in Mount Pleasant around 1892, but it was gone by 1948.

1641:

In 1936, the system introduced route numbers. On August 28, 1937, the first

620: 7023:, Bulletin 125 of the Central Electric Railfans' Association, Chicago, Il. 5279: 4529: 4464: 4421: 4392: 4285: 3890:

Directory of Electric Railway Companies in United States, Canada and Mexico

3684: 3609:

Palisades Trolley Trail: Historic Resource Report for the Built Environment

3234: 3145: 2993: 2875: 2708: 2590: 2575: 2259:

Society asked Foulger-Pratt to reuse, not destroy, the car house, in 2010,

1774: 1676: 1574:

The Columbia Railway Company Car Barn was converted to a bus barn in 1942.

1160: 987:

In 1910, the company began running cars along a single track from a modest

747: 674:. Boundary Street was becoming such a misnomer that in 1890 it was renamed 587: 369:

in 1832, but the technology did not really become popular until 1852, when

234:, but by the beginning of the 20th century, the streetcar system was fully 20: 6429:"Historical American Building Survey: Capital Traction Company Powerhouse" 5939: 5632: 5584: 5572: 5395: 2472:

Extant manhole cover from the Anacostia and Potomac River Railroad Company

2064: 1813:

As part of the sale of Capital Transit to Chalk, Congress required him to

6943: 6431:. National Park Service: Office of Archeology and Historic Preservation. 6177:"Madison Marquette, National Community Church close the Blue Castle deal" 5620: 5608: 4897: 3738: 2560: 2296: 2276: 2026: 2002: 1755: 1688: 1482: 1399: 824: 561: 517: 453: 123: 7329: 6428: 6405: 5596: 5506: 5242: 4848:"Historic American Buildings Survey: Columbia Railway Company Car Barns" 4089: 2816: 2468: 2037: 1233: 425:. In 1863 the 7th Street line was extended north to Boundary Street NW. 6547:"Foulger-Pratt to turn Georgia Ave. car lot into new mixed-use project" 5901:"Georgetown Streetcar Tracks: O and P Streets west of Wisconsin Avenue" 4556:

Now Arriving Washington: Union Station and Life in the Nation's Capital

4408:(3rd ed.). Alexandria, Virginia: G.H. Ramey & Son. p. 5. 4335:"History of the Long Railroad Bridge Crossing Across the Potomac River" 4145: 3592: 3386: 2303: 1742:

electric locomotives operating over a remnant of the Benning car line.

1739: 1394:", prohibiting mergers without Congress' approval and establishing the 1363: 1325: 1298:

and the United States Electric Lighting Company. They incorporated the

1190: 1100: 813: 787: 512: 319:

The next attempt at public transit arrived in the spring of 1830, when

297: 250: 177: 4641: 3564: