#: locale=en
## Action
### URL
PopupWebFrameBehaviour_FC1724B9_EA50_B582_41E3_63E3679B03DF.url = https://checkout.square.site/merchant/J49P2CJ9QJATZ/checkout/U3HLPPWSCZZRF7MQ3TCFP3BH
PopupWebFrameBehaviour_5076C8A9_4620_7DFE_419F_E9476B12D067.url = https://checkout.square.site/merchant/J49P2CJ9QJATZ/checkout/U3HLPPWSCZZRF7MQ3TCFP3BH
PopupWebFrameBehaviour_F906D673_EA50_5486_41E8_06568F4C8A86.url = https://checkout.square.site/merchant/J49P2CJ9QJATZ/checkout/U3HLPPWSCZZRF7MQ3TCFP3BH
PopupWebFrameBehaviour_D078B27C_EFA0_73EF_41CF_CB1588B043E0.url = https://checkout.square.site/merchant/J49P2CJ9QJATZ/checkout/U3HLPPWSCZZRF7MQ3TCFP3BH
PopupWebFrameBehaviour_50A20911_4620_7CAF_419B_3F46DA0286E6.url = https://checkout.square.site/merchant/J49P2CJ9QJATZ/checkout/U3HLPPWSCZZRF7MQ3TCFP3BH
PopupWebFrameBehaviour_FFAC887D_EA50_5C82_41D7_17671DFDF93C.url = https://checkout.square.site/merchant/J49P2CJ9QJATZ/checkout/U3HLPPWSCZZRF7MQ3TCFP3BH
PopupWebFrameBehaviour_505EE908_4620_7CBD_41CD_0D4195F39877.url = https://checkout.square.site/merchant/J49P2CJ9QJATZ/checkout/U3HLPPWSCZZRF7MQ3TCFP3BH
PopupWebFrameBehaviour_50A9E923_4620_7CF3_41C5_0D304D266292.url = https://checkout.square.site/merchant/J49P2CJ9QJATZ/checkout/U3HLPPWSCZZRF7MQ3TCFP3BH
LinkBehaviour_1EC610D8_39A0_F3CC_41C2_D741FCC0A6CF.source = https://glenechopark.org/
PopupWebFrameBehaviour_FFB08542_D84E_F405_41DC_74D4CA198830.url = https://trolleytime.blogspot.com/
PopupWebFrameBehaviour_50A3090C_4620_7CB5_41C2_3D50E1E82D0A.url = https://trolleytime.blogspot.com/
PopupWebFrameBehaviour_50A34910_4620_7CAD_41B3_888021D421E6.url = https://www.capitalskyeye.com/virtual/dctrolley/pubs/gift catalog/gifts.html
PopupWebFrameBehaviour_ED0FD8A5_FBD4_09EF_41EE_B26950858B7B.url = https://www.capitalskyeye.com/virtual/dctrolley/pubs/gift catalog/gifts.html
PopupWebFrameBehaviour_71861948_FACE_72CF_41D2_FE4CE8BD8508.url = https://www.capitalskyeye.com/virtual/dctrolley/pubs/gift catalog/gifts.html
PopupWebFrameBehaviour_50A0E90E_4620_7CB5_41B1_CE348E16F8C3.url = https://www.capitalskyeye.com/virtual/dctrolley/pubs/nctm journal/index.html
PopupWebFrameBehaviour_ACFB9E01_EFA1_B316_41E5_67975EEEFA28.url = https://www.capitalskyeye.com/virtual/dctrolley/pubs/nctm journal/index.html
PopupWebFrameBehaviour_C9C8E742_D59A_9937_41C5_92DCF4CF1F4D.url = https://www.dctrolley.org
PopupWebFrameBehaviour_504798C3_4620_7DB2_41C3_DCDD9335A4A8.url = https://www.dctrolley.org
LinkBehaviour_A66AA2AF_B71C_D0AD_41DE_239E84C4FEB2.source = https://www.facebook.com/dctrolley
LinkBehaviour_50AD9934_4620_7CD5_418F_D888476214E3.source = https://www.facebook.com/dctrolley
PopupWebFrameBehaviour_C2F27D00_EBB2_1B56_41E8_70F9592AFFC2.url = https://www.google.com/maps/embed?pb=!1m14!1m8!1m3!1d6192.645217002495!2d-77.0359698!3d39.0991248!3m2!1i1024!2i768!4f13.1!3m3!1m2!1s0x89b7d01ec8642123%3A0xb20bc49a5e573ef1!2sNational%20Capital%20Trolley%20Museum!5e0!3m2!1sen!2sus!4v1609879463535!5m2!1sen!2sus
PopupWebFrameBehaviour_50AC0933_4620_7CD3_41BB_D2EE0AA988EC.url = https://www.google.com/maps/embed?pb=!1m14!1m8!1m3!1d6192.645217002495!2d-77.0359698!3d39.0991248!3m2!1i1024!2i768!4f13.1!3m3!1m2!1s0x89b7d01ec8642123%3A0xb20bc49a5e573ef1!2sNational%20Capital%20Trolley%20Museum!5e0!3m2!1sen!2sus!4v1609879463535!5m2!1sen!2sus
LinkBehaviour_50AD4935_4620_7CD7_41BE_C0D0E31FA30C.source = https://www.instagram.com/explore/locations/8382693/national-capital-trolley-museum/
LinkBehaviour_A66A52AF_B71C_D0AD_41D4_A8127C0FB905.source = https://www.instagram.com/explore/locations/8382693/national-capital-trolley-museum/
LinkBehaviour_50AD0934_4620_7CD5_41C7_878EFCB5A170.source = https://www.youtube.com/channel/UC4yuxKWyVUtVK1qfqLslfoQ
LinkBehaviour_CEDC0ECA_DE13_30DB_41EA_516582E2A44E.source = https://www.youtube.com/channel/UC4yuxKWyVUtVK1qfqLslfoQ
LinkBehaviour_507D78B1_4620_7DEE_41C6_4CFE5C404D69.source = mailto:info@dctrolley.org
LinkBehaviour_2B42734F_4145_FA34_41C0_10B2C6F5531E.source = mailto:info@dctrolley.org
LinkBehaviour_2B42434F_4145_FA34_41CF_EA47D9548B85.source = tel:3013846088
LinkBehaviour_507D38AF_4620_7DF2_41B3_20F2D1C1F0F1.source = tel:3013846088
## E-Learning
### Question Screen
quizQuestion_55532CB1_450C_4670_41CE_DC97A18FFE41.ok = OK
### Report Screen
quizScore_55510CB1_450C_4670_41C4_C615A04D7E36.title = - SCORE -
quizScore_55510CB1_450C_4670_41C4_C615A04D7E36.completion = Completed
quizScore_55510CB1_450C_4670_41C4_C615A04D7E36.questionsCorrect = Correct
quizScore_55510CB1_450C_4670_41C4_C615A04D7E36.downloadCSV = Download .csv
quizScore_55510CB1_450C_4670_41C4_C615A04D7E36.questionsIncorrect = Incorrect
quizScore_55510CB1_450C_4670_41C4_C615A04D7E36.items = Items Found
quizScore_55510CB1_450C_4670_41C4_C615A04D7E36.questions = Questions
quizScore_55510CB1_450C_4670_41C4_C615A04D7E36.repeat = Repeat
quizScore_55510CB1_450C_4670_41C4_C615A04D7E36.submitToLMS = Submit
quizScore_55510CB1_450C_4670_41C4_C615A04D7E36.elapsedTime = Time
### Score Name
score1.label = Score 1
### Timeout Screen
quizTimeout_55532CB1_450C_4670_41CD_751D79924142.title = - TIMEOUT -
quizTimeout_55532CB1_450C_4670_41CD_751D79924142.repeat = Repeat
quizTimeout_55532CB1_450C_4670_41CD_751D79924142.score = View Score
## Media
### Audio
AudioResource_721A40FE_7DB4_4B2C_41DA_D79E48FFDE38.mp3Url = media/audio_161C1292_3C48_4652_41BD_9B03D187CADE_en.mp3
AudioResource_721A60FE_7DB4_4B2C_41BC_F3E243FBED8E.mp3Url = media/audio_194B4D06_3F47_8E37_4183_212DC969BD9C_en.mp3
AudioResource_721B90FE_7DB4_4B2C_41B5_5856446CDBBE.mp3Url = media/audio_19CE3FDA_3F45_89DF_41C9_E5349647227C_en.mp3
AudioResource_721A50FE_7DB4_4B2C_41D7_8367F7195CF0.mp3Url = media/audio_1A677EF0_3F46_8BEC_41B3_F3FC2F885A30_en.mp3
AudioResource_721BD0FF_7DB4_4B2C_41D3_AA7D8CA9CB78.mp3Url = media/audio_1B71AAA7_3F47_8A75_41C3_A3ADB032633A_en.mp3
AudioResource_721BC0FF_7DB4_4B2C_41D7_9FB84B0C5164.mp3Url = media/audio_1B8306DC_3F4A_9BDB_41CD_090E1215D1F0_en.mp3
AudioResource_721B50FF_7DB4_4B2C_41D5_ED38FCFE323D.mp3Url = media/audio_1B8ABFAD_3F4E_8A75_41C2_7A5CF7B774B3_en.mp3
AudioResource_721B20FE_7DB4_4B2C_41A5_6585D2D26E20.mp3Url = media/audio_1BB7BA57_3F45_8AD4_41CD_D08D873CC8E5_en.mp3
AudioResource_7204E0FE_7DB4_4B2C_41BE_F6A5FDD98AB0.mp3Url = media/audio_1C2D043F_3F45_BE54_41CE_E4F8150E4339_en.mp3
AudioResource_721A40FE_7DB4_4B2C_41D1_5F3D05C8063E.mp3Url = media/audio_1C408240_3F46_BA2B_41BF_EA195E72AEC3_en.mp3
AudioResource_721BA0FE_7DB4_4B2C_41D6_C935A145DE8B.mp3Url = media/audio_1CB58D03_3F47_8E2C_41CF_6AE6CF7B5F48_en.mp3
AudioResource_721B80FE_7DB4_4B2C_41DE_D38F328C59CB.mp3Url = media/audio_1CE4C4DF_3F4A_BFD4_41C9_81383A06AD4C_en.mp3
AudioResource_721B00FE_7DB4_4B2C_41CC_5281D8A3B889.mp3Url = media/audio_32CD0B76_414F_8AD7_41CD_5EAC62F9F647_en.mp3
AudioResource_721B40FF_7DB4_4B2C_41C6_8D233069D529.mp3Url = media/audio_57C3F15E_4940_73C0_41CF_CAC4076F629A_en.mp3
AudioResource_720480FE_7DB4_4B2C_41CD_63BAB04CF612.mp3Url = media/audio_5E4F5014_3ECA_B62B_41AD_DD7B4CE7977D_en.mp3
AudioResource_721BA0FE_7DB4_4B2C_41BA_97527FE456EB.mp3Url = media/audio_6456198B_2023_48D0_419D_75E8D88F106C_en.mp3
AudioResource_721AE0FE_7DB4_4B2C_41AC_E78081F99C82.mp3Url = media/audio_6784DD4A_4940_D3C0_41C2_F46C9E74134B_en.mp3
AudioResource_721BC0FE_7DB4_4B2C_41DA_543BE39EE22E.mp3Url = media/audio_694019CA_3EFA_963C_41BA_755A594A6981_en.mp3
AudioResource_721A00FE_7DB4_4B2C_41D3_0ECDAA9B61D1.mp3Url = media/audio_69453825_4940_7141_41CC_8602108D96D6_en.mp3
AudioResource_721A80FE_7DB4_4B2C_41D6_5D7EF34CED3D.mp3Url = media/audio_69AE2881_4940_D140_41CC_1053ED7EBA49_en.mp3
AudioResource_721B40FE_7DB4_4B2C_41CE_0D101F0298F1.mp3Url = media/audio_6A352D5F_4940_D3C0_41BE_C4D46183D299_en.mp3
AudioResource_721BF0FE_7DB4_4B2C_419B_FF5E9B13DCDD.mp3Url = media/audio_6A527119_4940_D340_41B6_32CA7920F2E7_en.mp3
AudioResource_721B10FF_7DB4_4B2C_41C9_988E566CED7A.mp3Url = media/audio_6A6F7047_3EFD_B635_4197_9DCC2A415974_en.mp3
AudioResource_721A70FE_7DB4_4B2C_41D4_85169CEF1202.mp3Url = media/audio_6B4E7906_4940_7340_419A_34F2B06136CF_en.mp3
AudioResource_721A70FE_7DB4_4B2C_41C3_A5902AEDBC97.mp3Url = media/audio_6D5ED4F3_4941_D2C0_41A8_82A3F99DFE5A_en.mp3
AudioResource_721B70FE_7DB4_4B2C_41DB_CF7BAF882EEE.mp3Url = media/audio_7270A453_3F7A_9E2C_41C4_6C4E9CB6BF03_en.mp3
AudioResource_721A20FE_7DB4_4B2C_41CA_620ECDF4DDB5.mp3Url = media/audio_7480AB53_49C0_37C0_41C4_1565353DAB98_en.mp3
audiores_7470A9F8_F736_3E2F_41E5_D27FFE8448B3.mp3Url = media/audio_7770C33B_F74A_3222_41D8_2A34181BC842_en.mp3
AudioResource_721B60FF_7DB4_4B2C_41D1_10BA586017C6.mp3Url = media/audio_79F81AF8_4940_D6C0_41CE_F53E8A4EE284_en.mp3
AudioResource_721AF0FE_7DB4_4B2C_41A2_6A9C0B66305A.mp3Url = media/audio_C6E218B9_FC07_EBDD_41D7_62D833F1CC16_en.mp3
AudioResource_721BE0FE_7DB4_4B2C_41C1_1699DEA0D08B.mp3Url = media/audio_D8815F8B_4145_8A3D_41A3_28F3C2FD9910_en.mp3
AudioResource_721A90FE_7DB4_4B2C_419D_F2D0BA02F345.mp3Url = media/audio_F61BCA46_ECA0_D31A_41D6_6EC109466779_en.mp3
AudioResource_721BB0FE_7DB4_4B2C_41D2_739D052F10C6.mp3Url = media/audio_FC4E51EC_ECA0_D0EF_41E2_0A7D7110646D_en.mp3
### Floorplan
### Image
imlevel_7974EF3A_2A63_3FBA_41B8_57243B25FC20.url = media/map_E224CC0C_DE13_D3EB_41A8_3D925CF521DE_en_0.png
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imlevel_5FBD189A_4BB4_AAE9_41C0_D02E4717C180.url = media/popup_376914CE_2063_3850_41A5_CA20E87BD9C9_en_0_0.jpg
imlevel_5FBD689A_4BB4_AAE9_41A2_10F50F534429.url = media/popup_376914CE_2063_3850_41A5_CA20E87BD9C9_en_0_1.jpg
imlevel_5FBD789A_4BB4_AAE9_41C2_CE976F4B93F0.url = media/popup_376914CE_2063_3850_41A5_CA20E87BD9C9_en_0_2.jpg
imlevel_5FBD489A_4BB4_AAE9_41C7_C90951635AB6.url = media/popup_376914CE_2063_3850_41A5_CA20E87BD9C9_en_0_3.jpg
imlevel_5FBD589A_4BB4_AAE9_41D1_35B5A7B3DE8D.url = media/popup_376914CE_2063_3850_41A5_CA20E87BD9C9_en_0_4.jpg
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### Popup Image
### Subtitle
panorama_F2094AC1_DD25_7809_41E0_78C084211D9B.subtitle = Aerial View
panorama_73D9633E_34B3_C9C2_41A8_558B2494CAD1.subtitle = Aerial View
panorama_DD23029F_E2D7_7670_41DB_98D61DA18EA2.subtitle = Auditorium
panorama_C8F0C136_EC60_D17A_41CD_8493510FA112.subtitle = BTS 606
panorama_CBF7E5BB_EC61_D16A_41AF_182EC5E47B0B.subtitle = BTS 606
panorama_C8FCB5A6_EC60_B11B_41DA_E72E18D661E0.subtitle = BTS 606
panorama_C8A38A18_EC60_5337_41E7_3157ECD261D2.subtitle = BTS 606
panorama_DBFABD14_D29D_8953_41DD_917D187D6541.subtitle = Boarding Platform
panorama_DBFAF1DA_D29D_B8D7_41E0_E141F29B2BA1.subtitle = Boarding Platform
panorama_C6051B50_D37A_89D3_41DB_39F14C52917C.subtitle = Boarding Platform
panorama_DBFA2628_D29D_FB73_41DA_EFF1FE768D3C.subtitle = CTCo 1470
panorama_DBFE3B64_D29F_89F3_41D4_30139C696CA4.subtitle = Car Shop
panorama_DBFFC8C3_D29F_9735_41E8_6C99AD49D957.subtitle = Car Shop
panorama_EA435A3B_FA08_124C_41E3_F65470DEC342.subtitle = Conduit Hall
panorama_EAC1DE57_FA08_72C4_416E_19D64EB9BB2E.subtitle = Conduit Hall
panorama_EAFE4060_FA08_2EFB_41DD_E0CE153F2221.subtitle = Conduit Hall
panorama_DBFAF396_D29D_995F_41DE_7C3F7292E01E.subtitle = Conduit Track Switch
panorama_DBFE7EB5_D29D_8B5D_41EA_11E0CB5E2DEF.subtitle = DCTS 1101
panorama_DBFE2868_D29D_97F3_41C8_A2BA9D2B7ABC.subtitle = DCTS 1101
panorama_DBFEE3EE_D29E_98CF_41DB_61C3051CBFAD.subtitle = DCTS 1101
panorama_DBFE2644_D29D_7B33_41DA_838860BCFA6D.subtitle = DCTS 1101
panorama_DBFE218B_D29E_B935_41E5_2D33A6F17AA8.subtitle = Entrance
panorama_DBFE2934_D29E_8953_41D0_CB4F3CBBD0E8.subtitle = Gift Shop
panorama_F0EE855B_ECA0_5129_41E2_42D6319B2BBB.subtitle = Museum
panorama_DBFA6B0E_D29D_894F_41B7_E503BB4DC105.subtitle = Museum
panorama_39B69331_1B7F_62A2_41BA_03002CE55389.subtitle = Museum
panorama_DBFE5DD8_D29E_88D3_41C1_436EDDB9CECA.subtitle = Museum
panorama_DBFEDF85_D29E_893D_41D4_34F5DA5BB762.subtitle = Museum
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### Title
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htmlText_6C71ED94_3EDB_8E2B_41BD_AE7F2F4BC02C.html = Our streetcars collect their electricity from copper wires positioned above the track. The copper wire carries direct current electricity at 600 volts. A network of hardware and steel cables supports and positions the copper wire so the pole or pantograph on top of the streetcar can slide along it. When the supporting wires are stretched between two line poles they are called “span wires.” Wires stretched from a single pole are “pull-off” wires that pull the wire into shape on curves. The supporting hardware includes many bolts, clamps, frogs and insulators. Frogs are placed in the conducting (copper) wires over track switches to permit them to follow each route of the switch. Insulators are used to prevent the power from entering the supporting wires or to separate portions of the conducting wire.
Our streetcars collect their electricity from copper wires positioned above the track. The copper wire carries direct current electricity at 600 volts. A network of hardware and steel cables supports and positions the copper wire so the pole or pantograph on top of the streetcar can slide along it. When the supporting wires are stretched between two line poles they are called “span wires.” Wires stretched from a single pole are “pull-off” wires that pull the wire into shape on curves. The supporting hardware includes many bolts, clamps, frogs and insulators. Frogs are placed in the conducting (copper) wires over track switches to permit them to follow each route of the switch. Insulators are used to prevent the power from entering the supporting wires or to separate portions of the conducting wire.
Our streetcars collect their electricity from copper wires positioned above the track. The copper wire carries direct current electricity at 600 volts. A network of hardware and steel cables supports and positions the copper wire so the pole or pantograph on top of the streetcar can slide along it. When the supporting wires are stretched between two line poles they are called “span wires.” Wires stretched from a single pole are “pull-off” wires that pull the wire into shape on curves. The supporting hardware includes many bolts, clamps, frogs and insulators. Frogs are placed in the conducting (copper) wires over track switches to permit them to follow each route of the switch. Insulators are used to prevent the power from entering the supporting wires or to separate portions of the conducting wire.
Our streetcars collect their electricity from copper wires positioned above the track. The copper wire carries direct current electricity at 600 volts. A network of hardware and steel cables supports and positions the copper wire so the pole or pantograph on top of the streetcar can slide along it. When the supporting wires are stretched between two line poles they are called “span wires.” Wires stretched from a single pole are “pull-off” wires that pull the wire into shape on curves. The supporting hardware includes many bolts, clamps, frogs and insulators. Frogs are placed in the conducting (copper) wires over track switches to permit them to follow each route of the switch. Insulators are used to prevent the power from entering the supporting wires or to separate portions of the conducting wire.
Our streetcars collect their electricity from copper wires positioned above the track. The copper wire carries direct current electricity at 600 volts. A network of hardware and steel cables supports and positions the copper wire so the pole or pantograph on top of the streetcar can slide along it. When the supporting wires are stretched between two line poles they are called “span wires.” Wires stretched from a single pole are “pull-off” wires that pull the wire into shape on curves. The supporting hardware includes many bolts, clamps, frogs and insulators. Frogs are placed in the conducting (copper) wires over track switches to permit them to follow each route of the switch. Insulators are used to prevent the power from entering the supporting wires or to separate portions of the conducting wire.
Our streetcars collect their electricity from copper wires positioned above the track. The copper wire carries direct current electricity at 600 volts. A network of hardware and steel cables supports and positions the copper wire so the pole or pantograph on top of the streetcar can slide along it. When the supporting wires are stretched between two line poles they are called “span wires.” Wires stretched from a single pole are “pull-off” wires that pull the wire into shape on curves. The supporting hardware includes many bolts, clamps, frogs and insulators. Frogs are placed in the conducting (copper) wires over track switches to permit them to follow each route of the switch. Insulators are used to prevent the power from entering the supporting wires or to separate portions of the conducting wire.
The Museum relies on spring switches to direct the cars through loops and sidings. When a streetcar approaches a spring switch that is not set for that direction of travel, the wheels push the switch points aside permitting the car to pass through the switch. The spring mechanism then returns the switch points to their normal position.
The Museum relies on spring switches to direct the cars through loops and sidings. When a streetcar approaches a spring switch that is not set for that direction of travel, the wheels push the switch points aside permitting the car to pass through the switch. The spring mechanism then returns the switch points to their normal position.
The Museum relies on spring switches to direct the cars through loops and sidings. When a streetcar approaches a spring switch that is not set for that direction of travel, the wheels push the switch points aside permitting the car to pass through the switch. The spring mechanism then returns the switch points to their normal position.
The Museum track is standard gauge (4 feet 8 ½ inches between the rails). The track is supported by wooden ties set in ballast (stone) that supports and holds the ties in place. Tie plates are then placed on the ties which in turn support the rails. The rails are held in place by spikes driven through holes in the tie plates and into the ties. The Museum track uses steel rails that weigh either 80 or 85 pounds per yard of length.
The Museum track is standard gauge (4 feet 8 ½ inches between the rails). The track is supported by wooden ties set in ballast (stone) that supports and holds the ties in place. Tie plates are then placed on the ties which in turn support the rails. The rails are held in place by spikes driven through holes in the tie plates and into the ties. The Museum track uses steel rails that weigh either 80 or 85 pounds per yard of length.
The Museum track is standard gauge (4 feet 8 ½ inches between the rails). The track is supported by wooden ties set in ballast (stone) that supports and holds the ties in place. Tie plates are then placed on the ties which in turn support the rails. The rails are held in place by spikes driven through holes in the tie plates and into the ties. The Museum track uses steel rails that weigh either 80 or 85 pounds per yard of length.
The Museum track is standard gauge (4 feet 8 ½ inches between the rails). The track is supported by wooden ties set in ballast (stone) that supports and holds the ties in place. Tie plates are then placed on the ties which in turn support the rails. The rails are held in place by spikes driven through holes in the tie plates and into the ties. The Museum track uses steel rails that weigh either 80 or 85 pounds per yard of length.
The Museum track is standard gauge (4 feet 8 ½ inches between the rails). The track is supported by wooden ties set in ballast (stone) that supports and holds the ties in place. Tie plates are then placed on the ties which in turn support the rails. The rails are held in place by spikes driven through holes in the tie plates and into the ties. The Museum track uses steel rails that weigh either 80 or 85 pounds per yard of length.
The Museum track is standard gauge (4 feet 8 ½ inches between the rails). The track is supported by wooden ties set in ballast (stone) that supports and holds the ties in place. Tie plates are then placed on the ties which in turn support the rails. The rails are held in place by spikes driven through holes in the tie plates and into the ties. The Museum track uses steel rails that weigh either 80 or 85 pounds per yard of length.
The Car Shop is our on-site maintenance facility. This is where the majority of heavy equipment maintenance and restoration is performed. The Car Shop complex features three tracks, one of which has both a conventional and bridge inspection pit in one large space, with an attached rectifier room, storage closets, and a standalone woodshop in the backyard. The building also serves as the primary storage facility for most of the street cars that operate in revenue service on the museum’s demonstration railway. Several cars awaiting restoration are stored in the Car Shop. For safety and insurance reasons the Car Shop is not open to the public, but you'll be able to tour it virtually and see some of the streetcars being worked on.
The Museum relies on spring switches to direct the cars through loops and sidings. When a streetcar approaches a spring switch that is not set for that direction of travel, the wheels push the switch points aside permitting the car to pass through the switch. The spring mechanism then returns the switch points to their normal position.
DC Switch Tower
As the street railway companies of Washington were planning their facilities for Union Station in 1908, they commissioned the American Automatic Switch Company to manufacture five towers which would enable attendants in the booth to electrically activate the interlocking switches to route street cars and to signal motormen approaching the area with red and green lights installed in grates under the track. Two towers were located at Union Station, one at the east and the other at the west sides of the plaza.
Construction of Union Station required re-routing of street car tracks of the Capital Traction Company and the Washington Railway and Electric Company. Routes serving Mt. Pleasant, Lincoln Park, Cabin John/Glen Echo, Anacostia and other points were to be directed onto jointly-owned tracks through Union Station Plaza. To facilitate street car traffic, the companies installed switch towers on both sides of the Plaza where Massachusetts Avenue intersected. Towers were also installed at three nearby intersections - at North Capitol Street and Massachusetts Avenue, at C Street and Delaware Avenue, and adjacent to the terminal on the Capitol grounds (1st & B Street SE)(B Street SE is now Independence Avenue SE). From these elevated vantage points, tower operators controlled street car traffic until Congressionally-mandated track realignments entered service in October, 1931.
Three towers were relocated to major street car intersections at 15th Street and New York Avenue, NW; 17th Street and Pennsylvania Avenue, NW; and 7th Street and Pennsylvania Avenue, NW, where they enabled switch tower operators to control the track switches during rush hours. This practice continued until after World War II when the towers were removed from the intersections.
The tower from 7th Street and Pennsylvania Avenue NW found its way to the James H. Cochran residence in Brentwood, Maryland, where children used it as a playhouse. In 1977, the family donated the tower to the museum for its preservation. This is the only one remaining from the original five.
Restoration was accomplished by Sanders Museum Services and involved reconstruction of the tower cabin's frame and interior, repair of the copper sheeting, reproduction of certain trim pieces, fabrication of new windows, and treatment of the cast iron pedestal. Funds were provided by the Maryland Museum Assistance Program, the Montgomery County Historic Preservation Commission, the Potomac Electric Power Company, and the patrons of the National Capital Trolley Museum.
The tower was disassembled to be moved to our present location. The top of the tower is currently on display in Street Car Hall. Eventually the top will be reunited with the pedestal for full display.
DC Switch Tower
As the street railway companies of Washington were planning their facilities for Union Station in 1908, they commissioned the American Automatic Switch Company to manufacture five towers which would enable attendants in the booth to electrically activate the interlocking switches to route street cars and to signal motormen approaching the area with red and green lights installed in grates under the track. Two towers were located at Union Station, one at the east and the other at the west sides of the plaza.
Construction of Union Station required re-routing of street car tracks of the Capital Traction Company and the Washington Railway and Electric Company. Routes serving Mt. Pleasant, Lincoln Park, Cabin John/Glen Echo, Anacostia and other points were to be directed onto jointly-owned tracks through Union Station Plaza. To facilitate street car traffic, the companies installed switch towers on both sides of the Plaza where Massachusetts Avenue intersected. Towers were also installed at three nearby intersections - at North Capitol Street and Massachusetts Avenue, at C Street and Delaware Avenue, and adjacent to the terminal on the Capitol grounds (1st & B Street SE)(B Street SE is now Independence Avenue SE). From these elevated vantage points, tower operators controlled street car traffic until Congressionally-mandated track realignments entered service in October, 1931.
Three towers were relocated to major street car intersections at 15th Street and New York Avenue, NW; 17th Street and Pennsylvania Avenue, NW; and 7th Street and Pennsylvania Avenue, NW, where they enabled switch tower operators to control the track switches during rush hours. This practice continued until after World War II when the towers were removed from the intersections.
The tower from 7th Street and Pennsylvania Avenue NW found its way to the James H. Cochran residence in Brentwood, Maryland, where children used it as a playhouse. In 1977, the family donated the tower to the museum for its preservation. This is the only one remaining from the original five.
Restoration was accomplished by Sanders Museum Services and involved reconstruction of the tower cabin's frame and interior, repair of the copper sheeting, reproduction of certain trim pieces, fabrication of new windows, and treatment of the cast iron pedestal. Funds were provided by the Maryland Museum Assistance Program, the Montgomery County Historic Preservation Commission, the Potomac Electric Power Company, and the patrons of the National Capital Trolley Museum.
The tower was disassembled to be moved to our present location. The top of the tower is currently on display in Street Car Hall. Eventually the top will be reunited with the pedestal for full display.
The Car Shop
The Car Shop is our on-site maintenance facility. This is where the majority of heavy equipment maintenance and restoration is performed. The Car Shop complex features three tracks, one of which has both a conventional and bridge inspection pit in one large space, with an attached rectifier room, storage closets, and a standalone woodshop in the backyard.
The building also serves as the primary storage facility for most of the street cars that operate in revenue service on the museum’s demonstration railway. Several cars awaiting restoration are stored in the Car Shop. For safety and insurance reasons the Car Shop is not open to the public, but you'll be able to tour it virtually and see some of the streetcars being worked on.
The Car Shop
The Car Shop is our on-site maintenance facility. This is where the majority of heavy equipment maintenance and restoration is performed. The Car Shop complex features three tracks, one of which has both a conventional and bridge inspection pit in one large space, with an attached rectifier room, storage closets, and a standalone woodshop in the backyard.
The building also serves as the primary storage facility for most of the street cars that operate in revenue service on the museum’s demonstration railway. Several cars awaiting restoration are stored in the Car Shop. For safety and insurance reasons the Car Shop is not open to the public, but you'll be able to tour it virtually and see some of the streetcars being worked on.
Third Avenue Railway System (TARS)
Car 678
The Third Avenue Railway Company of New York City embarked on a car building program to fulfill its service requirements rather than purchase the PCC street cars as the Brooklyn-Manhattan Transit Company was doing in the 1930s. Built in the Company's 65th Street shops, TARS 678 is a collection of recycled parts and new-fangled gadgets. Old eight-point K-35 controllers and newly-designed, brake pedals govern its speed. Rattan, walk-over seats contrast with aluminum window sash. And a thrashing air compressor more than compensates for quiet herringbone gears. Intended for service in the Bronx, the Company equipped TARS 678 with trolley poles and without a conduit plow.
Following abandonment of trolley lines in the Bronx in 1948, forty cars of this class provided service for another twenty years in Vienna, Austria as Marshall Plan dollars replaced trams damaged during World War II. Wiener Stadtwerke replaced the trolley poles with a pantograph, warned passengers that the doors are pneumatically operated, installed a wood-slat floor, added turn signals, and covered the rattan seats with vinyl. The Museum is restoring TARS 678 to its New York City appearance.
The Museum purchased TARS 678 and shipped it to the site during the Summer of 1971. The car was removed from service in 2000 for extensive restoration. TARS 678 returned to occasional service in January 2015, much to the delight of members, volunteers and museum guests.
Third Avenue Railway System (TARS)
Car 678
The Third Avenue Railway Company of New York City embarked on a car building program to fulfill its service requirements rather than purchase the PCC street cars as the Brooklyn-Manhattan Transit Company was doing in the 1930s. Built in the Company's 65th Street shops, TARS 678 is a collection of recycled parts and new-fangled gadgets. Old eight-point K-35 controllers and newly-designed, brake pedals govern its speed. Rattan, walk-over seats contrast with aluminum window sash. And a thrashing air compressor more than compensates for quiet herringbone gears. Intended for service in the Bronx, the Company equipped TARS 678 with trolley poles and without a conduit plow.
Following abandonment of trolley lines in the Bronx in 1948, forty cars of this class provided service for another twenty years in Vienna, Austria as Marshall Plan dollars replaced trams damaged during World War II. Wiener Stadtwerke replaced the trolley poles with a pantograph, warned passengers that the doors are pneumatically operated, installed a wood-slat floor, added turn signals, and covered the rattan seats with vinyl. The Museum is restoring TARS 678 to its New York City appearance.
The Museum purchased TARS 678 and shipped it to the site during the Summer of 1971. The car was removed from service in 2000 for extensive restoration. TARS 678 returned to occasional service in January 2015, much to the delight of members, volunteers and museum guests.
Toronto Transit Commission (TTC)
Car 4602
On November 7, 1950 St. Louis Car Company commenced shipment of the body shells to Canadian Car and Foundry Company for completion as Toronto Transit Commission (TTC) 4500-4549, class A-8. When the last body left St. Louis on February 9, 1951, it remained only for the final Boston (Pullman-Standard) and San Francisco orders to be completed before the last Presidents' Conference Committee (PCC) street car was built in North America.
In reaffirmation of Toronto's love affair with its Red Rockets (PCC street cars) and to cater to a sudden upswing in ridership as well as the new Harbourfront line, a study was undertaken in late 1984 regarding a PCC rebuilding program. The rebuilding was even more extensive than that done in the 'seventies. The body was essentially remanufactured with new side sills, bolsters, window posts, frame members, and side skin, in some cases of heavier steel. Only the roof was original. The trucks, motors and all electrical components were rebuilt and all wiring replaced. All the wiring between the front and middle of the car was relocated in a sealed conduit in the side sill instead of beneath the car floor. Cream ceilings, brown window areas, bright red Canadian Light Rail Vehicle (CLRV)-style seating, wood-grained laminates below the windows, and marbled light gray flooring graced the interior. Renumbered TTC 4600 through 4618, the cars sported the original dark red with cream livery and the old TTC logo and numerals.
In November, 1995 the TTC decided to retire all but the two "tour tram" PCC cars. The reasons for the sudden demise of the PCC car in Toronto after 57 years included; 1) declining ridership, 2) having sufficient CLRVs and ALRVs to maintain existing routes and the new Spadina Avenue line, and 3) achieving a standardized fleet without maintaining a separate spare parts inventory for just nineteen cars.
Museum member James Hogan purchased TTC 4603 and gave it to the Museum in 1996.
The Museum purchased TTC 4602 from the Lake Shore Electric Railway in the fall of 2009.
Toronto Transit Commission (TTC)
Car 4602
On November 7, 1950 St. Louis Car Company commenced shipment of the body shells to Canadian Car and Foundry Company for completion as Toronto Transit Commission (TTC) 4500-4549, class A-8. When the last body left St. Louis on February 9, 1951, it remained only for the final Boston (Pullman-Standard) and San Francisco orders to be completed before the last Presidents' Conference Committee (PCC) street car was built in North America.
In reaffirmation of Toronto's love affair with its Red Rockets (PCC street cars) and to cater to a sudden upswing in ridership as well as the new Harbourfront line, a study was undertaken in late 1984 regarding a PCC rebuilding program. The rebuilding was even more extensive than that done in the 'seventies. The body was essentially remanufactured with new side sills, bolsters, window posts, frame members, and side skin, in some cases of heavier steel. Only the roof was original. The trucks, motors and all electrical components were rebuilt and all wiring replaced. All the wiring between the front and middle of the car was relocated in a sealed conduit in the side sill instead of beneath the car floor. Cream ceilings, brown window areas, bright red Canadian Light Rail Vehicle (CLRV)-style seating, wood-grained laminates below the windows, and marbled light gray flooring graced the interior. Renumbered TTC 4600 through 4618, the cars sported the original dark red with cream livery and the old TTC logo and numerals.
In November, 1995 the TTC decided to retire all but the two "tour tram" PCC cars. The reasons for the sudden demise of the PCC car in Toronto after 57 years included; 1) declining ridership, 2) having sufficient CLRVs and ALRVs to maintain existing routes and the new Spadina Avenue line, and 3) achieving a standardized fleet without maintaining a separate spare parts inventory for just nineteen cars.
Museum member James Hogan purchased TTC 4603 and gave it to the Museum in 1996.
The Museum purchased TTC 4602 from the Lake Shore Electric Railway in the fall of 2009.
Rheinische Bahngesellschaft (RBG)
Car 955
Featuring a varnished wood interior and large picture windows, RBG 955 remains almost as delivered to Rheinische Bahngesellschaft AG on October 10, 1928. Gebruder Schondorff AG, a predecessor of Duwag AG, delivered fifty motor trams (RBG 928-977) and sixty trailers (RBG 831-890) in 1928-29. Intended for city-suburban service, the series provided seating comfort and high speed operation on a variety of routes through World War II and the reconstruction period of the Fifties. A minor change, relocation of the destination sign from the right front dash to the center window above the controller, occurred late in the tram's career.
Stadtwerke Karlsruhe Verkehrsbetriebe (VBK) acquired RBG 955 on December 1, 1966 and prepared it to serve the Federal Garden Show of 1967 by painting the lower body panels brown with cream scrolls and installing orange and cream stripe canvas window curtains. Joining "Old-Timer" trams from other cities, VBK 955 shuttled passengers along a one-kilometer route between Castle Park and City Park.
The Museum purchased and moved VBK 955 to Northwest Branch Park during the spring of 1969. Museum volunteers have restored the car as RBG 955 and it is on display in Street Car Hall.
Rheinische Bahngesellschaft (RBG)
Car 955
Featuring a varnished wood interior and large picture windows, RBG 955 remains almost as delivered to Rheinische Bahngesellschaft AG on October 10, 1928. Gebruder Schondorff AG, a predecessor of Duwag AG, delivered fifty motor trams (RBG 928-977) and sixty trailers (RBG 831-890) in 1928-29. Intended for city-suburban service, the series provided seating comfort and high speed operation on a variety of routes through World War II and the reconstruction period of the Fifties. A minor change, relocation of the destination sign from the right front dash to the center window above the controller, occurred late in the tram's career.
Stadtwerke Karlsruhe Verkehrsbetriebe (VBK) acquired RBG 955 on December 1, 1966 and prepared it to serve the Federal Garden Show of 1967 by painting the lower body panels brown with cream scrolls and installing orange and cream stripe canvas window curtains. Joining "Old-Timer" trams from other cities, VBK 955 shuttled passengers along a one-kilometer route between Castle Park and City Park.
The Museum purchased and moved VBK 955 to Northwest Branch Park during the spring of 1969. Museum volunteers have restored the car as RBG 955 and it is on display in Street Car Hall.
Berliner Verkehrsbetriebe (BVG)
Car 5954
The city of Berlin unified several street railway companies in 1920 to form Berliner Strassenbahn. To replace the many different tram types inherited from these firms, Berliner Strassenbahn hired Peter Behrens to design a standard two-axle car. The five hundred T24 type motor cars numbered 5701 to 6200 and five hundred B24 trailers numbered 1 to 500 featured steel bodies with truck-less construction and could carry sixty-four passengers (only twenty-four in seats). The Company split the large order among thirteen German builders for delivery between 1924 and 1926.
Berliner Strassenbahn became Berliner Strassenbahn Betriebs GmbH in 1923 which the city combined with bus and subway operations to form Berliner Verkehrs Aktiengesellschaft (BVG) in 1929. A cream color replaced the white and yellow tram fleet livery in 1934. Another name change in 1938 created Berliner Verkehrsbetriebe which kept the initials BVG. The post-war division of Berlin created two operating entities using the same name. In 1967 BVG accomplished a 1954 decision to end tram service in West Berlin.
Stadtwerke Karlsruhe-Verkehrsbetribe (VBK) acquired BVG 5954 and BVG 5964 to serve the Federal Garden Show of 1967 with "Old-Timer" trams from other cities. For this special operation along a one-kilometer route from Castle Park to City Park, VBK 5954 received blue-gray paint with cream scrolls on its lower body panels, crepe paper flowers along the ceiling, and striped-canvas window curtains. VBK 5964 received similar treatment with mint green paint and eventually went to a museum in Hannover, Germany.
The Museum purchased and moved VBK 5954 to Northwest Branch Park during the Spring of 1969. Restoration as BVG 5954 followed and this tram is on display in Street Car Hall in its cream-colored livery (color scheme).
Berliner Verkehrsbetriebe (BVG)
Car 5954
The city of Berlin unified several street railway companies in 1920 to form Berliner Strassenbahn. To replace the many different tram types inherited from these firms, Berliner Strassenbahn hired Peter Behrens to design a standard two-axle car. The five hundred T24 type motor cars numbered 5701 to 6200 and five hundred B24 trailers numbered 1 to 500 featured steel bodies with truck-less construction and could carry sixty-four passengers (only twenty-four in seats). The Company split the large order among thirteen German builders for delivery between 1924 and 1926.
Berliner Strassenbahn became Berliner Strassenbahn Betriebs GmbH in 1923 which the city combined with bus and subway operations to form Berliner Verkehrs Aktiengesellschaft (BVG) in 1929. A cream color replaced the white and yellow tram fleet livery in 1934. Another name change in 1938 created Berliner Verkehrsbetriebe which kept the initials BVG. The post-war division of Berlin created two operating entities using the same name. In 1967 BVG accomplished a 1954 decision to end tram service in West Berlin.
Stadtwerke Karlsruhe-Verkehrsbetribe (VBK) acquired BVG 5954 and BVG 5964 to serve the Federal Garden Show of 1967 with "Old-Timer" trams from other cities. For this special operation along a one-kilometer route from Castle Park to City Park, VBK 5954 received blue-gray paint with cream scrolls on its lower body panels, crepe paper flowers along the ceiling, and striped-canvas window curtains. VBK 5964 received similar treatment with mint green paint and eventually went to a museum in Hannover, Germany.
The Museum purchased and moved VBK 5954 to Northwest Branch Park during the Spring of 1969. Restoration as BVG 5954 followed and this tram is on display in Street Car Hall in its cream-colored livery (color scheme).
Capital Traction Company (CTCo)
Car 522
One of Washington's most spectacular fires occurred on September 29, 1897 when the Capital Traction Company (CTCo) powerhouse burned to the ground. The loss of this plant brought the Company's cable operations to a halt. CTCo immediately converted its cable cars for horse car operation and service resumed the next day. With the loss of the cable system, the Company proceeded to electrify its routes and to order cars for this service. A month after the fire, the Company directors approved an order of seventy cars from the American Car Company of St. Louis, Missouri, which included what eventually would become CTCo 522.
As specified in the order, American applied exterior paint schemes and assigned roster numbers based upon the routes the cars would serve. As originally constructed, the car was painted green and cream, numbered and lettered as CTCo 222 and assigned to the Pennsylvania Avenue route. The cars in this order pulled open and closed trailers which were also numbered in a similar manner. Thus CTCo motor 222 was used in service with companion trailer 222.
Two events in the early 1900s changed the appearance of CTCo 222. An order of the District of Columbia Electric Railway Commission altered the classic lines of the car by requiring enclosed platforms. CTCo installed "portable vestibules" to fulfill the requirement by January 31, 1905. In 1906, CTCo stopped lettering the exterior of its cars for specific routes and renumbered its single truck cars and trailers. CTCo 222 became CTCo 522 and continued to serve on the Pennsylvania Avenue route. In 1912, The District of Columbia Public Utilities Commission issued an order requiring a conductor on each car. As a result, CTCo withdrew all single truck passenger equipment from service on January 31, 1913. CTCo sold a large number of these surplus cars in the next few years, but retained 522 in storage. As also with sister CTCo 303, the arrival of the PCC cars in Washington in 1937 secured the future of CTCo 522, albeit for a different reason.
The sound-dampening feature of PCC wheel design corrugated the rail surface where the cars made frequent stops. To counter this problem, Capital Transit converted CTCo 522 to a rail grinder and renumbered it 0522. (All work cars were numbered with the numeral "0" as a prefix.) Replacing its Lord Baltimore truck with a modified Brill 21E allowed the body and grinding equipment to shift when it was necessary to work on curved sections of rail. Addition of a trolley pole, Golden Glow headlights, and red marker lamps enabled the car to travel system wide at night. Finally, bright orange paint replaced the traditional CTCo green and cream.
DC Transit, successor to Capital Transit, retained the car on its roster as DCTS 0522, and donated the car to NCTM in 1962. In the early 1970s, members of the Museum began a partial restoration of the car body by stripping paint and removing the rail grinder equipment. The car was rewired for service and was stored on display in Street Car Hall in an unfinished, but operable condition. Restoration began in earnest in 2014 when the car was totally dismantled and some disintegrating wood parts were fabricated on site. By the summer of 2016 the body of the car had been re-assembled and painted in its initial livery. Once the interior is restored this car will operate as CTCo 522; until then, it is on display in Street Car Hall.
Capital Traction Company (CTCo)
Car 522
One of Washington's most spectacular fires occurred on September 29, 1897 when the Capital Traction Company (CTCo) powerhouse burned to the ground. The loss of this plant brought the Company's cable operations to a halt. CTCo immediately converted its cable cars for horse car operation and service resumed the next day. With the loss of the cable system, the Company proceeded to electrify its routes and to order cars for this service. A month after the fire, the Company directors approved an order of seventy cars from the American Car Company of St. Louis, Missouri, which included what eventually would become CTCo 522.
As specified in the order, American applied exterior paint schemes and assigned roster numbers based upon the routes the cars would serve. As originally constructed, the car was painted green and cream, numbered and lettered as CTCo 222 and assigned to the Pennsylvania Avenue route. The cars in this order pulled open and closed trailers which were also numbered in a similar manner. Thus CTCo motor 222 was used in service with companion trailer 222.
Two events in the early 1900s changed the appearance of CTCo 222. An order of the District of Columbia Electric Railway Commission altered the classic lines of the car by requiring enclosed platforms. CTCo installed "portable vestibules" to fulfill the requirement by January 31, 1905. In 1906, CTCo stopped lettering the exterior of its cars for specific routes and renumbered its single truck cars and trailers. CTCo 222 became CTCo 522 and continued to serve on the Pennsylvania Avenue route. In 1912, The District of Columbia Public Utilities Commission issued an order requiring a conductor on each car. As a result, CTCo withdrew all single truck passenger equipment from service on January 31, 1913. CTCo sold a large number of these surplus cars in the next few years, but retained 522 in storage. As also with sister CTCo 303, the arrival of the PCC cars in Washington in 1937 secured the future of CTCo 522, albeit for a different reason.
The sound-dampening feature of PCC wheel design corrugated the rail surface where the cars made frequent stops. To counter this problem, Capital Transit converted CTCo 522 to a rail grinder and renumbered it 0522. (All work cars were numbered with the numeral "0" as a prefix.) Replacing its Lord Baltimore truck with a modified Brill 21E allowed the body and grinding equipment to shift when it was necessary to work on curved sections of rail. Addition of a trolley pole, Golden Glow headlights, and red marker lamps enabled the car to travel system wide at night. Finally, bright orange paint replaced the traditional CTCo green and cream.
DC Transit, successor to Capital Transit, retained the car on its roster as DCTS 0522, and donated the car to NCTM in 1962. In the early 1970s, members of the Museum began a partial restoration of the car body by stripping paint and removing the rail grinder equipment. The car was rewired for service and was stored on display in Street Car Hall in an unfinished, but operable condition. Restoration began in earnest in 2014 when the car was totally dismantled and some disintegrating wood parts were fabricated on site. By the summer of 2016 the body of the car had been re-assembled and painted in its initial livery. Once the interior is restored this car will operate as CTCo 522; until then, it is on display in Street Car Hall.
Société des Tranports Intercommunaux de Bruxelles
(STIB)
Car 1069
This streetcar was built in 1907 by Les Ateliers Métallurgiques de Nivelles (Belgium). The car was in passenger service in Belgium until 1975. In 1984 it was restored to its original condition and converted to dark green livery for Grand Cypress Resort in Orlando Florida where it was used to transport golfers. NCTM acquired the streetcar in 2004 and more recently has been using it in passenger service, especially in warmer weather.
Société des Tranports Intercommunaux de Bruxelles
(STIB)
Car 1069
This streetcar was built in 1907 by Les Ateliers Métallurgiques de Nivelles (Belgium). The car was in passenger service in Belgium until 1975. In 1984 it was restored to its original condition and converted to dark green livery for Grand Cypress Resort in Orlando Florida where it was used to transport golfers. NCTM acquired the streetcar in 2004 and more recently has been using it in passenger service, especially in warmer weather.
Société des Tranports Intercommunaux de Bruxelles
(STIB)
Car 17
This bright yellow street car with red and white stripes and covered windows sends a clear signal to waiting passengers that this is NOT the next ride to their destination but a utility vehicle with work on its mind. This car is on display in Street Car Hall and is an effective tool in presenting the history and complexity of street rail operations. While most people think of streetcars as passenger vehicles, each streetcar company requires a fleet of utility vehicles.
This particular streetcar entered service as a passenger car, probably made by the same company that built STIB 1069 (Les Ateliers Métallurgiques de Nivelles), and certainly early in the 20th century. Often, as new cars in passenger service grew larger to carry more riders and went faster with more powerful motors, older cars were sometimes converted to use for utility purposes rather than be scrapped.
Société des Tranports Intercommunaux de Bruxelles
(STIB)
Car 17
This bright yellow street car with red and white stripes and covered windows sends a clear signal to waiting passengers that this is NOT the next ride to their destination but a utility vehicle with work on its mind. This car is on display in Street Car Hall and is an effective tool in presenting the history and complexity of street rail operations. While most people think of streetcars as passenger vehicles, each streetcar company requires a fleet of utility vehicles.
This particular streetcar entered service as a passenger car, probably made by the same company that built STIB 1069 (Les Ateliers Métallurgiques de Nivelles), and certainly early in the 20th century. Often, as new cars in passenger service grew larger to carry more riders and went faster with more powerful motors, older cars were sometimes converted to use for utility purposes rather than be scrapped.
Capital Transit Company
Car 1470
Capital 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. Capital Transit 1470 is unique from the other Washington PCC cars in our collection; it is equipped with an automatic trolley catching device. 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. The car also was one of the first in the fleet with standee windows.
Capital Transit 1470 was initially based at the Northern Division but was assigned to the Northeastern Division from 1946 to 1958 (when it was closed), and finally to Navy Yard.
Capital Transit 1470 was donated to the Virginia Museum of Transportation in 1963 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 car was acquired by the museum in 2019 and arrived at the museum campus on July 15, 2020.
It is currently in storage awaiting restoration.
Capital Transit Company
Car 1470
Capital 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. Capital Transit 1470 is unique from the other Washington PCC cars in our collection; it is equipped with an automatic trolley catching device. 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. The car also was one of the first in the fleet with standee windows.
Capital Transit 1470 was initially based at the Northern Division but was assigned to the Northeastern Division from 1946 to 1958 (when it was closed), and finally to Navy Yard.
Capital Transit 1470 was donated to the Virginia Museum of Transportation in 1963 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 car was acquired by the museum in 2019 and arrived at the museum campus on July 15, 2020.
It is currently in storage awaiting restoration.
DC Transit System (DCTS)
Car 1101
The Electric Railway Presidents' Conference Committee (PCC) car brought to the Nation's Capital years of design work to create a standard of modern excellence for street cars in the United States. Capital Transit inaugurated PCC service with the 14th Street line on August 24, 1937. Nearly twenty-five years later on January 28, 1962, DCTS 1101 wore a large banner across its dash, "D.C. Transit / Last Day / of Streetcars," to commemorate the conversion of the 14th Street car line to diesel bus operation.
Although the PCC represents standardization in street car design, operating companies and car builders individualized their vehicles. Conduit current supply and forty-four foot transfer tables gave Washington's PCCs two unique characteristics, underground plows and one less window on a side. As an early PCC, DCTS 1101 does not have the standee windows of the "post-war cars" and does employ compressed air for windshield wipers, door engines, and brakes for the final stop. The Company replaced the original external, wheel-mounted brake shoes with internal, propeller shaft-mounted drum brakes when it extended the dynamic braking down to two miles per hour.
Mr. O. Roy Chalk, president of D.C. Transit System, donated DCTS 1101 to the Museum in March, 1970.
DC Transit System (DCTS)
Car 1101
The Electric Railway Presidents' Conference Committee (PCC) car brought to the Nation's Capital years of design work to create a standard of modern excellence for street cars in the United States. Capital Transit inaugurated PCC service with the 14th Street line on August 24, 1937. Nearly twenty-five years later on January 28, 1962, DCTS 1101 wore a large banner across its dash, "D.C. Transit / Last Day / of Streetcars," to commemorate the conversion of the 14th Street car line to diesel bus operation.
Although the PCC represents standardization in street car design, operating companies and car builders individualized their vehicles. Conduit current supply and forty-four foot transfer tables gave Washington's PCCs two unique characteristics, underground plows and one less window on a side. As an early PCC, DCTS 1101 does not have the standee windows of the "post-war cars" and does employ compressed air for windshield wipers, door engines, and brakes for the final stop. The Company replaced the original external, wheel-mounted brake shoes with internal, propeller shaft-mounted drum brakes when it extended the dynamic braking down to two miles per hour.
Mr. O. Roy Chalk, president of D.C. Transit System, donated DCTS 1101 to the Museum in March, 1970.
Mills Dean III Library
This is the Mills Dean III Library, our on-site “vault” that holds a majority of the museum’s large collection of historic artifacts and books. Our efforts to preserve Washington DC’s street car history go well beyond the street cars themselves; the museum’s collection includes thousands of individual photographs, slides, negatives and lithographs, along with street car company records, blueprints, diagrams, financial journals and reports, manuscripts, street car employee uniforms, and uniform components, street car and railroad hardware, books, old newsletters and more. Almost all of these items are either from a Washington DC or Maryland street car or railroad company, or directly related to one of the above, and thus play a critical role in the museum’s preservation efforts. Our volunteer staff is responsible for the safekeeping and preservation of these items, which includes cataloging each piece into our database and preserving it with professional materials and standards. The library is generally not open to the public however museum members may be accommodated on a case by case basis with a legitimate need for access. We make an effort to incorporate some of our collection by placing certain items on display in the museum and on special events.
Mills Dean III Library
This is the Mills Dean III Library, our on-site “vault” that holds a majority of the museum’s large collection of historic artifacts and books. Our efforts to preserve Washington DC’s street car history go well beyond the street cars themselves; the museum’s collection includes thousands of individual photographs, slides, negatives and lithographs, along with street car company records, blueprints, diagrams, financial journals and reports, manuscripts, street car employee uniforms, and uniform components, street car and railroad hardware, books, old newsletters and more. Almost all of these items are either from a Washington DC or Maryland street car or railroad company, or directly related to one of the above, and thus play a critical role in the museum’s preservation efforts. Our volunteer staff is responsible for the safekeeping and preservation of these items, which includes cataloging each piece into our database and preserving it with professional materials and standards. The library is generally not open to the public however museum members may be accommodated on a case by case basis with a legitimate need for access. We make an effort to incorporate some of our collection by placing certain items on display in the museum and on special events.
Blackpool Transport Services
Car 606
In 1933, Blackpool Corporation Transport (BCT) General Manager Walter Luff was looking for replacements for the traditional "toastrack" (open) trams running on the Promenade. Luff recognized that the toastrack cars were dangerous for the conductor and nearing the end of their useful mechanical lives. Collecting fares, the conductor moved along the running boards on the outside of the car while trying to avoid colliding with trackside obstacles, such as traction poles, because there was no center aisle in this type of tram.
I
Walter Luff approved a design for an open topped car with a center entrance and central walkway. The design allows the conductor to collect the fares safely and the passengers to board and alight safely. Known as "the boats" with their ship-like streamlined appearance, they have become one of the most iconic designs among Blackpool trams. All cars are virtually identical, except for the prototype, which has shorter body panels. English Electric constructed a prototype car, and BCT responded with an order for eleven more cars. The cars were numbered BCT 225 to 236.
Labor shortages and lack of passengers greatly reduced use of the boats during World War II. After the war, the boats returned to service on the seaside promenade route once more.
All twelve cars remained in service until after the North Station route closed in 1963, when there was a general reduction in the number of trams available for service. At that time, four cars (229, 231, 232 and 234) were put in storage and eventually scrapped in 1968. At that time the remaining boats were renumbered BTS (Blackpool Transport Services) 600 - 607.
In the 1970s, interested parties in the United States acquired BTS 601 (Western Railway Museum) and 603 (San Francisco Municipal Railway); in 2013, 605 also went to San Francisco. Four of these cars (225/600, 227/602, 230/604, and 236/607) are still in Blackpool and most of them are in operation on summer weekends.
At the end of the 2004 season, BTS withdrew the boats as part of a fleet reduction exercise. Following a number of complaints and a huge outcry by the public, four cars were returned to service during 2005 and have remained in service ever since, proving their popularity.
BTS loaned BTS 606 to the 1988 Glasgow Garden Festival where a special tramway was built through the exhibition site. Painted in blue and yellow, (different from the usual green and cream livery), BTS 606 became the first and, to date, only Blackpool tram to operate in Scotland. The car returned to Blackpool following the end of the festival in September 1988.
In 2000, BTS transferred BTS 606 to the Gerald Brookins Museum of Electric Railways in exchange for BCT 147, a traditional double deck car, which has now been restored back to its 1924 condition and operates Blackpool.
The Museum purchased BTS 606 in 2009 from the Lake Shore Electric Railway Museum, successor to the Brookins Museum. This streetcar is often operated during summer and is on display in Street Car Hall. Not only does it offer a special ride without a roof, but passengers have the opportunity to ride in a double-end car and understand how they work if there is not a loop to turn around at the end of the line. Blackpool uses double-decker trams, so the pole on this streetcar was designed to reach the wires that were that much farther overhead.
Blackpool Transport Services
Car 606
In 1933, Blackpool Corporation Transport (BCT) General Manager Walter Luff was looking for replacements for the traditional "toastrack" (open) trams running on the Promenade. Luff recognized that the toastrack cars were dangerous for the conductor and nearing the end of their useful mechanical lives. Collecting fares, the conductor moved along the running boards on the outside of the car while trying to avoid colliding with trackside obstacles, such as traction poles, because there was no center aisle in this type of tram.
I
Walter Luff approved a design for an open topped car with a center entrance and central walkway. The design allows the conductor to collect the fares safely and the passengers to board and alight safely. Known as "the boats" with their ship-like streamlined appearance, they have become one of the most iconic designs among Blackpool trams. All cars are virtually identical, except for the prototype, which has shorter body panels. English Electric constructed a prototype car, and BCT responded with an order for eleven more cars. The cars were numbered BCT 225 to 236.
Labor shortages and lack of passengers greatly reduced use of the boats during World War II. After the war, the boats returned to service on the seaside promenade route once more.
All twelve cars remained in service until after the North Station route closed in 1963, when there was a general reduction in the number of trams available for service. At that time, four cars (229, 231, 232 and 234) were put in storage and eventually scrapped in 1968. At that time the remaining boats were renumbered BTS (Blackpool Transport Services) 600 - 607.
In the 1970s, interested parties in the United States acquired BTS 601 (Western Railway Museum) and 603 (San Francisco Municipal Railway); in 2013, 605 also went to San Francisco. Four of these cars (225/600, 227/602, 230/604, and 236/607) are still in Blackpool and most of them are in operation on summer weekends.
At the end of the 2004 season, BTS withdrew the boats as part of a fleet reduction exercise. Following a number of complaints and a huge outcry by the public, four cars were returned to service during 2005 and have remained in service ever since, proving their popularity.
BTS loaned BTS 606 to the 1988 Glasgow Garden Festival where a special tramway was built through the exhibition site. Painted in blue and yellow, (different from the usual green and cream livery), BTS 606 became the first and, to date, only Blackpool tram to operate in Scotland. The car returned to Blackpool following the end of the festival in September 1988.
In 2000, BTS transferred BTS 606 to the Gerald Brookins Museum of Electric Railways in exchange for BCT 147, a traditional double deck car, which has now been restored back to its 1924 condition and operates Blackpool.
The Museum purchased BTS 606 in 2009 from the Lake Shore Electric Railway Museum, successor to the Brookins Museum. This streetcar is often operated during summer and is on display in Street Car Hall. Not only does it offer a special ride without a roof, but passengers have the opportunity to ride in a double-end car and understand how they work if there is not a loop to turn around at the end of the line. Blackpool uses double-decker trams, so the pole on this streetcar was designed to reach the wires that were that much farther overhead.
Rock Creek Railway Model
The Rock Creek Railway model trolley layout depicts the development of the early streetcar suburb of Chevy Chase along the Connecticut Avenue corridor. The time period modeled is the early decades of the Twentieth Century. The streetcar line served to develop the real estate in the corridor and made possible the outward migration of people to take advantage of the improved accessibility to jobs in downtown Washington. Automobiles depicted on the layout illustrate the growing presence of that mode, which would eventually overtake the streetcar development and cause dramatic changes in travel patterns.
Construction of the operating layout began in early 1981, with the beginning of operation in summer 1982. It is entirely scratch built with the exception of the vehicles and people depicted in miniature. The streetcar track consists of rails spiked to wood ties with sanded plaster used to create the asphalt pavement. Trolley street poles were fabricated using brass rods having layered brass tubing to create the tapered effect shown. The overhead wire is of a nickel silver alloy and was soldered to various hangers to suspend it along the line. All of the track switches were handmade, as was the portion of the connecting streetcar line at Calvert Bridge which made use of conduit track.
When the museum relocated to the present site, the layout was carefully braced before being transported into the new setting. Chevy Chase Circle was added to the layout at the new location, as more room had become available to include it. The controller handle operation was also installed at this time, replacing the push button control employed at the older location.
When viewing the layout, the scene depicted is the east side of Connecticut Avenue in both the District of Columbia and Maryland. The backdrop is a series of photographs, compressed in space, of various buildings which existed during the time period. These buildings exist today and include the shopping center near Porter Street, NW. and the church located on Chevy Chase Circle.
Several members of the museum participated in the construction and/or later relocation of the Rock Creek Railway model trolley layout. These include the late Ed Henderer, the late Kenneth Rucker, Vernon Winn, Jim Hogan, and Wes Cox.
Rock Creek Railway Model
The Rock Creek Railway model trolley layout depicts the development of the early streetcar suburb of Chevy Chase along the Connecticut Avenue corridor. The time period modeled is the early decades of the Twentieth Century. The streetcar line served to develop the real estate in the corridor and made possible the outward migration of people to take advantage of the improved accessibility to jobs in downtown Washington. Automobiles depicted on the layout illustrate the growing presence of that mode, which would eventually overtake the streetcar development and cause dramatic changes in travel patterns.
Construction of the operating layout began in early 1981, with the beginning of operation in summer 1982. It is entirely scratch built with the exception of the vehicles and people depicted in miniature. The streetcar track consists of rails spiked to wood ties with sanded plaster used to create the asphalt pavement. Trolley street poles were fabricated using brass rods having layered brass tubing to create the tapered effect shown. The overhead wire is of a nickel silver alloy and was soldered to various hangers to suspend it along the line. All of the track switches were handmade, as was the portion of the connecting streetcar line at Calvert Bridge which made use of conduit track.
When the museum relocated to the present site, the layout was carefully braced before being transported into the new setting. Chevy Chase Circle was added to the layout at the new location, as more room had become available to include it. The controller handle operation was also installed at this time, replacing the push button control employed at the older location.
When viewing the layout, the scene depicted is the east side of Connecticut Avenue in both the District of Columbia and Maryland. The backdrop is a series of photographs, compressed in space, of various buildings which existed during the time period. These buildings exist today and include the shopping center near Porter Street, NW. and the church located on Chevy Chase Circle.
Several members of the museum participated in the construction and/or later relocation of the Rock Creek Railway model trolley layout. These include the late Ed Henderer, the late Kenneth Rucker, Vernon Winn, Jim Hogan, and Wes Cox.
Presidents’ Conference Committee (PCC) Cars
This article references CTCo 1470 and 1540, as well as 1101 and 1430. All of these cars are visible or exporable via our virtual museum except 1540 which is currently in storage and not available for viewing.
There were two groups of standee window Presidents’ Conference Committee (PCC) cars acquired by the Capital Transit Company (CTCo) as World War II was ending. With the arrival of CTCo 1470 in July 2020, the Trolley Museum now has cars representing each group, and these are the very last cars of this type on this continent.
The 1470 model is as-delivered and has a CTCo logo on each side, which predates the script Capital Transit logo that appeared not long after. 1470 was repainted in the DC Transit "flamingo" color scheme currently worn by DC Transit 1101. As delivered, 1470 did not yet have the automatic trolley retriever mechanism on the roof.
1540 did arrive with the same paint scheme as 1470 and was updated with a script Capital Transit logo about the same time. However, as was the case with approximately half of the
PCC fleet in Washington, it did not receive the DC Transit "flamingo" color paint treatment, retaining the Capital Transit livery, but with a script DC Transit logo decal where the script Capital Transit logo was located. 1540 was based inside the Eastern Carhouse (all Route 20 cars operated from there). The indoor storage kept the paint from fading on cars as rapidly as those based in outdoor yards which 1470 experienced. This is why so few Route 20 cars appear in photos wearing DC Transit flamingo paint. Under O. Roy Chalk, President of DC Transit, cars were repainted on an as-needed basis in the new paint scheme. At the time of final abandonment of the last routes, approximately half the fleet had received the new livery.
Likewise CTCo 1430, also in the museum’s collection, had a DC Transit script "decal" applied over the Capital Transit script lettering, as it did not get a new coat of paint after DC Transit was awarded the franchise. The wartime PCCs, such as 1430, were the first to be pulled from service as route abandonments took place in the late 1950s, which likely explains that outcome.
The two photos above compare differences between the two groups of cars. The frontal shot illustrates that cars in the 1540-1589 group had a "next car light" to the left of the rollsign box. Similar to such light fixtures that appeared on the front dash of Brooklyn PCC cars, it was supposed to indicate to patrons at the trolley stops that the oncoming car was full and the next car should be along shortly to pick them up. It is believed these lights were seldom used, if at all.
The right rear oblique shot of the two models illustrates the differences in placement of the route number in a rear rollsign box. 1470 had a box just inside the last rear window, similar to all other PCC cars in Washington prior to the arrival of this group. 1540 had a vertical rollsign number box which was embedded in the car body itself. This was unique to the 1540-1589 group.
The pictures also illustrate differences in the upper molding strip along the rear of each car. 1470 has the unaltered straight strip which all standee window cars had when first delivered, while 1540 models a downward-curved molding strip that was later added to improve water drainage, though not all cars got that retrofit. 1470 also received that retrofit as repainting occurred.
The other difference in the two standee window PCC groups was the treatment of window framing in the roll-up windows. The 1465-1539 group had completely enclosed metal window framing around each window. This caused obstructed vision for standing passengers trying to view out the standee windows when the roll-up windows were up. So, the 1540-1589 group had roll-up window frames in a "U" shape with nothing but glass across the top of the window, avoiding the obstruction of view for standing passengers when the windows were rolled up.
Thanks to NCTM member and volunteer Jim Hogan for contributing this article and accompanying photos.
Presidents’ Conference Committee (PCC) Cars
This article references CTCo 1470 and 1540, as well as 1101 and 1430. All of these cars are visible or exporable via our virtual museum except 1540 which is currently in storage and not available for viewing.
There were two groups of standee window Presidents’ Conference Committee (PCC) cars acquired by the Capital Transit Company (CTCo) as World War II was ending. With the arrival of CTCo 1470 in July 2020, the Trolley Museum now has cars representing each group, and these are the very last cars of this type on this continent.
The 1470 model is as-delivered and has a CTCo logo on each side, which predates the script Capital Transit logo that appeared not long after. 1470 was repainted in the DC Transit "flamingo" color scheme currently worn by DC Transit 1101. As delivered, 1470 did not yet have the automatic trolley retriever mechanism on the roof.
1540 did arrive with the same paint scheme as 1470 and was updated with a script Capital Transit logo about the same time. However, as was the case with approximately half of the
PCC fleet in Washington, it did not receive the DC Transit "flamingo" color paint treatment, retaining the Capital Transit livery, but with a script DC Transit logo decal where the script Capital Transit logo was located. 1540 was based inside the Eastern Carhouse (all Route 20 cars operated from there). The indoor storage kept the paint from fading on cars as rapidly as those based in outdoor yards which 1470 experienced. This is why so few Route 20 cars appear in photos wearing DC Transit flamingo paint. Under O. Roy Chalk, President of DC Transit, cars were repainted on an as-needed basis in the new paint scheme. At the time of final abandonment of the last routes, approximately half the fleet had received the new livery.
Likewise CTCo 1430, also in the museum’s collection, had a DC Transit script "decal" applied over the Capital Transit script lettering, as it did not get a new coat of paint after DC Transit was awarded the franchise. The wartime PCCs, such as 1430, were the first to be pulled from service as route abandonments took place in the late 1950s, which likely explains that outcome.
The two photos above compare differences between the two groups of cars. The frontal shot illustrates that cars in the 1540-1589 group had a "next car light" to the left of the rollsign box. Similar to such light fixtures that appeared on the front dash of Brooklyn PCC cars, it was supposed to indicate to patrons at the trolley stops that the oncoming car was full and the next car should be along shortly to pick them up. It is believed these lights were seldom used, if at all.
The right rear oblique shot of the two models illustrates the differences in placement of the route number in a rear rollsign box. 1470 had a box just inside the last rear window, similar to all other PCC cars in Washington prior to the arrival of this group. 1540 had a vertical rollsign number box which was embedded in the car body itself. This was unique to the 1540-1589 group.
The pictures also illustrate differences in the upper molding strip along the rear of each car. 1470 has the unaltered straight strip which all standee window cars had when first delivered, while 1540 models a downward-curved molding strip that was later added to improve water drainage, though not all cars got that retrofit. 1470 also received that retrofit as repainting occurred.
The other difference in the two standee window PCC groups was the treatment of window framing in the roll-up windows. The 1465-1539 group had completely enclosed metal window framing around each window. This caused obstructed vision for standing passengers trying to view out the standee windows when the roll-up windows were up. So, the 1540-1589 group had roll-up window frames in a "U" shape with nothing but glass across the top of the window, avoiding the obstruction of view for standing passengers when the windows were rolled up.
Thanks to NCTM member and volunteer Jim Hogan for contributing this article and accompanying photos.