The Twin City Rapid Transit Company (TCRT), also known as Twin City Lines (TCL), was a transportation company that operated streetcars and buses in the Minneapolis-St. Paul metropolitan area in the U.S. state of Minnesota. Other types of transportation were tested including taxicabs and steamboats, along with the operation of some destination sites such as amusement parks. It existed under the TCRT name from a merger in the 1890s until it was purchased in 1962. At its height in the early 20th century, the company operated an intercity streetcar system that was believed to be one of the best in the United States. It is a predecessor of the current Metro Transit bus and light rail system that operates in the metro area.
Establishment
The origins of street rail transport in the Twin Cities are not entirely known.It allegedly dates back to 1865, when businessman and mayor Dorilus Morrison began building rails in downtown Minneapolis. He quickly joined forces with Colonel William S. King and other Minneapolis businessmen to create the Minneapolis Street Railway. However, the lines didn't go very far and the railway was useless for a time. There are some indications that a streetcar was purchased but never used, collecting dust for several years.
On the other side of the Mississippi River, the St. Paul Railway Company started the first successful horse-drawn streetcar system of the metro area in St. Paul. Then in 1875, the reformed Minneapolis Street Railway made a deal with the Minneapolis City Council where the company would have exclusive access to street rails for 50 years if they could be up and operating in four months. The company recruited real-estate mogul Thomas Lowry, who on September 2, 1875, brought on line a route between downtown Minneapolis and the University of Minnesota.
The streetcars became popular because they rode on smooth rails, while most of the streets of the era were dirt or made of cobblestone pavers. These roads became treacherous to pedestrians and uncomfortable for horse-drawn vehicles, especially during Minnesota winters.
Thomas Lowry envisioned linking together the various railways that were cropping up around Minneapolis. While other systems were popping up with more horse-drawn carriages or cable cars, Lowry pushed forward with electrification of the lines. Starting in the late-1880s, electric streetcars began moving in both Minneapolis and St. Paul. Cable cars quickly lost favor as they struggled through snowy Minnesota winters and the public quickly grew weary of slow horsecars.
Electrification of the Twin Cities' horsecar lines began in 1889 and was complete by 1892. St. Paul's two cable-car lines were converted separately, in 1893 and 1898.
Rise of the system
In 1890, the two cities were connected with a railway along University Avenue, the first of four rail lines linking them together. The second, the Como–Harriet line, opened on July 1, 1898.
A merger of the two city systems, the St. Paul City Railway Co. and Minneapolis Street Railway, formed the Twin City Rapid Transit Company. It went on a building spree, quickly doubling the amount of electrified track in the system.
The company continued absorbing smaller competitors for the next 40 years. In 1898, the company began a transition to using company-built streetcars and machinery (such as cranes and snowplows) rather than purchasing the cars from other companies. The first such car was built as a personal streetcar for company president Thomas Lowry, although his was a special-order. The car featured one end with large windows, to make the scenery more visible. This car was used on special occasions, such as the opening of new lines and a visit by United States President William McKinley.
TCRT built some of the largest streetcars in the country. The Twin City Rapid Transit Company got into the business of building street cars at its Nicollet Shops in 1898 after concluding that cars it was operating from Eastern manufactures couldn't hold up to Minnesota's harsh winters. By 1906 they opened a manufacturing facility at its Snelling Shops where they not only manufactured cars for TCRT but also Chattanooga, Duluth, Seattle and Chicago among others. These cars were larger than traditional streetcars, being long and wide.
Old track was also upgraded. In the early days, a number of lines had been laid down with narrow-gauge track. These were all upgraded to (standard gauge). In addition, the basic construction of the lines improved. The rails of the Twin Cities were upgraded to the most expensive track in the country, running US$60,000 per mile. Tracks featured welded (thermite) joints, and were commonly surrounded by cobblestone or asphalt. By 1909, 95 percent of the rails were of this type of construction. They were used until the company ended streetcar service.
From 1906 to 1926, TCRT experimented with "streetcar boats." Officially known as Express Boats, they were steam-powered vessels with designs reminiscent of the streetcars of the day. The boats operated between communities on Lake Minnetonka, but improved roads in that area hit ridership hard in the 1920s. Ultimately, seven were built, but most of them were scuttled in the lake in 1926.
TCRT also expanded into the suburban amusement park business by opening the Wildwood Amusement Park on White Bear Lake and Big Island Park on Lake Minnetonka. The park on Big Island was serviced by three large ferry boats from Excelsior.
As the rise of the internal combustion engine in transportation grew, the Twin City Rapid Transit acquired several bus lines that began to pop up around the time of World War I. They also acquired a taxicab company in the 1920s.
When the transportation system peaked in 1922, it had nearly of track and 1021 streetcars. Rail extended a distance of about from Stillwater on the bank of the St. Croix River in the east to Lake Minnetonka in the west. For a time, TCRT was the largest employer in the area.
It is rumored that anyone who lived in Minneapolis was no farther than (less than ) from the nearest station at that time.
Reported streetcar and interurban operating track listed under Minneapolis, Minnesota. The chart reports operating track length for company records listed under Minneapolis, Minnesota in the McGraw directory series. The directory-city label is not a modern metropolitan boundary; 1912 and 1913 are omitted because those observations did not pass the published-series cross-check.
Raw observation data
Changing labor conditions
In 1917, a major labor strike took place in the months after the United States entered World War I. It began on October 6, and was influenced by the organization Industrial Workers of the World (IWW, also known as the "Wobblies"), a group that had been organizing unions in the region, particularly in the northern Mesabi Iron Range. Horace Lowry, son of Thomas Lowry, headed the company at this time and absolutely refused to negotiate with the striking workers. This angered workers and others who felt sympathy for them.
Angry strikers in St. Paul damaged streetcars and harassed those who had continued to work. The Minnesota Commission of Public Safety ordered the workers back on the job and they complied for a while. People again left work in late-November. On December 2, a crowd energized by speakers from the Nonpartisan League again grew angry after TCRT cut off electricity to the streetcars in downtown St. Paul, making it impossible for many people to return home. Over the following days, many were arrested and the strike was effectively broken. 800 people were eventually replaced by non-union workers.
Things turned out differently in the 1930s, although it was not a smooth transition. In 1932, most of the system's streetcars were converted to "one-man operation" where, rather than requiring both a motorman to drive in front and a conductor to take fares in the rear, the motorman took over both operations. The doors on the streetcars were modified to allow easier boarding in front. So-called "gate cars" which had used open grating on the rear of the cars mostly disappeared from the lines. The transition from two-man to one-man operation was taking place on many streetcar lines across the country around this time.
The conversion to single-man operation meant that about half of the company's workforce was suddenly surplus. Many employees found it hard to get work and were often forced to take strange shifts. One worker recorded having a 17-hour shift from 4:24 p.m. on Sunday to 9:49 a.m. on Monday. There was a company union, although it hadn't done much good. By October 1933, the workers had gained backing from Minnesota Governor Floyd B. Olson, St. Paul Mayor William Mahoney and the National Recovery Administration, among others. The next year, the workers voted to join the Amalgamated Transit Union.
Competition from automobiles With the Great Depression and the rise of the automobile, the rail lines began to decline. Buses were frequently used toward the edges of the system as long routes, especially those with low ridership, were cut back. World War II allowed the system to bounce back for a time, since strict fuel rationing and citizens' efforts to conserve resources made automobile use rather un-patriotic. However, the restrictions also hit TCRT itself since they could not afford to build many new streetcars. The company was forced to add more buses to shore up the system's various routes.
After the war, trolley riders returned to their automobiles. TCRT's management explored ways to upgrade the line to bring people back. Heavy wartime use meant that the rails needed to be repaired. Competition from other forms of transportation required modernization. In 1945, the company received its first streamlined PCC streetcar. The following years saw dozens of new PCC cars on the streets, although the first one remained unique in the fleet because it was the only one to have air brakes. All of the PCCs were several inches wider than standard, to match the width of the company's older streetcars.
Company takeover and decline
The company had a long-standing policy of reinvestment in the rail system. When profits appeared, they were usually used to pay off loans and improve the rails, streetcars and other hardware the company owned. It was rare for the company to pay out dividends. In 1948, Wall Street speculator Charles Green bought 6000 shares of TCRT stock. He expected to quickly gain profit, but found he had purchased stock just as the company decided to set forth on some major construction. Knowing this would demolish his anticipated dividends, Green contacted other shareholders and urged them to vote out the company's president, D. J. Strouse and put him in charge instead.
Green took control of the company in 1949 and quickly started dismantling the railway system, announcing that the company would completely switch to buses by 1958. The system's PCCs were sold to Mexico City (91), Newark NJ (30) and Shaker Heights OH (20). Green sold his shares in 1950 to be briefly replaced by Emil B. Anderson before local lawyer Fred Ossanna ascended to head the company the next year. Ossanna held off on the teardown for a short while, but soon announced that the process would be accelerated. Lines would be removed and replaced by buses in two years.
End of the streetcar system
On June 19, 1954, four years before Green had envisioned, the very last streetcars ran in Minneapolis. The leftover vehicles were burned to recover the scrap metal they contained. The last streetcar was famously photographed alight behind Fred Ossanna and James Towley as Towley presented Ossanna with a check.