RARE Photos - Electric Trolley Car Railroad Station 1910 Rochester Manitou RR NY

Description: Rare old Photograph LOT 4 Photos Rochester & Manitou RR Rochester / Manitou Beach / Charlotte, New York ca 1910 era For offer, a nice old photograph lot! Fresh from a prominent estate in Upstate NY. Never offered on the market until now. Vintage, Old, Original, Antique, NOT a Reproduction - Guaranteed !! These four photos came together in a collection from the Rochester area. The larger one shows people posed in front of electric trolley car, with advertising sign on front - on back is written Manitou Line. Photo measures approx 7 x 9 inches. Other photos are smaller. Smallest one, which shows the Ticket Office, Beach Avenue, measures 2 7/8 x 2 inches. Large sign can be read under magnification - old vending weight machine game on porch. On back is written George M Wegman. Probably from the Wegmans grocery store family. One photo of trolley in action on tracks, and a snapshot showing work car- says Ruggles Street. This photo may be a bit more recent than the other, ca. 1940. In good to very good condition - light wear at edges / corners, small photo has corner crease. Please see photos for details. If you collect 20th century Americana history, American Victorian era photography, transportation, RR, etc. this is a treasure you will not see again! Add this to your image or paper / ephemera collection. Combine shipping on multiple bid wins! 2454 The Grand View Beach Railway was a scenic electric street railway along the shore of Lake Ontario from the village of Ontario Beach, a suburb of Rochester, to Manitou Beach. RouteThe railroad was 8 miles (13 km) long. For several miles out of Ontario Beach the road ran along a bluff close to and overlooking the expanse of Ontario and about 15 feet (4.6 m) above the level of the water. From Rigney's Bluff westward to Manitou the track threaded a sandy beach between the great lake and various little bays and ponds.[1] Stops and sidings0. Siding #1, Spitz Hotel, 160 Beach Ave.1. Wilder Terr.2. Hospital, Rear Summer Hospital for Children3. Cloverdale Farm City line - Spur to water works - was siding #24. Little Pond5. Rigney's Bluff (Shoremont)6. Siding #37. Fehrenback's Lake View Hotel Adolph Grossmans Hotel at Round Pond Outlet Breakers8. Island Cottage on left - Edgewater Hotel on Lakeshore (Louis Cook's)9. Buck Pond10. Crescent Beach-W.H. Lewis Prop. 1910 later Ray Gets Pass switch siding #411. Later passing switch, Lewis straight12. Outlet - Long Pond, West end trestle13. Long Pond, Grand View Beach Hotel - A. Kleinhans later Joe Rosenbach14. Lowden Point Road15. Siding Pass #5, Half Way16.17. Springwater Hotel18.19. Cranberry Pond20. Siding #621. Braddocks Heights22. E. Manitou23. Elmheart Hotel24. Passing track #7, Manitou Beach[2] Trestles and accommodationOntario Beach Park, Charlotte, Rochester, New YorkLittle Round Pond, Island CottageRound Pond, Edgewater HotelBuck Pond, Crescent Beach HotelLong Pond, Grand View BeachCranberry Pond, East Manitou HotelBraddocks Bay, Elmheart HotelManitou, Odenbachs[3]InfrastructureThe railroad was of modern construction and equipment. The track was 45-pound steel T rail. The rolling stock consisted of 7 motor cars, five open and two closed, and 7 open trail-cars, which could comfortably seat 60 to 70 persons. Rae motors of 40-horse-power were used and the old reliable McGuire truck.[1] The power plant was located 2 miles (3.2 km) from the eastern terminus of the railroad. It was equipped with two Thompson-Houston 8,000-Watt generators, two engines of Mclntosh-Seymour and three 100-horse-power boilers from the Pierce & Thomas shops.[1] The car-barn, located near the power house had storage capacity for 20 cars. AccidentsWhile erecting the last trestle over the Braddock's Bay, a sudden storm arose, and two men working in the middle of the bay on the trestle were drowned before they could be reached by help.[4] Some derailments and accidents occurred: Twelve people were injured and one of them died, when a crowded car derailed near Charlotte in 1902 and plunged into a gully 15 feet (4.6 m) below. In 1904, four passengers were killed and nine were injured in a collision on the line.[5] HistoryThe cars began running in June 1891, but the railroad was in an unfinished condition until about August 1. To October 1st the total earnings were $17,976.08, operating expenses $8,500.06, interest and taxes $4,010.34, surplus $4,465.14. The total number of passengers carried was 150,000.[1] The initial officers of the company were: H. H. Craig, presidentM. Doyle, vice-presidentJ. Miller Kelly, secretary and treasurerE. A. Roworth, superintendentThe line was subsequently operated by the Rochester, Charlotte & Manitou Beach Railroad (1895-1908) and the Rochester & Manitou Railroad (1908-1925).[3][6] The last car ran on the line in 1925.[7] Rochester (/ˈrɑːtʃɛstər, -ɪs-/) is a city in the U.S. state of New York, the seat of Monroe County, and the fourth-most populous after New York City, Buffalo, and Yonkers, New York, with an estimated population of 199,843 in 2020.[4] The city of Rochester forms the core of a much larger suburban, and rural area. Greater Rochester metropolitan area has a population around 1 million people, across six counties. Rochester was one of the United States' first boomtowns, initially due to the fertile Genesee River Valley, which gave rise to numerous flour mills, and then as a manufacturing center, which spurred further rapid population growth.[5] The city rose to prominence as the birthplace and home of some of America's most iconic companies, in particular Eastman Kodak, Xerox, and Bausch & Lomb (along with Wegmans, Gannett, Paychex, W Union, French's, Constellation Brands, Ragú, and others), by which the region became a global center for science, technology, and research and development. This status has been aided by the presence of several internationally renowned universities (notably the University of Rochester and Rochester Institute of Technology) and their research programs; these schools, along with many other smaller colleges, have played an increasingly large role in Greater Rochester's economy.[6] Rochester has also played a key part in US history as a hub for certain important social/political movements, especially abolitionism[7] and the women's rights movement.[8] While the city experienced some significant population loss as a result of deindustrialization, strong growth in the education and healthcare sectors boosted by elite universities and the slower decline of bedrock companies such as Eastman Kodak and Xerox (as opposed to the rapid fall of heavy industry with steel companies in Buffalo and Pittsburgh) resulted in a much less severe contraction than in most Rust Belt metro areas. Today, Rochester's economy is defined by technology and education (aided by a highly educated workforce, research institutions, and other strengths born in its past).[9] The Rochester metropolitan area is the fourth-largest regional economy in New York, after the New York City metropolitan area, Buffalo, and Albany.[10] Rochester's gross metropolitan product is US$50.6 billion—above those of Albany and Syracuse, but below that of Buffalo.[11] Rochester is also known for its culture, in particular its music culture; institutions such as the Eastman School of Music (considered to be one of the most prestigious conservatories in the world) and the Rochester International Jazz Festival anchor a vibrant music industry, ranked as one of the top-10 music scenes in the US in terms of the concentration of musicians and music-related business.[12] It is the site of multiple major festivals every year (such as the Lilac Festival, the aforementioned Jazz Festival, the Rochester Fringe Festival, and others that draw hundreds of thousands of attendees each) and is home to several world-famous museums such as The Strong National Museum of Play and the George Eastman Museum, the oldest photography collection in the world and one of the largest[13][circular reference]). The Rochester metro is ranked highly in terms of livability and quality of life[14] and is often considered to be one of the best places in America for families[15][16] due to low cost of living, highly ranked public schools[dubious – discuss] and a low unemployment rate. A great divide, though, exists between its inner-city component (which has at times had the highest child poverty rate in the nation) and its affluent, well-educated southern suburbs. It is considered to be a global city, ranked by the Globalization and World Cities Research Network as having sufficiency status.[17] Nearby : CityRochester (county seat)TownsBrightonChiliClarksonEast RochesterGatesGreeceHamlinHenriettaIrondequoitMendonOgdenParmaPenfieldPerintonPittsfordRigaRushSwedenWebsterWheatlandVillagesVillages in New York State are incorporated municipalities located within Towns. The town in which each village is located is noted in parenthesis. Brockport (Sweden)Churchville (Riga)East Rochester (Coterminous village and town)Fairport (Perinton)Hilton (Parma)Honeoye Falls (Mendon)Pittsford (Pittsford)Scottsville (Wheatland)Spencerport (Ogden)Webster (Webster)Census-designated placesBrightonClarksonGatesGreeceHamlinIrondequoitNazareth CollegeNorth GatesRochester Institute of TechnologySt. John Fisher College Streetcars or trolley(car)s (North American English for the European word tram) were once the chief mode of public transit in hundreds of North American cities and towns. Most of the original urban streetcar systems were either dismantled in the mid-20th century or converted to other modes of operation, such as light rail. Today, only Toronto still operates a streetcar network essentially unchanged in layout and mode of operation. Older surviving lines and systems in Boston, Cleveland, Mexico City, Newark, Philadelphia, Pittsburgh, and San Francisco were often infrastructure-heavy systems with tunnels, dedicated right-of-way, and long travel distances, or have largely rebuilt their streetcar systems as light rail systems. About 22 North American cities, starting with Edmonton, Calgary and San Diego, have installed new light rail systems, some of which run along historic streetcar corridors. A few recent cases feature mixed-traffic street-running operation like a streetcar. Portland, Oregon, Seattle, and Salt Lake City have built both modern light rail and modern streetcar systems, while Tucson, Oklahoma City and Atlanta have built new modern streetcar lines. A few other cities and towns have restored a small number of lines to run heritage streetcars either for public transit or for tourists; many are inspired by New Orleans' St. Charles Streetcar Line, generally viewed as the world's oldest continuously operating streetcar line. HistoryMain article: History of tramsOmnibuses and horsecars Horse-drawn streetcars in New York City in 1895. The first streetcar lines in North America were opened in New York City in 1832.From the 1820s to the 1880s urban transit in North America began when horse-drawn omnibus lines started to operate along city streets. Examples included Gilbert Vanderwerken's 1826 omnibus service in Newark, New Jersey. Before long Omnibus companies sought to boost profitability of their wagons by increasing ridership along their lines. Horsecar lines simply ran wagons along rails set in a city street instead of on the unpaved street surface as the omnibus lines used. When a wagon was drawn upon rails the rolling resistance of the vehicle was lowered and the average speed was increased. A horse or team that rode along rails could carry more fare paying passengers per day of operation than those that did not have rails. North America's first streetcar lines opened in 1832 from downtown New York City to Harlem by the New York and Harlem Railroad, in 1834 in New Orleans, and in 1849 in Toronto along the Williams Omnibus Bus Line. These streetcars used horses and sometimes mules. Mules were thought to give more hours per day of useful transit service than horses and were especially popular in the south in cities such as New Orleans, Louisiana.[1] In many cities, streetcars drawn by a single animal were known as "bobtail streetcars" whether mule-drawn or horse-drawn.[2][3] By the mid-1880s, there were 415 street railway companies in the U.S. operating over 6,000 miles (9,700 km) of track and carrying 188 million passengers per year using animal-drawn cars.[citation needed] In the nineteenth century Mexico had streetcars in around 1,000 towns and many were animal-powered. The 1907 Anuario Estadístico lists 35 animal-powered streetcar lines in Veracruz state, 80 in Guanajuato, and 300 lines in Yucatán.[4] Horse-drawn Decauville "trucks" in Cuzamá, 2010. Horse-drawn streetcars are still used in Cuzamá.Although most animal-drawn lines were shut down in the 19th century, a few lines lasted into the 20th century and later. Toronto's horse-drawn streetcar operations ended in 1891. New York City saw regular horsecar service last until 1917. In Pittsburgh, Pennsylvania, the Sarah Street line lasted until 1923. The last regular mule-drawn cars in the United States ran in Sulphur Rock, Arkansas, until 1926 and were commemorated by a U.S. Postage Stamp issued in 1983.[5] The last mule tram service in Mexico City ended in 1932, and a mule-powered line in Celaya, survived until May 1954.[6] In the 21st century, horsecars are still used to take visitors along the 9-kilometre (5.6 mi) tour of the 3 cenotes from Chunkanán near Cuzamá Municipality in the state of Yucatán.[7][8] Disneyland theme park in Anaheim, Cal., has operated a short horsecar line since it opened in July 1955. Similarly, Disney World theme park in Orlando has operated a short horsecar line since it opened in Oct 1971. At both parks, they run from 8-9am to 1:30-2pm, and, depending on the season, sometimes 5-7pm. Early power An editorial cartoon from New Orleans, advocating the switch from horsecars to electric streetcars, October 1893During the nineteenth century, particularly from the 1860s to the 1890s, many streetcar operators switched from animals to other types of motive power. Before the use of electricity the use of steam dummies, tram engines, or cable cars was tried in several North American cities. A notable transition took place in Washington, D.C., in the U.S. where horsecars were used on street railways from 1862 to the early 1890s. From about 1890 to 1893 cable drives provided motive power to Washington streetcars, and after 1893 electricity powered the cars.[9] The advantages of eliminating animal drive power included dispensing with the need to feed the animals and clean up their waste. A North American city that did not eliminate its cable car lines was San Francisco and much of its San Francisco cable car system continues to operate to this day. In this transition period some early streetcar lines in large cities opted to rebuild their railways above or below grade to help further speed transit. Such system would become known as rapid transit or later as heavy rail lines. Electrification Three streetcars on the Lightning Route. Electric streetcars were introduced to Montgomery in 1886.The World Cotton Centennial was held in New Orleans, Louisiana, from December 16, 1884, to June 2, 1885. It featured displays with a great deal of electric light illumination, an observation tower with electric elevators, and several prototype designs of electric streetcars.[10] Montgomery, Alabama, established its electric streetcar system nicknamed the Lightning Route on April 15, 1886.[11] Another early electrified streetcar system in the United States was established in Scranton, Pennsylvania, by November 30, 1886; it was the first system to be run exclusively on electric power, giving Scranton the nickname "The Electric City".[12][13] In 1887 an electric streetcar line opened between Omaha and South Omaha, Nebraska.[14] The Omaha Motor Railway Company began operation in 1888.[14] Along the east coast a large-scale electric street railway system known as the Richmond Union Passenger Railway was built by Frank J. Sprague in Richmond, Virginia, and was operating by February 2, 1888. The Richmond system had a large impact upon the burgeoning electric trolley industry. Sprague's use of a trolley pole for D.C. current pick up from a single line (with ground return via the street rails) set the pattern that was to be adopted in many other cities. The North American English use of the term "trolley" instead of "tram" for a street railway vehicle derives from the work that Sprague did in Richmond and quickly spread elsewhere. In Los Angeles was built the largest electric tramway system in the world, which grew to over 1600 km of track. A horse-drawn tramway was commenced in L.A. in 1872. In the first decade of the 1900s, Henry Huntington was behind this development. Trams ran in the city as well as to outlying settlements. Lines radiated from the city as far south as Long Beach. Cars could be coupled, running in multiple-unit operation. All was abandoned by 1961.[15] GrowthSee also: Trolley park and Setback (land use) Map of Detroit United Railway streetcar and interurban lines. The rapid growth of streetcar systems in the late-19th century led to the development of streetcar suburbs in North America.By 1889 110 electric railways incorporating Sprague's equipment had been started or were planned on several continents. By 1895 almost 900 electric street railways and nearly 11,000 miles (18,000 km) of track had been built in the United States. The rapid growth of streetcar systems led to the widespread ability of people to live outside of a city and commute into it for work on a daily basis. Several of the communities that grew as a result of this new mobility were known as streetcar suburbs.[16][17] Another outgrowth of the popularity of urban streetcar systems was the rise of interurban lines, which were basically streetcars that operated between cities and served remote, even rural, areas. In some areas interurban lines competed with regular passenger service on mainline railroads and in others they simply complemented the mainline roads by serving towns not on the mainlines. The largest of these was the Pacific Electric system in Los Angeles, which had over 1,000 miles (1,600 km) of track and 2,700 scheduled services each day.[18] The Hagerstown and Frederick Railway that started in 1896 in northern Maryland was built to provide transit service to resorts and the streetcar company built and operated two amusement parks to entice more people to ride their streetcars. The Lake Shore Electric Railway interurban in northern Ohio carried passengers to Cedar Point and several other Ohio amusement parks. The Lake Compounce amusement park, which started in 1846, had by 1895 established trolley service to its rural Connecticut location. Although outside trolley service to Lake Compounce stopped in the 1930s, the park resurrected its trolley past with the opening of the "Lakeside Trolley" ride in 1997 which is still operating today as a short heritage line. In the days before widespread radio listening was popular and in towns or neighborhoods too small to support a viable amusement park streetcar lines might help to fund an appearance of a touring musical act at the local bandstand to boost weekend afternoon ridership. Many of Mexico's streetcars were fitted with gasoline motors in the 1920s and some were pulled by steam locomotives. Only 15 Mexican streetcar systems were electrified in the 1920s.[4] StrikesMain article: Streetcar strikes in the United States Police escorting a "scab-driven streetcar during the San Francisco Streetcar Strike of 1907. A number of streetcar strikes broke out in the United States during the early 20th century.Between 1895 and 1929, almost every major city in the United States suffered at least one streetcar strike. Sometimes lasting only a few days, more often these strikes were "marked by almost continuous and often spectacular violent conflict,"[19] at times amounting to prolonged riots and civil insurrection. Streetcar strikes rank among the deadliest armed conflicts in American labor union history. Samuel Gompers of the American Federation of Labor called the St. Louis Streetcar Strike of 1900 "the fiercest struggle ever waged by the organized toilers"[20] up to that point, with a total casualty count of 14 dead and about 200 wounded. The San Francisco Streetcar Strike of 1907 saw 30 killed and about 1000 injured.[19] Many of the casualties were passengers and innocent bystanders. The 1929 New Orleans streetcar strike was one of the last of its kind. The rise of private automobile ownership took the edge off its impact, as an article in the Chicago Tribune observed as early as 1915.[21] DeclineSee also: Public Utility Holding Company Act of 1935 Cincinnati streetcars in April 1951, a week before streetcars service was ended. Streetcars in Cincinnati were replaced by trolleybuses (seen behind the streetcars).The Great Depression of the 1930s led to the closure of many streetcar lines in North America. The onset of World War II held off the closure of some streetcar lines as civilians used them to commute to war related factory jobs during a time when rubber tires and gasoline were rationed. After the war automobile use continued to rise and was assisted in the 1940s and 1950s by the passage of the Trans-Canada Highway Act of 1948 and growth of provincial highways in Canada as well as the Federal Aid Highway Act of 1956 in the United States. By the 1960s most North American streetcar lines were closed, with only the exceptions noted above and discussed below remaining in service. During the same time all streetcar systems in Central America were scrapped as well. The survival of the lines that made it past the 1960s was aided by the introduction of the successful PCC streetcar (Presidents' Conference Committee car) in the 1940s and 1950s in all these cities except New Orleans. City buses were seen as more economical and flexible: a bus could carry a number of people similar to that in a streetcar without tracks and associated infrastructure. Many transit operators removed some streetcar tracks but kept the electric infrastructure so as to run electrified trackless trolley buses. Many such systems lasted only as long as the first generation of equipment, but several survive to the present. Purported conspiraciesMain article: Great American streetcar scandal Pacific Electric Railway streetcars stacked at a junkyard on Terminal Island, March 1956The abandonment of city streetcar systems in the mid-twentieth century led to accusations of conspiracy which held that a union of automobile, oil, and tire manufacturers shut down the streetcar systems in order to further the use of buses and automobiles.[22] The struggling depression-era streetcar companies were bought up by this union of companies who, over the following decades, dismantled many of the North American streetcar systems. While it is true that General Motors, Firestone Tire, Standard Oil of California, Phillips Petroleum, and some other companies funded holding companies that purchased about 30 more of the hundreds of transit systems across North America, their real goal was to sell their products — buses, tires, and fuel — to those transit systems as they converted from streetcars to buses. During the time the holding companies owned an interest in American transit systems, more than 300 cities converted to buses. The holding companies only owned an interest in the transit systems of less than fifty of those cities.[23][24][25][26] GM and other companies were subsequently convicted in 1949 of conspiring to monopolize the sale of buses and related products via a complex network of linked holding companies including National City Lines and Pacific City Lines. They were also indicted, but acquitted of conspiring to monopolize the ownership of these companies. The former verdict was upheld on appeal in 1951.[27]

Price: 185 USD

Location: Rochester, New York

End Time: 2024-12-22T16:41:50.000Z

Shipping Cost: 5.95 USD