“Gems of Symmetry and Convenience” (February 1973 | Volume: 24, Issue: 2)

“Gems of Symmetry and Convenience”

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Authors: William D. Middleton

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February 1973 | Volume 24, Issue 2

For the citizens of Richmond, Virginia, in 1888 the city’s new trolley system was a source of inordinate pride. “All are modelled on the Broadway style and are gems of symmetry and convenience,” proudly wrote a reporter for the Richmond Dispatch of the little four-wheeled electric cars that were clanging cheerfully through downtown streets on their route between Church Hill and New Reservoir Park. “Brilliantly lighted” by incandescent lamps, heated by Dr. Burton’s patent electric heaters, and moving “almost noiselessly” through the streets at speeds as high as fifteen miles an hour, the new trolleys provided the once-ruined Confederate capital with the very last word in municipal transportation.

Indeed, Richmond had much to be proud of in its new trolley system, which boasted no fewer than forty cars and fully twelve miles of track and within scarcely three months of its opening was carrying as many as twelve thousand passengers daily. It was, at the time, the largest electric street railway in the world. More important, it was the first trolley system anywhere to operate with a sufficient decree of reliability and economy to represent a truly practical means of urban transportation. Its success was to set in motion a great electric railway construction boom that within a very few years would create a great if ephemeral new industry and would profoundly affect the development of the American citv.

The immediate author of electric traction’s triumph at Richmond was a remarkable young Naval Academy graduate and electrical inventor named Frank Julian Sprague. Il Sprague could by no means have been called the inventor of the trolley car, he, more than any other, deserved the greatest share of the credit for the development of successful electric transportation. Others before Sprague had built trolley cars that worked, and other cities before Richmond had installed electric streetcar systems. Building on their efforts, Frank Sprague supplied the sound scientific and technical grounding, and a stubborn tenacity, that finally transformed what had until then been little more than an interesting curiosity of doubtful reliability and questionable economy into an eminently workable transportation system.

The need for a better means of urban transportation had been growing steadily throughout most of the nineteenth century. In the postRevolutionary period barely one American in twenty lived in the cities, and the largest, Philadelphia, had a population of less than 55,000. But a trend toward urbanization was in motion that has continued without pause ever since, and getting around in cities became increasingly difficult. America’s earliest public municipal transportation had been installed in New York in 1827, when a man named Abraham Brower began operating a regular horse-drawn omnibus service up and down Broadway at a fixed fare of one shilling. Similar services were established soon afterward in Boston and Philadelphia. At almost the same time, however, the greater efficiency of the then new railway suggested itself as a means of providing a superior urban transportation service; and late in