Gallery of Relic Photos

PREFACE: Even in this day and age, after nearly 40 years without Streetcar operation, there are still people too young to remember the cars in service who have been bitten by the "Streetcar Bug."  Despite the lack of active sights that many of the older "railheads" enjoyed, today's streetcar buff can still enjoy a day filled with many of the sights that once served the city's streetcar lines for many years.  These may be something as simple as an overhead pole, or as elaborate as a Car barn that still stands.  Regardless, enjoying these fascinating relics requires some knowledge of the history of the system, as well as the knowledge of just where and what to look for.  Contained herein are some of my favorite connections to the past, complete with photos.  Click on any picture for a larger version.

A word about railfanning the past: CAUTION.  Some of the sites shown may be sheltered in an area reclaimed by nature, and may require suitable clothing should you try to seek them out.  Others may be on private property, or might rest in bad neighborhoods, and require some juducious behavior to the fan seeking them, so as to avoid trouble.  In any event, keep the word of caution and enjoy searching them out, or if you prefer, simply hang on, as I try to seek them out and post them here!

CAR HOUSES
	Perhaps the stateliest of relics lies at the corner of Fulton and Druid Hill Avenues.  The 1910 Park Terminal was used until 1952, after which it was sold to the City, who has used it as a service truck depot.  Overall, the building is in excellent shape, and still retains many touches of its former heritage.  Adam Paul photo.
	Still standing solid is York Road Car House.  Though not as decorated as it was in its streetcar serving days, the structure remains very functional serving as a Public Storage facilty.  For a time in the 1980's, it also served as a Lumber Dealer and Warehouse.  This photo does not show this building's impressive depth from the street.  Adam Paul photo.
	Not used as an active Division since 1939, the Madison Avenue Car House, sits along Cloverdale Road between Madison Avenue and Mc Culloh Street.  At one time, the line was the operating base for the #12 and #16 Streetcar lines.  Shingle pattern denotes its original owner, the Baltimore City Passenger Railway.  Adam Paul photo.
	Showing the colors of a true traitor is the former Oak Street Car House at Howard and 25th Streets.  While very well disguised with a completely new front, it pains one to think of a carbarn now being used to sell automobiles.  This location was also the Southern terminus for the Baltimore & Hampden, which inaugurated a trial of electric service in 1885.  Adam Paul photo.
	The Lombard Street (Highlandtown) Car House appeared much as it did when serving streetcars until about 1995, when it was extensively remodeled into a Senior Citizen Apartment Complex, as seen here from the West.  Ridges in Lombard Street foreground are the protruding rails that once carried cars of the #26 line.  Adam Paul photo.
	The Falls Road Car House it is not, but DID YOU KNOW that the bricks in this Apartment building at Falls and Springhouse were recycled from the bricks of the Falls Road Car House which once occupied this same spot?  This according to a 1940's Sunpaper article.

BRIDGES AND TRESTLES
	Of great interest along the "#9 TROLLEY TRAIL" is not simply what is along the trail, but also what is UNDER the trail!  The trail is home to a number of small bridges (or culverts) that carried the streams beneath the streetcar line.  This one, the most arched example on the line, carries the Cooper Branch near the bottom of the trail. Photo courtesy of Steve Okonski.
	Once the pride of the Lake Roland Elevated Railway, and an important part of the #25 Streetcar line, the Huntingdon Avenue Viaduct's most visible relic today is its Southern base, just North of 31st Street.  This tall trestle provided many an enjoyable ride for streetcar passengers.  North of here, the only remain is a single small abutment North of Wyman Park Drive.  The Northern base has been completely obscured. Adam Paul photo.
	Westernmost Bridge abutment of the former #35 line trestle across the Gwynns Falls, showing recessed areas along top for trackways of car tracks.  Middle abutment of bridge toppled to the side of the stream during Hurricane Agnes in 1972, where it still rests.  Thanks to James Genthner for info provided here!  Adam Paul photo.
	View along the top approach of the same bridge abutment shown above.  Concrete is in extremely solid, sturdy state, a testament to its craftsmanship.  Adam Paul photo.
	Seemingly insignificant relics of the "Baltimore and Northern" days are the abutments which once supported a curved wooden trestle.  This service lasted under Shuttle Route #47 until September of 1950.  While the stone abutment on shore is in its original location, the concrete pier has since shifted to the East.  View taken from the South side of Western Run, easily accessible from Greenspring Avenue and Cross Country Boulevard.  Adam Paul photo.
	Unused since 1931 is this streetcar trestle across Maiden Choice Run in Loudon Park Cemetery.  This line operated two named single truck cars (Loudon and Linden) across a line approaching a mile long, that carried visitors across the grounds.  The lifting of auto restrictions in the cemetery combined with the Great Depression was enough to finally kill the interesting little line.  Many thanks to Ray Cannon for the tip.  Adam Paul photo.
	Another view from the side of the Loudon Park trestle.  From here, the line headed South through a clearing until parralleling the Catonsville Short Line for a distance.  Adam Paul photo.

WAITING STATIONS
	Once the Northern end of the #11 streetcar line, the lonely Bedford Square Waiting and Comfort Station now sees only one early morning trip per day pull into the cutout driveway behind it.  In olden days, the streetcars pulled parallel to the station from the foreground, where two stub sidings existed.  Although a little worse for the wear, the station still appears sturdy.  Adam Paul photo.
	The terminus for Route #2 until about three years ago, "Catonsville Junction's" waiting shelter looks a bit lost without a complementing transit vehicle, the result of MTA giving in to community nagging.  The "BUS STOP DISCONTINUED" sign only makes the scene even uglier.  Built in 1940 when the loop was put in at the junction, the shelter owes it's sturdy stone construction to reclaimed Belgian blocks of Baltimore's Streets.  While some in the community have opposed the buses, others have cared for the shelter by giving it a thorough restoration.  Adam Paul photo.
	While not as stately looking as the Catonsville shelter, the Paradise Avenue shelter, built in 1944 when the loop was installed, at least still serves its intended purpose for passengers of MTA's #2 bus line at Frederick Road and Paradise Avenue.  Adam Paul photo.
	This concrete/stucco shelter on Falls Road at Edgevale Road, just below Northern Parkway, has an uncertain origin, yet certainly appears old enough to have served cars on the #25 Streetcar line.  Interestingly, however, this shelter seems only useful for patrons boarding Nortbound Cars, due to the limited sight distance to the North from this site.  Adam Paul Photo from the Transit Archives Collection.
	This shelter from Baltimore's Streetcar days dates from about 1910.  It rests in the median strip of University Parkway at Overhill Road, just below the Roland Park Water Tower.  It is nicely restored, despite the fact that it suffered the indignity of having an automobile crash into it about 1990.  A plaque on the exterior erroneously identifies it as having served streetcars on the 10 line, when in fact it served the 29 line, whose grade is visible in the left side of the frame.  In addition, it briefly served as an origin point for trips on the 44 bus line in the early to mid-1950's.  Adam Paul Photo from the Transit Archives Collection.
	"This place has gone to the dogs!"  So can be honestly said about the former Mount Washington Waiting and Transfer Station, which now makes up the Western half of the Mount Washington Animal Hospital.  Although cosmetically altered, the structure remains basically unchanged.  Adam Paul photo.
	Few who visit Druid Hill Park may be aware of the origin of some of the shelters found within the park.  Three of these once served as waiting shelters for an 1860's vintage steam shuttle operation commonly called "The Dummy Line" (for it's rolling stock, not it's propietor).  First of these stations is this one, the "Orem's" or "Chinese Station." Once very ornate, it was not too long ago moved slightly East to this hilltop on the West edge of the Park.  This was the station that was originally at Fulton and Druid Hill.  Adam Paul photo.
	A midpoint station was the Rotunda Station, which has been lovingly taken care of.  The structure has been moved from its original location to this scenic overlook North of the Druid Park Lake.  Adam Paul photo.
	Largest of the "Dummy Line" stations is Council Grove, currently located directly in front of the Baltimore Zoo entrance.  The station, which had once almost deteriorated beyond repair, thankfully is now witness to better days greeting Zoo visitors. Adam Paul Photo.

TRACKAGE, POLES, & WIRING
	While no longer officially used for MTA buses, MTA #7050 was posed on the old Windsor Hills Loop.  The loop's paving has largely given way to reveal the almost the complete path of the rails that once carried cars of both the #4 and #15 lines over 45 years ago. Adam Paul photo
	Unused since 1948, yet very much intact is the loop that once rested on the Southwest corner of Monument and Kresson Streets.  Though covered by pavement, the entire path of the rails is easily traced through the front lot of the "Go-Go" Bar that now stands on the site.  Pictured is a break in the pavement at the entrance to the loop where rail and brick paving are visible.  Adam Paul photo.
	Although heavily buried in layers of dirt, trackage along Brady Street in Fairfield survives to this day.  Paving along this "street" is virtually non-existent, as is Fairfield itself, lending a bizarre feel to this relic.  Adam Paul photo.
	Among the few stretches of never covered street rail is this stretch along Fairfield Road in Fairfield, formerly used by cars of Route #6 until 1948.  Generally, track and concrete are in decent condition for this one block stretch of the line.  Adam Paul photo.
	As cars emerged from the Fairfield street loop, they swung from Sun Street onto Chesapeake Avenue briefly, before traversing a short right of way through the now-razed Fairfield Homes to proceed under the B&O line to meet the main line at Fairfield Junction.  The intersection of Sun and Chesapeake, with a patchwork of paving still reveals this rail at this point, as seen here.  Adam Paul photo.
	One might think that the Trackless Trolley era in Baltimore would lack any interesting relics, since there were no tracks to trace.  Almost!  Still securely affixed to the ceiling of the Howard Street Underpass are two sets of "tracks" for the Trackless Trolleys.  These were actually channels for the twin wires on which the coaches of the #10 line ran beneath.  Adam Paul photo.
	Looking quite suited for service is this rail that still occupies the center of D Street in Sparrows Point, used by cars of the #26 line until 1958. Interestingly the rail curves off onto 6th Street in the background, but a stretch of track from an earlier abandoned alignment remains intact beyond this curve.  For a closer photo of this junction, CLICK HERE. Adam Paul photo
	An innovative retaining barrier is formed along Long Lane in Roland Park. This "T" rail most likely was resurrected from the yard at the Roland Park Car House, the site of which lies directly to the right of this photo.  The alley visible on the left side of the photo once served to carry cars on the #29 streetcar line as they left the Roland Park Station enroute to Pratt and Calvert Streets. Adam Paul photo from the Transit Archives Collection.
	One wonders if the residents of this apartment building have a clue as to why that mysterious curve of rail in their front yard is there.  Passing directly through a City Sidewalk, it is crossed by dozens of pedestrians each day: Do they notice it, or simply ignore it.  What is it - none other than the Howard Park Loop once used by the streetcars of Route #32, as well as all-night cars of the #13 line.  The track, at Gwynn Oak and Silver Hill Avenues,  eventually vanishes into fill dirt as it curves off the street.  This was once the site of the Gwynn Oak Car House as well.  Adam Paul photo from the Transit Archives Collection.
	Among the few pockets of the city where streetcar tracks remain is this sole remaining block of Linden Avenue around Wilson Street.  Both car tracks and the original bricks between the rails remain.  The block is interrupted with a gazebo mounted in the center of the block.  Cars of Route #32 last used these tracks in 1955.  Adam Paul photo.
	What at first appears to be the remains of the city's shortest streetcar lines is actually the marker of the original path of Linden Avenue.  Amidst a wealth of redevelopment, these four rails persist running curb to curb within "29th Division Street", a small connecting road running East from Eutaw Place just below Dolphin Street.  Immediately behind the camera are the State Office Buildings built in the late 1950's.  Adam Paul photo. NOTE:  SADLY, WORD HAS IT THAT AS OF 5/25/2001, THIS RELIC HAS BEEN REMOVED.  Thanks to James Genthner for this information.
	Among the most newly re-exposed relics of the #35 Lorraine line is this trackage as it crosses Wetherdsville Road and heads into the short clearing before rejoining the street.  A kind history-minded person(s) has recently unearthed the tracks all the way to the point where the BTC cut them out for scrapping.  From the fans of ghosts like these: THANK YOU!!!  Adam Paul photo.
	As the Lorraine tracks meet the street once again after it's short ride through the clearing, they enter the street at a very acute angle.  The rails here have been beautifully uncovered to show the path of the car line, as evidenced by the neat landscaping around the rails in the background.  Adam Paul photo.
	At the Easternmost end of its union with the Lorraine car tracks, Wetherdsville Road has very crumbly paving that clearly reveals the path of the car tracks for a short distance, before an added layer of paving obscures the path of the rails completely.  Adam Paul photo.
	The Western set of bays at Carroll Park were the last converted for the maintenance of buses in 1959.  Still, a maze of specialwork still adorns the entries to these bays, in various degrees of submergence.  Here, tracks fan out from the Western Entrance to Building 7, now used mostly for the storage of Mobility vehicles.  Adam Paul photo.
	Another fascinating bit of trackage (appropriately?!?) rests in Loudon Park Cemetery, where the Cemetery line swung West to parrallel the Catonsville Short Line.  This artifact has gone unused since 1931.  Adam Paul photo.
	Not exactly Baltimore Transit, but fascinating nonetheless, is this stretch of surviving rail just North of College Creek in Annapolis once used by Interurbans of the Baltimore and Annapolis Railroad.  This seemingly remote locale is just about 60 feet East of Roscoe Rowe Boulevard.  Adam Paul photo.

RIGHTS OF WAY
	The Northwest Corner of Frederick and Woodington Roads looks especially barren without a PCC to brighten it up.  Such is the site of the original Irvington Loop, where a brick and concrete foundation linger on to mark the spot of the comfort station.  Yellow lines approximate path of rails while purple lines denote path of rails of the three track yard that earlier fanned out into the clearing.  Adam Paul photo.  For an unretouched photo of this site, click here!!!
	Among the most interesting journeys back down "Memory Lane" (or "Fascination Boulevard" for those who never lived it) is to visit the "#9 Trolley Trail."  This trail from Chalfonte Drive to Oella Avenue in Ellicott City almost entirely traces the path that Semi-Convertibles of the #9 Streetcar line used daily until 1955.  The sharp eye can find a number of relics along this path.  This shot was taken at the top of the hill near Chalfonte Drive.  Adam Paul Photo.
	Further down the hill, the trail runs through the infamous "Deep Cut" where the line runs under the narrow Westchester Avenue Bridge.  This bridge tends to send a creepy clatter through this valley that was once haunted by a clatter of a different origin. Photo courtesy of Steve Okonski.
	Survey map showing the path of the Ellicott City Car Line, as shown by black line.  Red Dots indicate the photographer, with flaring red lines denoting the field of view of the camera.
	Given that the old Gardenville Loop and Yard were paved over and converted to a Park and Ride lot for the #15 line buses, one would think that no relics would have survived.  However, one original row of Crossties has perservered (with a handful of spikes), on the Southern portion of the property.  Interestingly, they lead to the fence of a private residence.  Adam Paul photo.
	An interesting little relic of a spur of the #35 line can be found in the woods West of the first crossing of Wetherdsville Road and North of Wetherdsville Road itself.  This lot contains a grade for a spur that led down to a quarry which supplied the UR&E (later BTC) with stone for use in Ballast.  Shown here is a toppled section of a mortared wall, which apparently was a part of a structure on the property.  This spur operation apparently lasted until sometime in World War II.
	Annotated map showing path of Lorraine Line Right of Way West of Windsor Hills.
	Abandoned since about 1923, yet still traceable from its Eastern end, is the Baltimore & Northern right-of-way beyond Greenspring Avenue.  Once the core for the line to Emory Grove, this section of right-of-way now mostly serves as a property boundary for homes along Cheswolde Avenue to the neighboring Willow Brook Apartments.  Here, camera looks West-Northwest from Greenspring Avenue.  Yellow line approximates path used by rail.  Adam Paul photo.
	The right of way emerges closer to the Willow Brook property about a block inward from Greenspring, in a slight depression.  Other than the right-of-way, no other traces of the line can be found.  Camera looks East-Southeast towards the location of the above photo.  From here West, the path of the line gets a bit cloudy.  Adam Paul photo.
	Is it or Isn't it?!?  Looking Southeast from Falstaff Road, just West of Doral Drive, one notices what certainly seems like a level grade likely to be a continuation of the B&N right-of-way.  However, survey maps of the period seem to show the line crossing the plane of Falstaff Road about a half a block East of here at a more Westerly heading in an area now occupied by apartments, thus making the authenticity of this grade an enigma.  Regardless, from here West to Seven Mile Lane, the grade is untraceable due to the proliferation of apartments.  Adam Paul photo.
	West of Park Heights Avenue, a short, but distinct piece of right-of-way safely perserveres to comprise the Southern boundary of the Druid Ridge Cemetery property, just North of Old Court Road, and a parking lot for an office building.  Yellow line approximates pathway of track, as the camera looks West.  Adam Paul photo.  For an unretouched photo of this site, CLICK HERE!!!
	Basically viewing the same scene from the opposite side (you can use the downed tree as a marker), offers this glance at the right of way as it tightens in on Old Court Road as it heads East.  There are also some strange scraps of rusted metal in this vicinity, but it does not appear that they are related to the old line.  Adam Paul photo.  For and unretouched photo of this site, CLICK HERE!!!
	Survey map helps to approximate the route taken by the old Baltimore & Northern right of way, as shown by black line.  Due west right of way along Marnat Road in Pickwick may be off by about a half a block to the South.  Red dots indicate photographer position in the preceeding photos, with flared lines indicating the camera's field of view.

POWER STATIONS AND SUBSTATIONS
	The Towson Substation managed to survive a redeveloping of its Susquehanna Avenue location, and now serves as a decorative lighting retailer.  The building does stand out, in spite of it's small size.  Thanks to Buster Hughes for this tip.  Adam Paul photo.
	This oddly proportioned Law Office at the corner of White and Bayonne Avenues once served as BTC's White Avenue Substation.  The structure was apparently concealed so as to better blend in with the residential nature of the community.  Adam Paul photo.
	Source of power for Routes #10, 24, 25, and 29 was the Falls Road Substation, built bearing a typical construction of many Baltimore Brick Substations.  Substation has been recycled into a decorative fixtures store.  Adam Paul photo.
	Hiding behind a crumbling structure on the East side of Reisterstown Road at the CSX (ex-WM) crossing in Owings Mills is the Owings Mills powerhouse, now the site of an auto body shop.  Many thanks to Mark Dawson for helping me to identify this structure.  Adam Paul photo.

BUS RELICS
	Dating from the days of Cable Cars, the Charles Theater once housed steam engines that powered the city's cable cars.  In addition, the building to the left also served as the city's first bus garage starting in 1915, after formerly serving as a cable car barn.  Adam Paul photo
	Though not a BTC product, the former quarters of the McMahon Transportation Company at Belair Road and Kolb Avenue served the buses that many in the area rode for several years.   Many buses that MTA acquired from takeover in 1973 were originally housed and serviced at this location.