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67-590: The New York Central Railroad took notice to the potential competition arising from the streetcar and electric interurban railways being built in its territory across upstate New York. In an effort to control the competition, the railroad began buying controlling interests in the Rochester Railway Company , the Rochester and Sodus Bay Railway, and the Rochester and Eastern Rapid Railway . The Mohawk Valley Company

134-657: A streetcar transit system throughout the city of Rochester from 1890 until its acquisition by Rochester Transit Corp. in 1938. Formed by a group of Pittsburgh investors, the Rochester Railway Company purchased the Rochester City & Brighton Railroad in 1890, followed by a lease of the Rochester Electric Railway in 1894. The Rochester and Suburban Railway was leased in 1905, extending the system's reach to Irondequoit and Sea Breeze. Rochester Railways

201-528: A month later on March 11. The last day for streetcar service in Rochester was March 31 when the Main East and Lake Avenue lines were closed. The only rail operation which remained was the Rochester Subway , which was operated by RTC on a contract basis with the city. In 1943 the board of directors rallied support to buy out the remainder of shares to put RTC back in local control. General manager John F. Uffert

268-571: A plan to the Public Service Commission in July 1940 to replace the remaining streetcar lines with buses. The proposal was approved and RTC began its plans for conversion. The Parsells and Thurston lines were closed on Christmas Eve in 1940, with the Monroe and North Clinton lines following on February 18, 1941. The Portland and Dewey lines closed on March 11, leaving only the Main East and Lake route as

335-649: A reorganization that would return the company to local control. After several years of negotiation, the plan was approved by the Public Service Commission in 1937. The new Rochester Transit Corporation assumed operation of the old Rochester Lines of the New York State Railways on August 2, 1938. The Genesee Street line was closed on March 28, 1939, with the Lyell Avenue route following on April 23. Four more lines closed on May 23, including South Avenue, St. Paul, Seneca Park, and Summerville. In an effort to eliminate

402-459: A result of the Great Depression and the increased use of private automobiles and the construction of better roads. Eleven more lines were shut down on August 30, 1936, including Durand-Eastman Park, Allen, Jefferson, South Clinton, Webster, Clifford, Central Park, Goodman North, Sea Breeze, Hudson, and Joseph. The Park Avenue, West Avenue, and University Avenue lines would follow in 1937. With

469-568: A single-car shuttle meeting all interurban trains. In 1911, an extension of the city streetcar was built to serve the New York, Ontario and Western Railway station at Oneida. In 1912, the Oneida operations were acquired by New York State Railways. Declining ridership through the 1920s forced the Sherrill-Kenwood shuttle to suspend operations on August 29, 1927. The shuttle was formally abandoned nearly

536-478: A sudden walkout in May 1967. An agreement was reached after only a week, however contract renewal negotiations were on the horizon. Both sides broke down and transit workers once again went on strike on November 30. When workers walked out on November 30, 1968, it set into motion a series of events that would bring about the end of the privately owned transit company. Due to the extreme bitterness and distrust on both sides,

603-646: A year later on July 31, 1928. Ridership on the Oneida Railway declined through the 1920s and the company entered receivership. The last day of service was December 31, 1930. The electrification was removed and control of the line reverted to the West Shore Railroad. Local service on the Oneida street railway ended the same day. There was no immediate successor to the transit franchises of the Oneida Lines once all streetcar and interurban railway operations ceased at

670-730: The Oneida Railway , the Syracuse Rapid Transit Railway , and the Rochester and Suburban Railway were merged into New York State Railways on October 31, 1912. The East Side Traction Company was added on August 28, 1919. At its peak, New York State Railways operated 338 miles across Rochester, Syracuse, Utica, Oneida, Sodus Bay, Canandaigua, and Geneva. In June 1920, the total value of the New York State Railway Corporation franchise in Syracuse as determined by

737-557: The Rochester and Eastern Rapid Railway and the Rochester and Sodus Bay Railway lines. Together with the former Canandaigua Street Railroad operation, these four lines became the Rochester Lines of the New York State Railways in 1909. Control of the Rochester Railway Company was passed to New York State Railways , while ownership of the electric utility remained with the Mohawk Valley Company. Collection of mail by trolley

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804-602: The New York State Tax Commission was $ 2,320,000 down from $ 2,407,000 in 1919. Patronage on the streetcar and interurban lines declined in the 1920s, thanks to autos, buses, and paved roads — but the electric utilities owned by the company grew. As a result, in 1928 the New York Central sold its control of the New York State Railways system to what became the Associated Gas & Electric Co. Shortly after

871-568: The North Utica line was closed, and the Eagle Street (6) line followed in 1932. The Lenox (15), Lincoln (10), and Blandina (9) routes closed in 1933, with South Street and Mohawk street following the year after. In 1934 the South Street and Mohawk Street lines were closed, the same year New York State Railways emerged from receivership. The James Street and Clinton lines were shut down in 1936, while

938-464: The Park Avenue line encouraged another extension from Vick Park east to Brighton (portions of which have since been annexed by the city of Rochester). One of the last lines constructed was built along Hudson Avenue between Central and Clifford avenues in 1885. At its peak in 1889, the railroad operated 183 cars over 40 miles of track, and stabled more than 800 horses at five barns around the city. A line

1005-534: The Park, West, and University lines were closed. The Rochester Lines were reorganized as Rochester Transit Corporation on August 2, 1938, to operate the remaining bus and streetcar transit lines. Streetcar operation ended in 1941, and the Rochester Subway shut down in 1956. All transit franchises succeeded by Rochester Transit Corporation in 1938 were later transferred to Rochester-Genesee Regional Transportation Authority in 1969. The Syracuse Lines consisted mainly of

1072-550: The Rochester City and Brighton Railroad petitioned the city's common council to convert its form of motive power from horses to electricity. That February, the railroad was sold to the new Rochester Railway Company. Meanwhile, the Rochester Electric Railway Company was formed in 1887 to construct a line from the company's power plant in Charlotte to Ridge Road. The first cars were tested on July 3, 1889, ushering in

1139-616: The Rochester Light and Power Company with a controlling interest in the Rochester Railway Company. The merger was intended to combine all of the electric utility and streetcar properties in the city of Rochester. Through its Mohawk Valley Company subsidiary, the New York Central Railroad (NYC) purchased control of the Rochester Railway Company in 1905, and its parent company, the Rochester Railway and Light Co., along with

1206-935: The Rochester Railways Coordinated Bus Lines. New York State Railways also controlled the Darling Bus Line, the East Avenue Bus Co., and the Rochester Interubran Bus Co. (purchased in 1925). In June 1928, the New York Central sold its holdings in the Mohawk Valley Company and the New York State Railways to E.L. Phillips, president of Empire Power Corp. and the Long Island Lighting Company . The utility company holdings were sold again in 1929, and New York State Railways entered receivership upon default of its bonds. The Rochester and Sodus Bay Railway interurban line to Sodus

1273-476: The Rochester Subway sharply declined through the end of the 1940s, and RTC requested additional subsidy to continue operation. A new contract signed in 1951 eliminated all subsidy from the city in exchange for all subway passenger and freight revenues going directly to RTC. Losses continued to mount, and in 1952 Sunday and holiday service was eliminated. The city council voted in 1954 to end all subway service at

1340-698: The Sherrill-Kenwood shuttle. The earliest portion of the Oneida Lines was incorporated in 1885 as the Oneida Railway Company of Oneida, New York (later simplified to Onedia Railway Company in 1903). Opened on July 4, 1885, as a horsecar transit operation, the line stretched 1.5 miles along Main Street from the New York Central Railroad station to the West Shore Railroad station at Oneida Castle . The horsecar operation ended on July 30, 1902, and

1407-647: The Subway until that responsibility was passed on to the connecting railroads at the end of August 1957. The acquisition of new buses, the opening of the Eastern Expressway , and the adoption of a one-way street plan for downtown to alleviate congestion helped grow ridership in the 1960s. While stockholders were pleased on the return on their investment, transit workers remained unhappy. A two-day strike in 1965 helped gain some modest increases for workers, but unrest continued. A dispute over job listings and seniority led to

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1474-653: The Utica Lines on May 12, 1941, but it wasn't until May 1, 1948 that the transit system was reorganized as the Utica Transit Corporation . The Rochester Lines were made up of the city and suburban lines operated by Rochester Railway Company , the Canandaigua local service (the former Canandaigua Street Railroad ), the Rochester and Eastern Rapid Railway , and the Rochester and Sodus Bay Railway that were consolidated into New York State Railways in 1909. In 1927,

1541-517: The Utica street railways was made at Genesee Street, and with the Syracuse street railways near Burnet Avenue. Service began on June 16, 1907. Cars were powered by a third rail, except when running on the street railways of Syracuse, Oneida, or Utica, where the overhead trolley wire was used instead. A 1.5 mile spur was constructed from the Oneida Railway station at Sherrill to Kenwood in 1909, and operated as

1608-564: The Whitesboro (11) and New York Mills (12) lines were closed in the summer of 1938. The Capron (5) line hung on until April 8, 1941. The last day for streetcar operation in Utica was May 12, 1941, when the New Hartford and Forest Park (16) lines closed. The mayor of Utica was at the controls of Car 310, the last car to roll into the Forest Park carbarn. The transit franchises formerly operated by

1675-428: The cars during the winter months, a move that proved unpopular with the public. Due to pressure from the investors, the company was reorganized a year later. By 1866 the fledgling system expanded to 9.5 miles of track served by 100 cars. Harsh weather continued to plague the company, forcing the suspension of service during the winters of 1865 and 1866 and leading to reduced revenues as a result. Rising costs contributed to

1742-555: The city and suburban operations serving Syracuse . Several smaller streetcar and interurban lines serving the city and suburbs of Syracuse were consolidated into the Syracuse Rapid Transit Railway on May 21, 1896. Additional lines were acquired and extended throughout the 1890s. The Syracuse Rapid Transit Railway was merged with New York State Railways in 1912. At its peak, the Syracuse Lines operated more than 200 cars on 100 miles of track over 27 routes. The first streetcar line closure

1809-503: The city council voted to end service on June 30, 1956. When the last Subway car returned to the carbarn near the General Motors plant after midnight on July 1, the rail transit era in Rochester drew to a close. In 1943, the board of directors gained enough support to buy out the remainder of Associated Gas and Electric Company's shares, returning full control of the company to Rochester interests. A series of strikes and labor unrest led

1876-719: The city of Rochester and surrounding suburban areas from 1938 until 1968. The city-owned Rochester Subway was operated by RTC on a contract basis from 1938 until 1957. John F. Uffert and William A. Lang served as presidents during the course of operation. The majority of streetcar and bus transit lines in Rochester were operated by the Rochester Railway Company , which was acquired by the New York State Railways in 1905. When New York State Railways entered receivership in 1929, stockholders campaigned to maintain their investment and reorganize Rochester Railway Company. A committee of investors led by attorney Howard M. Woods proposed

1943-520: The city of Rochester to take over and reorganize the system as Rochester Transit Service in 1968. The old Rochester Railway transit franchises operated by RTC were transferred to the Rochester-Genesee Regional Transportation Authority in 1969. Rochester Transit Corporation Rochester Transit Corporation (RTC) was a privately owned, for-profit transit company that operated streetcar , rail, and bus transit in

2010-464: The city-owned Rochester Subway was placed under the operation of New York State Railways on a contract basis with the city of Rochester. Trackless trolleys were briefly operated in Rochester between 1923 and 1932. The first streetcar lines were closed in 1929, including the Exchange, Plymouth, Emerson, and Driving Park routes. Service on the Rochester and Sodus Bay interurban to Sodus Bay was also abandoned

2077-399: The color system was soon abandoned. With all lines electrified by 1894, the last horse car operated in Rochester in 1895. Streetcar mail collection service ( railway mail service ) was inaugurated on October 5, 1896, using a fleet of two special all-white trolley cars. These cars picked up mail, and also cancelled and sorted letters en route. The Rochester and Lake Ontario Railway (R&LO)

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2144-440: The company's financial problems. The property was purchased at foreclosure in 1868 by local businessman Chauncey B. Woodworth and was reorganized as the Rochester City and Brighton Railroad. Service was again suspended during the winter of 1868. The railway resumed on March 25, 1869, with a concession granted allowing the railway to eliminate the conductor and operate lighter cars that only required one person to operate. Permission

2211-400: The continued operation of the Rochester Subway after 1941. In 1954 the city council voted to use a portion of the Subway route for construction of a new expressway, and that service would continue until December 31, 1955. However, delays in the design and engineering of the new expressway resulted in the city granting RTC a month-to-month contract for operation of the Subway. At the end of 1955,

2278-491: The costly rail transit lines, the company quickly put together a plan to replace the remaining streetcars with bus operation. Following approval by the Public Service Commission in 1940, RTC carried out its plan to replace all trolleys with buses. The Thurston and Parsells routes were closed on December 24, 1940. On February 18, 1941, the Monroe Avenue and North Clinton lines were shut down. The Portland and Dewey lines followed

2345-480: The end of 1930. The Central New York Regional Transportation Authority is now responsible for bus transportation in the region formerly served by the Oneida Lines. The Utica Lines of New York State Railways was composed mainly of the city and suburban lines serving both Utica and Rome . The various streetcar lines serving Utica were consolidated into the Utica and Mohawk Valley Railway in 1901. The Mohawk Valley Line

2412-487: The end of 1955 so the Subway roadbed could be offered to the state as a route for a new expressway connecting to the New York State Thruway at Victor. The Subway was operated on a month-to-month contract through 1955. With New York State committed to building the Eastern Expressway , the city council set June 30, 1956, as the last day of passenger operation. Rochester Transit continued to operate freight trains in

2479-549: The era of electric trolleys in Rochester. Electrification of the former Rochester City and Brighton lines was completed in the spring of 1893. In 1894, the Rochester Electric Railway was leased to Rochester Railway Company. The properties and franchises of the Crosstown Railroad and the South Park Railroad Company (both incorporated in 1889) were also absorbed into Rochester Railway Company. Growth continued as

2546-618: The last day of 1933. The Oakwood and Summit lines were closed on May 27, 1935, and the Solvay line was the only closure in 1936. The Elmwood, East Syracuse, and Midler lines were shut down on September 15, 1937, with the Minoa route following on October 11. The Court and Midland lines closed on July 31, 1938. The final route closure under New York State Railways would be the University Line on September 30, 1939. The former Syracuse Lines were reorganized as

2613-555: The last surface streetcar line in Rochester. The last day for Main East and Lake service was March 31, 1941, with Car 1208 having the honors as the last car returning to the East Main carbarn in the early morning hours of April 1. In a show of ceremony to the assembled crowds, the general manager cut the overhead wires down as the last cars rolled down Main Street, with buses following closely behind. The city of Rochester contracted with RTC for

2680-416: The new company was authorized by the city to double-track any existing single-track lines in 1890. A new line was also constructed along Pinnacle Avenue (today known as South Clinton Avenue) in 1892. During this time, the railway experimented with color coding their various routes and painting the trolleys to match. Unfortunately, it was impossible to keep trolleys in captive service to their assigned route, and

2747-622: The newest equipment on the entire New York State Railways system. The cars were transferred to Rochester Lines in 1936 to upgrade the Rochester Subway , and entered service in 1938 under new operator Rochester Transit Corporation . The Rome city lines were never successful, and the first service suspensions came to the James Street line in 1927 and the Madison Street line in 1928. All streetcar service came in Rome to an end on December 7, 1930. In 1931,

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2814-471: The opening of the Allen and Jay Street line. A new line was also built along Park Avenue from Alexander Street to Vick Park, as well as an extension along Monroe Avenue to Field Street in 1881. The railway's first foray into bus transportation was made in 1882 with horse-drawn omnibus that ran from Four Corners to the city limits on East Avenue. Additional lines were constructed along Lyell Avenue in 1883. Ridership on

2881-547: The parent company in receivership, a committee of bondholders and local supporters called for public control of the Rochester Lines. A reorganization plan was submitted to the courts in 1937, and in 1938 the new Rochester Transit Corporation (RTC) took over the operation of all former Rochester Railway Company bus and rail transit franchises. A year later, the Genesee, Lyell, South, St. Paul, Seneca Park, and Summerville lines were closed on May 23, 1939. Rochester Transit Corp. submitted

2948-495: The privately owned Syracuse Transit Corporation on November 22, 1939. All remaining streetcar lines were converted to bus by 1941. In 1972, all transit franchises were succeeded by the Central New York Regional Transportation Authority . The Oneida Lines consisted of the city streetcar lines, the Oneida Railway interurban line between Syracuse and Utica (known as the "Third Rail Line"), and

3015-472: The railroad's headquarters on State Street to Mount Hope and opened in July 1863. A second line from State Street up Lake Avenue opened the same year. By October 1863 routes had been established between Buffalo Street and West Avenue, Alexander Street and Monroe Avenue, and along Main Street. By the end of the year, 6.6 miles of track had been constructed, and the company operated 18 cars with a stable of 48 horses. Horse-drawn enclosed sleighs were substituted for

3082-401: The railway was shut down while the system was electrified and expanded. When it reopened on December 14, the operation was now 4.4 miles and included an extension to Wampsville . In 1905, the Oneida Railway leased a section of the West Shore Railroad from the New York Central Railroad for the purpose of electrifying the line for interurban service between Syracuse and Utica. A connection with

3149-536: The receivers and acquired the R&;LO and electrified it. In 1905 the Rochester and Suburban Railway was leased to Rochester Railway Company. In 1902, Rochester Railway acquired control of the Rochester and Sodus Bay Railway . The Rochester Railway and Light Co. was incorporated on May 26, 1904, to consolidate the Rochester Gas and Electric Company (not to be confused with present-day Rochester Gas and Electric Corp. ) and

3216-460: The request of the city, an extension was built from the Sea Breeze line the new Durand Eastman Park between 1911 and 1912. Up until 1912, most lines originated and terminated in the downtown business district along Main Street, which resulted in congestion and delays. A system of through routing was initiated, creating continuous trolley routes from east side to west side lines. Operational headquarters

3283-489: The same year, local service to Glen Haven ended in 1933. The Rochester and Eastern Rapid Railway shut down its interurban line to Geneva in 1930, the same day local service ended in Canandaigua. The largest streetcar line conversion came in August 1936, when eleven routes (Durand-Eastman Park, Allen, Jefferson, South Clinton, Webster, Clifford, Central Park, Goodman North, Sea Breeze, Hudson, and Joseph) were closed. The following year

3350-830: The streetcars were continued by the Copper City Bus Line and the Rome City Bus Line. It wasn't until 1948 that many parts of the former Utica Lines were reorganized as the Utica Transit Corporation . The city-owned Utica Transit Commission took over operations in 1965, which was succeeded by the Utica Transit Authority in 1974. In 2005, the transit operations transferred to the Central New York Regional Transportation Authority and its subsidiaries Centro Rome and Centro Utica . Rochester Railway Company The Rochester Railway Company operated

3417-470: The strike dragged on through the holiday season. The city appealed to the union and to RTC for resolution with little effect. As a last resort, the city council drew up plans for the condemnation and purchase of the transit lines from RTC. The union agreed to the city's terms and the strike was broken on January 25, 1969. Above the objections of RTC president William Lang, the city of Rochester selected National City Management Company of Houston, Texas, to operate

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3484-482: The transaction, the stock market crashed, and on December 30, 1929, the company was put into receivership . Increased competition from private automobile ownership and the construction of better highways forced the closure of the electric interurban railways. An application was made to abandon the Rochester and Eastern Rapid Railway in November 1929, but the court process was delayed until the following summer when an order

3551-612: The transit system. The new Rochester Transit Service began operations on May 23. Later that year, the RTS bus operations were acquired by the new Rochester-Genesee Regional Transportation Authority . The New York Museum of Transportation (NYMT) is home to several pieces of equipment once operated by Rochester Transit Corp. RTC L-2, a Plymouth ML8 locomotive used to switch non-electrified freight customers. Disassembled and awaiting future restoration. RTC "Casey Jones" Inspection Car, fully restored and operated on occasion for special events. RTC 233,

3618-400: Was acquired by the Mohawk Valley Company, a subsidiary of the New York Central Railroad set up to take control of electric railways in its territory. In 1909 the holdings of the Mohawk Valley Company were consolidated as the New York State Railways . The Rochester City and Brighton Rail Road was incorporated as a horse railway transit line on May 31, 1862. The first line constructed ran from

3685-513: Was an interurban connecting Rome, Utica, and Little Falls, constructed between 1902 and 1903. This became the busiest route, with half-hourly service on its double-track main line. The Rome City Street Railroad was merged into the Utica and Mohawk Valley Railway in 1907. The U&MV was merged into New York State Railways in 1912. The first lines to be closed were the Auburn Avenue and Oneida Street routes in 1925. That same year an amusement park

3752-491: Was approved to end all service to Geneva on July 31, 1930. New York State Railways emerged from receivership in 1934, and gradually the remaining core city lines were sold as separate operations. The Rochester Lines were reorganized as the Rochester Transit Corporation on August 2, 1938. The Syracuse Transit Corporation took over the former Syracuse Lines on November 22, 1939. The last streetcars operated on

3819-503: Was built near the main carban and shops called Forest Park, which was an immediate success, yet first to feel the effects of the Great Depression , which forced it to close in 1929. The South Woods shuttle also ended service in 1929. The Mohawk Valley Line began to show significant losses starting in 1926, and shut down on June 30, 1933. The steel interurban cars that served on the Mohawk Valley Line were purchased new in 1916, and were

3886-490: Was chartered in 1879 to construct a steam-powered railroad connecting the lakeside community of Sea Breeze with the Rochester Railway at Portland Avenue. In 1893 the RL&;O was leased to the Rochester and Irondequoit Railroad, which constructed an electric railway along St. Paul Boulevard north of Ridge Road to the lake at Summerville. In 1900 the Rochester and Suburban Railway purchased the Rochester and Irondequoit Railroad from

3953-498: Was closed in June 1929, and local streetcar service to Glen Haven ended in 1933. The Rochester and Eastern Rapid Railway line to Geneva ran its last car on July 31, 1930, the same day Canandaigua local service ended (which had been provided by a bus since sometime in the 1920s). The first streetcar line cutbacks came with the closure of the Exchange, Plymouth, Emerson, and Driving Park lines on August 18, 1929. Declining ridership followed as

4020-512: Was discontinued on February 28, 1909, by order of the local postmaster general. Rochester Railway Co. continued to extend its lines through the early 20th century to serve a growing city. The Main Street East line was extended to Blossom Road in 1906. The following year the Park Avenue line was extended along East Avenue to Winton Road. An extension of the Clinton South line was made in 1911. At

4087-404: Was elected president and kept the system running through the difficult war years. Postwar prosperity would bring labor unrest, and transit workers walked out in May 1952 in a disagreement over wages. After 23 days, the matter was sent to arbitration and operations resumed. Unfortunately, this incident would set the tone for labor relations throughout the rest of the company's history. Ridership on

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4154-629: Was formed in 1905 to manage these properties. The company also controlled the Canandaigua Gas Light Company, the Despatch Heat, Light and Power Company, and the Eastern Monroe Electric Light and Power Company. New York State Railways was incorporated on March 22, 1909, to take over the three railways and consolidate them into a single entity. A second wave of expansion followed when the Utica and Mohawk Valley Railway ,

4221-415: Was formed in the 1920s to operate bus transit lines separate from the railway. A brief experiment with trackless trolleys was made starting in 1923 on the Driving Park line. A total of 12 trackless trolleys were based out of the St. Paul Shops, but was never expanded. The last trackless trolley operated in Rochester on March 3, 1932. Bus operation was introduced in Rochester in the 1920s with the formation of

4288-420: Was granted in 1872 for the construction of a new line north along St. Paul Street, opening for service in 1873. The North Avenue line opened in 1878, running from Bay Street and connecting to the West Avenue line. That same year a ten-week strike by workers crippled the system, and when strike-breakers were brought in from New York to resume service, a riot broke out in the city. Expansion continued in 1880 with

4355-435: Was moved to Lake Avenue Station near Kodak Park in 1914. One of the last extensions constructed was an extension of the Clinton North line from Norton Street to Ridge Road in 1922. The final extension of service was constructed by the city of Rochester in the abandoned bed of the Erie Canal, and New York State Railways was selected to operate the Rochester Subway starting in 1927. The Rochester Railways Coordinated Bus Lines

4422-432: Was proposed for Plymouth Avenue, but strong opposition from the residents ended the project. Winter weather and labor unrest continued to restrict operations, however. Workers went on strike April 1, 1889. Replacement workers were brought in to maintain service, but riots broke out between the two factions on April 15. Police were brought in to put down the riots, but service did not resume until June 2. On January 21, 1890,

4489-453: Was the Green Street route in September 1927, with no replacement bus service. On May 31, 1930, the Valley via Elmwood and Valley via Salina routes were closed and not replaced with buses. The Burnet line was converted to bus operation On January 22, 1933. The West Genesee and West Solvay lines were closed on June 30, 1933. Additional closures followed on October 31 when the Dudley, Oak, and Park lines were shut down. The Liverpool line succumbed on

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