When their free ride reached its destination, they apparently were compelled to a speedy evacuation, leaving behind half a loaf of bread and a pound of bologna. They had the temerity or perhaps the good manners to write to Edmonton Radial Railway Superintendent Thomas Ferrier to thank him for the shelter and ask for the return of their food.

It was September 22, 1939 that the trolleys made their first run on Edmonton streets, launching a tradition of electric public transit in Edmonton. In the book Edmonton's Electric Transit, Colin Hatcher and Tom Schwarzkopf explain that the decision to launch a trolley bus service in Edmonton was made on a warm summer day in 1938. Thomas Ferrier, superintendent of the Edmonton Radial Railway and City Commissioner Robert Gibb hesitantly agreed to implement a recommendation by Toronto consultants that the street railway system be gradually replaced by trackless trolley coaches.

But the two men opted to go slowly, deciding to erect an experimental route, aimed at relieving a troublesome situation on Scona Hill, where the track on the unpaved roadway shifted during every rain. The first line would also retire some of the most tired city centre track on 95th Street.

The cost to implement six 40-passenger trolley buses was $263,826, including spare parts, erection of overhead electrical lines and street paving. The move made Edmonton the third Canadian city to use the modern trolley bus, after Toronto and Montreal.

The British manufacturers Associated Equipment Company and Leyland were the successful bidders, contracted to build three twin-axel trolleys apiece. Britain's preparation for war delayed shipment of the six trolleys, pushing the arrival date from July to September. The Leyland buses were to have been loaded on the RMS Athenia, Montreal-bound from Great Britain, But there was room on the Beaverford, leaving a week earlier, and so that's how the trolleys went.

Its a good thing, too, because of the historical chapter yet to come. On September 4, 1939, a German submarine torpedoed the Athenia, killing six and sending 1,400 persons into the lifeboats.

On September 12, the first two trolleys - buses 101 and 102 - arrived in Edmonton and two more were in Montreal being unloaded. A third pair was expected to dock soon unless, as the Edmonton Bulletin wryly observed, "the boat carrying them has been torpedoed."

Trial runs with the new trolleys commenced September 22 on newly completed wiring downtown and along 95 Street and 115 Avenue to the bus barns on 80th Street. The public got its first chance to ride the trolleys on September 24. Fares were ten cents cash or five tickets for a quarter and the response, as reported in the local papers, was very positive.

The city responded by launching a 15-year, $1.5-million modernization of the street railway system. By mid October, Ferrier asked city council for more buses but delays caused by the war prevented three more British-built buses from arriving in Edmonton until 1942.

With Britain effectively cut off by the war, the Edmonton Transportation System looked to American manufacturers. Three US-built Mack buses also went into service in 1943 and then eight Pullman coaches arrived in the summer of 1944.

Early in 1946, two Brill-designed trolley coaches, built by American Car and Foundry of Philadelphia, arrived in Edmonton. An Edmonton Transit historical report notes that the buses were purchased mainly because they had identical electrical equipment to a trolley coach that was to come on the market later in 1946. And the Edmonton Transportation System (as it was then called) intended to purchase a great number of them.

Forty-seven Brill coaches manufactured by the Canadian Car & Foundry (C.C. & F.) in Fort William, (now Thunder Bay) Ontario went into service in Edmonton in 1947. On September 1, 1951, Streetcar Number 1 made its final run and the system was officially retired.

The trolley then became Edmontons preferred transit vehicle of choice, accounting for more than three quarters of miles travelled. The C.C. & F. Brill trolley coaches proved to be easy to maintain and durable. In fact, no new trolleys were purchased for 20 years beginning in 1954, when C.C. & F. stopped making trolley coaches. The Brill trolleys were the workhorses until then and were gradually replaced by the Flyers that power the trolley fleet to this day.

One of the Brill trolleys was 148, a 44-seat bus which has been lovingly maintained and kept in running order, more than 25 years after the model was retired from active service. Edmonton Transit has used the bus for special events and its a real head turner.

If you grew up in Edmonton or have lived here for a long while, this bus is a connection straight to the memory bank. The red paint scheme, with its wonderful oval design elements, rounded corners and green interior evokes recollections for thousands of folks. I remember riding to my grandmothers place from downtown when I was all of five years old.

Now Edmonton and Vancouver are the only two cities in Canada that have chosen to continue using electric trolley buses. Vancouver is even expanding its system and recently placed an order for 228 wheelchair accessible trolleys from New Flyer Industries of Winnipeg. Electric trolleys were a great idea then and theyre a great idea now.

If youd like to offer your thoughts, please drop me an email at lawrenceherzog@hotmail.com

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