Monroe Shops

2111 S. Corinth St., Dallas, TX
Monroe Shops is significant for its association with the influential period of interurban railway travel in Dallas, and surrounding cities. Monroe Shops is a significant example of a utilitarian building, constructed on a colossal scale compared to other interurban maintenance buildings built in the country at the time. Monroe Shops is the only remaining example of an interurban railway maintenance facility in Texas. Built in 1914, it remains a visual reminder of the era of interurban rail travel and continues its association with that theme as light rail travel begins its resurgence in the city of Dallas. It is nominated for listing in the National Register of Historic Places under Criterion A in the area of Transportation, with a period of significance from 1914 to 1948.

The Texas Electric Railroad
The introduction of rail travel in North Texas in the early 1870s played a vital role in the expansion of the transportation industry and made previously inaccessible areas part of a larger network of trade and development. Before the arrival of railroad transportation, Dallas mainly served as a prosperous agriculture-based town. The key to economic expansion in Dallas in the 1870s was better transportation into and out of the city. Since early attempts to navigate the Trinity River were unsuccessful, businessmen turned to secure rail service. The first two railroads to come to Dallas were the Houston and Texas Central (H. & T. C.) in 1872 with its 122-mile line from Bremond, and the Texas and Pacific (T. & P.) in 1873 with its vital line from Houston and Galveston (Solamillo 1999:item 13, page 1; TSHA 2006). The H. & T. C. finished an additional 74-mile line to Sherman and Denison in 1873 where it connected with the Missouri, Kansas & Texas (M. K. & T.) Railroad, which extended to St. Louis. The same year, the T. & P. completed an 82-mile section from Longview to Dallas that intersected the H. & T. C. line at North Central and Pacific avenues. The location of the railroad crossroads led to the construction of the Union Depot at the H. & T. C. rail yard. By 1881 two other railroad lines extended service to Dallas. The Gulf Coast & Santa Fe (G. C. & S. F.) Railroad, and the M. K. & T. through the acquisition of the Dallas & Wichita (D. & W.) Railroads, each began direct service to the city.

Dallas became one of the first rail crossroads in Texas and found itself in a strategic location for the transportation of products to northern and eastern destinations (TSHA 2006). Dallas established itself as a center of commerce, providing a hub for trade in cotton, wheat, buffalo hides, and other raw materials. By 1885, Dallas supported five railroads carrying both passengers and freight (Dallas Public Library 1992:138). As the businesses, trades, and railroad grew, so did the population of Dallas and nearby towns such as Denison, Sherman, and McKinney to the north, and Corsicana, Ennis, Waxahachie, Hillsboro, Hutchins, and Waco to the south. Included in the population boom were farmers wishing to relocate to the area, and immigrants hoping to find work in the expanding market (Dallas Public Library 1992:64). The nearby agricultural towns established a symbiotic relationship with the city of Dallas. The increased economic opportunity allowed farmers to increase production, and the increase in farming brought greater prosperity to the city (Dallas Public Library 1992:128). In the late nineteenth century, local businessmen sought to compete with the steam-powered locomotive business that was flourishing in and around Dallas and help the city achieve its goal of establishing itself as the primary railroad hub of North and Central Texas. Waco was also becoming a major hub of railroad transportation and was providing competition for Dallas in the lucrative cotton market. These factors, along with the real estate development opportunities that followed, provided the incentive for locals to begin the construction of a local or "interurban" rail system (Solamillo 1999:item 13, page 1).

Shortly after the establishment of the first railroad line through Dallas, the first streetcars were run in the city. The Dallas City Railroad, built by charter in 1871 and inaugurating service on 7 February 1873, completed a one and one-third-mile line running along Main Street from the Dallas County Courthouse to the H. & T. C. station. Mules operated the two streetcars on the Main Street Line, which when founded had an operating capital of $1000.00 (Dallas Daily Times Herald 1919; Dallas Public Library 1992:140; Solamillo 1999:item 13, page 1). Other streetcar companies operating interurbans, included the Dallas Street Railroad Company (1875), the Ervay Street Railroad Company operating the Commerce & Ervay Line (1876), and the Dallas Belt Street Railway Company operating the Belt Lines (1884). These first four companies merged in 1887 into the Dallas Consolidated Street Railway Company (Dallas Public Library 1992:140). Other companies including the Dallas & Oak Cliff Railroad Company (1887), the Dallas Rapid Transit Railroad Company (1888), and the North Dallas Circuit Railroad Company (1889) utilized steam locomotives to move streetcars. Electrified streetcars began being utilized in 1890 with the development of an electric and traction system by Frank Sprague, a former assistant to Thomas Edison. Sprague's system introduced overhead catenary poles that carried an electrical current throughout the rail line (Solamillo 1999:item 13, page 2). The Dallas lines were run by a direct suspension system within the city limits and towns, and simple catenary poles were used along the private right-of-way. The trolley wire used was 000 gauge grooved copper wire suspended 19 feet above the rails (Myers 1982:15).

Most of the investment capital raised to develop the many Dallas streetcar lines was local, but as the opportunity for financial gain was recognized, outside investors became increasingly involved in the transportation business. Stone & Webster was an electrical engineering firm out of Boston that became directly involved in the expansion of the electric streetcar system throughout the Dallas area. Stone & Webster was formed in late 1889 by Massachusetts Institute of Technology graduates Edwin S. Webster and Charles A. Stone. By 1910, the company had financed, engineered, constructed, and managed electrical generating facilities in Texas, Georgia, and Washington and "claimed the design, engineering, and construction of some fourteen percent of the nation's total electric generating capacity in addition to managing a large number of small electric light companies and street railway systems" (Solamillo 1999:item 13, page 2).

The first electric interurban streetcar system to be used within the city limits of Dallas was operated by the Northern Texas Traction Company (N. T. T.), formed in 1902 (Dallas Public Library 1992:140). The N. T. T., which also operated the street railway system in Fort Worth, was owned and operated by Stone & Webster. The line extended from Dallas and Forth Worth, and was later extended to Cleburn (Brewer 1989:1). It also served the towns of Oak Cliff, Cockerell Hill, Arcadia Park, Grand Prairie, Arlington, and Handley. The establishment of the rail lines operated by Stone & Webster brought competition to J.F. Strickland. Strickland, who concentrated his efforts in North Texas and constructed, owned, and operated electric generating plants in Bonham, Cleburne, Hillsboro, Sherman, Temple, and Waxahachie, also established Texas Power & Light (T. P. & L.) in 1912 (Myers 1982:35; Solamillo 1999:item 13, page 2).

In a natural shift from operating electric power plants to electric railway lines, the J.F. Strickland Company, later known as the Texas Traction Company (1906), began promoting an electrical railway to connect Dallas and Sherman in 1905 (Myers 1982:15). The company bought controlling stock in the Denison and Sherman (D. & S.) Railway in 1909. The D. & S. Railway had been chartered in August of 1900, and by 1901 a line ran from Denison to Sherman (Varney 1975:5). With Strickland's purchase, a complete rail connection was made from Denison (approximately 75 miles by rail north of Dallas) through Howe, Van Alstyne, Anna, Melissa, McKinney, Allen, Plano, and Richardson to downtown Dallas. This line was designed and constructed by Fred A. Jones Company of Dallas, with Stone & Webster acting as the consulting engineers (Myers 1982:15).

Stone & Webster's Dallas Southern Traction Company, later shortened to Southern Traction, won a bid against Strickland to extend a line south of Dallas to Waxahachie, but Strickland bought this for $1,000,000.00 in 1912 and carried out the plans to extend the rail line to the south. In 1913 two lines extended south: one line to Waco, and one line to Corsicana (Brewer 1989:4; Myers 1982:38). Stops along the 151-mile line included Lancaster, Hillsboro, West, Ferris, and Ennis (Solamillo 1999:item 13, page 2). Southern Engineering & Construction Company of Dallas did most of the actual construction of the Waco and Corsicana lines, with Burr Martin as president, and Luther Dean as vice president and chief engineer (A 151-Mile, 1200-Volt Line in Texas 1914:10).

Three stations serviced riders of the Dallas interurban streetcars. A terminal at 1316 Commerce Street served Strickland's Texas Traction line. Stone & Webster operated the N. T. T. terminals at St. Paul and Commerce Streets and at Jefferson and Wood Streets (Myers 1982:29; Solamillo 1999:item 13, page 2). In 1912, Strickland purchased the G. C. & S. F. Depot for $750,000.00 to renovate the building for use as an interurban union terminal building that would serve all of the interurban lines in the city. In keeping with the competitive nature between the two companies, Stone & Webster through the Dallas Interurban Terminal Association built a new union terminal building on a site bound by Jackson, Wood, Young, and Browder (Market) Streets. The Interurban Union station at 1500 Jackson Street (now known as the Interurban Building) was designed by Stone & Webster architects and began construction in 1915. Completed on 1 September 1916, the eight-story Beaux Arts building featured a passenger station, offices for Stone & Webster and the other interurban companies operating in Dallas, retail space, and a power substation in the basement. Among the 62 corporate tenants in the building listed in the 1917 Dallas City Directory, were Stone & Webster, Dallas Electric Light & Power Company, Dallas Consolidated Electric Street Railway Company, Rapid Transit Railway Company, Metropolitan Street Railway Company, the Interurban Terminal Association, Southwest General Electric, T. P. & L., Rio Grande Development Company, Empire Realty Company, Texas Land Securities Company, Southern Products Company, and the former Texas Traction and Southern Traction companies that merged to form the Texas Electric Railway (T. & E.) in 1917 (Solamillo 1999:item 13, page 2-3; Varney 1975:6). One month after the Interurban terminal opened, the Dallas Union Terminal opened its doors to serve the seven steam railroads that had lines through the city (Solamillo 1999:item 13, page 3).

Mergers and purchases took place throughout the life of the Dallas interurban system. Not the least of these was the merger of Texas Traction and Southern Traction companies to form the Texas Electric Railway. Chartered in July 1916, Texas Electric was overseen by President J.F. Strickland. Texas Electric used Monroe Shops extensively in one of its first major endeavors, the re-lettering of the cars to reflect the Texas Electric name and the adaptation of Dallas Southern Traction passenger cars into Texas Electric parlor cars (Myers 1982:53).

In 1917, only three carriers operated in the city. These were the N. T. T., the T. & E., and the Texas Interurban Railway Company (T. I.) which all together operated on 334 miles of track (Solamillo 1999:item 13, page 3). By 1919, the electric railway system utilized 188 cars for active operation, employed 1,050 people, and was valued at $8,763,259.07 (Dallas Daily Times Herald 1919). Additional companies were added later, including the Dallas Railway & Terminal Company, which established a line from Dallas to Terrell (1923) and a line from Dallas to Denton (1924) (Dallas Public Library 1992:140).

The Texas Electric Railway, at one time the longest interurban railway west of the Mississippi River, officially operated from 1917 until 1948. It provided both passenger and freight service to North Central Texas. Centered in Dallas, the Interurban line, as it was known, serviced 226 miles of track along three lines. These went to Denison and Sherman, Ennis and Corsicana, and to Hillsboro and Waco, bringing buyers to Dallas markets and transporting workers downtown (Spurr 2001; Solamillo 1999:item 13, page 1).

The Texas Electric Railway was part of the state of Texas's 500-mile electric interurban railway industry. Most of the track was in place by 1913, supplementing the need for passenger service between cities and larger towns that were inaccessible by the steam railroad (TSHA 2005a). In addition to passenger and freight service, the rail provided streetcar service to surrounding towns. Streetcar tracks were used to reach the downtown Dallas terminal at 1316 Commerce Street, and this detail was detrimental to the success of the Interurban. The use of streetcar rails prevented the use of freight cars once Texas Electric began to develop a carload freight business in 1928 (Dallas Public Library 1992:140-141).

The use of the Interurban system in Dallas peaked in the 1920s when 250 local and limited interurban cars passed through the Interurban Terminal. Ridership declined during this period, however as the affordability of the personal automobile increased. In 1921 Texas Electric lost $500,000.00. To help recover the losses in ridership the line began transporting freight and offering mail service, and by offering express cars and parlor cars, but this did not have the necessary effect, and by the late 1920s the company annually lost over $1,000,000.00 (Myers 1982:61, 80; Solamillo 1999:item 13, page 9). After the stock market crash of 1929 and the ensuing depression that followed until 1933, the Texas Electric Railway's income decreased further and passenger figures continued to decrease. The company went into receivership in 1931, and in 1936 sold its electric generating facilities and became the Texas Electric Railway Company (Brewer 1989:11; Dallas Public Library 1992:140-141). Business slowed even more on the Interurban in the early 1940s, and in 1941 the Corsicana branch was abandoned (Myers 1982: 95). The rest of the system operated through World War II, which with the resulting rationing of gasoline had a positive effect on the Interurban. By 1942, however, the Texas Electric Railway was the only independent interurban line still operating in Texas. With an increase in bus travel and automobile traffic, the use of the Interurban continued to decline until it made its final run on 31 December 1948 (TSHA 2005b). The Interurban Terminal was converted to a union bus terminal (Solamillo 1999:item 13, page 10) while Monroe Shops participated in converting many of the Texas Electric cars to scrap (Myers 1982:113).
Local significance of the building:
Transportation

Listed in National Register of Historic Places in 2007.

The National Register of Historic Places is the official list of the Nation’s historic places worthy of preservation. Authorized by the National Historic Preservation Act of 1966, the National Park Service’s National Register of Historic Places is part of a national program to coordinate and support public and private efforts to identify, evaluate, and protect America’s historic and archeological resources.

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The cattle industry played a significant role in the development of Texas, with cowboys driving cattle from Texas to railheads in Kansas during the late 1800s and early 1900s.
Dallas County, located in northern Texas, has a rich history that has contributed to its growth and significance. Here is a concise summary of its historical journey:

Established in 1846, Dallas County played a crucial role in the development of North Texas. The county's namesake, George Mifflin Dallas, was the Vice President of the United States at the time. The city of Dallas, the county seat, quickly emerged as a center for trade and commerce due to its strategic location along major transportation routes.

During the late 19th century, Dallas County experienced rapid economic growth driven by industries such as cotton, railroads, and cattle. The city of Dallas became a major hub for cotton trading, attracting business and establishing itself as a prominent financial center in the Southwest.

In the 20th century, Dallas County continued to evolve and diversify its economy. The discovery of oil in the nearby East Texas Oil Field in the early 1900s led to the development of the oil industry in the region, contributing to the county's prosperity. The county also played a significant role in the aerospace industry, hosting the headquarters of major aerospace companies and contributing to the growth of aviation technology.

Dallas County's cultural landscape reflects its vibrant and diverse population. The county is home to a wide range of cultural institutions, including museums, art galleries, theaters, and music venues. Dallas County also played a notable role in the civil rights movement, with important milestones in the fight for equality and integration.

Today, Dallas County stands as a major economic and cultural center. It boasts a robust economy supported by various industries, including finance, technology, healthcare, and telecommunications. The county is known for its thriving arts scene, professional sports teams, and diverse culinary offerings.

With its rich history, economic vitality, and cultural significance, Dallas County continues to shape North Texas as a dynamic and influential region.

This timeline provides a condensed summary of the historical journey of Dallas County, Texas.

  • Pre-19th Century: The area was originally inhabited by various indigenous tribes, including the Caddo, Wichita, and Comanche.

  • 1839: Dallas County was officially established and named after George Mifflin Dallas, the Vice President of the United States under President James K. Polk.

  • Mid-19th Century: Dallas County experienced significant growth with the establishment of Dallas as a trading post and the arrival of settlers drawn by the opportunities in trade and agriculture.

  • Late 1800s: The county prospered with the expansion of railroads, particularly the Texas and Pacific Railway and the Houston and Texas Central Railroad, which solidified Dallas as a major transportation hub.

  • Early 20th Century: Dallas County saw a surge in economic development and urbanization. Industries such as oil, cotton, banking, and manufacturing fueled the city's growth.

  • 1960s: Dallas County gained national attention due to its role in the civil rights movement. The city of Dallas was the site of the assassination of President John F. Kennedy in 1963.

  • Late 20th Century: Dallas County continued to experience rapid growth and diversification, becoming a major center for business, finance, and telecommunications. The county is known for its vibrant arts and cultural scene, including the Dallas Arts District.

  • Today, Dallas County is the second-most populous county in Texas and home to the city of Dallas, a thriving metropolitan area.