Original Streetcar Routes

North Fifth Street Line
Beginning at North 11th (Midland Boulevard) and Division, cars proceeded on paved single track along the center of the street to 10th, moving to north side of the street on private right of way to 6th. Private right of way continued, crossing the Suburban railway, turning onto 5th with middle of paved street track beginning at North O and proceeding to Garrison. Passing sidings were near N, K, and G Streets. In early years the cars went to the foot of Garrison at First Street, at times service ended at the loop comprised of a track surrounding the block bordered by Garrison, No.2nd, North A, and No.3rd. The Fifth Street line was later combined with the Little Rock Avenue line, when cars operated on Division and Fifth as described, heading east on Little Rock Avenue line. Still later, the Fifth Street cars moved as described to Garrison, and then headed out Towson Avenue as a combination with the Park Hill line during final years.

Eleventh Street - Van Buren Line
From foot of Garrison on double tracks in center of paved street to Texas Corner, cars turned onto 11th where the same style double tracks extended to a point where Midland Boulevard now begins, continuing double track private right of way in the center median strip to Waldron Road, crossing the Suburban railway, junctioning with the rock crusher spur at Q Street, Fifth Street line at Division Street, the car barn at Kelley Highway, the Frisco connection diverging at a point near Plum Street, and a siding near the entrance to Electric Park. At Waldron Road, the route became single track private right of way along the west side of the roadway to the Van Buren Bridge, where double tracks set in bridge pavement carried the line across the bridge, followed by single track extending across the viaduct, entering middle of pavement on Van Buren's Fourth Street west to Main, north to East main, east on East Main, north on Fifteenth, east on Poplar, north on 20th, parallel to Frisco tracks on a private right of way, east on Alma Boulevard, south on Arkebauer Lane, and east on private right of way to the smelter. There was a passing track near 17th on Poplar. Except when smelter operation required through-service operation, local Van Buren service came from the so-called stub car moving between Fourth Street and the smelter. A spur located at Fourth and Main permitted passing when needed.

South Fort Smith Line
From foot of Garrison, the route extended to Texas Corner on double track center of paved street, south on Towson on single tracks to Rogers, double track to South A, single track to Dodson, passing junction with the Park Hill tracks at South H Street. At Dodson, tracks moved to the west side of the roadway for private right of way, passing Arkoma line junction at South W Street, turning east on Fresno to Jenny Lind Road where tracks connected with Park Hill line at the fairgrounds. Continuing south along the side of Jenny Lind, crossing Suburban railway, extending south on private right of way, turning east on Savannah, and south on 31st to run along the side of the street to the South Fort Smith depot. Although the route is described as running along certain streets in this outline, practically all the route beyond the Suburban crossing was on private right of way. Although there were rutted and un-paved paths where motorists sometimes drove parallel tithe tracks, most of what we know, as streets along the South Fort Smith line were not streets during the years of Light & Traction service.

Arkoma Line
From a terminal situated at various times at the foot of Garrison, Texas Corner, and finally Texas Road and South W Street, (Texas Road became Towson) Arkoma service used tracks of the South Fort Smith line to the junction at South W Street. From the junction, Arkoma tracks diverged southwest descending a grade on private right of way, then turned west crossing Missouri Pacific tracks at grade. Proceeding west on what became Arkoma Road, the route crossed the Frisco at grade, extended around a hill some distance south of Schulter, continued south and west roughly parallel to Lowery and crossing that thorough fare near Blocker Street, continuing south on Choctaw, southwest on Gillette, turning onto Osage, onto LeFlore, and terminating on Eames, only a short distance from the Poteau River. Much of the Arkoma line has become automobile roadways.

Park Hill Line
Beginning at the foot of Garrison, but at various times using the 3rd Street loop, service began at first out Garrison to 13th, continuing out Little Rock Avenue, turning south on 21st onto single track as far as South H Street. When tracks were constructed on South H, Park Hill service diverged from Garrison at Texas Corner, proceeding south on Towson, east on H Street with single track extending along the center of the pavement, for connection with the track on South 21st Street, continuing south on 21st to Dodson. There were passing sidings on H, between 17th and 18th, and when required, cars met at the junction on 21st and H Streets. South of Dodson on 21st, park Hill cars moved on private right of way situated on the west of the curb as far as South W Street. With construction of the fairgrounds, Park Hill track was extended from W Street south to a connection with the South Fort Smith line. Anticipating increases in fairground traffic, a second track was installed situated on the east side of 21St between Dodson and South W Street, extending further in concrete pavement to South X, and on private right of way southward to a point beyond what now is called Dallas Street at the fairgrounds. Following fairgrounds bankruptcy, the west track from Dodson to the fairgrounds was removed. With abandonment of the Little Rock Avenue line, track between that line and H Street along 21st was removed. With South Fort Smith line abandonment, track between the fairgrounds and South W was pulled up, leaving only a single track route via Towson, South H, and South 21st Street toward Park Hill service. Final period of Park Hill operation was as a combination with the North Fifth Street line, with cars moving between 11th and Division to 21st and South W Street in a continuous route.

Little Rock Avenue Line
Service began at the foot of Garrison, extending east on double tracks to 13th, and further east on Little Rock Avenue, passing junction with the Park Hill line at 21St. Double track ended just east of 23rd, single track continued to Greenwood, where the line turned south on private right of way at the east side of the curb line, with track ending at Oak Cemetery.

Grand Avenue Line
Beginning at the foot of Garrison, service extended to 13th, where cars turned northward on double tracks extending almost to D Street, further extending on single track, turning east on to Grand Avenue, passing a junction with the North E Street line. Continuing eastward on Grand, the route ended at Albert Pike Road. Passing sidings were at 16th, and 32ndand track crossed the Suburban railway near 31st Street.

North E Street Line
From the foot of Garrison, cars moved over the same tracks as the Grand Avenue route to a junction at Grand Avenue and North E Street, diverging to the latter street to continue on center of paved street tracks onto Blackburn, turning south on May, and east on Park to cross the Suburban railway. Continuing east with tracks on private right of way beside the roadway, the North E Street line terminated at Albert Pike Road. Passing sidings were situated near 17th and near Lecta Avenue.

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