By Joanne Bailey-Boorsma
joanne@wktv.org
Recently, Grand Valley State University commemorated remnants of the interurban railway tracks on its downtown campus, rails that once connected to a station in the City of Wyoming that served as a key connector for those wishing to travel to the lakeshore or Kalamazoo.
Started in 1901, the electric transportation system, called the Grand Rapids, Holland, and Chicago Railway, started with a line to Holland and in the following year, 1902, added a Muskegon line. Delayed by politics, the line to Kalamazoo was completed in 1915 by the Michigan Railway Company. Passengers of the interurban could make the decision of if they were heading west or south at a station near Lee Street and Grandville Avenue (now Chicago Drive), located in the City of Wyoming.
“It was located by the old Kelvinator building,” said David Britten, who is with the Wyoming Historical Commission. This made sense since the home appliance manufacturer would open its doors in 1914 with the interurban providing an easy way for residents to get to the plant for work.
There were several stops in the City of Wyoming. If you took the route toward Holland, the interurban would stop at Beverly Hills, Wyoming Park, and Elmbrook neighborhoods. Businessmen took advantage of those route stops to promote bungalow-style homes, spurring growth within the City of Wyoming. Take the interurban to Kalamazoo, which ran along side Divisions Avenue, and it would stop on 50th Avenue in the Kelloggsville neighborhood and 54th Street before heading on to Cutlerville as the train made its way to Kalamazoo. Today Consumer’s Energy power lines follow the old Kalamazoo route.
Britten said you can see the interurban route through a Google map overview, but that little remains of the actual tracks.
“In many places, they just paved right over the tracks,” he said, adding the tracks would have run behind the current Godfrey-Lee athletic fields. Some years ago, owners of the property dug up the remaining tracks and pieces, which Britten said he did salvage a few items.
But the tracks contained within a brick inlay on the Mount Vernon pedestrian pathway on GVSU’s Pew Grand Rapids Campus, are more than likely the last stretch of any interurban tracks in West Michigan, according to a GVSU historian.
The exhibit placed above the tracks uses images and text to explain the interurban system and its impact on the region. The piece also gives related historical context for the time, such as how the Grand River was a “working waterfront.” According to Britten, the interurban would travel across the now cement bridge that is a pedestrian crossing for residents to and from the Gerald R. Ford Presidential Museum. From there it would make its way south along Grandville Avenue, passing through the car holding area that is now where Grand Valley State University’s downtown campus is located.
At the heart of the commemorative project is a core narrative that is important to the community, said Nathan Kemler, GVSU director of Galleries and Collections, who helped lead the effort to create and install the piece.
“One reason this project is so impactful is that it was an early sustainable transportation method that was rooted in equity,” said Kemler of the themes captured in the exhibit that is part of the GVSU Art Gallery. “Anybody could ride the Interurban, and it would take you into the city or outside of it to Lake Michigan, Lake Macatawa, or farms.”
Kemler noted that someone could take the Interurban from Grand Rapids to Lake Michigan, then board a steam ship for Chicago, and it was all done through electric power.
Learning about the prevalence of such green technology long ago is eye-opening for students, said Matthew Daley, GVSU professor of history, who was the key researcher on the project.
“Students are stunned that there was this huge integrated network of electric freight and passenger service that then tied into a citywide network of street cars,” Daley said. “You could take an interurban that produced no soot, no dirt, and at some point on West Michigan lines reach over 70 mph.”
In fact, reporters who road the Kalamazoo route noted that the train could cover 47 miles between Grand Rapids and Kalamazoo in 44 minutes, according to the book “The Street Railways of Grand Rapids,” by Carl Bajema and Tom Mass.
“It ran really well until Americans discovered in the 1920s that they liked cars,” Daley said.
The paving of roads would help to establish the American car industry. By 1926, the Grand Rapids, Holland and Chicago Railway was sold at auction. Britten noted that in 1927, the United Suburban Railway was organized to restore car service from Jenison to Grand Rapids.
“It was called the shortest track with the most stockholders,” Britten said with a laugh. The seven miles of track had 700 stockholders. The United Suburban Railway would last until about 1932.
Daley and Kemler both said the story of the interurban gives important insight into fleeting economic conditions, how people come together, the environmental impact on the Grand River and how the community has evolved.
“This is about the changing landscape of Grand Rapids itself and understanding this location before the Grand Valley campus was here and before downtown was revitalized,” Kemler said.
There are no markers in Wyoming of the former interurban, which Britten said it would be nice if a marker was placed. There is only a small portion of the interurban that is part of the walking/bike trail Oxford Trail, which is in Grand Rapids. The Oxford Trail does cross over the old swing bridge the interurban once used, according to Britten.
