[1] The ERR's name stemmed from its radial, or "out-and-back", model; all streetcar lines converged at Jasper Avenue and 101 Street, and radiated outward to various areas of the city.

[3] Motormen, conductors, and other streetcar workers unionized in 1911, under the banner of the Amalgamated Association of Street and Electric Railway Employees of America (ATU) Local Division No.

[6] In September 1915, H. Milton Martin chaired an investigation which found that the ERR had suffered from notable financial mismanagement which created its deficit.

[6] The Martin Report made several recommendations, including a reduction of assets, lowering its operating expenditures, and transferring the ERR to an independent commission.

[6] The ERR was paralyzed by a severe blizzard on January 30, 1916; the poor conditions were exacerbated by reductions in track inspections due to budget cuts, and only one of the two snow sweeper cars working.

"[6] Calls to privatize the ERR peaked in late 1916, but Mayor William Henry countered that newer extensions had already recouped their costs.

On August 31, 1917, ERR employees voted to strike after the city offered only minor concessions in response to their demands for increased wages, in the wake of one-man streetcar service commencing.

[6] The strike ended on September 11, when most employees agreed to the city's terms and returned to work; Edmonton still refused to recognize the union, or to negotiate an agreement with it.

This was largely because passengers tended to remain on the streetcars for long periods of time, and many routes went through sparsely populated parts of Edmonton, such as single-track portions that served meatpacking plants in the city's fringes.

[6] However, Wilson warned that "streetcars everywhere are a declining industry," predicting that the rising number of privately owned automobiles would slow the growth of transit usage.

[10] Commissioner Gibbs and ERR Superintendent Thomas Ferrier opted for a gradual shift away from streetcars; both to make sure ridership was positively impacted by the change, and also to see how riders reacted to the trolley buses.

[10] The trolley buses proved highly successful when they began service, with the peak passenger load increasing by 100% instead of 50% as planners had anticipated.

[6] This unanticipated demand forced the ERR to order three additional trolley buses, and make the route shorter than planned to reduce the number of people using use it.

[6] Blatchford Field was chosen by the British Commonwealth Air Training Plan to host an observer school and an elementary flight training school, and Edmonton served as a key stopping point for Lend-Lease aircraft travelling from the United States to the Soviet Union; thousands of Edmontonians became employed in the aircraft repair sector.

Local workers and American soldiers alike primarily relied on the Edmonton Radial Railway to get around the city, and the ERR's ridership spiked by 40% between 1940 and 1942.

[6] Edmonton was forced to build new tracks to provide high-in-demand streetcar service to Aircraft Repair Ltd, which employed approximately 3,000 residents.

28 caught fire in 1943, the ERR opted for a lengthy three-year refit instead of scrapping it, due to the severe shortage of rolling stock.

[6] The ERR reintroduced conductors on October 4, 1943, many of whom were women called conductorettes, to sell tickets and issue transfers on streetcars that served busy routes.

[11] The first day of the program was declared an "unqualified success" by transit Superintendent Thomas Ferrier, and the Edmonton Journal noted that "observers were impressed by the alertness with which the women operated the rear doors and sold tickets.

[6] The royal blue streetcar, which had a capacity for 2,000 books and was fitted with wooden bookcases that were secured to its walls, entered service in October 1941.

[11] Transit union members unanimously passed a formal motion of thanks on May 28, in-part stating that the conductorettes were: "soldiers of real merit on the home front by helping to master successfully a terrific transportation job.

[5] Snow and ice were compacted into piles by the skidding wheels, causing the streetcar to leave the track and lurch over the right-hand side of the bridge.

Adams was located later that same day; he sustained only a few minor injuries in the crash, helped other victims leave the wreck, then departed the scene after glancing at his watch and remarking "Goodbye, I have to get to work.

"[15] The investigation into the incident was marred by controversy, after the Mayor barred city-employed witnesses from testifying at an inquiry; he claimed that this was to protect the city in case it was sued by the injured victims.

Officials speculated that Ostrander could have tripped his streetcar's electric circuit by performing an emergency stop while the air brakes were still applied.

[20] Motorman Peter Packham was reversing his empty streetcar on a wye in order to start a new run on the Red and White route when one of the suspects, estimated to be between 18 and 20 years old, pulled the trolley pole off of the overhead wire.

[20] When Packham, who had approximately $60 in cash and tickets, disembarked to put the pole back, he saw a man standing on the track; the suspect pointed a sawed-off .22 caliber rifle at him and told him to "stick them up.

[20] At the same location on April 7, 1934, Motorman George Ferguson was hit on the head and knocked unconscious while he was raising his trolley pole; the assailant was not found, nor was any money stolen.

On November 5, 1930, Motorman John McAllister was held up at 118 Ave. and 124 St.[20] Three youth suspects were later arrested and convicted, having been caught with $21 in stolen cash and tickets.

[21] Onlookers and passengers tried to free him, but it took street railway employees using large jacks, and a crane contributed by members of a nearby Jesuit college, until 7:30 AM to release him from the wreckage.