Though the line had a few different configurations in its time, this look will focus on its last setup.  In this routing, the line originated from a loop on the Southwest corner of Monument and Kresson Streets, where, in its last few years, it connected with the "V" bus to Armistead Gardens.  From here, the line tracked east along Monument Street, passing through dense blocks of rowhouses, a commercial district that includes the Northeast Market, and the Johns Hopkins Hospital.  From here, continued east before using Gay and Baltimore Streets in Downtown to reach Light Street, where it turned South to head into South Baltimore, passing down narrow Light Street in Federal Hill, and then tracking west on Heath Street (and returning via Barney) to access Hanover Street, whose bridges across the Middle Branch and Patapsco River would land the cars in the heart of Brooklyn, a moderately populated area.  Cars then turned onto eastbound Patapsco Avenue before reaching Fairfield Junction, where cars destined for Fairfield would use a roundabout loop to serve the many industries in the Fairfiield area.  Cars headed for Curtis Bay sailed down straight Curtis Avenue to loop at Ceddox Street in a mixed residential and industrial area.

Here now, is a brief tour along the remnants of the #6 streetcar line.

At the site of the Monument and Kresson Streets Loop in East Baltimore, the rail is still very much in evidence under the paving, and its path is easily traced as it curves about to return westward.	Downtown, a set of overhead hooks is still firmly secured to the 1929 Baltimore Trust Building, though the cars used this overhead arrangement for less than 20 years.
1. On the Fairfield branch of the line, a severed pole still rests to tell of the power it once helped to supply the line with.  The #6 line tracks passed beneath the bridges in the backdrop, and diverged with the entering track following the road, and the returning track coming straight from the right center of the frame to track directly back beneath the bridge.	2. The rail on Fairfield Road was never covered at all, and in many spots looks perfectly usable should the streetcars end their 55 year hiatus of service.
3. Though the rail is far less passable on dirty Brady Street in Fairfield, there was still no formal effort to cover or remove it.	4. Leaving the Fairfield Loop, and returning to the last stretch of right of way through the area to meet the main Fairfield branch, the line came from off of Sun Street in Fairfield, the curving rails of which are still easily seen poking through the paving.
On the Curtis Bay Branch on Curtis Avenue, despite the best attempts to cover the rails, they insist on coming out, much to the dismay of motorists.	Click on this map for a diagram showing the Fairfield configuration, and numbered photo ticks.  The Curtis Bay branch is seen trailing South on the lower left.

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