Indiana Railroad

This article is for the electric interurban railroad of 1930-1941. For the currently operating freight railroad Indiana Rail Road see Indiana Rail Road.

Indiana Railroad Interurban
Locale	Indiana
Dates of operation	1930–1941
Track gauge	4 ft 8 1⁄2 in (1,435 mm) (standard gauge)
Headquarters	Indianapolis, Indiana

The Indiana Railroad (IR) was the last of the typical Midwestern United States interurban lines. It was formed in 1930 by combining the operations of the five major interurban systems in central Indiana into one entity. The predecessor companies had all previously come under the control of Midland Utilities, owned by Samuel Insull. It was Insull's plan to consolidate the Indiana interurban network, modernizing the profitable routes and abandoning the unprofitable ones. With the onset of the Great Depression, the Insull empire collapsed and the Indiana Railroad was left with a decaying infrastructure and little hope for overcoming the competition of the automobile. During the 1930s the Indiana Railroad's lines were all abandoned one by one until a fatal wreck in 1941 put an end to the last operation of interurbans in Indiana.

Predecessor Companies

Map of the Indiana Railroad showing predecessor lines.

The late 1890s was a time of horsedrawn carriages and wagons pulled along roads of ruts, dust, and mud, so the arrival of the streetcar was appreciated. A number of streetcar lines that started prior to 1900 in Indiana grew into hundreds of miles of interurban lines networked across Indiana by 1910. "When before we had moved by horse and carriage we now rode on plush seats to places 20, 30, even 50 miles distant." In 1930, this unprofitable network formed the new Indiana Railroad interurban. The plan was to increase both passenger and freight business and profits. A brief description of these IR predecessors follows.

Union Traction Company

The Indiana Railroad was created on July 2, 1930 when Midland Utilities purchased the Union Traction Company of Indiana and transferred ownership to IR. Union Traction (UTC) was the largest interurban system in Indiana with 410 miles (660 km) of interurban trackage and 44 miles (71 km) of streetcar lines in Anderson, Elwood, Marion and Muncie. UTC was created in 1897 to operate an initial line between Anderson and Alexandria, and in 1902 came under the control of the Schoepf-McGowan Syndicate. UTC purchased or leased several neighboring interurban lines in short order: the Elwood and Alexandria was bought in 1903, the Indiana Northern in 1905, the Indiana Muncie Hartford and Fort Wayne was leased in 1906, and also in 1906 UTC purchased all of the Dayton and Muncie's trackage in Indiana. In 1910, UTC had a very bad wreck at Kingsland. Two wood bodied cars impacted head on with one "telescoping" into the other, with over forty fataities. This was considered to be the worst interurban accident in the history of interurban transit. UTC absorbed the Indianapolis New Castle and Toledo in 1912 and extended its trackage from New Castle to Muncie. UTC went into decline in the 1920s along with the other Indiana interurban systems and in 1925 entered bankruptcy. It survived its bankruptcy whole, though, and passed into IR control in 1930 intact.

Interstate Public Service

At the same time as UTC was acquired, three other systems already owned by Midland Utilities were put under the control of IR. The largest was the Interstate Public Service Company (IPS), which was reorganized as an independent company known as Public Service Company of Indiana but was operated under the auspices of IR. The IPS operated the line from Indianapolis to Louisville, which had been built between 1896 and 1907 under a variety of small independent lines. Through service between Indianapolis and Louisville was inaugurated over these separate lines in 1908, but it was not until 1912 that ownership of the different segments was consolidated and IPS was created. During the 1920s, IPS modernized its fleet of cars extensively. It operated extensive passenger services from Indianapolis to Louisville and operated suburban services around Louisville. By 1930 it was one of the strongest of the Indiana interurban lines. IPS operated three car overnight sleeper trains each way between Indianapolis and Louisville during the years before the Great Depression. The all-steel interurban sleeper cars, traction controls and motors removed, were purchased and used into the 1960s by British Columbia Railway.[Classic Trains, 2008]

Indiana Service Corporation

At the same time IPS became part of IR, the Indiana Service Corporation (ISC) did as well. ISC was the successor to the Fort Wayne and Wabash Valley Traction Company, a system that had been assembled from smaller predecessors around 1902. The FW&WV had gone into bankruptcy following the terrible Kingsland wreck of 1910, the worst interurban disaster ever, which killed 41 people. It had been reorganized as the Fort Wayne and Northern Indiana, and it was this company that failed in 1919 and was purchased by ISC. ISC had also acquired two other lines, the Fort Wayne and Northwestern and the Marion and Bluffton Traction Company, in 1924 and 1926 respectively. In the 1920s, IPS purchased an impressive group of heavy steel combines and coaches (class 400) from St. Louis Car Company. ISC was absorbed into IR essentially intact, with only the Battle Ground branch having been previously abandoned. The 400 class ISC cars were operated by Indiana Railroad along with IR's new high speeds until abandonment. One of the combines was eventually purchased by the CSS&SB South Shore Line where it still operates today as a catenary maintenance car.

Northern Indiana Power

Absorbed into IR along with ISC and IPS was the Northern Indiana Power Company, which was a successor to the old Kokomo Marion and Western Traction Company. This line was the smallest and weakest of the companies that were folded into IR.

Terre Haute Indianapolis and Eastern

It was not until a year later, on June 23, 1931, that the final piece of the IR system was added when the Terre Haute Indianapolis and Eastern (THI&E) was purchased at auction. The THI&E was the second largest interurban system in Indiana, operating just over 400 miles (640 km) of interurban lines as well as streetcar service in several western Indiana cities. It operated branches out of Indianapolis west to Terre Haute and Brazil, to the university town of Lafayette, and east to Richmond. It stretched nearly from the eastern to the western boundaries of the state. Due to lack of funds, it had never modernized and was financially among the weakest of the Indiana lines. As a power untility it had profits, but the interurban division had been losing money for a decade. It fell into receivership in 1930, and several major branches, including lines to Danville, Martinsville, Lafayette, Crawfordsville, Sullivan and Clinton were abandoned prior to absorption by IR in 1931. But its Indianapolis east to Richmond line connecting to the Dayton and Western interurban was a very important IRR link to the Ohio interurbans for freight. From 1930 to 1938, the Indiana Railroad interurban and the Cincinnati and Lake Erie interurban were very important to each other.

Inherited rolling stock

This THI&E all wood heavy interurban is typical of the numerous pre-1910 wood combines which were inherited by IR.

IR inherited a very large fleet of interurban cars from its various predecessor companies, totalling perhaps 100-150 interurban cars (of which about 60 were retained), probably 200 or so streetcars (of which about 150 were retained), around 50 pieces of freight equipment and about 55 work cars of various types.

The interurban cars varied considerably in age and design. A number of pre-1910 very large arch windowed wooden combines that had survived in service on ISC and THI&E were disposed of within the first couple of years of IR's existence, leaving a fleet predominantly made up of heavy steel single-ended combines. There were about half a dozen 400 class ISC combines, 30 UTC steel combines including 15 modern cars only five years old, and nine of Interstate IPS's handsome heavyweight combines, parlor and sleeping cars. A few of these former Interstate cars were still operated by a British Columbia railroad in the 1990s. (Classic Trains Magazine, Sept 2008.)

The city cars, excluding earlier wooden types that were scrapped, mainly consisted of single-truck Birney cars inherited from UTC and THI&E. The only exceptions were a handful of double-truck cars left over from UTC and from IPS's suburban Louisville operations.

The freight and work equipment was a hodgepodge of mainly homebuilt designs, outdated passenger cars converted for alternate use, and secondhand equipment. Most of this equipment was quite old, but even some equipment dating to before 1905 remained in IR's employ for years. Some of the retired better shape passenger coaches were rebuilt into box motors and utility cars.

New rolling stock

Car number 65, now preserved at the Illinois Railway Museum, was built for IR by Pullman in 1931.

IR purchased two series of modern interurban cars during its life, and it was the first - the famed Indiana Railroad High-Speeds - that always symbolized the railroad. When IR was created, its owners knew that they would have to modernize their fleet of interurban cars if they hoped to prevent further erosion of their ridership. In 1930 and 1931, IR designed a series of lightweight, low center of gravity, high-speed interurban cars that could operate quickly and economically on the far-flung IR network. The new cars owed much to the Cincinnati and Lake Erie lightweight cars built a year before. They were single-ended, low-floor cars designed for operation by a single man and were built largely of aluminum to save weight and, therefore, require less power to operate. The biggest difference with the C&LE cars was in the trucks: whereas the C&LE cars had smaller arch-bar trucks, the IR cars were designed with heavy Commonwealth cast steel trucks designed specifically for high-speed service and to cope with poor light rail track.

A total of 35 cars was ordered. The first 14, cars 50-63, came from American Car and Foundry and were deluxe cars with coach seating at the front and parlor car chairs at the back. The remaining 21 cars, numbered 64-84, came from Pullman and had all coach seating with a small baggage section at the rear. Delivery of the new high-speeds began in July 1931 and they were an immediate success, making it possible for IR to reduce running times on some of its routes and economize on its operations.

The second series of new cars was a group of ten Cummings-built lightweight cars that were bought in 1935. They were not brand new; they had been constructed in 1930 for the Northern Indiana Railway but had been seized by Cummings when the Northern Indiana couldn't pay for them. These cars were numbered 90-99.

Freight Operation

Although considerable planning and expenditure was going into improving the passenger operation, the real hope for profits from Insull's Midland Utilities' new Indiana Railroad amalgamation of the former five marginal interurban lines was to come from an expanded freight operation. Less-than-carload (LCL) overnight deliveries between the various IR linked towns and to or from Ohio was possible that was not available from the competing railroads which could require two to three days. For example, delivering machined parts made in Terra Haute overnight to Fort Wayne auto manufacturer Auburn. Some cartage business already existed due to the interurban's ties to local power companies. Regularly at night the IR's arch windowed wood bodied box motors would rumble down the quiet brick streets of an Indiana town towing one or two gondolas loaded with coal for the local power plant. The income generated supplemented passenger income by providing lcl freight and package services, and many merchants, newspapers, and small manufacturing companies used the frequent scheduling provided. Should this business have increased with an improving economy along with that generated by a motivated sales force, the IR would have a promising future. The idea was a good one, but the national economy didn't improve. Instead, it collapsed further. When the Indiana Railroad lost an important freight interchange connection with neighboring interurban Dayton and Western which had ties to the important Cincinnati and Lake Erie interurban with its Ohio towns of Toledo, Cincinnati, and Columbus, prospects for survival were poor. The C&LE abandoned operations in early 1938. The IR continued to barely survive with just Indiana freight business, but lines were abandoned one by one. Total abandonment occurred in 1941.[1,2]

Decline

The Indiana Railroad could not sustain its planned infrastructure improvements for long due to declining income. Automobile competition was increasing, and the Depression weakened the entire economy dramatically. On July 28, 1933, IR went into bankruptcy. Control was placed into the hands of receiver Bowman Elder. Elder was able to keep the system virtually intact for four years, and IR was operating about 600 miles (970 km) of interurban lines throughout Indiana during this period. In 1936, IR actually showed an operating profit. This was the only time in its history that it did so. In that year, IR brought under its control a final interurban line, the Dayton and Western, which it leased for two years. This provided a valuable link to the very active Cincinnati and Lake Erie Ohio interurban which ran from Cincinnati to Toledo and east to Cleveland using the Lake Shore Electric interurban. When the Lakeshore Electric abandoned, the C&LE was soon to follow. The Dayton and Western provided a connection from the IR to the C&LE.

In 1937, though, the final slide into bankruptcy began. By order of the Securities and Exchange Commission, Midland Utilities was dissolved and the interurban lines it controlled were divorced from the subsidy income of their parent electric power generating company. In March 1937, the line abandonments began. The old Indiana Service Corporation ISC lines from Fort Wayne north to Waterloo, Garrett and Kendallville were abandoned on March 15. On May 9, the former THI&E line east of Indianapolis to Richmond was abandoned. This severed the IR's important connection with the Ohio C&LE interurban network and hurt both the IRR and the C&LE by ending their interchange business. In September 1938, the former Union Traction line from Indianapolis to Fort Wayne via Peru was abandoned leaving the more southern Indianapolis to Ft Wayne via Muncie route intact. A year later, the major trunk former Interstate Public Service Indianapolis to Louisville line was cut back to Seymour. In January 1940, the former THI&E line west of Indianapolis to Brazil, Greencastle and Terre Haute was abandoned. On January 18, 1941, the remaining Union Traction Indianapolis to Fort Wayne and Bluffton and Muncie to New Castle branch were abandoned, ending practically all service on the IR. The final operation, Indianapolis to Seymour, was abandoned following a fatal wreck of a passenger car and a freight motor.

End of service

With the abandonment of its two principle remaining lines in January 1941, the IR was essentially gone. The name IR ceased to be used and the one remaining stub of serviceable trackage, between Indianapolis and Seymour along the old IPS (Interstate) to Cincinnati route, continued to be operated under the Public Service Company of Indiana name. This service was operated with just two of the high-speed cars (the balance were scrapped at Anderson shops in 1941), running just one round-trip a day to fulfill franchise obligations.

Even this fragment of interurban service did not last long. On September 8, 1941, one of the two high-speed cars still in use met the one remaining work car in a head-on collision at speed. The high speed car had stalled, and the other was sent from Indianapolis to investigate. But the first car had recovered and proceeded, leading to a head on collision and injured passengers and crew. The operator of the high speed car eventually died, as did one of the passengers. The Indianapolis to Seymour service immediately stopped and soon the track was removed. This was the end of the Indiana Railroad. It was an ignominious end to a great interurban system created ten years earlier to use and make profitable the former widespread network of 1920s Indiana interurbans. Had the Great Depression not occurred, the IR would have survived into WW2 and benefited from increased passenger and freight activity, but eveventually it would have faced the reality of competing transportation modes.

Surviving rolling stock

• 55, preserved operational at the Seashore Trolley Museum as Lehigh Valley Transit 1030
• 65, preserved operational at the Illinois Railway Museum
• 167 "Scottsburg," preserved at the West Coast Railway Association as Pacific Great Eastern "Clinton"
• 202, preserved at the Western Railway Museum as Portland Traction Company 4001
• 205, preserved at the Illinois Railway Museum
• 375, preserved in Scottsburg, Indiana as Chicago South Shore and South Bend 503
• 376, preserved by a private owner in Indiana as Chicago South Shore and South Bend 1100
• 377, preserved at the Illinois Railway Museum as Chicago South Shore and South Bend 504
• 429, preserved at the Indiana Transportation Museum as Union Traction 429
• 437, preserved at the Indiana Transportation Museum as Union Traction 437
• 447, preserved at the Indiana Transportation Museum as Indianapolis and Cincinnati 606
• 715, preserved by a private owner in Ohio
• several older interurban cars retired in the first years of IR have also been preserved.

Bibliography

• Bradley, George (1989-90). CERA Bulletin 128: Indiana Railroad, the Magic Interurban, 224 pp. Chicago, IL: Central Electric Railfan's Association. ISBN 091-5348-284. 
• Middleton, William D. (Excellent history of interurban lines by region of the U.S., including Indiana.). The Interurban Era, 431pp. Milwaukee, WI: Kalmbach Publishing Co. 1985.. ISBN 089-0240-035. 
• Middleton, William D. (1981, 1985.). Traction Classics: The Interurbans - Vol I, 248pp; Vol II 179pp; Vol III, 182pp.. San Marino, CA.: Golden West Books. ISBN 9780-87095-0858. 
• Middleton, William D. (1983). Time of the Trolley. Milwaukee, WI: Kalmbach Publishing. 
• CERA (1958). CERA Bulletin 101: The Electric Railways of Indiana, part I. Chicago,IL: Central Electric Railfan's Association. 
• CERA (1958). CERA Bulletin 102 The Electric Railways of Indiana, part II. Chicago,IL: Central Electric Railfan's Association. 
• CERA (1959). CERA Bulletin 104: The Electric Railways of Indiana, part III, 182pp.. Chicago,IL: Central Electric Railfan's Association. 
• Krambles, George (1975). Indiana Railroad System. Chicago, Illinois: Central Electric Railfan's Association. 
• Keenan, George (2000). Cincinnati and Lake Erie. X: X. ISBN X. 
• Hilton, George W., and Due, John F. (Scholarly book regarding the economics of the interurban industry.). The Electric Interurban Railways in America, 1960, reissued 2000. Stanford, California: Stanford University Press. ISBN xx. 
• Rowsome, Frank, Jr. (1989-90). Trolley Car Treasury. NYC,NY. Library Congress 56-11054: Bonanza Books. 
• Moedinger, Frank (1987). The Trolley: Triumph of Transportation,. Lebanon, PA. (ISBN 0-911410-28-7): 32 pp Appiled Arts Publishers. 

External links

• [1] Indiana Railroad photos on Dave's Rail Pix
• [2] Interurban map of Indiana.
• [3] Preserved North American Electric Railway Cars 2006: Hicks, Frank 2006.
• [4] Central Electric Railfans' Association list of annual interurban Bulletins releases and authors. Many Bulletins are about Indiana interurbans.
• [5] Indiana Railroad predecessor THI&E photos from Dave's Electric Railroads very large site of interurban photographs.
• [6] Indiana Railroad predecessor THI&E photos from Don Ross' Rail Photos.
• [7] Indiana Railroad Society: historical articles and maps regarding Indiana interurban lines.
• [8] Indiana/Ohio Interurbans map.
• [9] The Interurban: Bowling Green State University.
• [10] Map of Ohio interurbans.