871:. However it was the operational headquarters, and had a combined car barn and power house. Here also was a north to east spur from the Pere Marquette Railroad (now also abandoned), allowing freight exchange and coal delivery to the power house. The track from this spur ran down the side of the power house and car barn to the La Porte Branch where the junction faced the city, and cars exited the barn down this track and reversed if they were going in the Goodrum direction. A short connecting line ran from next to the barn to the main line, west to east.
399:. Each of these was provided with a heavy girder bridge, approached by immense fills to keep the gradients down. The fill material came from two deep cuts on the route. The track was built to steam-road standards, allegedly with 85 pound (38.5 kg) rail and white oak ties -in fact, 60 pound (27 kg) rails were used. Every sixth tie was extra long to accommodate the future third conducting rail, although a trolley wire was strung to power the cars
213:, and a straight-line route which, at 742 miles (1,194 km), would be 150 miles (240 km) shorter than other routes. Further, it was promised that there would be no curves requiring speeds below 90 miles per hour (140 km/h). Trains would run at an average 100 miles per hour (160 km/h), and complete the journey between Chicago and New York in 10 hours at a flat fare of $ 10. The motive power was to be electric locomotives powered by a
422:, a minor watercourse running west of the Wabash Railroad bridge. To keep to the advertised grade prescribed by the incredibly stringent engineering specifications, the GSB&C engineered a monstrous fill across the little creek's valley, 180 feet (55 metres) wide and two miles (3 km) long and containing a steel trestle for stability. The extent of this work meant that the line only opened to Goodrum on 1 November 1911.
85:
272:
372:
17:
964:
There were six box cars for freight, numbered 2000 to 2005. Three of them were from McGuire-Cummings, but 2000 to 2002 were second-hand from an unknown manufacturer and were apparently disposed of or scrapped in 1913. The M-C cars kept their numbers. 2001 was cut down into a flat car numbered 2002 in
472:
The system opened on 20 May 1908, and by year's end had a spine route north to south on
Broadway. This ran from the steelworks main gate at 4th Avenue to the city limits at the Little Calumet River bridge, and two crosstown routes ran west of this to the city limits—one on 5th Avenue and the other on
425:
The immense expense occasioned by this engineering work, and some alleged (but never prosecuted or substantiated) accounting irregularities as well as other putatively fraudulent practices, led to the failure of the main line to extend beyond a dozen and a half miles through the
Indiana countryside.
410:
The main line was opened to
Westville Road (Route 421), just east of the Monon Railroad bridge, in June 1908. To generate some revenue, an amusement park called "Air Line Park" was set up west of the Pere Marquette Railroad bridge. This proved very successful, and thousands visited on weekends when
362:
is already on the job, taking big bites out of hills that stand in the path of the straight and level speedway that is to be the Air Line". The editor was
Charles Burton, a veteran Indiana journalist and former printer of the state's official publications. The project was trumpeted nationally, stock
995:
service comprised a through run from
Hammond to La Porte via Gary, and used the four cars 101 to 104. This was semi-fast, dovetailed to run in between local services, and had a 15-minute layover at the main interurban station at Gary which was at 11th and Broadway. The total time taken to get to La
1006:
At
Woodville Junction, the service connected with shuttles running to Chesterton and Valparaiso. The former was a short ride, but the latter had three intermediate stops at Wahob, Burlington Beach (for Flint Lake) and Vale Park. Very limited services were offered from Gary direct to the two towns.
558:
scheme from East Gary until it met the B&O railroad at a location called
Babcock. It then hugged the south side of the railroad until it reached Woodville Junction. The direct skew bridge under construction over the railroad at Babcock was abandoned. This was the definitive indication that the
68:
critiqued the project at the time it was announced in July 1906 and gave this damning judgment: "Speaking seriously, for the moment, about this fraudulent investment scheme one is in doubt whether to wonder most at the gigantic effrontery of the perpetrators, the gullibility of the poor dupes who
1104:
And as time goes on, electric railroad enthusiasts will visit the right-of-way over which the original construction work was done—and some of the more imaginative individuals will hear the deep-throated whistle of a big palatial interurban as its spirit still streaks along this romantic pike, and
863:
railway because the junction curve was north to east, with a station building in the angle. The main line then ran arrow-straight due east to South La Porte. After the notorious Coffee Creek fill (now obliterated by the Toll Road), stops were: Smiley, County Line, Westville Road, Brooks, Air Line
788:
Conversion of routes to buses began in 1933, with the Crown Point line beyond 45th Avenue. In 1935, the Miller line went and in 1938 the conversion of the whole system was begun. In that year the line between Tin Mill and Sheet Mill was closed, and the
Valparaiso service cut back to Garyton on 22
753:
was opened from 5th Avenue & Buchanan Street. In 1924, a line was opened to the
National Tube Company plant via 5th Avenue, Virginia Street and 2nd Avenue. Later in the same year, the 5th Avenue portion of this was extended as another new line, to Lake Street in Miller. On the other hand, the
534:
was incorporated as the second wholly owned subsidiary of the GSB&C. It immediately began construction of a connecting line, beginning at
Broadway & 11th Avenue, downtown at Gary, and running down Central Avenue to East Gary. This was opened on 6 January 1912. (East Gary used to be called
644:
The morph from an express electric railway project into a city streetcar and interurban system was complete, but was only to last intact for just under five years. A loop line was added from Indiana Harbor to Hammond, from 145th & Main, Parish Avenue, Chicago Avenue and Kennedy Avenue -this
1015:
The GSB&C actively solicited freight traffic after 1912, when it bought an electric motor, box cars and an express car. By 1916, it had forty regular shippers. Before 1912, very limited less-than-carload (LCL) freight could be accommodated in the baggage compartments of the passenger cars.
512:
to the north. Again construction work dragged on, for the lines opened from Valparaiso to the popular recreational destination of Flint Lake on 4 July 1910, Chesterton to Goodrum on 18 February 1911, Flint Lake to Woodville on 7 October 1911 and from Woodville over a bridge crossing the
517:
line to Goodrum on 17 February 1912. The GSB&C was then given an east-to-north curve to connect to the new Valparaiso to Chesterton through line at Goodrum, while excavation continued to the west to the fourth railroad bridge which was to be over the B&O at a very skew angle.
805:
What was left at the start of 1942 were the Broadway, Hammond, Tube Works and Garyton lines. The last named terminated at a loop installed when the Valparaiso line closed in 1938, and the half mile of track before this was the very last section of the authorised route of the
1057:
At the other end, at Goodrum, ruins of a power house are in woods on the east side of IN-49 south of the Indiana Toll Road and near the junction with the N Calumet Avenue (the old IN-49). The Coffee Creek fill has mostly been obliterated by the building of the Toll Road.
874:
The La Porte branch turned north before State Route 39, from the east of the car barn to run into La Porte along I Street via what is now S 150 W. After stops at Andrews and Fair Grounds, it arrived at a terminal loop running round Lincoln, Monroe, Jefferson and Madison.
110:
route with a maximum operating speed of 100 miles per hour (160 km/h). Adams believed the new railroad could be built in a year for $ 5.5 million ($ 187 million adjusted for inflation). Trade publications ridiculed the proposal, and it went nowhere.
1031:
The most important commodity was milk, because roads in rural Indiana were still unsealed and the interurban gave local farmers marketing opportunities in Gary which they would not otherwise have. In 1913 70 cans went to Gary daily, but in 1916 there were 270.
1027:
Freight forwarding to more distant locations was also done via the connections to the Pere Marquette Railroad at South La Porte and the Michigan Central Railroad at Garyton. The freight depot was opposite the passenger station at 11th & Broadway in Gary.
612:
streetcar system in order to safeguard even a small part of their investment. This was successful, but the stock of the latter company was purchased with funds raised by the sale of 4% fixed interest bonds. When a controlling interest had been acquired, the
1043:
Earthworks on the Air Line's right-of-way and some of the colossal concrete bridge abutments are still visible to this day, and much of the route is visible as property boundaries. The abutments are on the abandoned Pere Marquette and Monon railroad lines.
596:. This subsidiary was incorporated on 23 July 1912, and opened from the end of the 5th Avenue line at Gary's city limits via Cline Avenue, 145th Street, Cedar Street and Guthrie Street to a terminus on Watling Street. This opened on 15 February 1913.
711:
On 1 January 1916, one of the original cars and the GSB&C's work motor met in a head-on collision in fog at Brooks just west of Air Line Park. The passenger car was telescoped and had to be scrapped, three people were killed and twelve injured.
820:
The outbreak of war saved the remaining lines for a time. The Hammond and Broadway lines were converted to buses in 1946, leaving a little shuttle service from 5th & Broadway to Tube Works. The last streetcar in Gary ran on 28 February 1948.
726:, meaning that it was the minimum acceptable according to a true valuation. Since the company was a statutory public service, for the next 24 days a shuttle was run from La Porte to Goodrum. After the required legal formalities, service on the
1105:
they will catch a glimpse of the golden inscription CHICAGO on one end of the car as it flashes by, and NEW YORK on the other end—hurrying, hurrying—for 36 years have passed since it started on its swift way and it hasn't reached either place.
316:
there with a silver spade, and there was much junketing. However, serious work only began in the New Year. The 3.5 miles (5.6 km) branch took until 15 June 1907 to finish and open, and this slow progress was the first sign of problems.
1093:, the railway tycoon Samuel Insull upgraded the interurbans around Chicago, and station-to-station averages as high as 70 miles per hour were frequently attained (Middleton 1968, p. 67). Parts of these lines are in use even today.
301:(formed for the purpose by one of the promoters named Jonathon D. Price) to begin work, and obtained the necessary land by having another promoter, Colonel Upshaw P. Hord, persuade local farmers to exchange land in return for shares.
403:. Only a single track was laid, although there was space for a second. Investors were taken out to view these two portions of the line in operation, and the continuing work. However, further progress continued to be slow and the
688:, which had an abortive opening with a gasoline car later in 1912 but was shut after a month. Electrification and permanent opening was in 1914. The route was along 37th Avenue from the Broadway line, through Froebel and
1053:
If you go down south on S 150 W, continuing I Street from La Porte, you can find a track to the north of a farmstead, which is on the alignment of the main line to New York. It stopped right here, and got no further.
844:
scheme through Garyton, Crisman, McCool and Babcock before following the B&O railroad through Eastman to Woodville Junction where the Valparaiso branch met in a triangular wye. The line turned north as the
487:
Unfortunately, as part of its franchise the streetcar company agreed with the city to limit fares within city limits to three cents for any ride, or ten for a quarter (25 cents). No provision was made for
157:
made the Los Angeles–Long Beach run (20 miles (32 km)) in 15 minutes in a private railcar at an average speed at 80 miles per hour (130 km/h) was higher than for the projected Air Line trains.
185:
newspapers for the Chicago–New York Electric Air Line Railroad Company, offering 20,000 $ 100 shares in this firm (the unit shares were later reduced to $ 25). The company avoided raising funds through
852:
The Valparaiso line had three intermediate stops at Wahob, Burlington Beach (for Flint Lake) and Vale Park. It terminated at Lincoln & Franklin without a loop but with a reversing wye on Lincoln.
484:
to the west, when the 11th Avenue line was extended via Clark Road, 9th Avenue, Summer (now 165th) Street and Sibley Street to a terminus loop on Calumet-State-Hohman. This opened on 8 February 1910.
205:
The proposed physical characteristics of the project were impressive, and far ahead of contemporary practice: Quadruple track (later reduced to double) on a hundred-foot-wide (30 metre) right of way,
1070:
project has been called the greatest fiasco of the interurban era. However, the completed portion did become the progenitor of a successful street railway system after the initial financial woes.
1050:
erected a historical marker in 1995 commemorating the scheme at CR250S & IN-39. The scanty ruins of the South La Porte power house cum car barn are extant near here, to the west of IN-39.
922:
in 1907 were numbered 101 and 102. This pair's original paintwork proclaimed the "Chicago Air Line New York". They were renumbered G&I 400 and 401 in 1913. To handle the traffic to the
149:
in 34 minutes 39 seconds despite the loss of over 6 minutes in stops, and numerous speed reductions for steam railroads, trolley lines (tramways), and street and highway crossings. In 1905
411:
a ten-cent shuttle service from La Porte was provided. This was to be the only public service on the main line for the next three years, running from La Porte to Westville Road and back.
840:
line ran south-east along Central Avenue through Kimmel and Pine Street to East Gary, which it entered on Fairview Avenue. From Garyton, it took the authorised course of the original
1016:
Dedicated local service was offered after that year from Indiana Harbor via Hammond, through Gary and Garyton to Woodville and then through La Porte to South Bend and Goshen via the
419:
661:
system but having trackage on it to access the downtown interurban station at 11th & Broadway and also to run on to the gates of the steelworks at the north end of Broadway.
43:
in the early 20th century. At roughly 750 miles (1,210 km) it would have been over 150 miles (240 km) shorter than the two primary steam railroads on that route, the
539:, but changed its name to East Gary in 1908. It changed its name back to Lake Station in 1977, owing to Gary having become a post-industrial slum.) The line was completed to
69:
will flood the mails with their subscriptions, or the carelessness if not cupidity of the newspaper publishers who seem to sanction the swindle by giving it publicity."
289:, with the actual construction done by a series of local firms established under state laws. The first, and only, one of these was incorporated under the state laws of
945:
249:
Part of the proposal was that the main line would avoid towns and cities on the way, but that these would be provided with feeder spurs or branches. Mentioned were
859:
service went round the north side of the triangular wye at Woodville junction, across the B&O bridge to Goodrum. Here, it had to reverse onto the original
570:) on the level. A junction curve was put in place for freight exchange, and the GSB&C invested in dedicated equipment in to develop a freight service.
580:
In the same year, the GSB&C decided to shut its power plant at South La Porte and purchase electricity from a public source as this was cheaper.
1892:
1897:
167:
530:
railway could only be secured by providing an immediate connection with the streetcar network of Gary. So, on 1 June 1911 a company entitled the
933:
However, two more power cars were purchased from the McGuire-Cummings Company in 1912, which were given the numbers 103 and 104 and also names:
722:
The GSB&C was capitalised at $ 7 000 000. Its assets, comprising the line, rolling stock and equipment, were sold for $ 75 000. This was an
573:
The completion of this line also allowed a Hammond to La Porte via Gary passenger service, beginning 5 September 1912. This became known as the
59:
was built and operated. It was the most ambitious of several such proposals at the dawn of electric railroading, all of which ended in failure.
927:
971:
Finally, 1001 was an express freight motor cars, new from M-C and built for the job -not a converted passenger car. This also was sold to the
1802:
968:
Number 3000 was a double-truck M-C work motor which could haul box cars, and this also kept its number in 1913. Its fate in 1917 is unknown.
944:
400 was wrecked in the fatal accident at Brooks on 1 January 1916, when it met the work motor 3000 (see below). Its sister, 401, was sold to
194:, and relied entirely on selling shares. This was important later -there was to be no need to pay interest on capital. The form of the name -
457:, three main streets were created wide enough to include reserve track streetcar lines. Hence, the streetcar service could use equipment of
134:. Commercial projects, however, did not progress. Proposed electric railways such as Berlin–Hamburg and Wien–Budapest proved too expensive.
868:
379:
The section of the main line that was actually built, 17.5 miles (28.2 km), ran from South La Porte westwards to a location north of
102:
scheme was not the first proposed high-speed electric railway in the USA. In 1893 Dr. Wellington Adams promoted a 252-mile (406 km)
919:
833:
system before 1917 consisted of a main line from 11th and Broadway in Gary to La Porte, with two branches to Chesterton and Valparaiso.
328:
715:
On 18 September 1917 the receiver oversaw the breakup of the G&I into its constituent parts, and their separate sale. The original
174:(served by the Aurora, Elgin & Chicago Railway) and establishing the Miller Train Control Corporation to market his invention of a
1887:
1831:
1774:
1729:
1074:
540:
380:
138:
750:
20:
1907 map showing the projected 750-mile (1,210 km) route; over 150 miles (240 km) shorter than comparable steam railroads
1073:
Also, several other interurbans to as high a standard as the Air Line – though at a much smaller scale – were built. In 1907, the
1872:
645:
became important for the freight service of the GSB&C. Also added was a spur along Bridge Street in Gary to the gates of the
114:
Elsewhere, global developments in electric railroading was proceeding apace at the turn of the century. In 1903, a railcar from
708:
company to default on a bond issue repayment at the start of 1915. As a result, a receiver was appointed on 17 October 1915.
593:
1678:
137:
Several interurbans in the United States had made fast demonstration runs at the same time. In 1903 an interurban on the
275:
CNY advertisement proclaiming a 10-hour Chicago-New York running time. Note the electric locomotive and passenger cars.
514:
1312:
363:
sold with great rapidity and, by the end of the year, the company had 15 000 shareholders and funds of $ 2 000 000.
1003:
At first, there were eight weekday return trips and nine at weekends. In 1916 this was down to six each way daily.
426:
The GSB&C only ever ran a total of 21-mile (34 km) on its own tracks, according to its official reports.
1858:
997:
563:
384:
221:
44:
551:, just south of the latter's bridge over the B&O railroad and on the other side of the latter from Goodrum.
500:
Meanwhile, on 25 August 1908 the GSB&C incorporated an independent but wholly owned subsidiary company, the
704:
The refusal of the city to allow fare rises for journeys in Gary led to a shortfall in income which caused the
554:
An important aspect of this connecting line was, that the route ran along the authorised route of the original
867:
South La Porte is no longer a named locality, the rural location being at the south end of the main runway of
793:
system to a stub. In 1939, the Hobart and Indiana Harbor lines went and the Fifth Avenue line cut back to the
641:
abruptly ceased publication. This was the official abandonment of the great express electric railway scheme.
646:
175:
358:, in October 1906. This dramatized every development in the construction work, for example: "A huge Vulcan
883:
388:
1313:"Chesterton Tribune, Air Line Railroad brought electric train service to Chesterton nearly 100 years ago"
915:
in 1913. However, the company kept legal possession and so the stable was sold on with the line in 1917.
1035:
After the GSB&C was abandoned in 1917, freight traffic on the Gary streetcar network mostly ceased.
794:
730:
railway ceased on 3 November 1917, and the tracks and bridges east of Goodrum were recovered for scrap.
669:
536:
474:
231:
48:
1215:
Hilton & Due: The Electric Interurban Railways in America Stanford University Press 1960 p. 39
864:
Park and Door Village. Apart from the last, these each had a short spur with the junction facing east.
1784:
785:. All the surviving railways were annexed, except the Crown Point line which was bought out in 1928.
689:
673:
236:
226:
119:
89:
1024:
could finally claim to serve the first city in its title -even though not with a passenger service.
941:. The trailers became 105, 106 and 107. In 1913, these became G&I 402, 403, 500, 2300 and 2301.
849:, and continued as the branch to Chesterton. This was a short distance, with no intermediate stops.
354:
Meanwhile, the promoters had begun the publication of a monthly periodical boosting the scheme, the
1794:
891:
509:
505:
461:
standard, and this was reflected in the name of the streetcar company founded on 18 July 1907, the
154:
115:
754:
Indiana Harbor to Hammond line was abandoned as unprofitable and this was the first contraction.
404:
797:
station. Bridge Street and Tin Works were closed in 1940 and the stub on Fifth Avenue in 1941.
1837:
1827:
1808:
1798:
1770:
1749:
1740:
1725:
1713:
Faster Than the Limiteds: The Chicago-New York Electric Air Line Railroad and Its Subsidiaries
305:
32:
1096:
In 1943, Commander Edwin J. Quinby wrote a lengthy history of the CNYEAL for the publication
1086:
1000:
ran from Indiana Harbor, just north of Hammond, to La Porte in one and three quarter hours.
878:
On Lincoln Way was also the terminal loop track of the two lines of another interurban, the
567:
481:
242:
171:
150:
142:
351:
was to be the name used for the passenger service of the CSB&C throughout its history.
1862:
1122:
887:
693:
396:
286:
29:
817:
saga came on 22 October 1942, when the last Garyton car returned to Gary in the evening.
749:
in 1917, and continued to expand. in 1918 the line to the Sheet Mill and Tin Mill of the
588:
The last initiative of the GSB&C was the promotion of a streetcar company called the
894:. The two companies were friendly, and exchanged freight here. Also, passengers for the
442:, and this process was underway even before the Coffee Creek fill was finished in 1911.
438:
railway company quickly morphed into an electric railway system serving the new city of
312:
where the junction with the main line and the operating headquarters were to be. Miller
1082:
392:
313:
210:
187:
1881:
1867:
898:
used the CSB&NI facilities since the GSB&C did not maintain any in the city.
782:
450:
439:
206:
56:
40:
1078:
359:
250:
191:
1788:
504:, to build two feeder branches connecting to the main line at Goodrum and serving
220:
At the time the two fastest steam-hauled trains between New York and Chicago, the
84:
1821:
1090:
321:
123:
64:
308:, on the first of the feeder branches from downtown to a rural location dubbed
51:. The promoters' vision proved wildly optimistic and, in the end, only a short
458:
446:
324:
271:
258:
214:
52:
1738:
Crane, Mary (October 1946). "Chicago - New York Electric Air Line Railroad,"
1657:
991:
After the opening of the connecting line to Gary from Woodville in 1912, the
926:
amusement ground, in 1909 three unpowered trailer cars were ordered from the
911:
The GSB&C's little roster of rolling stock was subsumed into that of the
1841:
1422:
Fischler, S: Moving Millions: An Inside Look at Mass Transit 1979 p. 60
489:
254:
107:
92:
high-speed car after its 200 kilometres per hour (120 mph) run in 1903.
1812:
469:
building the latter's main line was also responsible for its construction.
331:. As a publicity stunt, their paintwork included destination names reading
617:
was incorporated on 28 January 1913. This consolidated the GSB&C, the
668:
which continued the Broadway streetcar line to Lottaville (now part of
465:. There was no initial official connection with the GSB&C, but the
290:
182:
146:
103:
36:
1855:
1206:
Grant, R: Electric Interurbans and the American People 2016 p. 41
773:
In 1925, there was a major consolidation of Gary's railways under the
371:
170:
before founding the Aurora Trust and Savings Bank in his home town of
166:
Alexander C. Miller (1852–1918) had been the chief dispatcher of the
131:
127:
122:
reached 200 kilometres per hour (120 mph) on the experimental
16:
370:
270:
83:
15:
657:
The city of Gary had two other interurban lines, not part of the
387:. There were three railroad crossings in this distance, over the
261:(although the branch to the last named would have been lengthy).
454:
383:
named Goodrum after George C. Goodrum, a major shareholder from
608:
Company rebelled in 1911, and began a movement to purchase the
543:
on 14 August 1912, and made a triangular wye junction with the
559:
dream of a Chicago to New York express line was finally dead.
202:- demonstrated the focus of the initial advertising campaign.
952:. 500 was apparently scrapped, but 2300 and 2301 went to the
757:
The lines from Gary to Valparaiso and Chesterton went to the
418:
scheme arose as a result of the capital expended on crossing
343:. The car barn built at South La Porte had a fascia reading
1856:
Archives of the Chicago-New York Electric Air Line Railroad
765:
system. The Chesterton line was replaced by a bus in 1922.
320:
For the opening, the CSB&C bought two standard wooden
1767:
Rollen Schweben Glieden – Unkonventionelle Verkehrsmittel
526:
By 1911, it was obvious that the future of the GSB&C
304:
Construction began ceremonially on 1 September 1906 at
1820:
Welsh, Joe; Boyd, Jim; Howes, William F. Jr. (2006).
930:
and these were originally numbered 103, 104 and 105.
978:
All this freight equipment was also bought in 1912.
918:The original two 1907 power cars obtained from the
635:
Chicago–New York Electric Air Line Railroad Company
246:), each required twenty hours to make the journey.
1724:. Chicago: Central Electric Railfans Association.
375:Rails for the La Porte branch during construction.
1123:"The Chicago-New York Electric Air Line Railroad"
996:Porte from Hammond was two and a half hours. The
449:constructed a new steelworks on a virgin site on
1089:system (Middleton 1968, p. 109). And after
1018:Chicago, South Bend and Northern Indiana Railway
946:The Milwaukee Electric Railway and Light Company
880:Chicago, South Bend and Northern Indiana Railway
217:-there were no working prototypes of these yet.
1102:
480:The first major extension of the system was to
407:–1908 worsened the financial problems arising.
1263:
965:1922, and the other two were scrapped in 1926
473:11th Avenue (10th Avenue from Broadway to the
1823:The American Railroad: Working for the Nation
1679:"Chicago-New York Electric Air Line Railroad"
1658:"Chicago-New York Electric Air Line Railroad"
761:, which hence inherited what was left of the
719:company shareholders were finally wiped out.
562:Also important was that the line crossed the
453:in the spring of 1906, and when the city was
26:Chicago – New York Electric Air Line Railroad
8:
181:In July 1906, he took out advertisements in
1077:opened its Upper Darby–Strafford line near
1769:(in German). Düsseldorf: Alba Buchverlag.
1750:"The Marienfelde–Zossen High Speed Trials"
1158:
1100:and closed the report with the following:
141:covered the 35 miles (56 km) between
1873:Railroads website, list of extant remains
1233:
1194:
1182:
1146:
1638:Official Guide February 1926 p. 169
1170:
1114:
295:Goshen, South Bend and Chicago Railroad
168:Chicago, Burlington and Quincy Railroad
1022:Goshen, South Bend and Chicago Railway
928:McGuire-Cummings Manufacturing Company
751:American Sheet & Tin Plate Company
1302:Buckley, Gary Railways 1975 p. 3
7:
1748:Gradenwitz, Alfred (July 20, 1904).
1431:Hilton & Due op. cit. p. 40
1413:Hilton & Due op. cit. p. 39
1350:Hilton & Due op. cit. p. 39
664:The first to open, in 1912, was the
615:Cary and Interurban Railroad Company
973:Des Moines and Central Iowa Railway
950:Des Moines and Central Iowa Railway
920:Niles Car and Manufacturing Company
329:Niles Car and Manufacturing Company
139:Aurora, Elgin & Chicago Railway
1368:Middleton 1968 op. cit. p. 29
14:
1075:Philadelphia and Western Railroad
975:, and survived into the Fifties.
467:Co-operative Construction Company
339:at the other. Down each side was
327:electric passenger cars from the
299:Co-operative Construction Company
745:The streetcar system became the
692:to terminate at 3rd and Main in
176:railroad signalling block system
1893:Transportation in Gary, Indiana
1629:Buckley op. cit. pp. 21-33
1611:Buckley op. cit. pp. 32-33
1530:Buckley op. cit. pp. 32-33
1275:Hilton & Due op. cit. p. 39
1245:Hilton & Due op. cit. p. 39
948:. 402 and 403 were sold to the
810:scheme to have a rail service.
777:company which was owned by the
631:Valparaiso and Northern Railway
545:Valparaiso and Northern Railway
502:Valparaiso and Northern Railway
496:Valparaiso and Northern Railway
447:United States Steel Corporation
297:(GSB&C). It contracted the
240:(forerunner of the more famous
1898:Interurban railways in Indiana
1081:with maximum grades of 2%, no
742:system did, however, survive.
445:Gary came into being when the
1:
779:Midland Utilities Corporation
414:The eventual downfall of the
293:on 16 April 1904 and was the
1264:Welsh, Boyd & Howes 2006
913:Gary and Interurban Railroad
600:Gary and Interurban Railroad
1647:Buckley op. cit. p. 17
1620:Buckley op. cit. p. 22
1602:Buckley op. cit. p. 19
1593:Buckley op. cit. p. 32
1566:Buckley op. cit. p. 11
1503:Buckley op. cit. p. 32
1467:Buckley op. cit. p. 33
1458:Buckley op. cit. p. 19
1386:Chesterton Tribune op. cit.
1332:Chesterton Tribune op. cit.
954:Gary and Valparaiso Railway
759:Gary and Valparaiso Railway
706:Gary and Interurban Railway
623:East Chicago Street Railway
619:Gary and Interurban Railway
610:Gary and Interurban Railway
590:East Chicago Street Railway
584:East Chicago Street Railway
515:Baltimore and Ohio Railroad
463:Gary and Interurban Railway
430:Gary and Interurban Railway
285:Company was set up to be a
1914:
1698:Middleton 1968, p. 29
1584:Buckley op. cit. p. 9
1575:Buckley op. cit. p. 7
1557:Buckley op. cit. p. 7
1548:Buckley op. cit. p. 8
1539:Buckley op. cit. p. 5
1521:Buckley op. cit. p. 9
1512:Buckley op. cit. p. 5
1494:Buckley op. cit. p. 5
1485:Buckley op. cit. p. 5
1476:Buckley op. cit. p. 7
1449:Buckley op. cit. p. 7
1440:Buckley op. cit. p. 8
1404:Buckley op. cit. p. 9
1359:Buckley op. cit. p. 4
1341:Buckley op. cit. p. 5
789:October. This reduced the
666:Gary and Southern Traction
653:Gary and Southern Traction
1888:Defunct Indiana railroads
1395:Buckley op. cit. p 5
1293:Buckley op. cit. p 9
1284:Grant op.cit. p. 42.
1254:Grant op. cit. p. 48
1224:Grant op. cit. p. 42
1048:Indiana Historical Bureau
998:New York Central Railroad
564:Michigan Central Railroad
385:Fall River, Massachusetts
345:Chicago New York Air Line
341:Chicago Air Line New York
222:New York Central Railroad
130:military railway outside
55:route in the vicinity of
45:New York Central Railroad
1868:Historical Bureau marker
1815:– via Archive.org.
1765:Krettek, Ottmar (1975).
1711:Bullard, Thomas (1991).
1377:Grant op. cit. p 43
686:Gary and Hobart Traction
680:Gary and Hobart Traction
627:Gary Connecting Railways
566:at Garyton (now part of
532:Gary Connecting Railways
522:Gary Connecting Railways
1720:Buckley, James (1975).
700:End of original railway
647:American Bridge Company
1715:. Privately published.
1107:
637:was wound up, and the
401:as a temporary measure
389:Pere Marquette Railway
376:
367:Building the main line
276:
93:
21:
1826:. St. Paul, MN: MBI.
1785:Middleton, William D.
1754:Street Railway Review
813:The final end of the
795:Pennsylvania Railroad
475:Pennsylvania Railroad
374:
274:
232:Pennsylvania Railroad
209:not exceeding 1%, no
87:
49:Pennsylvania Railroad
28:(CNY) was a proposed
19:
604:Shareholders of the
237:Pennsylvania Special
227:20th Century Limited
116:Siemens & Halske
1795:Kalmbach Publishing
847:Valparaiso Northern
747:Gary Street Railway
155:Henry E. Huntington
62:The trade magazine
30:high-speed electric
1861:2006-06-18 at the
1790:The Interurban Era
1098:Electric Railroads
1085:, and an absolute
734:Survival of system
684:The other was the
549:Woodville Junction
405:depression of 1907
377:
277:
94:
22:
1804:978-0-89024-003-8
1793:. Milwaukee, WI:
577:service locally.
547:at a spot called
508:to the south and
314:cut the first sod
306:La Porte, Indiana
33:air-line railroad
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869:La Porte Airport
243:Broadway Limited
172:Aurora, Illinois
151:Pacific Electric
1913:
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397:Wabash Railroad
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335:at one end and
287:holding company
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211:grade crossings
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1850:External links
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1682:. Retrieved
1673:
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1316:. Retrieved
1307:
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1280:
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1259:
1250:
1241:
1236:, p. 27
1229:
1220:
1211:
1202:
1197:, p. 60
1190:
1185:, p. 67
1178:
1171:Krettek 1975
1166:
1154:
1149:, p. 27
1142:
1130:. Retrieved
1126:
1117:
1103:
1097:
1095:
1079:Philadelphia
1072:
1067:
1065:
1056:
1052:
1047:
1046:
1042:
1034:
1030:
1026:
1021:
1020:. Thus, the
1017:
1014:
1005:
1002:
992:
990:
977:
972:
970:
967:
963:
953:
949:
943:
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917:
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910:
895:
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873:
866:
860:
856:
854:
851:
846:
841:
838:Continuation
837:
835:
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819:
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790:
787:
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685:
683:
670:Merrillville
665:
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537:Lake Station
531:
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486:
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420:Coffee Creek
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360:steam shovel
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192:money market
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61:
25:
23:
1684:30 December
1663:30 December
1318:28 December
1127:Chicagology
1091:World War I
724:upset price
690:New Chicago
674:Crown Point
124:Marienfelde
65:Railway Age
1882:Categories
1705:References
982:Operations
907:Passengers
892:South Bend
510:Chesterton
506:Valparaiso
459:interurban
325:interurban
259:Pittsburgh
215:third rail
78:Background
53:interurban
1744:magazine.
987:Passenger
902:Equipment
801:Final end
592:to serve
541:Woodville
490:inflation
477:bridge).
381:Woodville
265:Inception
255:Cleveland
108:St. Louis
1859:Archived
1842:62892045
1787:(1961).
1068:Air Line
993:Air Line
896:Air Line
861:Air Line
857:Air Line
842:Air Line
831:Air Line
815:Air Line
808:Air Line
791:Air Line
763:Air Line
740:Air Line
728:Air Line
717:Air Line
659:Air Line
629:and the
606:Air Line
575:Air Line
556:Air Line
528:Air Line
436:Air Line
416:Air Line
395:and the
349:Air Line
333:New York
283:Air Line
230:and the
200:New York
162:Proposal
100:Air Line
35:between
1813:4357897
1132:16 June
1039:Remains
1011:Freight
960:Freight
886:and to
649:plant.
568:Portage
482:Hammond
455:platted
337:Chicago
322:combine
291:Indiana
198:before
196:Chicago
190:or the
183:Chicago
147:Chicago
104:Chicago
73:History
37:Chicago
1840:
1830:
1811:
1801:
1773:
1741:Trains
1728:
1062:Legacy
939:Ampere
888:Goshen
694:Hobart
672:) and
633:. The
625:, the
621:, the
347:, and
251:Toledo
207:grades
153:mogul
143:Aurora
132:Berlin
128:Zossen
1110:Notes
825:Route
188:bonds
1838:OCLC
1828:ISBN
1809:OCLC
1799:ISBN
1771:ISBN
1760:(7).
1726:ISBN
1686:2019
1665:2019
1320:2019
1134:2022
1066:The
937:and
890:via
855:The
836:The
829:The
440:Gary
281:The
257:and
145:and
118:and
98:The
88:The
47:and
39:and
24:The
1758:XIV
935:Ohm
882:to
781:of
234:'s
224:'s
120:AEG
90:AEG
1884::
1836:.
1807:.
1797:.
1756:.
1752:.
1125:.
956:.
696:.
676:.
492:.
391:,
253:,
178:.
1844:.
1779:.
1734:.
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1667:.
1322:.
1136:.
126:–
106:–
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