Misplaced Pages

#964035

71-509: The late 1890s was a time of horse-drawn carriages and wagons pulled along unpaved streets and roads, so the arrival of the town streetcar was appreciated. Some of these trolley lines eventually expanded into the countryside and, by 1911, had grown into hundreds of miles of interurban lines networked across Indiana. "When before we had moved by horse and carriage, we now rode on plush seats to places 20 miles (32 km), 30 miles (48 km), even 50 miles (80 km) distant." The Indiana Railroad

142-570: A National Basketball Association (NBA) franchise for the 1949–50 season, being one of the smaller cities to have had a major league franchise in a Big Four American sport. The Anderson Packers were a founding member of the NBA (under that name), but folded after one season. Like most other industrial cities in Indiana and the Rust Belt as a whole, Anderson suffered tremendously from deindustrialization in

213-622: A branch of the Louisville and Indiana Railroad from its former Pennsylvania Railroad line south from Indianapolis to Louisville, Kentucky . The L&I purchased the line in 2022 between Speed, Indiana and Watson Junction from the Southern Indiana Railroad, the last true IR line. This branch, using diesel power, handles concrete from Essroc Cement in Speed for interchange with the CSX at Watson on

284-599: A charter school (non-traditional, tuition-free public school) called Anderson Preparatory Academy . Currently, Anderson Preparatory Academy features grades K-12. Anderson Preparatory Academy is a college preparatory, military-based academy. All cadets in grades 6-8 are members of the Civil Air Patrol. High school cadets are all members of the Air Force JROTC program. Original plans called to only offer grades 6–9, then add on another upper grade each year before extending

355-427: A kindergarten center (Killbuck), and a preschool (Southview). Until 1997, Anderson had three high schools: Highland, Madison Heights and Anderson. In 1997 Madison Heights was closed and Anderson High School moved into that facility. Beginning in the fall of 2010, Highland High School closed and was converted into a junior high school, consolidating all students in grades 9-12 into Anderson High School. Anderson also has

426-511: A male householder with no wife present, and 41.6% were non-families. 34.5% of all households were made up of individuals, and 13.8% had someone living alone who was 65 years of age or older. The average household size was 2.28 and the average family size was 2.91. The median age in the city was 37.8 years. 22.4% of residents were under the age of 18; 11.5% were between the ages of 18 and 24; 24.8% were from 25 to 44; 24.9% were from 45 to 64; and 16.3% were 65 years of age or older. The gender makeup of

497-444: A passenger revival with the purchase of new equipment, UTC went into decline in the 1920s along with the other Indiana interurban systems. In 1925, it entered receivership whereby it continued operating by delaying paying interest on its bonded debt. It survived this bankruptcy whole and passed intact into IR control in 1930. At the same time that UTC was acquired, three other systems already owned by Midland Utilities were put under

568-562: A pocket of natural gas being lit in the river and burning for a prolonged period for the spectacle of it. The result of the loss of natural gas was that several factories moved out. The whole city slowed down. This club persuaded the Remy brothers to stay in Anderson and others to locate there. For decades, Delco Remy and Guide Lamp (later Fisher Guide), which during World War II built the M3 submachine gun and

639-512: A total area of 41.7 square miles (108.00 km ), of which 41.6 square miles (108 km ) are land and 0.1 square miles (0.3 km ), or 0.27%, are water. The White River flows east to west through the northern part of the city. As of the 2010 census , there were people, households, and families living in the city. The population density was 1,356.8 inhabitants per square mile (523.9/km ). There were housing units at an average density of 675.7 per square mile (260.9/km ). The racial makeup of

710-516: A very bad wreck near Kingsland, Indiana . Two wood bodied cars impacted head on, with one "telescoping" into the other, resulting in 41 fatalities. This is considered the worst accident in the history of interurban transit and forced the FW&;WV into bankruptcy. FW&WV reorganized as the Fort Wayne and Northern Indiana, but failed in 1919 and was purchased by ISC. ISC had also acquired two other lines,

781-580: 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 from 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

SECTION 10

#1732852300965

852-707: Is the seat, has nearly three times as many food stamps recipients per capita as does Indiana as a whole. As of February 2019, the ten largest employers in Madison County were: Anderson's public school district is the Anderson Community School Corporation , which includes one high school, Anderson High School which serves grades 9 – 12; one junior high school, Highland Middle School (formerly Highland High School) which serves grades 6 – 8, six elementary schools (Eastside, Edgewood, Valley Grove, 10th Street, Erskine, Anderson Elementary) which serve k -5,

923-624: The Birney Safety Car and the PCC streetcar , a design that was very popular at the time. The firm went on to build some of the vehicles used in the transit systems of New York City and Chicago , as well as the FM OP800 railcars manufactured exclusively for the Southern Railway in 1939. The St. Louis Car Company was headed by Edwin B. Meissner Sr., who died at age 71 on Sept. 12, 1956. Meissner

994-698: The FP-45 Liberator pistol for the Allies, were the top two employers in the city. From 1913 through the 1950s, the Ward-Stilson Company was one of the country's largest producers of uniforms, regalia, furniture and props for the Freemasons , the Odd Fellows , and dozens of other U.S. fraternal organizations . The Church of God of Anderson located its world headquarters in Anderson in 1905. Anderson Bible School

1065-617: The Fort Wayne and Northwestern and the Marion and Bluffton Traction Company , in 1924 and 1926, respectively. In the 1920s, IPS purchased a 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 speed cars until abandonment. One of

1136-467: The Gruenewald House . Prior to the organization of Madison County, William Conner entered the land upon which Anderson is located. Conner later sold the ground to John and Sarah Berry, who donated 32 acres (13 ha) of their land to Madison County on the condition that the county seat be moved from Pendleton to Anderson. John Berry laid out the first plat of Anderson on November 7, 1827. In 1828

1207-510: The Indianapolis Bellefontaine Railroad , as well as their station in 1852, Anderson burst to life. The third incorporation of Anderson as a town occurred on June 9, 1853. The population continued to increase. On August 28, 1865, with a population of nearly 1,300 people, Anderson was incorporated as a city. Between 1853 and the late 19th century, twenty industries of various sizes located there. On March 31, 1887, natural gas

1278-484: The Interurban Railroad was born in Anderson. Charles Henry , a large stock holder, coined the term "Interurban" in 1893. It continued to operate until 1941. The Commercial Club (formed on November 18, 1905) was the forerunner of the present chamber of commerce . The year 1912 spelled disaster for Anderson: the natural gas ran out. The city had left its gas-powered lights on day and night, and there are stories of

1349-665: The Paris Metro in France. Meissner's son, Edwin B. Meissner Jr., succeeded his father as head of the company, and continues to be an active member of Congregation Shaare Emeth. Streetcars held sway in St. Louis and its suburbs from the 1880s until the mid- and late 1940s. Andrew Young records that new state-of-the-art buses began to encroach on the streetcars domain. New streamlined streetcars were brought into service in 1946 to replace older cars, some dating back to 1903. In 1960, St. Louis Car Company

1420-489: The 1970s and 1980s. For example, nearly 22,000 people were employed by General Motors in the 1970s in Anderson; by 2006 this number had declined to fewer than 2,600. Anderson has since struggled with higher rates of poverty and unemployment. Anderson is located in south-central Madison County at 40°06′00″N 85°40′53″W  /  40.100041°N 85.681525°W  / 40.100041; -85.681525 . The city of Anderson occupies all of Anderson Township except for

1491-465: The 1990s. The city cars, excluding earlier wooden types that were scrapped, consisted mainly 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 home-built designs, outdated passenger cars converted for alternate use, and secondhand equipment. Most of this equipment

SECTION 20

#1732852300965

1562-582: The Buckeye Gasoline Buggy the Lambert product. Many other inventions were perfected in Anderson, including the gas regulator (Miron G. Reynolds), the stamp vending machine (Frank P. Dunn), clothes presser (H. Donald Forse), "Irish Mail" handcars (Hugh Hill), flower car for funeral homes (Francis M. McClain, automatic gearshift (Von D. Polhemus)), Sisson choke (Glenn Sisson), and the vulcanizing process to retread tires (Charles E. Miller). Anderson hosted

1633-595: The Cincinnati and Lake Erie Ohio interurban which ran from Cincinnati through Dayton to Toledo and east to Cleveland using the Lake Shore Electric interurban. The IR and the C&LE moved much freight at the time to Cleveland. When the Lake Shore Electric was abandoned, severing the ability to ship to Cleveland, the C&LE soon stopped running too. Eventually, the IR did not have the funds to continue to lease

1704-666: The D&;W. The lease was dropped, the D&W shut down, and the important freight connection was lost. In 1937, 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,

1775-510: The IR to ship freight from Indiana to Dayton, and from there on the C&LE north to Toledo and Cleveland, south to Cincinnati, and east to Columbus. Like many interurbans, the Dayton and Western struggled financially into the 1930s. Its track ran adjacent to the new U.S. Route 40 highway between Richmond and Dayton, and as the 1920s passed, the Dayton and Western crews apprehensively watched as more and more of their business moved onto that highway in

1846-583: 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 route, continued to operate 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 the 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

1917-463: The IR would have had a promising future. Instead, it collapsed further. When the Indiana Railroad lost its important freight interchange connection with neighboring interurban Dayton and Western, prospects for the line's survival were poor. The IR continued to barely survive with only the Indiana freight business, but its lines were abandoned one by one. Today, one operation on IR track survives as

1988-475: The IR's arch windowed wood bodied box motors would tow one or two gondolas loaded with coal for the local power plant through the streets of towns. In some cases, freight trains operating on city streets faced objections from town councils, particularly if those trains operated during the day. Many merchants, newspapers, and small manufacturing companies used the frequent interurban scheduling provided. Had an improving economy allowed this freight business to increase,

2059-568: The average family size was 2.87. In the city, the age distribution of the population shows 23.2% under the age of 18, 11.2% from 18 to 24, 27.6% from 25 to 44, 21.3% from 45 to 64, and 16.6% who were 65 years of age or older. The median age was 36 years. For every 100 females, there The city government consists of a mayor and a city council. The mayor is elected in citywide vote. The city council consists of nine members. Six are elected from individual districts. Three members are elected at large. When General Motors closed its operations in Anderson,

2130-455: The beginning of 1839, but the work was soon suspended by the state following effects of the Panic of 1837 . The town again became a sleepy village until 1849, when it was incorporated a second time as a town. Many new commercial ventures located around the courthouse square. This incorporation was short-lived, and Anderson once again went back to village status in 1852. However, with the completion of

2201-547: The city was 47.9% male and 52.1% female. As of the 2000 census , there were people, households, and families living in the city. The population density was 1,491.6 inhabitants per square mile (575.9/km ). There were housing units at an average density of 690.3 per square mile (266.5/km ). The racial makeup of the city was 81.99% White , 14.88% African American , 0.31% Native American , 0.49% Asian , 0.02% Pacific Islander , 0.86% from other races , and 1.45% from two or more races. Hispanic or Latino of any race were 2.07% of

Indiana Railroad - Misplaced Pages Continue

2272-406: The city was 78.8% White , 15.2% African American , 0.3% Native American , 0.5% Asian , 2.6% from other races , and 2.6% from two or more races. Hispanic or Latino of any race were 4.8% of the population. Of the extant households 28.8% had children under the age of 18 living with them, 35.8% were married couples living together, 17.1% had a female householder with no husband present, 5.5% had

2343-562: The city was dealt a major economic blow, as GM was the biggest employer in Anderson. Nevertheless, in 2007, Anderson was ranked 98th in the Forbes List for 100 Best Places for Businesses among Smaller U.S. Metro areas. However, a more recent (2014) appraisal of Anderson from the Indiana Business Review was mixed, noting that "long-term trends are negative", citing "a long-term downward trend in area employment" and "acceleration in

2414-576: The combines was eventually purchased by the CSS&;SB South Shore Line , where it still operates today as a catenary maintenance car. Absorbed into IR along with ISC and IPS was the Northern Indiana Power Company , a successor to the Kokomo Marion and Western Traction Company. This line was the smallest and weakest of the companies that were folded into IR. A year later, on June 23, 1931,

2485-622: The company built automobiles, including the American Mors , the Skelton , and the Standard Six . The St. Louis Aircraft Corporation division of the company partnered with the Huttig Sash and Door company in 1917 to produce aircraft. During the two world wars, the company manufactured gliders, trainers , alligators , flying boats , and dirigible gondolas. Among their most successful products were

2556-496: The company continues to operate but does not pay interest on its bonded debt) 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. Its Indianapolis to Richmond line connecting with the Dayton and Western interurban was an important IR link to the Ohio interurbans for interchange of freight. IR quickly retired

2627-460: The company's operating income declined and eventually became inadequate to repay the bond interest. This forced an eventual declaration of bankruptcy. The public's desire to travel by interurban diminished as the Depression deepened and as more roads were paved with more cars driven on them. On July 28, 1933, IR went into bankruptcy but continued to operate. Control was placed by bankruptcy court into

2698-491: 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 that had been built between 1896 and 1907 under a variety of small independent lines. Through service between Indianapolis and Louisville

2769-821: The control of the Schoepf-McGowan Syndicate in 1902. UTC purchased or leased several neighboring interurban lines in short order: the Elwood and Alexandria was bought in 1903, the Indiana Northern in 1905, and the Indiana Muncie Hartford and Fort Wayne was leased in 1906. In 1906, UTC also purchased all of the Dayton and Muncie's trackage in Indiana. UTC absorbed the Indianapolis, New Castle, and Toledo in 1912 and extended its trackage from New Castle to Muncie, but it did not reach Toledo. Although it attempted

2840-400: The east side of the city, leading north 11 miles (18 km) to Alexandria and southwest 10 miles (16 km) to Pendleton . Interstate 69 crosses the southeast corner of the city, with access from Exit 226 (SR 9/ SR 109 ). I-69 leads southwest 40 miles (64 km) to Indianapolis and northeast 83 miles (134 km) to Fort Wayne . According to the U.S. Census Bureau , Anderson has

2911-469: 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

Indiana Railroad - Misplaced Pages Continue

2982-418: The first couple of years of IR's existence, leaving a fleet made up predominantly 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 heavyweight combines, parlor, and sleeping cars . A few of these former Interstate cars were still operated by a British Columbia railroad in

3053-880: The form of cars, trucks, and buses. From 1931 to 1933, the Cincinnati & Lake Erie leased the D&W to prop it up. In 1936, the IR took over the lease, but in May 1937 it had to drop the lease for lack of funds, forcing the D&W to abandon operations. The resulting loss of revenue business to Ohio wounded the IR. IR inherited a large fleet of interurban cars from its various predecessor companies, totaling 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

3124-458: The former Baltimore and Ohio Railroad line running northeast from Louisville. In its startup years just before the beginning of the Great Depression, the Indiana Railroad obtained funds for improving its physical plant and purchasing new interurban coaches and freight equipment by selling corporate stock and bonds. Interest was to be paid on the bonds semi-annually from operating income, but

3195-446: The former THI&E line east of Indianapolis to Richmond was abandoned, severing the IR's important connection with the C&LE interurban network in Ohio. 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 of the former Interstate Public Service Indianapolis to Louisville line

3266-543: The hands of Bowman Elder as receiver. Elder was able to keep the system virtually intact for four more years with increasing income from freight. The IR was operating about 600 miles (970 km) of interurban lines throughout Indiana during this period. In 1936, IR actually showed an operating profit, the only time in its history that it did so. In that year, the IR brought the Dayton and Western under its control by leasing it for two years. This continued its valuable freight link to

3337-621: The lower years. Anderson University is within the city, as are a campus of the Ivy Tech Community College of Indiana and a campus of the Purdue Polytechnic Institute . The city has a lending library, the Anderson Public Library. St. Louis Car Company 38°42′38″N 90°13′32″W  /  38.710668°N 90.225509°W  / 38.710668; -90.225509 The St. Louis Car Company

3408-436: The much smaller communities of Country Club Heights , Edgewood , River Forest , and Woodlawn Heights , as well as small parts of five other townships: Lafayette , Richland , Union , Adams , and Fall Creek . Indiana State Road 32 (14th Street) crosses the city center, leading east-northeast 19 miles (31 km) to Muncie and west-southwest the same distance to Noblesville . State Road 9 (Scatterfield Road) crosses

3479-452: The number of food stamp recipients". More recent unemployment has been reduced, but improvements still lag behind the rest of the state. For 2013, estimated household median income was $ 33,574 (vs. Indiana state median of $ 48,248). Per capita money income was $ 18,216 (Indiana per capita of $ 24,635). 25.8% of the city's population was estimated at living below poverty level, vs. a statewide estimation of 15.4%. Madison County, of which Anderson

3550-693: The passenger capsules, designed by Planet Corporation, to ferry visitors to the top of the Gateway Arch at the Gateway Arch National Park (then known as the Jefferson National Expansion Memorial) in St. Louis, Missouri. St. Louis Car continued business until 1968 and ceased operations in 1974. The final St. Louis Car products were R44 subway cars for the New York City Subway and Staten Island Rapid Transit , and

3621-408: The population. There were 25,274 households, out of which 27.0% had children under the age of 18 living with them, 41.4% were married couples living together, 15.1% had a female householder with no husband present, and 39.0% were non-families. 33.1% of all households were made up of individuals, and 14.0% had someone living alone who was 65 years of age or older. The average household size was 2.28 and

SECTION 50

#1732852300965

3692-500: The seat of justice was moved from Pendleton to Anderson. The city is named for Chief William "Adam" Anderson, whose mother was Lenape and whose father was of Swedish descent. Chief Anderson's name in Lenape was Kikthawenund , meaning "creaking boughs". The Lenape village was known as "Anderson's Town", though the Moravian missionaries called it "The Heathen Town Four Miles Away". Anderson

3763-483: The track was removed. This was the end of the Indiana Railroad. Anderson, Indiana Anderson is a city in and the county seat of Madison County, Indiana , United States. The population was 54,788 at the 2020 census . It is named after Chief William Anderson . The city is the headquarters of the Church of God and its Anderson University . Highlights of the city include the historic Paramount Theatre and

3834-457: 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 work car had been 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 ceased, and soon

3905-418: 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 operating revenue and funds, it had never modernized, and was financially among the weakest of the Indiana lines. As a power utility it had profits, but the interurban division had been losing money for a decade. It fell into receivership (a form of bankruptcy where

3976-456: The various IR-linked towns (and to or from Ohio) were not available from the competing railroads; the latter typically required two to three days to complete a shipment. An example is delivering machined parts made in Terre Haute overnight to Auburn, Indiana, auto manufacturer Auburn . Prior to 1930, cartage business already existed due to the interurban's ties to local power companies. At night

4047-542: The very dated THI&E arch-windowed wood combines. The Indiana Railroad was able to interchange passengers and considerable freight with the Cincinnati and Lake Erie interurban in Ohio, but the financially very weak Dayton and Western interurban was the essential rail link between the two companies. The 53-mile (85 km) D&W tied into IR tracks at its west end at Richmond, Indiana, and into C&LE tracks at its eastern end at Dayton, Ohio. The D&W connection allowed

4118-510: The years before the Great Depression. The all-steel interurban sleeper cars, with traction controls and motors removed, were purchased and used into the 1960s by British Columbia Railway. The Indiana Service Corporation (ISC) became part of IR at the same time as the IPS. ISC was the successor to the Fort Wayne and Wabash Valley Traction Company (FW&WV), a system that had been assembled from smaller predecessors around 1902. In 1910, FW&WV had

4189-623: 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. Although considerable planning and expenditure in 1930 went into improving the passenger operation, IR hoped to increase revenue from its freight business. Overnight less-than-carload (LCL) deliveries between

4260-501: Was a major United States manufacturer of railroad passenger cars , streetcars , interurbans , trolleybuses and locomotives . It operated from 1887 to 1974 and was based in St. Louis , Missouri. The St. Louis Car Company was formed in April 1887 to manufacture and sell streetcars and other kinds of rolling stock of street and steam railways supporting the traction industry. In succeeding years

4331-597: Was acquired by General Steel Industries . In 1964, St. Louis Car completed an order of 430 World's Fair picture-window cars ( R36 WF ) for the New York City Subway and was building 162 PA-1s (110 single units, 52 trailers) for the Port Authority of New York and New Jersey for their use on the Port Authority Trans-Hudson line to New Jersey. Also in the mid-1960s, the company completed building

SECTION 60

#1732852300965

4402-545: Was also known as "Andersonton" before being formally organized as Anderson. Introduction of internal improvements by the Mammoth Internal Improvement Act caused a growth in the population in 1837. In December 1838, Anderson was incorporated as a town with 350 inhabitants. The Central Canal , a branch of the Wabash and Erie Canal , was planned to come through Anderson. Work continued on the canal during 1838 and

4473-575: Was created on July 2, 1930, when Midland Utilities purchased the Union Traction Company of Indiana (UTC) and transferred ownership to the 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 had been created in 1897 to operate an initial line between Anderson and Alexandria , and came under

4544-412: 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

4615-464: 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 line and tlhe Muncie to New Castle branch were abandoned, ending practically all service on the IR. With the abandonment of its two principal remaining lines in January 1941,

4686-550: Was discovered in Anderson. As the Indiana gas boom began, this discovery led new businesses that could use natural gas, such as glass-making, to move to the city. Anderson grew to such proportions that a Cincinnati newspaper editor labeled the city "The Pittsburgh on White River ". Other appellations were "Queen City of the Gas Belt" and (because of the vulcanizing and rubber tire manufacturing business) "Puncture Proof City". In 1897

4757-517: 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 frequent passenger services between Indianapolis and 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

4828-479: Was opened in 1917, and this was separated from Gospel Trumpet (now known as Warner Press) in 1925. At the same time, it became known as Anderson Bible School and Seminary. In 1925, the name was changed to Anderson College and eventually to Anderson University in 1988. Over the years, 17 different types of automobiles were manufactured in Anderson, with the Lambert family among the city's leaders in its development and

4899-619: Was ordered. The first 14, cars 50–63, came from the 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

4970-518: Was president of the company, one of the nation's largest manufacturers of railroad and light rail cars, and the St. Louis Aircraft Corporation. He was active for many years on the Jewish Federation Board of Directors, and served for over 20 years as President of Congregation Shaare Emeth . The St. Louis Car Co., later known as General Steel Industries, manufactured St. Louis streetcars and trolleys and cars for far-flung transit systems such as

5041-405: Was quite old, but even some equipment dating to before 1905 remained in IR's employ for years. Some of the retired passenger coaches that were in better condition were rebuilt into box motors and utility cars. IR purchased two series of modern interurban cars during its life, and it was the first series — the famed Indiana Railroad High-Speeds — that always symbolized the railroad. When IR

#964035