Interstate Public Service
Interstate Public Service was an interurban railway in Indiana. The main line was the first interurban to enter Indianapolis, and it would eventually reach Louisville, Kentucky. The line would outlast all other Indiana Railroad services, but only running between Indianapolis and Seymour. HistoryOn March 4, 1891, the Indianapolis, Greenwood & Suburban Railway company was incorporated. The project was reorganized in 1894 under the name Indianapolis, Greenwood & Franklin Railroad. After some construction, the unfinished road was sold to Charles E. Coffin who disposed of a controlling interest to the Irwins of Columbus in June 1899. Construction was resumed and on the first day of the new century the first interurban car to enter the city of Indianapolis arrived at the terminal of the company's line at Washington and Illinois Streets.[1][2] Work on the Franklin extension progressed so rapidly that cars began running on the May 31, 1901. In August 1902, the contract for the Franklin-Columbus extension was let, and September 4, a car ran over the line and regular service was established fifteen days later. On November 20, 1902, the Indianapolis, Greenwood & Franklin railroad changed its name to the Indianapolis, Columbus and Southern Traction Company.[1] Being the first line to enter the city, the Indianapolis, Columbus & Southern Traction company was the first to test the legality of an electric line handling freight. At first merchants objected to the unwieldy cars blocking the streets; but after their rapid and convenient service was demonstrated and the early experience of the company proved somewhat unprofitable, the attitudes of the merchants and traction officials were reversed. Many electric railway officials came to consider the freight business an expensive accommodation because of the extra equipment and men needed.[1] Surveys for the extension to Seymour began in the spring of 1905. Much difficulty was met in securing the right of way south of Columbus: the Pennsylvania Railroad refused to permit the traction company to cross its tracks in south Columbus at grade level on a private right-of-way. Upon petition of the traction company, the city council opened Madison Avenue across the railroad tracks and a city franchise was then granted. The decision of the Circuit Court that an under or overhead crossing was not practical was sustained by the State Supreme Court and the traction company was allowed to cross at grade. Grading began on the extension May 31, 1905 and the first car was operated September 28, 1907. In May 1910, the track was laid with new rails and in April 1911 several miles of second track were laid south of Indianapolis. The main power station was built at Edinburg; new substations were built in 1908 at Franklin, Columbus and Reddington.[1] On September 7, 1912, the Indianapolis, Columbus & Southern Traction company was leased by the Interstate Public Service Commission.[1] Louisville to Sellersburg_(14574115968).jpg) The next division of the Indianapolis-Louisville line to be built was the Louisville-Sellersburg section. The Louisville & Southern Indiana Traction company was incorporated June 17, 1903 and leased a line across the Kentucky and Indiana bridge and extended it as far north as Charlestown during the summer of 1906. The company made many surveys for a line to Corydon, West Baden and French Lick. The New Albany-Jeffersonville spur was built by the Jeffersonville City & Suburban Railway company and operated April 1907.[1] The railways were acquired by the Louisville & Northern Railway & Lighting company. In July 1907, the Watson Junction–Sellersburg line was completed.[1] The final connectionThe gap between Sellersburg and Seymour was built by the Indianapolis & Louisville Traction company. A bond issue of $1,250,000 was guaranteed by the Colonial Trust company of Pittsburg, Pennsylvania, and later, a second one of $400,000. On October 17, 1907, the Sellersburg-Seymour line was incorporated. On February 10, 1908, limited cars began running between Seymour and Louisville;[3] several months later cars ran from Indianapolis to Louisville. Through freight service began in November 1909.[1] In June, 1911, the Colonial Trust company of Pittsburg, and Frank E. Brooks, trustees for the $1,250,000 bond issue, petitioned for a receiver, alleging that no interest had been paid on the funded debt since October, 1908. John W. Greely, of Jeffersonville, one of the directors, was appointed receiver on June 26, 1911. On March 28, 1912, the company was reorganized and was called the Indianapolis & Louisville Electric Railway company.[1] On September 5, 1912, a group from Chicago incorporated the Interstate Public Service company.[1] The company owned numerous lighting and heating plants over the state. The Indianapolis & Louisville Electric Railway company, which purchased at foreclosure sale the Indianapolis & Louisville Traction company March 21, 1912, was leased by the Interstate Public Service company. On September 7, 1912, the Indianapolis, Columbus & Southern Traction company was leased.[1] After coming under the ownership of the Midlands Utility Corporation, the Interstate Public Service was amalgamated with other statewide interurbans to form the Indiana Railroad system in 1931.[4] DeclineThe Charlestown branch was discontinued in 1933.[5] The line south of Seymour was abandoned on October 31, 1939.[6] The Seymour service was the final interurban line to serve Indianapolis. After tracks in the Indianapolis Traction Terminal had all been paved over for bus service, Seymour cars continued to call at the northern side of the facility and use the wye to turn around.[7] On the morning of September 8, 1941, a passenger car collided with a work train south of Columbus — the passenger car's motorman and a passenger would eventually succumb to their injuries as a result.[8][9] Service ceased after the crash and was never restarted.[10] RouteStarting from the Indianapolis Traction Terminal, cars exited the north side and ran east on Ohio Street and south on Pennsylvania Street to Virginia Avenue. The line continued southeast until Prospect Street where the Indianapolis and Cincinnati Traction Company split to the east. Running south on Shelby Street, the Beech Grove Traction Company tracks left the line at Grande Avenue while the Interstate Public Service tracks continued south, with city tracks departing at Southern Avenue.[11][12] The Big Four Bridge over the Ohio River between Louisville, Kentucky, and Jeffersonville, Indiana was able to facilitate both stream trains as well as electrified inerurbans. Service to Louisville was facilitated via the Louisville Railway Company Prospect line, which was laid to a dual gauge of 5 ft (1,524 mm) and 4 ft 8+1⁄2 in (1,435 mm). The broad gauge was the city's normal street car gauge and the third rail facilitated Indianapolis-bound trips as well as interurban freight interchange from points north.[13] References
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