Below are notes made on index cards by Paul Renault. These notes were written around 1960 relating to a number of electric and former electric lines of the time. Typed by Evan Jennings. TMNY catalog number 1241, accession PR199001.
Local steam lines bought by Tuscaloosa Railway & Utilities Co. (later A. P. Co.) in 1914 and electrified. Operated local trolleys and belt line until Nov. 1941. Line to Holt & City; belt line freight only thereafter; operated by GM&O with diesels since 1945.
Passenger service ended after WW2. Freight dieselized by Canadian Pacific Ry, owner. Cars saved for Seashore Electric Ry of Kennebunkport Me.
Lease of line between Atlantic City & Somers Point transferred to A. C. Transp. Co. 12-1-45; canceled 1-18-48. Passenger service by ACT Co. bus. Freight by Penna Rdg Seashore Lines steam engines.
Sold its remaining electric rail lines to York Utilities Co.
All electric properties have been sold; controlled by National City Lines.
Formally connected Aurora with Elgin, Ill. Most of line abandoned with motorization of Aurora & Elgin City Lines. Short section connecting Chicago Aurora & Elgin RR with Illinois State Hospital kept but de-electrified in 1948.
Includes portions of Washington Baltimore & Annapolis Electric Railway, Maryland Electric Railways.
B&O took over WB&A line between Ford Meade Jct. and Fort Meade, and operates by steam and diesel.
Main line, Salt Lake City to Ogden, Utah; also owns section of Salt Lake & Utah running south from Salt Lake City, and short stretch of Utah-Idaho Central within city of Ogden, running north from trolley terminal (now Greyhound depot) at 23rd St. to 19th St. Electric passenger service ended 9-5-52. Electric freight service ended 1953.
Car 400 now in Bay Area Electric collection.
Passenger service formally operated with a Birney now discontinued freight moved by diesel. Short section used by Bush Terminal RR electrified for B&QT trolleys.
Originally a steam road. Passenger service for coal miners provided by battery cars. Very hilly section of line which caused too heavy a drain on batteries was equipped with trolley wire for several miles. De-electrified in 1920s.
Ended high speed electric passenger service between these two cities 5-29-53 and two months later replaced electric freight service with diesels. Two cars, one built for Cincinnati & Lake Erie, the other bought at the start of World War II from Indiana Railroad, have been preserved (at Worthington Ohio and No. Chicago, Ill, respectively).
Passenger service on this 3rd rail powered interurban line from Sacramento to Stockton (with branch to Lodi) ended in 1930s. Freight service went diesel in 1940s. City passenger service in Sacro where trolley wire was used was sold to Sacramento City Lines and discontinued by them 1-4-47.
Section of Morgantown Divn.
Most of Clarksburg-Fairmount Line
Both operated for frt by B&O which bought them after CLWVs motorization program in 1940s. The Morgantown Pike segment had already been isolated from the rest of the CLWV rail lines.
Upon abandonment of interurban system, several miles were sold to Davenport Rock Island & Northwestern, a steam line.
Former trolley work cars with generators on board, move carload freight on portions of V-Burnside and Z-Glastonbury line. Power lines on Rt. Z wrecked by 1938 hurricane; V a victim of division-wide motorization.
A few blocks on Forbes Ave. used jointly by F-Branford, G-Lighthouse and H-Momaugrin now accommodate diesel trains of Manufacturers RR.
An early steam road electrification discontinued after Pennsylvania Railroad gained control.
Portion of Golden Line between interchange in south end of Denver and Morningside Jct. and government-owned branch to Federal Center (from Morningside Jct.) formerly leased to D&IM now operated by the Associated Railroad of Colorado. Electric operation ended 1953 for freight, 1940s for passengers. One car preserved in Golden.
Part of the Colorado & Southern Railway was electrified (by C&S) and operated under the name of Denver & Interurban. Power was collected by pantograph.
Between Des Moines, Iowa and Beaver Park: operated by diesel since 1949.
Route 9 Urbandale remains in diesel freight service between Beaver Jct. near 22nd St. and Beaver Avenue, near 42nd Street. Regular electric passenger trolley service operated until March 1951.
Branch from Mt. Morris on main line to Rochester electrified for suburban and commuter service with electrified steam coaches equipped with pantographs. Replaced by limited gas-electric service 1930s now terminated. Freight never was electric. See also International Ry Co.
Formally part of Worchester Consolidated Street Railway system, which operated it as lessee. Owned by the Draper Corporation, manufacturers of textile machinery. Now freight only. De-electrified 1940s.
See Spokane & Inland Empire.
(blank card)
No passenger service operated. Gasoline powered engines replaced electrics 1940.
An interurban trolley line which became a subsidiary of Missouri Pacific Ry, lost its entry to downtown with abandonment of Houston Electric Co.s city lines; after experimenting with road-railers to provide thru service, the line arranged trackage to Union Depot over steam rds which would not allow overhead to be strung. A twin coach on flanged wheels took over. 1940s
Although the corporate existence of this line was long since ceased, a few yards of its trackage adjacent to the Ossining NY station are still in use for New York Central freight cars.
Formerly operated as lessee, the Interstate Public Service Co.s line from Indianapolis to Louisville, of which a portion remains as Southern Indiana Ry.
Lockport Division Sold its local lines in Lockport and interurban to No. Tonawanda (freight only already) to Erie Railroad Co. which dieselized in 1951.
Line leased to Indiana Railroad. Lease cancelled 1941, most of line abandoned. Section from Watson Jct to Speeds saved, for frt only, sold to Southern Indiana Ry. which later installed generators in locomotives and removed overhead electrification.
A few portions in Oakland area are still operated for freight service, with Southern Pacific diesels.
Passenger and electric operations ended 12-31-40 except on certain portions taken over by Key System, a few of which are still operated (7 St. Line to Havenscourt, Berkeley, Shattuck Av line to Thousand Oaks).
Ex-Joplin-Pittsburg Public Service Co.
Wilkes-Barre to Scranton, PA
Electric freight service on the L&WV came to an end 8-19-53 with a diesel leased from DL&W taking over. Passenger service, always electric, had ended 12-31-52.
(blank card)
Serves and is owned by Whitin Manufacturing of Whitinsville, Mass.
No passenger service ever operated. Diesels replaced electric switchers following motorization of New Haven Divn of the Connecticut Company, on whose tracks it operates for a few blocks.
See Baltimore & Annapolis RR.
De-electrified a few spurs and sidings in connection with new construction by still electric on main line.
Passenger service ended and city street trackage abandoned. [Management and staff reported to be extremely hostile to photography]
Portion purchased by New York Central Railroad when balance was abandoned.
Trackage rights into Minneapolis via Twin City Rapid Transit surrendered on termination of passenger service. Southern portion of line sold to Northern Pump Co. for transportation of its workers during war. Balance of line operated by diesel for freight only.
Bought the Fairmount & Clarksburg Ry, among others, and in 1943, sold its traction properties to City Lines of West Virginia.
West Shore Railroad; electrified with 3rd rail for use of N. Y. State Rys interurbans between Utica South and Syracuse South; used also until 12-31-30 West Shore Railroad from Frankfort Jct to Mohawk Jct was electrified for Utica-Little Falls cars of N.Y.S. Rys, from 1905 until 1913.
Until forbidden by state law, the New Haven operated a number of branch lines by 3rd rail electric power. The lines did not form an integrated network.
Rockville-E. Hartford de-electrified in 1924.
Other lines used overhead trolley; in some cases, trackage rights were granted to New Haven's traction subsidiary The Connecticut Co. Also see Prov., Warren & Bristol.
Ilion (West Shore Sta.) to Remington Arms plant in Ilion, de-electrified in 1933, operated by New York Central RR.
Bought an interurban trolley line from Norfolk to Virginia Beach which competed severely with NS own line. Lines joined to form a loop, with NS of line electrified to permit through operation. Both freight and passenger service operated electrically. De-electrified late 1930s in favor of streamlined gas-electric cars; now frt only.
Passenger service replaced by busses. Freight service operated by High Point Thomasville & Denton RR on portion of former trolley system.
(blank card)
Leased to New Haven which electrified certain portions.
(blank card)
(blank card)
1 single truck rotary snowplow
3 single truck nose snowplow
3 double truck sweeper
4 double truck sweeper (express car type; not over painted)
5 double truck sweeper, probably from Syracuse Transit Corp.
05 double cab work car
Sold to Southern Pacific.
Freight service only, now operated by steam.
Came under control of New Haven RR which later replaced passenger service with New England Transportation Co. busses and operated freight service by steam. Providence to Fall River via Warren, with a branch to Bristol, 1-9-32.
As a New Haven subsidiary, operated extensive city and interurban system; reorganized as United Electric Rys under New England Electric control.
Leased Narragansett Pier RR and electrified it between Narragansett and Wakefield. Electrification removed on cancellation of lease, 1920s.
Retained portion of Buttonwoods Divn, orig a steam rd, for frt after general motorization. Sold to T. P. Vaughn who organized the Warwick RR Co. to operate it. Freight moved by diesel, 1952.
A rural line serving Farmington, Mo. and vicinity. Irregular passenger and freight service where offered until late 1940s when dieselized. Passenger (actually combo) equipt retired at that time.
Formally an important passenger line in East Saint Louis area before arrival of Natl City Lines. After loss of downtown entry, line ceased passenger service but continued moderate traffic of heavy freight. Dieselized after WWII.
Two section of this line are still in use for diesel service, although operation by the SL&U with electric passenger cars ended March 1946.
Salt Lake city sector now served by the Bamberger Railroad. Magna branch sold to the Western Pacific.
Observation Car No. 702 now owned by Bay Area Electric Railway Assn in Oakland area.
Between westerly outskirts of Salt Lake City and Saltaire Beach on the lake.
Electric freight service ended 3-1-52. Passenger service in summer seasons only. Open cars, now diesel drawn, still run in Summer.
(blank card)
Passenger service on Rt. 50 McDonald Ave. electric, operated for afc of SPR by NYCTS. Road freight on same line, Kensington to Coney Island diesel. Some electric freight operation Kensington to waterfront (39th St.).
200-221 one man city cars, Brill
504, 522 one man city cars
561, 562 two man interurban cars ex-Albany Southern, built by Cincinnati
650-655 two man interurban cars
719-723 one man city, two man interurban, Wason?
11-P, 12-P, 13-P, 14-P sweepers
15-P city plow
20-P intr plow
21-P rotary (Russel) > Montreal
36-S Sand
41-M motor flat
46-M crane
50-D, 51-D differential
95-O wire
Ex Interstate Public Service Co.
Portland area: see Portland Eugene & eastern
Oakland area: see Interurban Electric Ry
Ex Spokane & Inland Empire Railroad, now part of Great Northern System.
(blank card)
Now Pioneer & Fayette Railroad
Ohio & Morenci Railroad
Operated as a subsidiary of the Reading Company between Lawrenceville and the outskirts of Trenton for freight service only.
See Rhode Island Company.
Portland, Oregon, to Wikesboro still in use for diesel freight. Stark & 12th, Portland, via 12th St., Pettygrove, 22nd St., Nicholas Ave, and private way.
(blank card)
(blank card)
See Rhode Island Company.
See Baltimore & Annapolis RR
Sold, among others, its electrified lines from Camden (Phila ferry) to Millville and Atlantic City to Penna Rdg Seashore Lines which de-electrified Atlantic City line and Millville line in 1949. Gas-electric passenger service on AC line to Jan. 1951. RDC passenger service on Millville line to present steam freight on both.
Passenger service discontinued. Connection from Warsaw, Ind. to Peru on Indiana RR and line no. of New Paris Jct., abandoned. Remainder recently reported purchased by junk interests. See Dec 52 R R mag.
See Grafton & Upton RR
See also Directory of Private & Industrial RRs for portion still operated electricity by Ames Woolen Mills.
Abandoned all its lines except River St (Sanford, Me. To Springvale) which became freight only. Sold to new company, Sanford & Eastern R. R. which dieselized it. Also bought Portland & Rochester Br. B&M RR which was never electric.
Between Youngstown & Leeonia, Ohio
Diesels took over freight service 1952. Passenger service, always electric on the original Y & S, ended.