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600 Markley Street, # 068120 Port Reading, Nj 07064 United States

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Lehigh Valley Transit Company
Lehigh Valley Transit Company 1913 map.jpg

1913 map of the Lehigh Valley Transit Company
Overview
Headquarters Allentown, Pennsylvania
Locale Eastern Pennsylvania
Dates of performance 1905–1972
Predecessor Allentown & Bethlehem Rapid Transit Visitor (1891)
Successor Lehigh and Northampton Transportation Authority (1972)
Technical
Runway estimate 4 ftviii+ 1⁄ii  in (1,435 mm) standard gauge
Electrification 600 V DC trolley wire

The Lehigh Valley Transit Company (LVT) was a regional send company, headquartered in Allentown, Pennsylvania, that began operations in 1901 as an urban trolley and interurban rail transport company. Information technology operated successfully into the 1930s, struggled financially during the Depression, and was saved from abandonment past a dramatic ridership increase due to the Second Earth State of war. In 1951, the LVT, once again financially struggling, ended its 36-mile (58 km) interurban rail service from Allentown to Philadelphia. In 1952, it ended its Allentown surface area local trolley service. Information technology operated local bus service in the Allentown, Bethlehem, and Easton, Pennsylvania, areas until going out of business in 1972.[ane] [two]

Corporate origins [edit]

Public transport in Allentown, Pennsylvania began on 21 May 1868 when a equus caballus-car line was placed in performance between the Black Carry Hotel (9th and Hamilton Streets) and the Lehigh Valley Railroad Depot (3d and Hamilton Streets). The transition from equus caballus-ability to electric power began in 1891 when the Allentown-Bethlehem Rapid transit visitor erected a powerhouse at Front and Linden Streets in the First Ward (almost the Lehigh River).[3]

In 1893, the Allentown and Lehigh Valley Traction Company was created by investor Albert Johnson past combining a grouping of local streetcar lines. Quakertown Traction Company in 1898 operated electric trolleys from Richlandtown in Bucks County through Quakertown to Perkasie. Past 1900 the Inland Traction Company ran south from Perkasie to Lansdale, and the Montgomery Traction Company ran from there to Norristown. In 1901, a newly formed Philadelphia and Lehigh Valley Traction Company under Johnson merged these lines and others in the Lehigh and Delaware Valleys with the plan to create a trolley organization to attain north to New York City. Just Johnson died afterwards that twelvemonth, plus the company was in receivership by 1903. In receivership (where by courtroom order interest payments on bonds are suspended to allow a company to accept the cash to continue to operate with the program that eventually it volition have enough income to resume payments on bonds) route expansion and construction continued. Xxx five mile Allentown to the Philadelphia area of Chestnut Hill trolley service started the aforementioned twelvemonth. Connection with the Philadelphia Rapid Transit Company street cars at Anecdote Hill allowed riders to go on to downtown Philadelphia.[ citation needed ]

In 1905, the assets of the new Philadelphia and Lehigh Valley Traction Company were acquired by a new corporate entity: the Lehigh Valley Transit Company. The owners started an extensive rebuilding of the Allentown to Philadelphia route. Much side of route track (the line was e'er a single track) was replaced by track running in open country, yet considerable older side-of-road trackage remained, particularly south of Quakertown. Heavy wood arch windowed interurban coaches were purchased for high speed operation. This upgrading program culminated in a loftier capacity interurban line running from Allentown to Norristown. It existed until 1951. Multiple machine Interurbans operated from Allentown to Philadelphia's 69th Street concluding using the Philadelphia and Western Railroad s of Norristown starting in Dec 1912. Service on the former Inland Traction road running from Northward Wales (Junction) to Chestnut Colina continued until 1926, and the route between central Quakertown and Richlandtown ran until 1929, both replaced by omnibus. The LVT and P&West both reorganized during the next twenty years (LVT twice), simply trolleys connected to operate and compete with the nigh paralleling Reading Railroad Bethlehem to Philadelphia line due to lower cost to riders, particularly during the Depression, and then again vitally during the gasoline rationing of Globe War Ii.[iv]

History of the Philadelphia Division [edit]

The Lehigh Valley Transit Company (LVT) formed in 1905. It acquired the existing Lehigh Valley Traction Company, and the new owners started rebuilding of the existing trolley lines and acquisition of interurban cars. In 1912–xiii, and again in 1925, LVT upgraded track and rerouted lines by building private right of way between some towns (such as Quakertown to Souderton) where runway had been at the side of rural roads and had made frequent 90 degree turns at route intersections causing wearisome operation. At Wales Junction on the original Chestnut Hill line, a totally new road was synthetic north to Lansdale and due south to Norristown, across which trolleys would run on the third rail Philadelphia and Western to the Philadelphia subway final at 69th Street in Upper Darby. This allowed LVT passengers to change to the Philadelphia transportation system. This Allentown to Norristown route was named the "Freedom Bong Line". The LVT's Allentown to Philadelphia partitioning operating to 1951 is considered the last of the eastern U.S. single track, town street to side of road rural countryside hill and dale interurban trolleys in the U.s.a. forth with the Hagerstoiwn and Frederick and the West Penn Railways of western Pennsylvania although the Springfield to Media terminate of the present 24-hour interval 100-year-erstwhile Upper Darby to Media old Red Arrow trolley line — now SEPTA Route 101 — has some of these aforementioned unique characteristics.

Freedom Bell Line [edit]

The Philadelphia Partitioning "Liberty Bong Line" Allentown to Philadelphia was an overhead wire powered unmarried track high speed trolley performance with frequent passing sidings to provide opposing car operation. Each siding defined a block with semaphore signaling at those sidings. Each larger boondocks had a depot with a waiting room and a ticket agent plus facilities to handle trolley freight. S from its downtown Allentown concluding, the LVT'south Philadelphia Sectionalization served the Pennsylvania villages of Coopersburg, Zion Loma, Brick Tavern, Quakertown, Perkasie, Sellersville, Telford, Souderton, Hatfield, Lansdale, and Norristown. Much of the LVT route from Allentown to Perkasie was forth today'southward now rural Old Bethlehem Pike, although portions of the route were in open countryside.[v] [6] See the Google interactive LVT route map noted in the Bibliography.[7]

In Norristown, its third-rail-equipped cars continued on the high-speed Philadelphia and Western Railroad to the 69th Street, Upper Darby terminus, which was the western terminus of the Philadelphia metropolis subway-elevated. Philadelphia and Western Railroad crews operated the LVT cars from Norristown's Markley Street south. Much of the LVT's route was paralleled by the Reading Railroad's steam powered Bethlehem Branch [8] and had many of the aforementioned stops. In Lansdale, the ii stations faced each other. The Reading operated passenger service directly to its decorated downtown Market Street Reading Terminal in Philadelphia, but the LVT was less expensive for frugal riders and made many more village, local, and roadside stops. Some patrons would ride the Reading, for example, from downtown Philadelphia to Lansdale, then walk across the street to the LVT station to catch the interurban abode.[9] [10]

Equally was customary for interurban trolleys, the LVT Philadelphia Partition ran fast in open up land, but once in a village or town it slowly progressed down streets, made frequent stops, and navigated sharp streetcar-like turns at intersections.[11] In particular, there was extensive center street operation with 90 caste turns at Perkasie-Sellersville, Souderton, and Lansdale.

Long stretches of eighty-mile-per-hour operation existed northward of Quakertown, and the operator could go to a shunted field motor setting for maximum speed.[12] Open land private correct of mode existed, particularly due north of Quakertown. Another stretch existed betwixt Souderton and Lansdale and included a steel bridge north of Hatfield known every bit Gehman Trestle. When LVT started improving the original route they installed blade manner block signals at track sidings where opposing cars would pass, purchased the faster 800 class heavy wood arch windowed interurban cars from Jewett Automobile Company, and fix railroad mode dispatching. With these changes, local service using the St. Louis cars and express service using the new Jewetts began between Allentown and Norristown/Philadelphia 69th Street Last.[13]

In 1939, LVT purchased thirteen used lightweight high-speed Cincinnati and Lake Erie Railroad Cerise Devil cars from the abandoned Cincinnati to Toledo, Ohio, interurban to augment its older, heavier, and slower 700 and 800 serial interurban cars. The onetime Cherry-red Devils were reconditioned by the innovative LVT Allentown shops and were then operated from Allentown to Philadelphia as Liberty Bell Limiteds.[fourteen] The LVT advertised for and ran freight, but it was a small-scale function of the business. Like most interurbans, its primary income was from rider service. Box motor freight trolleys normally operated at night, just LVT sometimes ran scheduled passenger trips as a "mixed" railroad train with a freight box motor coupled behind the older 800 or 700 serial of rider coaches. The sometime C&LE Freedom Bell Limiteds were not congenital with couplers.[15] During the World State of war 2 years, LVT carried full loads including standees on its overworked equipment. When the war ended, ridership speedily declined, and LVT once more faced bankruptcy and abandonment every bit information technology had during the Great Low.[16] [17]

The extensive Pennsylvania construction of paved highways and the public's increased ownership of automobiles like the Ford Model T in the 1920s caused the financial decline of most interurbans in the United states of america. Many were abased prior to and definitely during the Swell Low. LVT struggled besides during this fourth dimension simply survived, primarily due to the purchase of high speed low-cal weight interurbans from the 1938 abandonment of the Cincinnati and Lake Erie interurban in Ohio. Ridership jumped due to gas rationing and increased industrial activeness during World War 2, only later the war the number of riders dropped again as they returned to their cars. Service quality declined during the 1950s as LVT lost rider revenue, which led to a further loss of riders. Through service on the P&W ended in 1949, and thereafter patrons had to change to P&W trains at Norristown.[eighteen]

Equipment of the Philadelphia Partitioning [edit]

  • 1902: a fleet of 50 suburban cars built by St. Louis Car Company was placed into service.
  • 1912: steel and truss bar supported forest frame 800 serial heavy interurban cars purchased from the Jewett Car Company.
  • 1916: all-steel 700 series cars purchased from Southern Car Company.
  • 1939: thirteen second-mitt purchased from abandoned Cincinnati and Lake Erie Railroad interurban former "Red Devil" squared-rear terminate cars (built past Cincinnati Car Company) numbered as the 1000 series, plus rounded-rear finish car 1030 from the former Indiana Railroad interurban congenital by American Car and Foundry, purchased to replace a fire destroyed Red Devil 1004.
  • 1939: second-hand lightweight suburban cars obtained from Steubenville, Ohio, numbered as the 430 series.

All except the 430 and 1000 series cars could exist, and oft were, run together in two or three car trains, including combinations of both the 800 and newer 700 series cars. Across the years, equipment modifications were made by the Fairview Allentown shops. The 700 series steel cars were converted from middle-archway two-man crew to one-man cars. Passenger vehicle 812 was a classic arch window large interurban coach typical of 1912 construction. It was built in the LVT shops as a private machine and later converted to regular passenger service.[19] It operated to the concluding day of track operation in 1951. The LVT color scheme was an all red body with silver roof until the lightweight 1000 series cars arrived in 1939. Some of the older fleet was then retired and the rest repainted white with ruby trim and silver roof.[20] [21] Restored LVT automobile 801 is located in Scranton, Pennsylvania, every bit office of a growing trolley and interurban collection.

Ruby Devil interurban cars become Freedom Bell Limiteds [edit]

The LVT distinguished itself in the transit industry with its remarkable 1938-1940 rehabilitation plan and the stars of the modernization were the thirteen ex-Cincinnati and Lake Erie loftier speed former "Red Devils." They were extensively modified past the LVT and were renumbered the chiliad and the 1020 series. This acquisition and rehabilitation probably saved LVT from an before abandonment. These well designed interurbans dramatically improved passenger comfort with quick acceleration and high speed capability even with poor track, which improved schedules and service,[22] and they used less electrical power than their predecessors. LVT ridership increased, and then with the get-go of World War 2, gasoline and tire rationing required more non-automobile transportation in the Philadelphia region and ridership increased dramatically leading to an exhausting utilize of LVT equipment. The Red Devils had been the consequence of ane successful Ohio interurban combining with two financially distressed Ohio lines in 1930 to go the 257-mile-long (414 km) Cincinnati and Lake Erie Railroad. C&LE management knew that passenger and freight service had to be improved if the new line was to be assisting.[23] For passenger service, C&LE engineers worked with the Cincinnati Car Company staff in 1929 to blueprint and construct twenty interurban coaches with improved passenger condolement and appeal. Better performance in terms of ride, speed, and reduced ability consumption was obtained through improved aerodynamics, reduced car weight, and improved truck design. Meaning use of aluminum reduced weight, and the Cherry-red Devils provided passengers with comfortable leather saucepan seats with headrests.[24] Ii drawbacks: they were single ended and had a smaller rider capacity than provided past the older and longer wood Ohio interurbans, but C&LE planned to increase scheduled service to make up for this. The Red Devils were 43 ft 9 in (thirteen.34 1000) long, 11 ft 4 in (3.45 m) loftier and weighed 24 short tons (21 long tons; 22 metric tons).[25] [26] A typical 1920s big steel interurban was around 56 ft (17.07 m) long, xiv ft (4.27 m) high, and weighed sixty short tons (53.6 long tons; 54.4 metric tons).

A new truck design was a major role of the improved ride.[27] The truck carried 4 new design compact 100 horsepower (75 kW) motors provided past General Electrical. It had smaller bore wheels (28 in or 711 mm) and a smaller truck frame. Both allowed the machine to have a lower heart of gravity. Two types of brakes were provided. A magnetic track brake riding between the auto'south wheels on each truck pressed onto the rails caput when the air brakes needed supplemental stopping ability. The Red Devils were known for their excellent ride at high speed on rough interurban rails. Unfortunately, when the Great Depression deepened, C&LE business concern declined and it abandoned in 1938 and sold the Red Devils to LVT and to CRANDIC.[28] [29] [30]

The Golden Calf autobus [edit]

Like to the 1930 germination of Ohio's Cincinnati and Lake Erie interurban, a number of struggling Indiana interurban lines were combined to create the new Indiana Railroad. In 1931, the IRR ordered interurbans from the Pullman and American Motorcar and Foundry based upon the Cincinnati Auto Visitor Ruby Devil pattern but with improvements. More than aluminum was used, and a heavier Democracy truck blueprint was adopted to allow more stability at speed. The IRR operated multiple car coupled trains from Indianapolis south to Louisville, so the new IRR lightweights had couplers and a rounded rear cease, unlike the Red Devil'south squared rear finish. The circular stop immune coupled car performance around tight curves in boondocks streets.[31] IRR abased operations in 1941, and LVT purchased IRR parlor automobile #55 to replace former Red Devil car 1004 lost in a burn down due to 1004's malfunctioning electric car heater at Philadelphia and Western's King Manor station. (The fire likewise burned the station.) Car 55 arrived on the LVT property in IRR's bright "traction orange" paint scheme and LVT's Fairview shopmen humorously labeled it the "Gilded Dogie."[32] The store crew changed the old parlor seating to motorcoach seating and repainted the exterior with LVT's white with cherry-red trim (called by the LVT a dramatic "Picador Cream and Mountain Ash Cherry") and numbered it LVT 1030. Information technology stood out from its former C&LE Carmine Devil brothers past having more tapered forepart windows and the circular rear end.[33] LVT also replaced the IR Democracy trucks with the Cincinnati Automobile Company's ABC-74D trucks (bogies) salvaged from the 1004. They retained the interior order arrangement, only installed a refrigerator at the first left side window. Transit visitor officials introduced No.1030 to the public on September 14, 1941 and on Oct 3, 1941, the luxury car entered the revenue service on the Liberty Bell Road. Passenger traffic increased steadily during Earth State of war II and more passenger chapters was needed, so Dec 1941 and May 1942, several side-facing individual chairs were removed and replaced by forward and rearward facing sofas in order to increase the seating chapters from thirty to xxx-six. The original IR motorcar design placed the motorman's controls on the left side, merely the controller and brake stand were moved to the center past the LVT and a passenger loading door was added at the left front to provide southbound rider access to the left side Norristown platform. This door was likewise used at Lansdale and Souderton on northbound trips to allow passengers to unload curbside rather than into the street. Although the frequent stops and occasional steep grades (the climb from Souderton's Broad Street to Summit street was severe) were more enervating on traction motors than Ohio's had been, the former Red Devils and the 1030 performed well until LVT abandonment in 1951. Equally company earnings severely declined due to post World War ii diminishing ridership, seriously disabled cars were often ready aside, not repaired, and cannibalized for parts for other equipment.[34] [35] [36] [37] Machine 1030 is at present preserved and operating at the Seashore Trolley Museum.

Operations [edit]

Performance from Allentown [edit]

A typical daily run for an early on morning LVT car operator began at Allentown'south Fairview car befouled and double-decker thou (at present a park) where he picked upwards his assigned equipment, usually a lightweight yard-series car, and took it eight residential blocks on a single runway along Lehigh, Cumberland, Lumber, and St. John Streets to 8th Street where he switched onto the master line n, and ran over the 8th Street Bridge and then six blocks to the downtown Allentown station at sixth and Hamilton Sts. where he loaded whatever people waiting at the concluding. At the scheduled departure time, he began his trip to Norristown. About an hour and one half later, he reached Marshall siding in Norristown where a car exchange would occur with the P&W crew from 69th Street, and the LVT motorman began his render trip to Allentown. A motorman'due south normal day was 2 round trips.[38] Obviously if there had been any delays with cars operating in either management or the need for a defective car replacement (for case, at the Souderton carbarn by standby 1912 wood coach 812) his work day would be extended into overtime. An operator was required to wait until relieved. At the normal midday shift change, a motorman might option upwards his car at 6th and Hamilton from the motorman arriving from Norristown, or an substitution could occur at eighth and St. John where the Allentown shop lead tied into the primary line to 69th Street, Philadelphia.[39] [40]

Performance from Norristown [edit]

Earlier 1949, when LVT trolleys arrived at Norristown from Allentown, trolley poles were pulled downwardly and secured, machine power was switched from trolley to tertiary rails, and the trip continued to 69th Street Terminal just outside Philadelphia (Upper Darby) over the high speed Philadelphia and Western Railroad. After 1949, when decreasing ridership and increasing costs forced a service cut-back to Norristown (only freight trolleys continued running to Upper Darby), LVT motormen had to run their passenger cars in reverse down from the Norristown elevated station, dorsum to Markley and Airy Streets to a loop runway known as Rink Siding. This required the motorman to go to the rear of the automobile and attach controls there. After looping at Rink, the motorman backed the motorcar over the same four city blocks to return to the Norristown station where passengers would board for the adjacent northbound trip. This was an awkward and unpleasant organisation for the LVT and was indicative of its coming plummet.[41]

Winter bug in Souderton [edit]

Souderton had a ninety degree sharp plough with incline at Main and Summit Streets, and this caused issues for northbound trains. For approximately one cake prior to the intersection at Peak, Main Street was on a rising course. The center street single track made this turn, and so continued in the eye of Summit for about 150 anxiety to a bridge over the Reading Railroad. During icy conditions, the northbound Main Street incline could be a nightmare for the LVT. While crews from the nearby Souderton machine barn worked with ice chippers and sand to provide traction for wheels on rails, the delays were logistically problematic for LVT. Fifty-fifty though cars were scheduled from Norristown an hour apart, the Souderton delays could force multiple cars northbound to stack upwardly waiting for plenty sand to be deployed. This also blocked southbound trips. South of the Souderton depot, which was 6 blocks s of Summit at Principal and Broad streets, there were precipitous turns merely track conditions were level. From the LVT station on Principal, the southbound rail turned onto Wide Street, ran two blocks, then turned onto residential Penn Artery where, after four blocks, at Penn and Cherry Lane information technology entered open country for the fast downgrade run to Gehman trestle and on to the next scheduled stop at the Hatfield depot.[42]

Wrecks [edit]

A devastating fatal wreck occurred in July 1942 in Due east Norriton Township, north of Norristown. The motorman of northbound lightweight 1003 was waiting at Castor siding most Germantown Pike and had dispatcher'south orders to expect for both a southbound passenger car followed by a southbound freight motor, but he proceeded from the siding, violating the horizontal "cease" semaphore signal, and moved onto the main line after merely the start passenger car had passed. He may have misinterpreted the "one-long and two-short" horn signal, indicating a following section, for the usual "two-toot" greeting that passing cars oft signaled to each other. Alternatively, he may have been preoccupied in chat with people in the front vestibule. Alongside DeKalb Pike (United states 202), the 1003 accelerated and rounded a curve where visibility was limited past track-side vegetation. 1003 rammed head-on into moving freight motor C14. The heavier C14 "telescoped" into the lightweight and twelve people ultimately died, including the motorman of 1003. The motorman of C14 ran into the interior of his freight auto, thus surviving, and had the presence of listen to beginning catch from the cab clipboard his train order authorizing his presence as the second southbound section. The wreck forced dispatching changes and a reduction in operating speeds.

The Associated Press report on the accident: X KILLED AND 22 INJURED IN HEAD-ON CRASH OF INTERURBAN AND FREIGHT Train. Railroad train SLICES PASSENGER CAR AT RUSH 60 minutes. Norristown, Pa., July ix, 1942. (AP) -- Ten persons were killed and 22 injured in the head-on crash of a crowded interurban passenger car and a freight trolley tardily yesterday on a curve three and 1-half miles north of here. The heavy, loftier-floored freight, running downwards grade, literally sliced through virtually a third of the passenger motorcar which was en route from Philadelphia to Allentown, Pa., with a blitz-hour load. Several of the injured were reported in critical condition at Norristown hospitals. A Philadelphia Cherry Cross unit, which rushed blood plasma for transfusions, was credited with saving half dozen lives. The AP story then listed both the deceased and the injured and where the injured were taken for medical handling. The motorman of the passenger machine 1003 was amongst the dead. The crew of the freight motor survived, and the freight motorman was briefly held past police force and county coroner prior to investigation of his actions, and he was cleared of wrongdoing.[43]

A less severe collision occurred the same twelvemonth just northward of Perkasie one evening after the Perkasie terminate. Two northbound 1000 series cars were running a few minutes apart as a unmarried dispatched "train." Climbing the course in the wooded surface area approaching Old Bethlehem Thruway near Iii Mile Run road, the offset car, 1030, disengaged from the trolley wire, lost its lights, and drifted to a stop. The 2nd car, 1001, rounded a bend and rear concluded the stalled and nighttime 1030.[44] The blow could have been prevented if the motorman had flagged behind his motorcar rather than attempt to recatch the wire in the dark.

Route and schedule [edit]

A Saturday-Sunday schedule for April 1938[45] shows Allentown to Philadelphia interurban "Expresses" leaving Allentown on the hour from six am to x pm. There were scheduled stops but many more stops occurred simply by a rider "buzzing" the motorman or past flagging the auto downwardly.[46] Scheduled inflow at the P&W Norristown station was 1 60 minutes 38 minutes later. Typical running time between the scheduled stops was ii to six minutes. The Germantown State highway stop to Norristown's LVT-P&W station stop took a long 14 minutes because it included the southbound-northbound car "run across" with an LVT-P&W operator swap at Marshall passing siding in the middle of Norristown's Markley Street. This siding was located between Elm Street and Marshall Street (closer to Elm). The two cars were positioned door to door so that the motormen could step straight from machine to auto.[47] Then, a P&Due west crew took the southbound car a quarter mile downwardly Markley Street to Airy Street where tracks turned east for iv blocks, then due south on Swede and a jog from Swede onto a trolley-merely bridge over Norristown's Main Street and into the P&W's elevated station.[48] The 1938 schedule showed four "Expresses" operating on the line at the aforementioned fourth dimension. Hourly local service had many more stops and used typical streetcar fashion equipment: vintage 1902 St. Louis-congenital cars earlier 1939, and more modern ex-Steubenville Ohio lightweight cars after 1939.[49] Local service operated between the Expresses and ran Allentown to Center Valley at the north end and Hatfield to Norristown at the southward end. With four cars operational at any given time, 1 southbound-northbound limited run into was normally at Marshall siding in Norristown and the other at Nace Siding in open up country just north of Souderton and the Souderton carbarn. The Reading Railroad's Bethelehem Branch from Philadelphia served many of the same towns as the LVT, with the passenger trains and trolleys occasionally pacing one another on parallel tracks.[8]

Stops and sidings [edit]

Philadelphia Sectionalisation siding and station scheduled stop list (northbound, with mileage): 0.0 Norristown station.; 0.3 Rink siding (reversing loop); 0.7 Marshall siding, (mid street LVT-P&Due west crew exchange); two.0/2.9 Brush siding (almost Germantown Throughway); 3.5 Washington Square finish; 6.v Acorn siding(at Morris Route); Wales Jct. stop; 8.7/ten.0 long Wide siding (south of Landsdale between Hancock St and Sumneytown Pike); 10.iv Lansdale station; 11.five Couter siding (side by side Squirrel at Main streets); 12.half dozen Angle siding; 13.6 Hatfield station; 14.3/14.8 Gehman terminate (south of Gehman trestle); 16.i Souderton station (Wide and Main); xvi.7 Automobile Barn stop; 17.0 Nace siding; Cope siding (Reliance-Township Line roads junction); twenty.0 Sellers siding at Sellersville station; 21.2 Perkasie backup siding at station, 22.eight Ridge siding (along Quondam Bethlehem Pike); 26.v Locust siding; 27.2 Red Lion stop; 27.5 Quakertown station (Broad and Main streets); Quakertown siding at Highway 309 underpass; 29.5 Wood siding (crossed Onetime Bethlehem Pike); 31.iv/31.9 Coopers siding; 33.0 Coopersburg stop; 34.3 Center Valley stop, 34.nine School siding, 36.9 Lehigh siding at Lanark, 39.5 Emaus Junction siding (required dispatcher phone); 41.8 Allentown, 8th & Hamilton downtown terminal.[50] [51]

Trolley freight service [edit]

In addition to the passenger service, Lehigh Valley Transit too moved freight. It began their freight service in 1908, using converted rider cars. Past 1912, they were purchasing cars manufactured for commercial hauling. In Allentown, the freight house was behind Front Street, about the former A&B meat plant. Throughout the determinative years, Lehigh Valley Transit acquired smaller companies and absorbed their freight operations, and its freight performance extended north to Stroudsburg and southward to the 72nd Street Freight House in Philadelphia.

Motorcar barns and shops [edit]

LVT needed to maintain interurban cars, streetcars, freight trolleys, and line maintenance equipment such as the overhead wire car and the snow sweepers. LVT'due south master car storage one thousand and major store was the Fairview barn southwest of downtown Allentown. Tracks to Fairview left the main line simply s of the 8th Street bridge on St. John Street, ran to Lumber Street, turned south on Lumber to Cumberland, then into the shop yard. To reach downtown from Fairview, LVT had the bad-mannered situation of running interurban cars, sometimes backward, through residential areas along Lumber and St. John streets.[52]

A 2nd maintenance facility and yard was in Souderton,[22] at 2nd and Central Streets. This is now the location of the Souderton burn down department building. The Souderton maintenance facility was reached by a track branching from the main line on Summit Street and running ii blocks due east. The reliable classic all woods curvation windowed 801 was kept at Souderton as backup and was used often.

Direct current power for the interurban trolleys on the Liberty Bell Line was produced (from AC power supplied by overhead lines from Allentown) by rotary converters at substations in Allentown, Summit Lawn,Coopersburg, Quakertown, Sellersville, Souderton (in the carbarn), Lansdale, and Washington Square. Dissimilar the annotation in the "See Too" department below, LVT never used mercury arc rectifiers.

Refuse and bankruptcy [edit]

Ridership jumped due to gas rationing and increased industrial employment during Globe War Ii, but later on the state of war the number of riders dropped again as they returned to driving their cars. Past 1949, many of the Liberty Bell Limiteds were running about empty. Service quality declined during the 1950s as the LVT lost rider revenue to pay expenses, which led to a further loss of riders. Through service to Philadelphia on the P&W ended in 1949. When the LVT cars stopped running directly to the Philadelphia 69th Street terminal and terminated at Norristown, passengers were required to transfer to Philadelphia and Western cars, travel convenience macerated. The visitor had become marginal regarding profitability and a dour future lay ahead. Expenses of maintaining arail line were high. Along with rolling stock and track, LVT had to maintain AC to DC ability conversion rotary converters substations along its line to generate 600 Volt DC trolley power from locally provided AC power.

In 1951, it had an aging car fleet, had to pay all costs to maintain roadbed, track, drainage systems, stations, other buildings, trolley catenary, bridges, and snow removal. And it paid local property taxes. Revenues were not keeping up with expenses and the company faced bankruptcy. Direction had been petitioning the Pennsylvania Public Utilities Committee to abandon rail operations, and finally September 1951, they were given permission for a "trial" pause with a conversion to buses. With no notice to the public, the formerly in one case an hour white and red interurban trolley cars simply didn't evidence up the next 24-hour interval.

Operation was converted to buses on back roads, which dissatisfied both employees and riders, versus the directly route served past rail. Management chop-chop sent crews out to rip upwardly track, remove signals, and take down trolley wire to preclude beingness ordered back to rail operation. Cars were sent to the nearby Bethlehem Steel found for scrapping.[53]

The shutdown of the Liberty Bell Limited caused considerable loss of employment at the shops at Allentown and Souderton. According to the records of the Pennsylvania Department of State, the Lehigh Valley Transit Company survived as a Pennsylvania corporation until its dissolution on March 19, 1974.[54] According to the records of the Pennsylvania Department of State, the Lehigh Valley Transit Company survived as a Pennsylvania corporation with its bus arrangement until its dissolution on March 19, 1974.[eighteen]

Present day remnants [edit]

Right of way [edit]

Though the Allentown-Philadelphia interurban line was abandoned in 1951, some former stations still exist, and much of the correct of way north of Quakertown tin can exist traced. Parts of the line now are an electrical utility correct-of-way with an earthen jeep track located where the rail had been. Places where the tracks ran close to the side by side route (eastward.g., DeKalb State highway, U.Due south. Route 202, in Whitpain Township, Montgomery Canton; Old Bethlehem Pike Perkasie to Quakertown; Lanark Route in Lehigh County), highway widening has ofttimes encroached onto the old rail-bed.

Coopersburg: Near one quarter mile west of Primary Street in Coopersburg are very singled-out signs of the former right-of-way. This includes cut and fill up terrain on both sides of Trolley Bridge Route, and the abutments of a former long bridge just northward of the same road. Inside Coopersburg itself, residential Liberty Street named for the Liberty Bell line was placed on height of the former road bed. Portions both south and north are at present private driveways.

Quakertown: The Quakertown LVT station, an one-time inn, at the northwest corner of Main and Broad streets however stands and has a mural on its north wall depicting one of the LVT'due south 1000 Series Freedom Bell interurbans, the former Cincinnati and Lake Erie acquisitions.

Perkasie: The columned sometime LVT trolley station with its motorcar siding on Perkasie's Walnut Street now houses the Perkasie Historical Society. Information technology has been beautifully restored. A block north of this is the trolley tunnel under the Reading Railroad'south line to Bethlehem. Further north one hundred yards (91 m) are the concrete span abutments where the line crossed ninth Street running up course from the north abutment to Ridge Road. This tin be walked now.[55]

Sellersville: The former LVT Sellersville station at Main and Walnut streets is now (2015) a dental function. In the 1950s following abandonment, information technology was a police station. The line crossed the Bethlehem Freeway-Diamond Street then continued south side by side to and crossing Perkiomen creek.

Souderton: The LVT Souderton station was on northwest corner of Wide and Main across from the bank and is now gone. The line left town streets southbound from Souderton at Penn and Scarlet streets. The former right-of-manner is very distinct here and is a jeep trail and pole line. About 1 mile southward are the very distinct 2 abutments of the quondam Gehman trestle over Township Line Road northward of Cowpath Road.

Hatield and Lansdale: The house-like two story Hatfield former LVT station at Main Street is at present the Trolley Station cafe. Inside this cafe there are photographs of LVT equipment and locations plus a 1938 weekend schedule. Due south of this building the erstwhile LVT correct-of-way, including an original 1916 culvert, is now the Liberty Bell Trail for walking and biking. A right of way culvert and pole line are at Koffel Street close to the end of Squirrel Lane where the LVT entered Lansdale.

Wales Junction: The original 1900 LVT trolley line to Chestnut Hill and the newer interurban line to Norristown met at Wales Junction at the Sumneytown Motorway and Reading railroad.

Map: Some of the former LVT right of way is visible from satellite every bit a faint scar beyond the countryside north of Quakertown to Summit Lawn. The DeLorme Company'southward "Pennsylvania Atlas and Gazetteer Topographic Map" shows "old railroad grades." The abandoned LVT is shown running from Quakertown to Center Valley to the west of present-solar day Route 309. The LVT periodically ran adjacent to today'south Old Bethlehem Freeway and PA Route 309.

Summit Lawn substation [edit]

Just south of Allentown at Summit Backyard, the brick sometime LVT substation sits on the McAuliffe Asphalt Paving (2937 Pike Ave, PA Road 145) lot across from the Salisbury Township offices. The building carries a large sign stating information technology is the onetime LVT substation. The correct-of-way is very singled-out hither and is where the cars climbed a heavy form leaving Allentown to reach Tiptop Lawn at the pinnacle of the grade.

Eighth Street Bridge [edit]

In 1911, LVT needed a new span beyond Picayune Lehigh Creek in club to carry its interurban and trolley cars from heart Allentown to the south side. It organized the Allentown Bridge Company and commissioned noted bridge engineer Benjamin H. Davis to design the bridge. The resulting seventeen arch concrete span cost over $500,000 (equal to $xiii,092,593 today) and required 29,500 cubic yards (22,600 k3) of physical and 1,100,000 pounds (500,000 kg) of metallic reinforcing rods. When opened for traffic on November 17, 1913, it was the longest and highest concrete span in the globe. It operated as a toll bridge from its November 17, 1913 opening until the 1950s, at which time the toll was five cents for an automobile. The Liberty Bell Limiteds crossed the bridge to begin their run to Philadelphia and also to accomplish the Fairview auto barn to the west of Eighth Street. Physical poles that once supported the trolley wire are nevertheless standing on the span to this twenty-four hours. The bridge is at present called the Albertus L. Meyers Span.

Run into also [edit]

  • Terre Haute, Indianapolis and Eastern Traction Company
  • Frank Sprague
  • Rotary converter
  • Mercury Vapor Rectifier

Notes and references [edit]

  1. ^ Ruddell, Ron: Riding the Bell; 226p, Cardinal Electric Railfans' Clan, Bulletin 147, 2015; Chicago, IL. ISBN 9780915348473
  2. ^ McKelvey: Lehigh Valley Transit Company'due south Liberty Bong Route- A Photographic History Photos and author commentary tracing the LVT from Norristown due north to Allentown with line side landmarks. 97pp
  3. ^ Hellerich, Mahlon H, and Pennsylvania, Lehigh Canton Historical Society Allentown. Allentown, 1762-1987 : a 225-twelvemonth history. Allentown, Pennsylvania: Lehigh County Historical Society, 1987
  4. ^ "Philly NRHS - Lehigh Valley Transit". The Philadelphia Chapter of the National Railway Historical Lodge. Retrieved 2011-01-13 .
  5. ^ Riding the Bong, Lehigh Valley Transit's Liberty Bell Route: Ruddell, Ron; Bulletin 147, Primal Electric Railfan's Association, Chicago, 2015, Il; 226pp, ISSN 0069-1623.
  6. ^ Run across McKelvey for many photographs of the LVT road and depots.
  7. ^ "Liberty Bell High Speed Line".
  8. ^ a b Middleton 1961, p. 24
  9. ^ McKelvey: p30, mentions Lansdale commuters
  10. ^ Volkmer, Volume Three. Color photographs of LVT at Landsdale Station and at night on Main Street with text.
  11. ^ Keenan, Jack: Cincinnati and Lake Erie Railroad p204, 1949 photo of Allentown spring LVT machine 1005 loading passengers at the Souderton depot.
  12. ^ McKelvey: entire book, photos of operation.
  13. ^ Kulp: throughout book, word of different machine classes and structure past Jewett, Southern Car, and Cincinnati Automobile Co.
  14. ^ Middleton 1961, p. 399
  15. ^ Rohrbeck: photo, freight motor behind 700 Class passenger coach in a "mixed" railroad train.
  16. ^ Springirth: p42, LVT car at Norristown on station bridge.
  17. ^ Kulp, NRHS, Lehigh Valley Affiliate: 5 LVT publications: History of the LVT; History of the Jewett wood 800 Course cars, the steel Southern Car 700 Class cars, the former Cincinnati Car Company Red Devil 1000 Grade Liberty Bell Limiteds, and the original 1906 St. Louis Car Company congenital heavyweight trolleys. Perkasie'southward Three Mile Run standoff in the dark.
  18. ^ a b "Pa. Dept. of State, Agency of Corporations".
  19. ^ Kulp: History of woods Jewett built 800 class cars and the 812.
  20. ^ McKelvey: Jewett congenital 812 shown at Souderton where it was stored as a backup for regular assigned equipment.
  21. ^ Volkmer: throughout publication, 812 is shown with other equipment.
  22. ^ a b McKelvey. Photos and commentary describing the LVT operation and route as it progressed n from Philadelphia to Allentown; high speed operation; sudden abandonment.
  23. ^ Keenan. Design, construction, and performance of the Ruby Devils on the C&LE.
  24. ^ Keenan: p42, saucepan seats and other amenities.
  25. ^ Ruddell, p196: Cincinnati Car Co. builder's drawing, specifications: length 44'9"; weight 48,300 lbs.
  26. ^ Cincinnati Car Company: "Specifications," shop orders 3050 and 3055, ten limited and 10 local rider cars for the Cincinnati Hamilton & Dayton Railway Co, (to become Cincinnati and Lake Erie Railroad in 1930) Nov 5, 1929; p. 1, writer'south collection. See also William D. Middleton, Extra Fast and Extra Fare, vol. 2 of Traction Classics The Interurbans. (San Marino: Golden West Books, 1985), 298–305. Cited after Keenan, Jack. "The Fight for Survival: The Cincinnati & Lake Erie and the Great Depression" (PDF). Indiana Historical Club. Archived from the original (PDF) on 2012-09-13. Retrieved 2012-10-22 .
  27. ^ Middleton 1961, p. 423
  28. ^ Keenan: p204-5, photo and discussion; Red Devils sold to LVT.
  29. ^ McKelvey: p11, Liberty Bong Limiteds came from Ohio innterurban.
  30. ^ Middleton 1961, pp. 106–107
  31. ^ Bradley. Indiana Railroad history; development of its lightweight interurban cars.
  32. ^ McKelvey: p55, Fairview shopmen doing the conversion remarking almost the IR bright orange paint as opposed to the C&LE cars having arrived earlier in their deep red "Red Devil" color..
  33. ^ McKelvey, p.56, photo and comments about the Gilt Calf.
  34. ^ McKelvey: discussion of abandonment and disposal of cars.
  35. ^ Volkmer: Pennsylvania Trolleys in Colour, Vol 4. Provides color photographs of LVT with text.
  36. ^ Kulp: Lehigh Valley Transit'due south 1000 Series Cars, p33. Too: Kulp'due south NRHS Lehigh valley Chapter: publications covering: the 800 Class wood interurbans, the 700 Course steel interurbans, St. Louis Car Co. built heavy weight trolleys.
  37. ^ Keenan: covers the lightweights on many pages.
  38. ^ Borgnis: his description in 1947 of briefly operating a lightweight into the Fairview coach chiliad and his conversation with operator John Ward.
  39. ^ Keenan: p52-55, photos and description of Fairview Befouled lead, of the 8th Street Bridge
  40. ^ Borgnis: cyberspace essay where Borgnis runs a Liberty Bell Express from 8th and St. John to the Fairview Befouled following a trip from Norristwon to Allentown.
  41. ^ Borgnis: photo of backing lightweight, and St. Louis car leaving Norristown
  42. ^ McKelvey: p41, photographs and description at Souderton and at Gehman Span.
  43. ^ KMcKelvey: p42, photograph of Norristown wreck
  44. ^ Kulp: History of LVT chiliad Series Cars
  45. ^ 1938 published schedule
  46. ^ McKelvey: p56, mention of frequent stops caused by passengers "buzzing."
  47. ^ McKelvey,p47: At Marshall siding, cars stopped door-to-door.
  48. ^ McKelvey,p32: photo of "St. Louis" local motorcar at Norristown.
  49. ^ Kulp, Randolph: Lehigh Valley Transit's St. Louis Cars.
  50. ^ |Harvnb| from LVT Employee Timetable|1935|
  51. ^ Ruddell, maps 2 to 10 and photos.
  52. ^ Kulp, text and photo
  53. ^ Rowsome: p187, LVT car on its side being stripped for called-for prior to scrapping.
  54. ^ Kulp: all NRHS publications regarding the LVT.
  55. ^ trolleys -Perkasie, PA - Menlo Park - Perkasie Park - trolley mapgrassroots.pennridge.org › p-trolleyloca

Bibliography [edit]

  • Borgnis, Mervin; Ride With Me On The LVT, 1996. (Allentown street cars but.)
  • Freedom Bell High Speed Line: interactive route map. https://www.google.com/maps/d/viewer?mid=zrgaDi3L2Tns.kOa67LyibYAs&hl=en
  • Hilton, George and Due, John F.; The Electrical Interurban Railway in America 408p. Stanford Univ Press, California. 1960. (ISBN) A very thorough and scholarly book near interurban construction and financing.
  • Rex, LeRoy; Pennsylvania Trolleys in Color Vol Iv: The 1940s, 128p. Morning time Sun Books, Scotch Plains, NJ. 2003. (ISBN 1-58248-117-2, Library of Congress 97-070598.)
  • Kulp, Randolph; Liberty Bong Route'due south 1000 Serial Interurbans (1958); LVT 700 Serial Cars; LVT 800 Series Cars, LVT St. Louis Cars, NRHS, 1960-4. 4 softcover publications produced by the Lehigh Valley Affiliate, National Railway Historical Society, Allentown, PA.
  • Kulp, Randolph; History of the Lehigh Valley Transit Visitor Railway Operations (1966) National Railway Historical Society, Lehigh Valley Chapter, Allentown, PA.
  • McKelvey, Wm., Jr; Lehigh Valley Transit Company Liberty Bong Route- A Photographic History 97pp, 296 photographs. Canal Captain's Press, Berkley Heights, NJ. (1989.) (ISBN 0-9613675-1-2, Library of Congress 88-092760) (A lively and entertaining photographic account of the LVT every bit it progressed due north from Norristown through Lansdale and Quakertown to Allentown.)
  • Meyers, Allen, and Spivak, Joel. Philadelphia Trolleys, 128p. Arcadia Publishing, Chicago, 2003-4 (ISBN 0-7385-1226-5)
  • Middleton, William D. (1961). The Interurban Era. Milwaukee, WI: Kalmbach Publishing. ISBN978-0-89024-003-8. OCLC 4357897 – via Archive.org.
  • Middleton, William D. (#2) Time of the Trolley 436p, Kalmbach Publishing, Milwaukee, WI. 1967 & 1975. (ISBN 0-89024-013-two)
  • NRHS: History of the Lehigh Valley Transit Company, Railway Operations (1966), and Liberty Bell Route'southward Heavy Interurban Cars, History and Roster. (1969). National Railway Historical Society, Lehigh Valley Affiliate, Allentown, PA.
  • Rohrbeck, Benson; Lehigh Valley Transit Company 1934-1953, 144pp. Rohrbeck Traction Publications, Due west Chester, PA. (2001). Softcover. Includes many maps.
  • Rowsome, Frank, and Steven Maguire: Trolley Car Treasury, 200p, Bonanza Books, NY. (Chapter Empire of the Interurban is a survey of the Interurban era with photos.)
  • Ruddell, Ron: Riding the Bell; 226p, Primal Electrical Railfans' Clan, Message 147, 2015; Chicago, IL. ISBN 9780915348473
  • Springirth, Kenneth C. Suburban Philadelphia Trolleys, 128p. Arcadia Publishing, Chicago, 2007. (ISBN 978-07385-5043-5)
  • Volkmer, Wm. Pennsylvania Trolleys in Color Vol I: Anthracite and Pennsylvania Dutch Regions, 128pp. Morning Sun Books, Scotch Plains, NJ. 1997. (ISBN 1-878887-77-7)
  • Volkmer, Wm. Pennsylvania Trolleys in Color Vol II: Philadelphia Region, 128pp, Morning Lord's day Books, Scotch Plains, NJ. 1998. (ISBN ane-878887-99-8)

Further reading [edit]

  • Bradley, George; Indiana Railroad; The Magic Interurban, Cardinal Electric Railfans Association, CERA Message #128, Chicago, IL. 1991.(ISBN 0-915348-28-iv.) (IRR sold lightweight "Golden Calf" parlor autobus #55 to the LVT which became car 1030.)
  • Keenan, Jack; Cincinnati and Lake Erie Railroad, 226p, Gilded West Books, 1974, Corona Del Mar, CA. (ISBN 0-87095-055-X) A very like shooting fish in a barrel to read history of the C&LE with incidents related past former employees. The C&LE sold 13 "Crimson Devils" to the LVT, and Keenan shows a photo of a former Reddish Devil loading passengers at Souderton.)

Museums and societies [edit]

Museums [edit]

  • Electrical Metropolis Trolley Museum, Scranton, PA. Adjacent to the NPS National Railroad Museum, Scranton.
  • Ohio Railway Museum, Worthington, OH. Has former Illinois Concluding equipment on display. Also has former Scarlet Devil from the Cedar Rapids and Iowa Metropolis.
  • Pennsylvania Trolley Museum, E. Washington, PA. Operates PCC cars into fair grounds.
  • Seashore Trolley Museum, Kennebunkport, Maine. Owner and operator of Lehigh Valley Transit Liberty Bell Express interurban #1030, the quondam Indiana Railroad lightweight interurban #55.
  • Shade Gap Electric Railway Museum, Orbisonia, PA. Next to operating narrow gauge steam line. Runs two beautifully restored trolleys.
  • California Railway Museum, Rio Vista, CA. Operates equipment on a powered mile of sometime Sacramento Northern track. Runs a beautifully restored Jewett all forest coach.
  • Electric Railway Museum, Perris, CA. Has an extensive collection and operates some equipment.

Societies [edit]

  • East Penn Traction Club, Cheltenham, PA. Publishes annual Streetcar/Interurban calendar. Philadelphia area traction model show and swap meet in the summer.
  • National Railway and Historical Society, Lehigh Valley Chapter, Allentown, PA. Publisher of Lehigh Valley Transit softcover books by writer Randolph Kulp.
  • New England Electrical Railway Historical Gild, Kennebunkport, ME. Operates Seashore Trolley Museum.
  • Rockhill Trolley Museum, Rock Hill, PA. Operating trolley museum in cardinal Pennsylvania near Orbisonia.

External links [edit]

  • Philadelphia Trolley Tracks
  • East Penn Traction Association: provides annual interurban calendar.
  • Trolley photographs past Joe Lance
  • Interurban history. [ permanent dead link ]
  • National Railway Historical Club.
  • Pennsylvania Trolley Museum
  • Museum of Transportation, St. Louis
  • LVT financing and construction of Allentown's Eighth Street Bridge [ permanent dead link ]
  • Interactive Google Map showing LVT Philadelphia Division between Allentown and Norristown
  • Hill Trolley Museum, Museum Store: Gerhard Salomon DVD "A Ride On The Lehigh Valley Transit." [ permanent expressionless link ]

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Source: https://en.wikipedia.org/wiki/Lehigh_Valley_Transit_Company

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