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This article may require copy editing for grammar, style, cohesion, tone, or spelling. You can assist by editing it. (April 2009) The Lehigh Valley Transit Company (LVT) was a Pennsylvania interurban that operated a 45-mile (72 km) high-speed trolley line from Allentown to Upper Darby, Philadelphia, Pennsylvania. In poor financial condition, it abruptly abandoned operations in September 1951. This was done with no prior notice, and puzzled riders waited to be picked up the next day.[1] It is considered the last of the eastern U.S. high speed, side of road, hill and dale, town street to farm land interurbans in the United States, although the Media end of the present day 100-year-old Upper Darby to Media former Red Arrow trolley line (now SEPTA Route 101) has these same characteristics. The LVT, typical of all interurbans, ran fast in open country, but once in a village or town it slowly progressed down streets, made frequent stops and sharp streetcar-like turns at intersections, yet it had a terminal in each town with a waiting room and a ticket agent. In some of the larger towns it had facilities to handle freight. Coming south from its downtown Allentown terminal, the LVT went through the Pennsylvania villages of Coopersburg, Quakertown, Perkasie, Sellersville, Souderton, Hatfield, Lansdale, and Norristown. In Norristown, its third-rail-equipped cars continued on the Philadelphia and Western to Upper Darby, which was the start of the Philadelphia city subway-elevated. A Philadelphia and Western Railroad crew operated the LVT cars from Norristown south. Much of the LVT's route was paralleled by the Reading Railroad's steam powered Allentown line and had many of the same major stops. In Lansdale, the two stations faced each other. The Reading operated passenger service directly to its busy downtown Market Street Reading Terminal in Philadelphia, but the LVT was less expensive for frugal riders and made more village and local stops. Some patrons would ride the Reading, for example, from downtown Philadelphia to Lansdale, then walk across the street to the Lansdale LVT station to catch an interurban home.[2][3] In 1939, the LVT purchased thirteen used lightweight high-speed Cincinnati and Lake Erie Railroad "Red Devil" cars from the abandoned Ohio interurban to augment its older, heavier, and slower 700 and 800 series interurban cars. The former Red Devils were reconditioned by the innovative LVT Allentown shops and were then operated from Allentown to Philadelphia as Liberty Bell Limiteds. The LVT advertised for and ran freight, but it was a small part of the business. Box motor freight trolleys usually operated at night, but LVT sometimes ran scheduled trips as a "mixed" train with a box motor coupled behind the passenger coach.[4] During the World War Two years, the LVT carried full loads including standees on its overworked equipment, but when the war ended, ridership rapidly declined. The LVT again faced bankruptcy and abandonment as it had during the Great Depression.[1][3][4][5][6] Contents 1 History 2 The New Lightweights 3 Streetcars in Allentown 4 Route and Schedule 5 Present Day Remnants 6 Equipment 7 Shop Facilities 8 Wrecks 9 Winter Problems in Souderton 10 Rider's Diary of a Trip on a Liberty Bell Limited 11 LVT Constructs Allentown's Eighth Street Bridge 12 See also 13 Notes 14 References 15 Museums and Societies 15.1 Museums 15.2 Societies 16 External links // History The Lehigh Valley Traction Company began operation in the early part of the 20th century as a meandering street car line from Quakertown to Chestnut Hill, Philadelphia. In 1912-13, track was upgraded and in places rerouted with considerable private right of way constructed between some towns. At Wales Junction on the original Chestnut Hill line, a new route was constructed southward to reach Norristown. Long stretches of eighty mile per hour[1] high speed open country private right of way existed, particularly north of Quakertown, and another long stretch existed between Lansdale and Souderton and included the impressive steel bridge north of Hatfield known as Gehman Trestle. Blade style block signals were installed, and the 800 class wood arch windowed interurban cars were purchased from Jewett. Railroad style dispatching was set up. With these changes, local service using the older street cars and express service using the new Jewetts began between Allentown and Norristown-Philadelphia.[6] The extensive state construction of paved highways in the 1920s combined with more automobiles like Ford's Model T, started the financial decline of most interurbans in the United States. Many were abandoned prior to and during the Great Depression. The LVT struggled during this time but survived. Ridership jumped due to gas rationing and industrial activity related to World War II, but after the war, the number of riders dropped again. With the 1950s loss of rider revenue, service quality declined, leading to more loss of riders. Eventually through service on the P&W stopped, and patrons had to change cars at Norristown. In 1951, the financially failing LVT received temporary approval to suspend its interurban operation from the Pennsylvania PUC. Fearful that it might be ordered to resume operation, LVT had crews immediately remove signals, tear out trolley catenary, and rip up rails.[7] Operation was converted to buses on back roads with dissatisfaction to both employees and riders.[1][6] The New Lightweights C&LE Red Devil #121, "The Columbus Rocket". LVT's acquisition of the former Cincinnati and Lake Erie's unique Red Devil interurban cars in 1939 probably saved the LVT from an earlier abandonment. These well designed interurbans dramatically improved passenger comfort, and their quick acceleration and high speed capability on not the best track improved schedules and service.[1] Power consumption was reduced. LVT ridership increased, and then World War II started. Gasoline and tire rationing required more non-auto transportation in the Philadelphia region. The Red Devils were the creative result of three weak Ohio interurban lines being combined in 1930 to become the Cincinnati and Lake Erie Railroad. C&LE management knew that passenger and freight service must be improved if the new line was to be profitable.[8] For passenger service, C&LE engineers worked with the Cincinnati Car Company staff in 1929 to design and construct twenty interurban coaches with improved passenger comfort and appeal. Better performance in terms of ride, speed, and reduced power consumption was obtained through improved aerodynamics, reduced car weight, and truck design. The considerable use of aluminum reduced weight. Passengers were provided comfortable leather bucket seats with headrests.[8] Possibly the only drawback was less passenger capacity than provided by the older Ohio interurbans, but C&LE planned to increase scheduled service. The Red Devils were 43'9" long, 11'4" high and weighed 42 tons. A typical 1920s large steel interurban was around 56' long, 14' high, and weighed 60 tons. A new truck design was a major part of the improved ride.[9] The truck carried four new design compact 100 hp motors. It had smaller diameter wheels (28") and smaller frame which allowed the car to sit lower giving it a lower center of gravity. The car design proved to be excellent, and the Red Devils were known for their excellent ride at high speed on rough interurban track. Freight service also was improved. C&LE's ability to provide LCL (less-than-carload) overnight freight deliveries throughout Ohio (carrying machined parts overnight from Cincinnati to Toledo/Cleveland was the equivalent to today's Just-In-Time inventory system) which competing railroads could not provide. Steam railroads wanted full carload business, and often they would deliver in three days minimum due to terminal difficulties. C&LE freight business grew and profits rose, but the Great Depression deepened. Business declined drastically in 1937 leading to C&LE abandonment and sale of the Red Devils to LVT.[8][10][11] In adjacent Indiana, a similar combining of marginal and failing interurban lines occurred creating the new Indiana Railroad. In 1931, the IRR purchased lightweight interurban cars from Pullman and American Car and Foundry based upon the Red Devil design but with some improvements. More aluminum was used, and a heavier truck design, the Commonwealth, was adopted to allow even greater speeds. The IRR operated coupled three car trains from Indianapolis south to Louisville, so the new IRR lightweights had couplers and a rounded rear end unlike the Red Devil's square rear end. This round end allowed coupled car operation around tight curves in town streets.[12] IR abandoned operations in 1941, and LVT purchased parlor car #55 from the IR. The LVT had lost its 1004 in a Villanova station fire on the P&W, and #55 was its replacement. It arrived on the LVT property in IRR's bright "traction orange." LVT's Fairview shopmen humorously labeled it the "Golden Calf." The shop crew refurbished and repainted it using LVT's white with red trim (called by the LVT "Picador Cream and Mountain Ash Scarlet") and renumbered it LVT 1030. It stood out from its Red Devil brothers by its more tapered front windows and the round rear end.[13] For some reason, possibly due to third rail shoes required for operation on the P&W, LVT replaced the Commonwealth trucks with those removed from the burned out former Red Devil 1004. Although the frequent stops and the rolling hills of eastern Pennsylvania countryside were more demanding for traction motors than the open Ohio flatlands had been, the former Red Devils and the 1030 performed reliably and well until LVT abandonment in 1951.[1][3][6][8] 1030 is now preserved at the Seashore Trolley Museum. Car number 65, now preserved at the Illinois Railway Museum, was built for IR by Pullman in 1931. Streetcars in Allentown The LVT also operated city streetcars in the Allentown, Bethlehem, and Easton areas. Counting its interurban cars, streetcars, freight trolleys, and line maintenance equipment, the LVT owned and maintained considerable rolling stock. Its primary car storage yard and repair facility was the Fairview barn and yard southwest of downtown Allentown. A second maintenance facility and yard was in Souderton at 2nd and Central Streets, now the location of the Souderton fire department building. The Souderton barn was reached by a track branching from the main line on Summit Street running down 2nd Street for two blocks. In Allentown, LVT had the awkward situation of running interurban cars (sometimes backward)[6] through residential areas from Fairview to reach downtown Allentown to begin the hourly service to Philadelphia. LVT had to maintain AC to DC power conversion "substations" to generate its needed 600 VDC trolley voltage from local AC power. Considering in 1951 that it had an aging car fleet, had a large employee headcount and payroll, paid all costs to maintain roadbed and track, drainage systems, stations, other buildings, catenary, bridges, snow removal, and paid property taxes on all facilities, it is surprising that the LVT survived as long as it did. The conversion to busses to operate on taxpayer maintained roads was probably long overdue. Sadly, the shutdown of the Lehigh Valley Transit caused considerable loss of employment at Allentown and at Souderton, and it left some riders suddenly without transportation with no advance notice. It was the end of a classic southeastern Pennsylvania transportation instituition that had existed for over fifty years.[6] Route and Schedule A Saturday-Sunday schedule for April 1938[14] shows Allentown to Philadelphia interurban "Expresses" leaving Allentown on the hour from 6 am to 10 pm. There were twenty five scheduled stops en route (see below) but many more stops occurred simply by a rider "buzzing" the motorman or by flagging the car down.[15] Scheduled arrival at the P&W Norristown station was 1 hr 38 minutes later. Typical running time between the scheduled stops was two to six minutes. Germantown Pike (the last stop before Norristown) to Norristown's LVT+P&W station took a rather long 14 minutes. This interval included a southbound-northbound car "meet" with an LVT-P&W operator swap at Marshall passing siding in the middle of Norristown's Markley Street between Marshall and Airy Streets. The two cars were positioned door to door so that the motorman exchange was made directly from car to car.[15] A P&W crew took the southbound car down Markley to Airy where it turned east, then south on Swede and a jog from Swede onto a bridge over Norristown's Main Street and into the P&W's elevated station.[1] This 1938 schedule required four "Expresses" operating on the line at the same time. Hourly local service with many more stops using typical streetcar equipment scheduled between the Expresses ran Allentown to Center Valley at the north end and Hatfield to Norristown at the south end. The two southbound-northbound limited meets were normally at Marshall siding in Norristown and at Nace Siding in open country just north of Souderton. LEAVE ALLENTOWN 11:00am- Aimeyville Jct 11:05- Emaus Jct 11:08- Summit Lawn 11:12- Lanark 11:15- Center Valley 11:18- Coopersburg 11:21- Zion Hill 11:23- Steinburg Rd 11:26- Brick Tavern 11:28- Quakertown 11:31- Rich Hill 11:36- Rocky Ridge 11:38- Perkasie 11:44- Sellersville 11:47- Telford 11:51- Souderton 11:56- Hatfield 12:01- Dexdale Mills 12:06- Lansdale 12:10- Wales Jct 12:13- Center Square 12:20- Washington Square 12:22- Germantown Pike 12:24- crew exchange at Marshal Siding- ARRIVE NORRISTOWN 12:38pm. Present Day Remnants For the interurban trolley fan, some signs of the LVT's single track (with sidings) Allentown to Philadelphia line still exist. The quaint columned station on Perkasie's Walnut Street is the most evident. It now houses the Perkasie Historical Society. Just north of there is the LVT tunnel under the Reading Railroad. North of that at are concrete bridge abutments where the line crossed 9th Street. At Sellersville, the track from the south crossed fields and Main Street to reach the small white station which is now a dental office. It served as a police station in the late 1950s. The former Quakertown station at the northwest corner of Main and Broad has a mural on a back wall (as of 2005) depicting one of the LVT's 1000 Series Liberty Bell Limited former Cincinnati and Lake Erie high speed interurbans. The former house-like two story station at Hatfield just west of the existing Reading Railroad tracks is now a cafe. Inside this cafe there are (as of 2008) numerous photographs of LVT cars, LVT locations and the referenced 1938 schedule of operations. South of this building, part of the former LVT right-of-way, including an original 1916 culvert, is a paved walking/biking trail called The Liberty Bell Trail by Hatfield Township. Some of the former LVT right of way is apparently visible from satellite as a faint scar across the countryside north of Quakertown. The DeLorme Company's "Pennsylvania Atlas and Gazetter Topographic Maps" book (published 2000) shows "old railroad grades" as a faint dashed red line on their maps. There is a dashed line shown running from Quakertown to Rosedale, Zion Hill, Coopersburg, and ending at Center Valley at present day route 309. The LVT ran alongside PA route 309 going north. Equipment Interurban cars included the wood frame trussbar 800 series from Jewett Car Co.(1912), the all steel and faster 700 series cars from Southern Car Co.(1916), and the thirteen 1939-purchased 1000 series former Cincinnati and Lake Erie Red Devil cars, and the round end 1030 from the former Indiana Railroad interurban. (The 1030 in LVT "Picador Cream" is presently preserved and running at the Seashore Trolley Museum. See Museum List.) All except the 1000 series cars could be (and often were) run together in two and three car trains including combinations of the 800 and 700 series cars. Across the years, equipment modifications were made by the Fairview shops. The 700 series steel cars were converted from center-entrance two-man crew to one-man cars. A classic arch window interurban coach typical of 1910 construction was 812. It was rebuilt in the LVT shops as a private car and later converted to regular service. A classic interurban, it operated to the last day of rail operation in 1951. The LVT color scheme was an all red body with silver roof until the lightweight 1000 series cars arrived. Then much of the fleet was repainted white with red trim and silver roof.[1][3][6] Shop Facilities LVT's major shop and yard was at Allentown and was called the Fairview Barn. Tracks to Fairview left the main line just south of the 8th Street bridge. A second shop was in north Souderton.[1] The all wood arch windowed 801 was kept at Souderton as backup and was used frequently. Wrecks A bad wreck occurred in 1942 between high-speed lightweight 1003 and a heavier freight trolley near northern Norristown. The motorman of northbound lightweight 1003 waiting at Acorn siding at the north edge of Norristown had dispatcher's orders to wait for both a southbound passenger car followed by a southbound freight motor, but he proceeded from the siding onto the main line after only the car had passed. Alongside DeKalb Pike, accelerating 1003 rounded a hidden curve and rammed head on into the heavier moving freight motor. The lighter car "telescoped" and twelve were killed, including the motorman. The McKelvey book has a photograph of the wreck with police and rescue workers at the scene.[16] This wreck forced dispatching changes and a reduction in operating speeds. Another 1942 wreck occurred north of Perkasie one evening when two northbound 1000 series cars were running a few minutes apart as a single dispatched "train." Climbing the grade in the wooded area of Old Bethlehem Pike near Rocky Ridge and Three Mile Run, the first car disengaged from the trolley wire, thus lost its lights, and drifted to a stop. The second car rounded a curve and rear ended the stalled and dark first.[6] The motorman, rather than attempting to recatch the wire in the dark, should have gone down the track to flag. Winter Problems in Souderton From the north, the single track LVT right of way reached Souderton through open country, diagonally entered residential Summit street and began street center operation. The track passed the Souderton carbarn "lead" at 2nd street, crossed a narrow auto-trolley bridge over the Reading Railroad, and on a sharp down grade made a ninety degree left turn onto Main Street. It then began a six block run to reach the LVT depot at the northwest corner of Main and Broad. Main Street was up and down from Summit to Broad. It went steeply down to Diamond street, then was level for two blocks, and then went up to the depot at Broad. On occasion during icy conditions, the interurbans would struggle to climb these grades, particularly northbound from Diamond to Summit. While crews struggled with sand to provide traction for wheels, the delays could tie the LVT into operational knots. There are photographs showing two northbound lightweights standing one behind the other on the flat part of Main between the grades. The second car had left Norristown an hour behind the first, but now they were together. And one southbound car or more was probably waiting upgrade at Summit and 2nd backed into the yard lead waiting for the northbounds to go by once they could climb out of the Main street dip. South of the Souderton depot there were sharp turns, but track conditions were level. The track turned from Main onto Broad street, ran two blocks, then turned left onto residential Penn Avenue where, after four blocks, at Cherry Lane it entered open country for the fast run downgrade to Gehman trestle and on to the stop at Hatfield. Rider's Diary of a Trip on a Liberty Bell Limited For the dedicated interurban fan, a highly recommended book is the 1997 William McKelvey 96 page hardback "Lehigh Valley Transit Company's Liberty Bell Route: A Photographic History." Progressing from the first to the last page while carefully reading the captions with each photograph, a reader can acquire a good feel for a town to country interurban, the likes of which were once common in the eastern United States (particularly Illinois, Iowa, Indiana, Ohio, and Pennsylvania) and in western states Utah and California. These interurban trolley lines initially had provided valuable local transportation at a time of horse drawn wagons and dirt roads, many of which were impassable deep mud in wet and winter weather. The McKelvey book contains approximately 290 photographs shown in photo location progressing serially from Norristown to Allentown. The interested reader, particularly if working with a map, can gain an excellent perspective of the 1940s LVT: passenger cars, freight motors, right of way through towns and countryside both summer and winter, stations, employees, riders, car operators, and other employees. There is a photograph of the bad DeKalb Pike 1942 wreck surrounded by police and others soon after it occurred. There also is a diary style lively description of the author's 1940 ride on patron packed former Red Devil lightweight 1004 from 69th Street to Norristown describing the P&W crew exchange at Marshall Siding, then the run to Lansdale, Souderton, Perkasie, Quakertown, to Allentown as 1004 slowly progressed up village streets, then went to wide open parallel-field motor operation reaching speeds of up to eighty miles per hour in the countryside.[1] For the interurban fan, this is rewarding reading unique from the typical book on the subject which tends to have photo locations randomly presented and poorly captioned. "Pennsylvania Trolleys in Color" volumes I, II and IV provide excellent color photographs of the LVT. Volume I also contains coverage of the unique West Penn Railways trolley system that radiated into coal mine country out of Uniontown in Western Pennsylvania. The "Wandering West Penn" actually survived the LVT by a year, but it was a slow running country street car line rather than a high speed interurban like the Lehigh Valley Transit.[3] LVT Constructs Allentown's Eighth Street Bridge In 1911, The LVT wanted to reach the other side of Little Lehigh Creek in order to carry its interurban and trolley cars from center Allentown to the south side. It organized the Allentown Bridge Company and began construction. The resulting seventeen arch concrete span cost in excess of $500,000 and required 29,500 cubic yards (22,600 m3) of concrete and 1.1 million pounds of metal reinforcing rods. When opened for traffic on November 17, 1913, it was the longest and highest concrete bridge in the world. 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 this bridge to begin their run to Philadelphia and also to reach the Fairview car barn to the west of eighth street. Concrete poles that once supported the trolley wire are still standing on the bridge to this day. The bridge is now called the Albertus L. Meyers Bridge. See also Terre Haute, Indianapolis and Eastern Traction Company Notes ^ a b c d e f g h i j McKelvey. Photos and commentary describing the route progressing northward. Abandonment. High speed operation. ^ McKelvey, p. 30 ^ a b c d e Volkmer, Volume III. Color photographs of LVT with text. ^ a b Rohrbeck. Freight operation using "mixed" trains. ^ Springirth. LVT at Norristown. ^ a b c d e f g h Kulp. Four volumes: history of the LVT; and histories of the 800 Class all-wood, 700 Class center door steel, 1000 Class former Red Devils, and the original heavyweight trolleys. Three Mile Run collision. ^ McKelvey, p.183 ^ a b c d Keenan. Design, construction, and performance of the Red Devils on the C&LE. ^ Middleton(#2). Cincinnati Car Company new truck design, p423. ^ McKelvey, p. 94 ^ Middleton(#1). Brief history with photos, pp106–7. West Penn Railways, p116-119. ^ Bradley. Indiana Railroad history; development of its lightweight interurban cars. ^ McKelvey, p. 95 ^ 1938 published schedule ^ a b McKelvey, p. 7 ^ McKelvey, p. 22 References McKelvey, Wm., Jr; Lehigh Valley Transit Company Liberty Bell 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) NRHS: History of the Lehigh Valley Transit Company, Railway Operations (1966), and Liberty Bell Route's Heavy Interurban Cars, History and Roster. (1969). National Railway Historical Society, Lehigh Valley Chapter, Allentown, PA. Kulp, Randolph; History of the Lehigh Valley Transit Company Railway Operations (1966.) National Railway Historical Society, Lehigh Valley Chapter, Allentown, PA. Kulp, Randolph; Liberty Bell Route's 1000 Series Interurbans (1958); LVT 700 Series Cars; LVT 800 Series Cars, Allentown, PA. Three softcover publications produced by the Lehigh Valley Chapter, National Railway Historical Society, Allentown, PA. Rohrbeck, Benson; Lehigh Valley Transit Company 1934-1953, 144pp. Rohrbeck Traction Publications, West Chester, PA. (2001). Softcover. Includes many maps. 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 Sun Books, Scotch Plains, NJ. 1998. (ISBN 1-878887-99-8) King, LeRoy; Pennsylvania Trolleys in Color Vol IV: The 1940s, 128pp. Morning Sun Books, Scotch Plains, NJ. 2003. (ISBN 1-58248-117-2, Library of Congress 97-070598.) Meyers, Allen, and Spivak, Joel. Philadelphia Trolleys, 128pp. Arcadia Publishing, Chicago, 2003-4. (ISBN 0-7385-1226-5) Springirth, Kenneth C. Suburban Philadelphia Trolleys, 128pp. Arcadia Publishing, Chicago, 2007. (ISBN 978-07385-5043-5) Borgnis, Mervin; Ride With Me On The LVT, 1996. (about Allentown street cars only.) Middleton, Wm. D.(#1) The Interurban Era, pp438, Kalmbach Publishing, Milwaukee, WI. 1961. (ISBN 0-89024-003-5) Middleton, Wm. D.(#2) Time of the Trolley pp436, Kalmbach Publishing, Milwaukee, WI. 1967 & 1975. (ISBN 0-89024-013-2) Hilton, George and Due, John F.; The Electric Interurban Railway in America 408pp. Stanford Univ Press, California. 1960. (ISBN) Bradley, George; Indiana Railroad; The Magic Interurban, Central Electric Railfans Association, CERA Bulletin #128, Chicago, IL. 1991. (ISBN 0-915348-28-4.) (IRR sold lightweight interurban coach #55 to the LVT.) Keenan, Jack; Cincinnati and Lake Erie Railroad, 226 pp, Golden West Books, Corona Del Mar, CA. 1974. (ISBN 0-87095-055-X) (C&LE sold 13 lightweight interurban coaches to LVT.) Museums and Societies Museums Electric City Trolley Museum, Scranton, PA. Ohio Railway Museum, Worthington, OH. Pennsylvania Trolley Museum, E. Washington, PA. Seashore Trolley Museum, Kennebunkport, Maine. Owner and operator of Lehigh Valley Transit Liberty Bell Limited interurban car #1030, the former Indiana Railroad lightweight interurban car #50. Shade Gap Electric Railway Museum, Orbisonia, PA. Societies East Penn Traction Club, Cheltenham, PA Annual Streetcar/interurban calendar. Philadelphia area traction models show and swap meet. National Railway and Historical Society, Lehigh Valley Chapter, Allentown, PA. Publisher of Lehigh Valley Transit books by author Randolph Kulp, references 3 and 4 above. New England Electric Railway Historical Society, Kennebunkport, ME. Owner of Seashore Trolley Museum External links Philadelphia Trolley Tracks East Penn Traction Association: provides annual interurban calendar. Trolley photographs: Joe Lance Interurban history. National Railway Historical Association. Extensive collection of interurban photographs. Pennsylvania Trolley Museum Museum of Transportation, St. Louis Allentown's Eighth Street Bridge Interactive Google Map showing LVT Philadelphia Division between Allentown and Norristown