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As interubans expanded they did indeed initially prove popular offering quick service, multiple schedules daily (the large Illinois Traction system, for instance, was dispatching 106 trains out of Springfield, Illinois everyday by 1906), and with fares only a few cents each way.

Depending upon cost an interurban's route either followed its own dedicated right-of-way or, with permission from the state/county, could be laid right next to a rural road.

There were three great periods of interurban development; the first occurred during the 1890's and then reached a great flurry of construction between 19 when more than 5,000 miles were laid down.

The Panic of 1903 ended this fervor but it reignited again between 19 when another 4,000 miles were built.

While most interurbans were small, local operations this was not always the case.

Those like the Illinois Terminal, South Shore Line, and Piedmont & Northern maintained more than 100 miles each and boasted an expansive freight business.

While postdating the industry, one the great depictions of interurban right-of-way is illustrated in Trains Magazine's October, 1993 issue under a segment entitled, "" (Page 57).

In the scene, captured by Scott Hartley, Claremont & Concord 44-tonner #31 totes a single boxcar along the former interurban's rickety trackage skirting State Route 103 at West Claremont, New Hampshire during October of 1976.

The latter alternative was cheaper but the resulting grades and curves were less than ideal, a problem only compounded when freight movements were involved.

Visually, the interurban was classic Americana as a car sped along a grass-covered right-of-way with its trolley pole extended high.

Ironically, the commuter services inteurbans provided are actually making a comeback as LRT (light rail transit) systems as cities look for alternatives to increasingly crowded highways.

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