Editing Interurban (section)

=== Electrification ===
{{main article|Railway electrification}}
Most interurban railways in North America were constructed using the same low-voltage 500 to 600&nbsp;[[Volt|V]] [[direct current|DC]] trolley power in use by the [[Tram|street railways]] to which they connected.{{sfn|Hilton|Due|1960|pp=53–65}} This enabled interurban cars to use the same overhead trolley power on town street car tracks with no electrical change on the cars to accommodate a different voltage. However, higher voltages became necessary to reduce power loss on long-distance transmission lines and routes, though [[Traction substation|substation]]s were established to boost voltage.{{sfn|Middleton|1961|p=425}} In 1905 [[Westinghouse Electric (1886)|Westinghouse]] introduced a 6600&nbsp;V 25&nbsp;Hz [[alternating current]] (AC) system which a number of railroads adopted. This required fewer substations than DC, but came with higher maintenance costs.{{sfn|Grant|2016|pp=5–6}} The necessary on-board 6600 AC voltage reduction plus AC to DC rectification on each powered car to run DC traction motors added to greater car construction expense plus the operational dangers that such on-board high voltages created.<ref name=HiltonUnknown />

More common were high-voltage DC systems&nbsp;– usually 1200&nbsp;V DC, introduced in 1908 by Indianapolis & Louisville Traction Company for their ''Dixie Flyer'' and ''Hoosier Flyer'' services.{{sfn|Middleton|1961|p=155}}{{failed verification|date=April 2017}} In the streets, where high-speed service was not feasible, the cars ran at half speed at 600&nbsp;V or got a voltage changeover device.{{citation needed|date=April 2017}} such as on the Sacramento Northern. A 2400&nbsp;V DC third-rail system was installed on the [[Michigan United Railways]]'s Western Division between Kalamazoo and Grand Rapids in 1915, but was abandoned because of the electrocution potential safety hazard.{{sfn|Middleton|1961|p=162}} Even 5000&nbsp;V DC was tested.{{sfn|Middleton|1961|p=425}}

Most interurban cars and freight locomotives collected current from an [[overhead line|overhead trolley wire]]. The cars contacted this wire through the use of a [[trolley pole]] or a [[Pantograph (transport)|pantograph]]. Other designs collected current from a [[third rail]]. Some interurbans used both: in open country, the third rail was used and in town, a trolley pole was raised. An example of this was the [[Chicago, Aurora, and Elgin Railroad]] where a trolley pole was used in both [[Aurora, Illinois|Aurora]] and [[Elgin, Illinois]]. Third rail was cheaper to maintain and more conductive, but it was more expensive to construct initially and it did not eliminate the need for AC transformers, AC transmission lines, and AC/DC conversion systems. In addition, third rail posed a serious danger to trespassers and animals and was difficult to keep clear of ice.{{citation needed|date=July 2015}}