Checking in.
On 6.30.17 I passed by the end of the old E.J.& E(CN)yard in Waukegan.
At Dahringer Rd,the end of the E.J.& E.(CN Leithton Sub)joins with the U.P. lead that feeds the Coal plant.It is overgrown with tall catails and has a red board placed in the tracks.
Looking south,there are some unused bulkhead flats being stored in the yard. Still no sign of the tracks being taken up.
Looking south,there are some unused bulkhead flats being stored in the yard.
Still no sign of the tracks being taken up.
That is good news if they are still using the "J" yard for storage.
Has CN set a date for removal of the old "J" tracks in Waukegan?
Tim
10.14.16 at 2:28PM I saw a long cut of empty bulkhead flats stored in the "J" yard in Waukegan.
I have not yet seen any signs of ripping up the tracks as today.
timcarvis When did the EJ&E and the C&NW sever the transfer track that was just east of the C&NW (UP) Waukegan station and locomotive servicing area? You would think that transfer track would be important for future UP trackage right movements to/from the North Line for freights. It's sad that CN is abandoning that portion of the old EJ&E in Waukegan.
When did the EJ&E and the C&NW sever the transfer track that was just east of the C&NW (UP) Waukegan station and locomotive servicing area? You would think that transfer track would be important for future UP trackage right movements to/from the North Line for freights. It's sad that CN is abandoning that portion of the old EJ&E in Waukegan.
Sometime before 2000 I believe.
I agree.U.P. could take possession of the spur and use it as an access to CN as a Chicago bypass to Turner Jct.They HAVE done this with coal trains in the past.
As or 11.9.15,I haven't been seeing any hoppers at Peter Baker lately.Checking Google Earth.The tracks inside the gravel yard have been taken up!No more hoppers for Peter Baker.
UPDATE!
EMCO is still taking tankers!I saw CN(IC)9573 switching tanks along Spaulding Ave in N.Chicago today a 2:40 11.10.15
If U.P.connected to the point behind Abbvie it could service EMCO from Waukegan yard and stub end the line at Buckley RD.Taking EMCO off C.N's hands.
Sometime in early 2000 I believe.I agree.U.P. could take possesion of the spur.As or 11.9.15
I recently have seen a red marker in the "J" yard at Roundout as I go to work.
Is EMCO still taking tanks?
OK, Peter Baker is still in business,but is no longer taking gravel by rail.I'm not sure since when.
And I don't know about RockTenn(Stone Container) at Marquette St and Foss Park ave at G.L.navy base.Otherwise it would make sense to rip up everything all the way to Leithton Jct.Why leave 10 miles of track ending behind Abbvie?
NYC7000 After working Stone Container, the local headed back to Waukegan yard where the locomotive drilled the cars for the late-afternoon road job to Elgin (Spaulding).
"Spaulding" is just an interchange with the old MILW Rd. It's called that because of a road by that name there. It is not a town. Spaulding, IL is northwest of Springfield.
C&NW, CA&E, MILW, CGW and IC fan
The "Map of the Month: Milwaukee to Chicago in 1940" in the November 2015 / 75th Anniversary issue of Trains may make this easier to understand (at least it did for me).
- Paul North.
gebass6 WCL LTD(the holding company)announced intent to abandon 3.6 miles of the Waukegan end of the Leithtton Sub. http://www.chicagotribune.com/suburbs/lake-county-news-sun/news/ct-lns-waukegan-train-tracks-st-0313-20150312-story.html Now. My question is:Why just 3.6 miles? Also will U.P. step in and aquire the rest of the track to Leithton? Or at least to the junction at Upton. It would be simple for U.P. to buid a connector to the C.N. at the closest point where the old U.S.S. Steel Wire plant used to be 2.82 miles from the end of the line. This could also be a prime spot the relocate the Metra station at the market street area. Then Metra would not have to make reverse moves to pickup passengers at the platform.
WCL LTD(the holding company)announced intent to abandon 3.6 miles of the Waukegan end of the Leithtton Sub.
http://www.chicagotribune.com/suburbs/lake-county-news-sun/news/ct-lns-waukegan-train-tracks-st-0313-20150312-story.html
Now.
My question is:Why just 3.6 miles?
Also will U.P. step in and aquire the rest of the track to Leithton?
Or at least to the junction at Upton.
It would be simple for U.P. to buid a connector to the C.N. at the closest point where the old U.S.S. Steel Wire plant used to be 2.82 miles from the end of the line.
This could also be a prime spot the relocate the Metra station at the market street area.
Then Metra would not have to make reverse moves to pickup passengers at the platform.
What active industry is on the line? I suspect none.
Never too old to have a happy childhood!
Also will U.P. step in and aquire the rest of the track to Leithton?Or at least to the junction at Upton.
It would be simple for U.P. to buid a connector to the C.N.(E.J.&E.) at the closest point where the old U.S.S. Steel Wire plant used to be 2.82 miles from the end of the line. This could also be a prime spot the relocate the Metra station at the market street area. Then Metra would not have to make reverse moves to pickup passengers at the platform.
I was stationed at Great Lakes and then worked at Lake Bluff 1990 through mid-2001. It was almost always productive to head toward the old North Chicago Switch at lunch time to watch the Waukegan local work the businesses north of milepost 69 (Buckley Road). In those days the local worked out of Waukegan with the locomotive stationed there. The power was most always a SW1200 until in 1998 the GP38 started to show up more often. Typically, the local left Waukegan around 11:30 AM or so and went south to North Chicago where it would work EMCO at 22nd and Broadway, and thence to the short siding that connected to the North Chicago Switch, where the transfer-type caboose would be dropped between 22nd Street and Morrow Street.. The siding was just north of Buckley Road and adjacent to Navy housing. There was still a rotted out railroad telephone shack there with a rusty steel sign that read "North Chicago". The locomotive would typically run around the train at this siding and grab whatever was going to Coleman Cable (covered hoppers with PVC pellets) or the EPA superfund site (old box cars with clay and ash fill) at what used to be Pfanstiehl. Sometimes this little bit of switching would take almost an hour, but usually it took around twenty to twenty five minutes at the North Chicago Switch. It was not unusual for the transfer caboose to wind up on the wrong end of the locomotive; a Dutch drop was the usual maneuver to get the caboose behind the locomotive for the trip back to Waukegan. Headed back to Waukegan the local would switch Stone Container (located just north of the bridge over the CNW (Metra) North Line and Sheridan Road. After working Stone Container, the local headed back to Waukegan yard where the locomotive drilled the cars for the late-afternoon road job to Elgin (Spaulding). The locomotive was kept at a remnant of the old locomotive track for the long-gone USS Waukegan Wire Works, about a half mile south of the yard.
This routine began to change c.1998, with a local from Rondout for a while, and then back to operating from Waukegan, and then I moved away mid-2001. Some weeks I got to chase this train two or three times during lunch hour. It was a lot of fun to watch.
drh
Another Person Announced Where The CN WRS-1 Had Been Which Since You Seem To Be A Railroad Enthusiast And Have Wanted To See The CN WRS-1 Train Which I Would Be More Than Glad To Provide A CN WRS-1 Schedule:
7:00 A.M. The WRS-1 Would Leave Roundout And Head To The Peter Baker And Son Construction Gravel Business Which The Train Would Be Around Peter Baker And Son I Believe Around 7:45 A.M. And Provide Train Movement Around 8:10 A.M. Once The Train Had Gone To The Private Side Track And Had Done Some Movement Around The Private Peter Baker And Son Construction Gravel Business Side Track Which Peter Baker And Son Has A Private Locomotive Used To Load And Unload Gravel Which On A Routine Basis The WRS-1 Would Provide Peter Baker And Son Construction Gravel Business Around A Seven Carload Rate Which When Needed The WRS-1 Would Handle A Dedicated Peter Baker And Son Construction Gravel Business Train To Lake Zurich Which Would Be Once Around A While.
When The WRS-1 Would Provide Train Movement To The Peter Baker And Son Construction Gravel Busieness The WRS-1 Would Head Around Northern Which The Train Would Provide Routine Train Service Around A Chemical Business And A Warehouse Which The Train Would Provide Train Movement Around The Chemical Business And Warehouse Business Which Would Be On A Private Road So You Would Never See The Train Around There I Believe Which The Train Would Head To The North Yard To Provide Service To The UP Train Connection And Provide When Needed Train Service Around A Cement Business Which When Needed A Boat Would Head To The Cement Business And Unload Cement Around The Cement Business And Than The Cement Would Load On A CN Carload.
The Train Crew Would Continue Train Service And Become Once More Around Roundout Around 11:45 A.M.
CN Has More Than One Locomotive Other Than The WRS-1 Locomotive Which Would Be A GP38-2 Which Would Be Around The Midwest Generation Power Plant Which As Needed The Locomotive Would Provide Service To The Plant Which UP Would Handle On The UP Track Around The Plant To The CN Joliet Connection Which Would Become Soon Around The Powder River Basin I Believe.
There Is A Conductor And Train Driver And Another Conductor And Train Driver Used When Needed.
The WRS-1 Train Service And Track Could Be Soon Purchased From Another Railroad Such As A Class Three Railroad Because CN Wanted The Track Around Roundout To Joliet Which The CN Has No Plan Around The WRS-1 Track.
CN changed the way that Waukegan is served a few months ago. Ever since the EJ&E days, there was a local that originated in Waukegan that would go out toward Rondout, work the interchange there--do the stone hopper work at Peter Baker and other stuff.
Since the new operations, the train originates out of Spaulding, IL (where they cross the old Milwaukee Road West Line, now CP and Metra, just east of Elgin) on Monday through Friday. It goes on duty in the early morning hours at Spaulding (7 AM or so) and works the industries along the way. So I'd imagine that it gets up to Waukegan in the 9AM to Noon range most of the time. The job has a pair of units, back to back, so after getting up to Waukegan (or maybe they'd turn at Rondout if they have no work at Waukegan) and completing their chores, they had back to Spaulding.
So there is no longer a job based in Waukegan, but with a little luck you should be able to find the new local working around town about midday on Monday through Friday.
Lance
Alright folks, how often does Waukegan still see EJ&E (now CN) movements? Every time I travel up there I never catch any. They used to be more frequent when I was a little boy, but now it appears to be a dormant line. What's the deal here?????
classicalman114
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