When reviewing the merger materials for the now CPKC I noticed that they published a detailed map of where their track rights were.
One was in Jacksonville, Illinois where the rights go all the way to in front of the former train station along side the BNSF Beardstown Sub. Seems KCS ripped out the siding and switch during covid and left the stub way about 150 yards back in the woods. Why? Does it cost more to maintain a connection, even if it was a manual switch? When does a railroad determine a connection, even if lightly used is not worth it?
Also I noticed that CPKC has track rights all the way through downtown Springfield, Illinois. One goes up the UP all the way Sangamon Ave, the other loops around over to the CN/CIM joint line and ends at the entrance (CP Avenue) to their respective yards at Washington Street, roughly where the old B&O used to cross.
Are these "legacy" Alton Railroad rights that KCS assumed when they bought Gateway Western?
What happens to these legacy rights when UP is successful in moving the Amtrak line through downtown Springfield to the NS? Do they migrate with the UP, or does CPKC have to agree to abandon it as well?
JOHN RICE When reviewing the merger materials for the now CPKC I noticed that they published a detailed map of where their track rights were. One was in Jacksonville, Illinois where the rights go all the way to in front of the former train station along side the BNSF Beardstown Sub. Seems KCS ripped out the siding and switch during covid and left the stub way about 150 yards back in the woods. Why? Does it cost more to maintain a connection, even if it was a manual switch? When does a railroad determine a connection, even if lightly used is not worth it? Also I noticed that CPKC has track rights all the way through downtown Springfield, Illinois. One goes up the UP all the way Sangamon Ave, the other loops around over to the CN/CIM joint line and ends at the entrance (CP Avenue) to their respective yards at Washington Street, roughly where the old B&O used to cross. Are these "legacy" Alton Railroad rights that KCS assumed when they bought Gateway Western? What happens to these legacy rights when UP is successful in moving the Amtrak line through downtown Springfield to the NS? Do they migrate with the UP, or does CPKC have to agree to abandon it as well?
I don't believe that the KCS ever had trackage rights on BNSF in Jacksonville. And if they did they never used them. The track KCS owned did extend north to the location of the depot. That said, the Chicago, Missouri & Western DID have trackage rights on the BN Beardstown Sub between Girard and Jacksonville. The stubbed off ex-GM&O Jack Line between Murrayville and Jacksonville was in such bad shape in the late 80's that trackage rights were granted to the CM&W for continued access the Mobil plastics plant in Jacksonville. It was one of their few big shippers. Sometime after the Gateway Western took things over in 1989, the Jack Line was rehabbed and the BN rights were no longer used. I can only presume that they were dropped at some point, as they would have been no use to the GWWR.
As for the rights in Springfield everything dates back to the SPCSL/GWWR split of the CM&W back in 1989. SPCSL maintained control over a short section of the former Alton/GM&O Kansas City line west of town to Cockrell Station. In return, the GWWR was granted trackage rights into Springfield over the SPCSL to Ridgely Yard on the north end of town. This allowed the GWWR to interchange traffic with the SPCSL that could move onto Chicago via haulage rights. This allowed to continuation of traffic flows dating back to the GM&O. Right after the negotiations ended, however, the SPCSL found out that the GWWR had misled them regarding the location of Cockrell Station. The SPCSL thought Cockrell Station included the switch into a large grain terminal at Curran, IL. In reality, Cockrell Station was about a mile to the east. Thus, all traffic in and out of the grain terminal was over GWWR-controlled trackage. This situation stirred up a lot of bad blood between the two carriers.
The GWWR also had rights over the C&IM between Ridgely Yard and Avenue Tower for access to the C&IM and IC. With the well poisoned with SPCSL, almost all GWWR interchange traffic ended up heading to/from these two railroads. The GWWR negotiated new trackage rights directly over the IC from the original KC Junction south of Iles Tower to Avenue Yard. This also provided them access to the C&IM's Shops Yard from the south. These rights were altered slightly in 1994 when a large relocation project was completed between Iles, Hazel Dell, and the new KC Junction on the far SW edge of the city. The GWWR was given trackage rights over the new trackage controlled by Norfolk Southern to maintain access to their pre-existing rights into Springfield.
As a practical matter, the KCS/CPKC only currently interchanges traffic with the Illinois & Midland (ex-C&IM). That is supposed to happen each Wednesday, but traffic is so meager that trains only run into Springfield if there are cars to either deliver to the IMRR or pickup.
As for the future of the rights on UP thru downtown its hard to say. I would assume that they would continue, as the relocation project is being driven by the State of Illinois. Usually state projects require that no shipper lose access to a pre-existing service route. The practical effect is probably nil either way. UP is not going to be a friendly connection for CPKC in Central Illinois.
Very good background story on how those connections came to be and also how they function as of today. I very much appreciate it. It will be interesting to see what exactly CPKC gets when the State of Illinois finishes the Amtrak relocation project to the NS line east of downtown Springfield. Today the CPKC rights on UP seem to end right where the CIM crosses over at Sangamon Ave. When the Grand Ave. overpass is built, UP will be building a 2 track turn there to leave the NS ROW and run along side the CIM ROW to reach their original ROW at Sangamon Ave. I would surmise that the trackage rights will end at the same location when the dust settles.
JOHN RICE Very good background story on how those connections came to be and also how they function as of today. I very much appreciate it. It will be interesting to see what exactly CPKC gets when the State of Illinois finishes the Amtrak relocation project to the NS line east of downtown Springfield. Today the CPKC rights on UP seem to end right where the CIM crosses over at Sangamon Ave. When the Grand Ave. overpass is built, UP will be building a 2 track turn there to leave the NS ROW and run along side the CIM ROW to reach their original ROW at Sangamon Ave. I would surmise that the trackage rights will end at the same location when the dust settles.
The location you are referring to is CPX182, which is located at the south end of what is left of Ridgely Yard. The relocated UP mainline will rejoin the original alignment just north of Ridgely Avenue near CPX183, which is the connection track to the IMRR.
This link contains narrated drone footage of the entire 10th Street Corridor project: http://springfieldrailroad.com/newsite/index.php/component/content/article/53
Thanks. This would still allow UP to reach the former CNW Nelson Line at I&M Junction. Last question, do you know why CN maintains the Dallman Industrial Spur? It used to deliver coal to Springfield Power and is cut back to West Lake Shore drive. Last time I was down there, people I asked say they haven't seen a train on it in many years, yet it still remains.
JOHN RICE Thanks. This would still allow UP to reach the former CNW Nelson Line at I&M Junction. Last question, do you know why CN maintains the Dallman Industrial Spur? It used to deliver coal to Springfield Power and is cut back to West Lake Shore drive. Last time I was down there, people I asked say they haven't seen a train on it in many years, yet it still remains.
I have never seen anything move on that spur in the 31 years that I have lived in the Springfield area. I once heard a rumor that City Water Light & Power retained some sort of option with the IC/ICG/CN to deliver coal into the power plant via rail. Supposedly this was done to keep their truck rates down via the threat of potential rail competition. I also heard a story that the ICG put together a plan for moving mini-unit trains of coal from the Elkhart, IL mine to CWLP back in the 70's. The economics never worked out due to the short distance between the mine and power plant.
At this point I would hazard a guess that the Hunter Harrison-era IC (and now CN) didn't want to waste the time and money needed to rip the spur up. And with the failure of the CN's merger attempt with KCS and the impending shutdown of the Kincaid powerplant (served by the IMRR via trackage rights on CN) in 2027, it's hard to see any viable future for the Gilman Subdivision south of Mt. Pulaski.
Thanks for that information. I saw that IDOT is going to remove the old rail bridge for that spur over I-55 that still says "ICRR" on it that goes over to the power plant. They are expanding I-55 in both directions and the bridge is marked out of service, so they are tearing it down.
As for the Gilman Sub past Mt Pulaski, yes, Kincaid Generation is shutting down (so is Coffeen a few miles south). So unless CPKC comes up with some kind of STB mandated post merger deal with CN, it spells a dark clouds for it and the I&M.
Our community is FREE to join. To participate you must either login or register for an account.