TP&W Railway

[Anonymous]

Ok, does anyone here know anything about this railway? I'm curious about Keokuk Junction Railway purchasing the old lines from Keokuk, IA to Mapleton, IL. TP&W is supposed to be selling their lines to KJRY.

[gabe]

I know a little bit about it. I wish I could be more specific, but it has been a while. The Toledo Peoria and Western (via RailAmerica) sought to abandon most of its tracks slightly west of Peoria to where the line connects with Keokuk junction. As I understand it, this would have reduced the Keokuk Junctions' viability. Accordingly, the Keokuk Junction invoked federal regulations allowing them to purchase the line slated for abandonment at near salvage level prices. As I understand it, it was a huge victory for the Keokuk Junction (and Pioneer Railgroup).

Like I said, though, I am shooting from the hip on this one, and though I am confident I read this somewhere, I forget where and cannot speak to the accuracy of the source.

FYI, I love railfanning the TP&W. It is not as good since Rail America took charge (but then again, what is?), but it still has some of the charm of a mom and pop railroad, but is large enough to have a lot of interesting areas to explore.

Hope that helps.

Gabe

[SSW9389]

There is a TP&W group on Yahoo that followed this quite closely.

[Anonymous]

The TP&W retains the West End, though it is out of service. KJRY convinced the STB that SF&L Railway (owned by A & K Railroad Materials) was violating its common carrier obligations. As a result, the TP&W was forced to repurchase the 71.5 miles they sold to A & K in early 2001. SF&L ran its last train in October 2002 and TP&W repurchased the line the following February after some back-and-forth.

This year TP&W made a deal with BNSF to remove the diamonds at Bushnell. A "detour" is via an industry track and the old connection. A rare movement was made in August to test this detour when a trackmobile led two boxcars on a slow, westbound trek.

TP&W continues to fight attempts to force a sale of their West End to the KJRY. Word is they will serve an ethanol plant that is supposed to be open next summer. It is to be built south of Canton on BNSF trackage but they don't really want to serve it.

DPJ

[Chris30]

One quick thing to add that is of some importance...

The TP&W main line went west from Peoria to Lomax, IL where it connected with the SF/BNSF and then used trackage rights for the short distance to Ft. Madison, IA. There was never a lot of on-line industries between Mapleton and Lomax. The BNSF granted the TP&W trackage rights over BNSF (@1996?) between Peoria and Galesburg because they prefered to receive the TP&W trains at Galesburg instead of Ft. Madison. This left the original TP&W main west of Mapleton virtually useless. Without the TP&W, the KJRY is on an island with no connection to the outside world. I think that KJRY is in bad spot. If the BNSF switched the TP&W to Galesburg, then why would they accept the same Lomax/Ft. Madison arrangeent with KJRY?? The KJRY might be forced to take the old TP&W main line just to survive. All cars would probably have to go east to Peoria.

[Anonymous]

One quick thing to add that is of some importance...

The TP&W main line went west from Peoria to Lomax, IL where it connected with the SF/BNSF and then used trackage rights for the short distance to Ft. Madison, IA.

Actually Sommer (or Hollis) to Lomax

There was never a lot of on-line industries between Mapleton and Lomax.

Santa Fe pretty much killed off the remaining local business when TP&W was simply their Peoria Subdivision in 1984-1989. TP&W managed to revive the grain business and attracted a few new customers.

The BNSF granted the TP&W trackage rights over BNSF (@1996?) between Peoria and Galesburg because they prefered to receive the TP&W trains at Galesburg instead of Ft. Madison. This left the original TP&W main west of Mapleton virtually useless.

Intermodal and some carload traffic continued to be interchanged with BNSF at Fort Madison until February 2001. Most traffic TP&W handled for BNSF between Peoria and Galesburg was carload, however, intermodal traffic could be seen at times.

Without the TP&W, the KJRY is on an island with no connection to the outside world. I think that KJRY is in bad spot.

KJRY has a connection with BNSF at Keokuk, Iowa. They handle all of the switching at Roquette America's large corn processing plant in town. In addition, they have a connection with Union Pacific at Fort Madison (after they purchased the LaHarpe - Lomax segment from TP&W in February 2002). Traffic interchanged with Union Pacific at Fort Madison is actually handled by BNSF to a physical UP connection at Chicago or Kansas City under a haulage agreement. Customers only see KJRY FTMAD UP as the routing. It allows competition for KJRY customers. Therefore, KJRY is not an island.


[red]If the BNSF switched the TP&W to Galesburg, then why would they accept the same Lomax/Ft. Madison arrangeent with KJRY?? The KJRY might be forced to take the old TP&W main line just to survive. All cars would probably have to go east to Peoria.

The West End has some grain elevators and there is also a small amount of traffic that could be delivered to about three on-line fertilizer dealers. A dog food plant and a feed mill at Bushnell could be lured back to rail. A road paving firm wants to get rock again by rail at a transloading facility east of Canton. Canton may be an important source of business in the near future. Coal waste now shipped in large quantity by truck to an old coal mine south of town for disposal may switch to rail. An ethanol plant to be built south of Canton should open in 2006. A couple of other customers (a CO2 processor affilitared with the ethanol plant and a present-day scrap metal firm) could come aboard as well.

There is quite a bit of local traffic. Keokuk is an industrial town and besides Roquette America, KJRY has access to industries on BNSF's Mooarline that ship and/or receive from eastern points.

KJRY has said they want to be a bridge route but the most realistic sources of business for the West End are eastbound moves via the Peoria Gateway and local traffic (grain could move east and west).


DPJ

[Chris30]

I didn't know that KJRY had connections other than LaHarpe/Lomax... my bad. BNfan, if there is so much future business on the "West End", then why does TP&W want to get rid of line and scrap it??

Also, if I remember correctly, the intermodal that used the "West End" actually ran through all the way to Kansas City using BNSF crews between FT. Madsion/KC.

[Anonymous]

I didn't know that KJRY had connections other than LaHarpe/Lomax... my bad. BNfan, if there is so much future business on the "West End", then why does TP&W want to get rid of line and scrap it??

Probably lack of foresight. Bad luck might have played a role as well. Santa Fe largely killed ff the West End's local business but the reborn TP&W successfully brought back some business by 1991. On-line business and the KJRY interchange at LaHarpe even led TP&W to operate a pair of extra East Peoria - Fort Madison trains as needed (3-4 days per week) in 1995-1996. These extra trains also protected intermodal traffic if ATSF connections were delayed for some reason. The reasons for the West End's demise are:

(1) BNSF merger - the combination of ATSF and BN reduced the importance of the West End as a through route as most carload traffic (what little remained) was diverted via Galesburg. I remember some Caterpillar tractors and some other traffic as late as 1999.

(2) The reborn TP&W grew its intermodal business significantly from 1989, handling traffic for both ATSF and BN. Caterpillar, Diamond Star Motors/Mitsubishi and Subaru-Isuzu were the major intermodal customers. The BN interchange was at Bushnell and provided BN with haulage services between there and the Indiana Hub Center (Hoosierlift) at Remington, IN. In 1990, TP&W briefly operated a separate pair of daily intermodal trains for BN. The BNSF merger caused the Bushnell traffic to be routed via Galesburg. Most intermodal traffic, however, continued to be interchanged at Fort Madison. Business grew heavier after BNSF closed its Galesburg Hub Center on June 30, 1997. Traffic previously handled there shifted to East Peoria. Despite the railroad's success at growing intermodal traffic, it was marginally profitable. Most Subaru-Isuzu traffic was lost by the late 1990's. The biggest problem in all of this was that TP&W didn't maintain the 40mph speeds. In many places along the line, 25mph restrictions and even 10mph slow orders were common.

(3) Carload traffic on the West End took a hit with the Conrail Transaction of June 1, 1999. The Keokuk Junction Railway once had a haulage agreement with TP&W to market Keokuk traffic through the Peoria Gateway. Conrail and Norfolk Southern were the important connections. The haulage agreement probably disappeared after Pioneer Railcorp purchased KJRY on March 13, 1996. With the Conrail Transaction, NS service to Peoria became sporadic with cars accumulating for up to a week before they were moved. Most eastbound corn syrup traffic from Keokuk was diverted through Chicago. Anthracite coal shipments to two KJRY customers (switched by BNSF) in Keokuk were lost as well, one to poor NS service in 1999 and the other to bankruptcy and closure of the other in 2001.

Shortly after RailAmerica purchased TP&W in September 1999 it requested state and/or Federal funds for rehabilitating the West End but gov't officials determined that this was not worth their while and refused aid. TP&W then began negotiations with BNSF about shifting its intermodal interchange to Galesburg. At the same time, TP&W entered into negotiations to seel the West End to Pioneer Railcorp's KJRY. The former effort succeeded and intermodal traffic was handled by TP&W's Galesburg Job from February 2001. The latter effort failed and TP&W sold the track (not the real estate) to A & K Railroad Materials in December 2000.

For one year, TP&W operated the line under contract with A & K after which A & K assumed operation under the name "SF&L Railway" (Santa Fe & Lamy). A & K wanted to scrap the line (they raised rates that succeeded in killing off most business) and nearly succeeded before the STB ordered TP&W to buy the line back. From 2000 until present day, KJRY and TP&W have battled over this line. Ironically, TP&W wants to keep the Hollis - Canton segment because of significant new business yet wanted to abandon the entire line as recently as winter 2004! The STB agreed with KJRY's arguments to operate the line and ordered TP&W to sell the Hollis to LaHarpe line to them for a reasonable price.

During this time (2000-2004), some significant changes have occurred. Norfolk Southern since about April 2003, has returned to a predictable schedule regarding its service to Peoria (D49D, a switch job based at Good yard in Normal, Illinois makes an East Peoria turn on weeknights). Also, new source of traffic in the vicinity of Canton, Illinois have emerged - Central Illinois Energy Co-Op and a movement of coal waste to an abandoned coal mine. KJRY has the support of many customers on its own lines as well as presently dormant West End customers (grain elevators and a construction firm).

TP&W seemed to be conflicted between the West End's local traffic and intermodal traffic. Good service to local customers would cause delays to intermodal traffic. Prioritizing intermodal traffic would neglect local traffic. Neither source of traffic by itself justified the line's maintenance. Track conditions deteriorated and business was lost through no fault of TP&W. Neglect, sale to a questionable operator and spite (or arrogance about not getting their way) with KJRY nearly did in the West End but traffic is there.

Also, if I remember correctly, the intermodal that used the "West End" actually ran through all the way to Kansas City using BNSF crews between FT. Madsion/KC.

Under Delaware Otsego control, the TP&W's intermodal trains ran between Remington, Indiana and Argentine, KS. At times, the westbound train originated at East Peoria. GP20 mechanical problems caused ths run-through arrangment to cease briefly until leased NYSW power arrived. The run-through arrangement was dropped again but when the interchange shifted to Galesburg, the run-through arrangement returned, but crews as well as power was changed. When joint BNSF-TP&W intermodal service ended in late January 2004, the run-through arrangement ceased.

DPJ

[MP173]

DJP:

Very interesting review of the TPW's operations today. Thanks for the info. What is the current status of the intermodal traffic on the TPW? In other words, how much traffic is moving and who are the customers?

During the 90's I used to travel quite a bit to Central Illinois including Peoria and would stay in East Peoria. Evenings during the summer would find me down at the TPW yard. I remember an old F unit, painted in NYC type striping.

Interesting to hear the NS let service drop, but have resumed it. Does the CN (ex IC) still run a daily train to Peoria?

Thanks,.

ed

[Anonymous]

Very interesting review of the TPW's operations today. Thanks for the info. What is the current status of the intermodal traffic on the TPW? In other words, how much traffic is moving and who are the customers?

TP&W's historic source of intermodal traffic (East Peoria to and from western points) is gone. Former customers now use BNSF's Logistics park (and one would suspect UP's Global III). However, the aforementioned deterioration in service by Norfolk Southern, ended that railroad's once significant intermodal business. By late 1999, TP&W and Canadian National offered joint intermodal service for container traffic moving between the east coast and Peoria area. Norfolk Southern's major customer for their former service, Caterpillar, signed up immediately (thus avoiding higher drayage costs to and from NS facilities at Chicago). Caterpillar plants in Illinois, Mossville (diesel engines), East Peoria (track-type tractors), Decatur (mining trucks, scrapers and graders) and Aurora (wheel loaders, forestry equipment and excavators) use TP&W's East Peoria facility as a hub for import/export traffic. Cat has suppliers and parts plants in Great Britain, France, Belgium, Germany, Italy and others plus a Regional Distribution Center in Grimbergen, Belgium. Illinois plants ship and receive parts to and from these locations. Also, the Global Distribution Center at Morton ships and receives parts via the EP intermodal terminal.

Other customers include Bemis (receives kraft paper from Sweden), probably both large chemical plants in Mapleton (ship product overseas) and a customer in Fort Madison receives imported chemicals. Some traffic is also moving via New Orleans. A small amount of business goes to BNSF's Logistics Park, is "rubber tired" to Markham and sent to EP via rail again (doesn't make sense to me!).

I don't work for TP&W so I don't have any traffic figures but actual customers include grain elevators at Reynolds, Wolcott, Remington, Goodland (2) and Kentland in Indiana and Sheldon (2), Crescent City, La Hogue, Piper City, Chatworth, Forrest, Fairbury, Weston, Meadows, Gridley and Cruger in Illinois.

Fertilizer dealers are served at Burnettsville, Idaville, Reynolds, Wolcott, Hoosierlift, Goodland (2), Kentland (on old Conrail trackage) in Indiana and Sheldon, Crescent City (2), Gilman, Fairbury (2), Chenoa and Gridley in Illinois.

Other East End customers are: Cole Hardwood at Logansport; FBI Buildings (transloads at Hoosierlift), Smith Transport (used to get paper) and Impact Co-Op (grain elevator served but warehouse gets boxcars loaded with baled hay) at Remington; Rogers Group/Newton County Stone at Perkins; Lifetime Doors at Watseka (gets wood on occasion), Incobrasa Industries (soybean processing) at Gilman and Kerry Ingredients at Gridley (gets rice).

Peoria area customers are: Morton Buildings (IB lumber), Fort Transfer (IB ag chemicals) and Nestle USA/Libby's at Morton; East Peoria Materials & Rail Yard, With a Grain of Salt and an intermodal terminal at East Peoria; Archer Daniels Midland, ADM Growmark, Peoria Barge Terminal (TP&W hasn't been in there for several years) and Peoria River Terminal (occasional liquid asphalt shipments) at Peoria; Caterpillar RPF and A. Miller & Co (no service in three years) for BNSF; Keystone Steel & Wire (haven't served the Wire Mill directly since 1995); AmerenCILCO at Sommer (power plant gets all UP trains at present); Crompton Corp, Degussa-Goldschmidt Chemical, Lonza, Caterpillar (foundry) and CF Industries at Mapleton.

TP&W acts as a CSXT connection for Tazewell & Peoria RR (TZPR). Direct interchange is made with connecting roads at Peoria (UP), East Peoria (TZPR), Farmdale (NS), Chenoa (UP) Chatsworth (BLOL), Gilman (CN), Watseka (CSXT and UP), Webster (KBSR), Reynolds (CSXT - TP&W actually delivers and receives at Lafayette) and Logansport (NS and WSRR). Some of these interchanges, such as Farmdale and Chenoa, see little activity. TP&W does do some interchange with Peoria area roads via TZPR (BNSF mainly but some CN, NS and PRY).

Interchange with BNSF is via TZPR though TP&W actually reaches Galesburg under a trackage rights agreement. TP&W simply acts as hauling agent for BNSF and recieves a fixed per car charge from BNSF for its services. They receive no rate division. A customer at Maquon on BNSF's Peoria Sub, Riverland FS, gets a few cars per year.

During the 90's I used to travel quite a bit to Central Illinois including Peoria and would stay in East Peoria. Evenings during the summer would find me down at the TPW yard. I remember an old F unit, painted in NYC type striping.

The F-unit went to New York State. It was a regular on the Galesburg Job in 1996.

Interesting to hear the NS let service drop, but have resumed it. Does the CN (ex IC) still run a daily train to Peoria?

CN runs L56491, a Decatur to Peoria turn, seven days per week. Unfortunately, it rarely completes its trip within the crew's 12 hours of service. Also, coal and grain extras are frequent (coal from BNSF for ADM in Decatur; coal to IAIS for ADM in Cedar Rapids; grain extras coming out of Iowa utilizing BNSF trackage rights between E. Dubuque and Peoria).

DPJ

[Chris30]

With the decline in intermodal traffic, what is the current staus of Hoosier Lift?

Also, due to the rail congestion in Chicago, is there any chance that the BNSF, CSX or NS might try to aquire the TP&W and use it as a bridge route bypassing Chicago (SF tried 20 years ago)? If any Class I tried this, it sounds like they would have a lot of work to do on the physical plant.

[Anonymous]

With the decline in intermodal traffic, what is the current staus of Hoosier Lift?

It is mainly a crew base. It receives Z-EPHL Tu, Th and Sa earlt morning and sends out Z-HLEP Su, Tu and Th night. The 0900 Indiana Local works west to Gilman and east to Logansport. The through train's power is used to make the CSXT interchange run to Lafayette and return. FBI Buildings unloads centerbeam flat cars. Autoracks were loaded here in spring 2003.

Also, due to the rail congestion in Chicago, is there any chance that the BNSF, CSX or NS might try to aquire the TP&W and use it as a bridge route bypassing Chicago (SF tried 20 years ago)? If any Class I tried this, it sounds like they would have a lot of work to do on the physical plant.

I don't expect a Class 1 to buy TP&W unless we have some transcon mergers. RailAmerica has done some extensive crosstie replacement but I'm not sure if tracks speeds were raised to 40mph (as rumored).

Santa Fe and PRR/Penn Central/Conrail used TP&W as bridge route in 1927 - 1981. After Santa Fe merged TP&W into its system 12-31-83, they neglected the East End grain traffic dropped, the Hoosierlfit didn't get the expected business.
DPJ

[MP173]

BNSF:

Were you around in 1979 or so when 765 ran on the TPW?

I made a trip to EP for that. Just found my slides last weekend.

So, let me get this straight. CN (IC) is running intermodal to and from EP with interchange at Gilman? That explains when I pass over TPW on I57 I sometimes see a block of intermodal cars on a siding.

Does the big soybean plant in Gilman do much with TPW?

By the way...thanks for all the info.

ed

[Anonymous]

Were you around in 1979 or so when 765 ran on the TPW?

I was almost six years old when I saw the 765 leaves East Peoria with the Golden Arrow Lines excursion to Keokuk.

Funny thing is the following Saturday, when my mon, dad and two brothers headed east on Rt. 24 to visit our grandparents, we caught up with the 765 (unexpectedly) heading east with another excursion. We ate at that tenderloin place in Watseka (since closed) and the train passed us and stopped in town, blocking the MoPac crossing for a time. It was in May 1980, the day after my birthday, IIRC.

I made a trip to EP for that. Just found my slides last weekend.

So, let me get this straight. CN (IC) is running intermodal to and from EP with interchange at Gilman? That explains when I pass over TPW on I57 I sometimes see a block of intermodal cars on a siding.

Yep, that's traffic interchanged with CN. CN runs a train (281, IIRC) out of Chicago that sets out "pigs" for TP&W at Gilman then proceeds to Gibson CIty with autoracks for NS. The return run north picks up "pigs" from TP&W.

Does the big soybean plant in Gilman do much with TPW?

Incobrasa ships via TP&W soy meal and soy oil pretty much on a daily basis (though probably not on Sunday). The Indiana Local will generally handle this business. Most of TP&W's business from Incobrasa goes to CSXT but occasionally, soy meal will go to BNSF at Peoria for forwarding to southwestern feed mills (and by "BNSF" I mean TP&W's Galesburg Job, which does haulage business for BNSF so the routing is TPW Peoria BNSF). I haven't seen it lately but I guess there is still a soy oil movement routed TPW Peoria UP to New Orleans. As for the latter, I heard that CN messed up and lost this business to the competition.

DPJ

[MP173]

DPJ:

I went to the STB website yesterday...I must have been bored and noticed they had a ruling on the TPW and KJ.

It appears, unless I missed something, that the line will be sold by the TPW to KJ. The price was established and there was a notice for the BNSF to return the diamond at Bushnell within 48 hours.

You might want to read this, it would probably make more sense to you. Also, I believe that TPW retains trackage rights to Mapleton.

Is there quite a bit of traffic in and out of that area? It has been years since I was down there, but if I remember correctly there was some industry on the "river side" of US 24.

Regarding the ethenol plant in Canton, what is the latest on that?

thanks,

ed

[Anonymous]

funny thing, the other day i was going to ask about the TP&W. then i stumbled upon this. thanks for all the info!

[Anonymous]

I saw the STB postings and decisions. TP&W and KJRY failed to come to an interchange agreement so TP&W's Mapleton Industrial Spur is now isolated. To handle traffic to and from Mapleton, TP&W now must interchange with KJRY, probably at Hollis/Sommer. A TP&W locomotive will probably be based at Mapleton but I expect an agreement to be reached soon so TP&W will have trackage rights. Union Pacific has trackage rights and could serve the Mapleton customers directly if they wanted too (they , like C&NW, simply had TP&W perform their switching). Much of the business is to and from UP.

TP&W serves Crompton Corp, Degussa-Goldschmidt, Lonza, Caterpillar's foundry and CF Industries (fertilizer warehouse and barge facilities). The Port Group has purchased the original Caterpillar foundry here and some additional land for development of industry and port facilities.

At Sommer is the AmerenCILCO E. D. Edwards Station, which gets UP coal trains from Wyoming and occasionally, from the Monterey Mine near Carlinville.

Diverging from the UP mainline south of AmerenCILCO is a TZPR spur to "Cargo Carriers" - the historic name for what is now called Mosaic - the result of a merger between Cargill and IMC Global. This facility handles dry fertilizer and gets unit trains. Some occasional salt trains from Kansas may come here too. It used to get grain until AGRI Industries and Cargill dissolved their Agri Grain Marketing partnership in 2003.

The ethanol plant has been delayed many times because of regulations and financing problems but it is now expected to begin constructiojn in late winter with completion in 2006. They have a website:

www.centralillinoisenergy.com

KJRY will not have access to any industry on the Union Pacific-owned trackage between Hollis and Iowa Jct. The only industry served from this line is Keystone Steel & Wire (north end of its wire mill) and UP has TZPR perform switching.

DPJ

[Anonymous]

I previously wrote,

"Also, new source of traffic in the vicinity of Canton, Illinois have emerged - Central Illinois Energy Co-Op and a movement of coal waste to an abandoned coal mine"

Rather than coal waste, it looks as if this new movement is expected to be coal itself. AmerenCILCO recently announced plans to construct a build out to trackage now owned by the KJRY just east of Canton. If this happens, Union Pacific and KJRY could interchange coal trains at Hollis/Sommer.

DPJ

[Anonymous]

I was up at Canton and Bushnell last year(October), the rail line you are referring to looked like it had not had a train on it for a long time. If the sale of this line goes to KJRY are they going to update the track, it was in very bad shape.

[Anonymous]

I was up at Canton and Bushnell last year(October), the rail line you are referring to looked like it had not had a train on it for a long time. If the sale of this line goes to KJRY are they going to update the track, it was in very bad shape.

KJRY got a loan for $7 million from a Peoria bank and will use some for trackwork. Last Thursday or so, two grain elevators, at Sciota and Blandinsville, got some cars originally ordered for the first week of February. They are shipping corn to Roquette America's Keokuk wet corn mill

[bartman-tn]

The line west of Bushnell now has orange flags hanging from all of the crossing signs (both active and crossbucks) and some brush clearing has happened, apparently sometimes by equipment movements.

Since I moved up here late last year and now live close to the line, I've been hoping that something would happen with the line.

Bushnell does have some possible business including a large Wayne feed dryer and some other stuff on the west side of town. Small feedmills or dryers are in most towns of any size west of Bushnell. If the business can be coordinated, there is some possibility of volume moves.

Bart Jennings
Avon, IL

[Anonymous]

well they are going to reopen the line from peoria to keokuk. the pioneer railcorp bought the line from the TP&W whitch sold it to SF&L Railway bases out of canton, IL but the owner wanted to scrap it. so they went to court and the line was sold back to TP&W three years ago. last thrusday (mar-17-05) the frist train came throught canton to check the trak and last monday (mar-21-05) it should be back open. three years ago july 9 02 the engineer from SF&L let me ride to maplton, IL and back to canton from there they only used from peoria to laharpe IL.

[Anonymous]

Yep, they are running it alright. About a week ago my mother told me a black and yellow switcher went up and down the tracks up here, which was the one trainsim said was checking the tracks. There are now orange flags on the lightposts up here by the crossing and another train went by yesterday, but unfortunately I couldn't catch a glimpse of it. The west end lives! [8D]

[bartman-tn]

I saw a PREX (former ATSF GP-type) heading west yesterday at 4:10pm as it came through Good Hope (about 10 miles west of Bushnell). It putted on through but a cut of Pioneer covered hoppers had been dropped off at Good Hope by Monday when I checked.

Bart Jennings

[Anonymous]

I have not seen another train come throught canton sence the 17th but I know that they are building off the line south to duck creek cilco plant east of canton so hopefuly they send more traffic throught canton soon

[Anonymous]

Has anyone heard anything new about the hoosier lift. I saw an article in the Pharos Tribune in Logansport that said they (Remington city leaders) are trying to lure some business back there by putting water and sewage in at the site and I guess they changed the name to Indiana Rail Park.

http://www.pharostribune.com/story.asp?id=6007

Valerie Hunter, the economic development director for White County, says both the Santa Fe and the community want to make Hoosier Lift viable again for rail transportation.

"We're putting water and sewer (lines) out there. We're going to be expanding out there. We're going to make that a corridor. We should be getting some activity, especially once we get water and sewer out there. I know that they want the project to go to because they committed $200,000 to the project," she says.

Just wondering if anyone has anyting new on this.
Eric

[bartman-tn]

I've been watching the action for a while now and here is the info on the Peoria to Keokuk operation.

Trains are running MWF, with trains from each end meeting in the Bushnell area. Crews are 3 people, generally with a caboose to handle lining switches behind the train. Trains seem to leave end points about mid morning with return late afternoon. Below are three days of observations.

Monday, March 28 - 135pm train eb at Sciota with PREX 2053/2018 and 17 covered hoppers plus caboose PREX 10. Set 9 cars out at Good Hope and went to Bushnell where it sat for more than an hour waiting to get onto the BNSF.

Friday, April 1 - 145pm Train running well and heading back west with 2018/2053 and 6 covered hoppers and no caboose into La Harpe. Worked the elevator here and picked up 10 cars and then headed on to Keokuk.

Monday, April 4 - 245pm train leaving Bushness westbound (BNSF), southbound (compas), eastbound (TPW) on BNSF. It had 12 covered hoppers and caboose 10 with 2053/2018. Met train from Peopia at the TPW/BNSF junction just east of Bushnell and swapped trains. 2018/2053 came back with 5 covered hoppers and caboose PREX 3. Came around the wye at Bushnell at 355pm after waiting on BNSF freight and track inspector on old TPW.

Bart

[spbed]

For what it is worth I knew Gordon Fuller who owned the TPW at one time. He was a ex CNJ man. [:D][:p][:)]

Originally posted by MustangJake88

Living nearby to MP 186 of the UPRR  Austin TX Sub

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