I started a new book, Erie-Lackawanna, Death of an American Railroad.
In reference to Erie's line into Chicago, it says the following: ...."opened in 1883...between Marion, Ohio and Hammond, Indiana,featured "airline" qualities. It is likely that this 250-mile extention could claim to be the best-engineered ROW between Ohio and Illinois".
I would suppose this line is still in use? I've never been to Ohio, but central Indiana seemed to be pretty flat to me. Is the route mentioned above through some challenging territory?
Thanks to Chris / CopCarSS for my avatar.
Are you sure that it wasn't "Air Line", not "airline"?
That would mean that it was laid out with relatively few curves, and none of any major proportions. Surprising how many of those flatlander railroads aren't really all that straight.
Another thing about the old Erie: it had been built originally as a six-foot-gauge railroad. When it was converted to standard gauge, it still had those wide track centers. This made it a lot easier for Erie to handle dimensional loads than just about anybody else in the Midwest (sorry, SJ--I'm talking about the Midwest east of Chicago). The railroads are only now catching on to this with their newly-laid (or relaid) multiple track.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
CShaveRR wrote: Are you sure that it wasn't "Air Line", not "airline"?That would mean that it was laid out with relatively few curves, and none of any major proportions. Surprising how many of those flatlander railroads aren't really all that straight.Another thing about the old Erie: it had been built originally as a six-foot-gauge railroad. When it was converted to standard gauge, it still had those wide track centers. This made it a lot easier for Erie to handle dimensional loads than just about anybody else in the Midwest (sorry, SJ--I'm talking about the Midwest east of Chicago). The railroads are only now catching on to this with their newly-laid (or relaid) multiple track.
.......There are portions of Ohio that are flat as flat can be but a lot of it's area is rolling hills.
1549' is highest elevation in the state.
Quentin
Murphy Siding wrote: I started a new book, Erie-Lackawanna, Death of an American Railroad. In reference to Erie's line into Chicago, it says the following: ...."opened in 1883...between Marion, Ohio and Hammond, Indiana,featured "airline" qualities. It is likely that this 250-mile extention could claim to be the best-engineered ROW between Ohio and Illinois".
I wish the author had examined the track charts of the various lines in competition with the Erie and assessed that old claim instead of just repeating it. The insertion of the weasel word "likely" is evidence only of laziness; it's not like the track charts are secret or hard to find. Anyone actually looked at the track charts and care to proffer an opinion based on facts instead of hearsay or puffery?
S. Hadid
CShaveRR wrote: Another thing about the old Erie: it had been built originally as a six-foot-gauge railroad. When it was converted to standard gauge, it still had those wide track centers. This made it a lot easier for Erie to handle dimensional loads than just about anybody else in the Midwest.
Another thing about the old Erie: it had been built originally as a six-foot-gauge railroad. When it was converted to standard gauge, it still had those wide track centers. This made it a lot easier for Erie to handle dimensional loads than just about anybody else in the Midwest.
As far as the term *midwest* goes, a lot of times I've read of the Ohio/Illinois area being called the *old northwest*. But, then I used to live in a city where East Boulevard North headed north, then turned east, and became East North street.
Got you topped, Murph--we have one street in the city at the center that has a north, a south, an east, and a west--and an upper and a lower along that entire stretch!
I suspect that if one rail was moved to bring the Erie to standard gauge, it was the inner rail (saved rebuilding station platforms). The increase of over two feet between the tracks (or, 15.5 inches between track centers) was probably more than enough to bring some additional dimensional-load business their way.
CShaveRR wrote: Got you topped, Murph--we have one street in the city at the center that has a north, a south, an east, and a west--and an upper and a lower along that entire stretch!
Re engineering, you could make a case for the N&W in Ohio.
work safe
Murphy Siding wrote: CShaveRR wrote: Got you topped, Murph--we have one street in the city at the center that has a north, a south, an east, and a west--and an upper and a lower along that entire stretch! Is that in the *midwest*, or in the *old northwest*?
Yes!
Wacker Drive, Chicago (actually East Wacker has three levels in some spots).
coalminer3 wrote:Re engineering, you could make a case for the N&W in Ohio.work safe
?? What about the C&O Northern?
ValleyX wrote: coalminer3 wrote: Re engineering, you could make a case for the N&W in Ohio.work safe?? What about the C&O Northern?
coalminer3 wrote: Re engineering, you could make a case for the N&W in Ohio.work safe
1435mm wrote: Murphy Siding wrote: I started a new book, Erie-Lackawanna, Death of an American Railroad. In reference to Erie's line into Chicago, it says the following: ...."opened in 1883...between Marion, Ohio and Hammond, Indiana,featured "airline" qualities. It is likely that this 250-mile extention could claim to be the best-engineered ROW between Ohio and Illinois".I wish the author had examined the track charts of the various lines in competition with the Erie and assessed that old claim instead of just repeating it. The insertion of the weasel word "likely" is evidence only of laziness; it's not like the track charts are secret or hard to find. Anyone actually looked at the track charts and care to proffer an opinion based on facts instead of hearsay or puffery?S. Hadid
Also the Erie was credited with having deep ballast and wide clearances before it was standard-gaged. In places across the flat-lands of Indiana the two mains were in separate rights-of-way. In the town of North Judson the C&O and PRR had a diamond and interlocking between the Erie's tracks.
1435mm wrote: I wish the author had examined the track charts of the various lines in competition with the Erie and assessed that old claim instead of just repeating it. it's not like the track charts are secret or hard to find. Anyone actually looked at the track charts and care to proffer an opinion based on facts instead of hearsay or puffery?
I wish the author had examined the track charts of the various lines in competition with the Erie and assessed that old claim instead of just repeating it. it's not like the track charts are secret or hard to find. Anyone actually looked at the track charts and care to proffer an opinion based on facts instead of hearsay or puffery?
Would track charts of the Erie (from Marion), the PRR (from Bucyrus), the B&O (from Tiffin) and the NYC&StL (from Bellevue) to the Illinois border be available online ?
rrnut282 wrote:Also the Erie was credited with having deep ballast and wide clearances before it was standard-gaged. In places across the flat-lands of Indiana the two mains were in separate rights-of-way. In the town of North Judson the C&O and PRR had a diamond and interlocking between the Erie's tracks.
how about the NYC line from toledo west to butler indiana? after all they broke a speed train record on that line running a jet train at 180+ mph.the viaducts in defiance are pretty good too as many trucks that have hit them.
stay safe
joe
Deshler Ohio-crossroads of the B&O Matt eats your fries.YUM! Clinton st viaduct undefeated against too tall trucks!!!(voted to be called the "Clinton St. can opener").
nanaimo73 wrote: 1435mm wrote: I wish the author had examined the track charts of the various lines in competition with the Erie and assessed that old claim instead of just repeating it. it's not like the track charts are secret or hard to find. Anyone actually looked at the track charts and care to proffer an opinion based on facts instead of hearsay or puffery? Would track charts of the Erie (from Marion), the PRR (from Bucyrus), the B&O (from Tiffin) and the NYC&StL (from Bellevue) to the Illinois border be available online ?
Murphy Siding wrote: nanaimo73 wrote: 1435mm wrote: I wish the author had examined the track charts of the various lines in competition with the Erie and assessed that old claim instead of just repeating it. it's not like the track charts are secret or hard to find. Anyone actually looked at the track charts and care to proffer an opinion based on facts instead of hearsay or puffery? Would track charts of the Erie (from Marion), the PRR (from Bucyrus), the B&O (from Tiffin) and the NYC&StL (from Bellevue) to the Illinois border be available online ? Where would one find track charts online?
No single source for multiple roads that I know of. But often you can find older charts for individual railroads on fan sites by using google, especially the fallen flag roads. Try using "track chart" or "condensed profile" as search terms plus the railroad you're interested in.
1435mm wrote: Murphy Siding wrote: nanaimo73 wrote: 1435mm wrote: I wish the author had examined the track charts of the various lines in competition with the Erie and assessed that old claim instead of just repeating it. it's not like the track charts are secret or hard to find. Anyone actually looked at the track charts and care to proffer an opinion based on facts instead of hearsay or puffery? Would track charts of the Erie (from Marion), the PRR (from Bucyrus), the B&O (from Tiffin) and the NYC&StL (from Bellevue) to the Illinois border be available online ? Where would one find track charts online?No single source for multiple roads that I know of. But often you can find older charts for individual railroads on fan sites by using google, especially the fallen flag roads. Try using "track chart" or "condensed profile" as search terms plus the railroad you're interested in.
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