kgbw49The former Hiawathas were scheduled for some triple digit running between Chicago and Milwaukee also, but they did not have the number of stops in between that the Hiawatha service now has. It now is more of a "regional commuter" service than a longer-distance point to point service that the original Hiawathas were between Chicago and Minneapolis-St. Paul.
Glenview was always a stop on all the Milwaukee Road trains, even in the days of 9 RTs daily. There are only two more stops now - Mitchell Field and Sturtevant. The distance between Glenview and Sturtevant is 45 miles. Doesn't that seem like enough distance to reach top speed? Hiawatha Service trains are as quick as 1 hr. 29 min. now, in 1960 as quick as 1 hr. 18 min. with 2 fewer stops.
In 2015, Sturtevant served 74,472 passengers, the airport 157.042, and Glenview 58,143.
In 1957, the C&NW still ran 12 RTs on weekdays, one as quick as 1 hr. 21 min. The minimum number of stops was 2, usually 3-4. The C&NW served more communities en route and had, AFAIR, more patronage.
C&NW, CA&E, MILW, CGW and IC fan
That is a great point on the CNW being the more heavily travelled route back in the day. Actually, I wonder if it might still be with Metra? (Albeit no longer through service to Milwaukee.)
Does Metra still turn some trains at Kenosha on the UP (CNW) line along the lake?
Is it possible that added frequencies to Milwaukee could be added on to that route instead of on CP, or since it has been freight only for so long would it be too expensive?
kgbw49Does Metra still turn some trains at Kenosha on the UP (CNW) line along the lake?
Yes. Some (8 each way on weekdays) originate/terminate in Kenosha rather than Waukegan. I think some other members would know the track condition north of Kenosha. I think someone said single track, lower speed.
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