Good day!
Lately I have been looking at the various routes railroads used to reach Chicago. Union Pacific tried to expand eastward by acquiring the Rock Island, giving themselves a line though Des Moines and the Quad Cities. They ended up with the C&NW, running through Cedar Rapids instead.
It is my understanding that after the L&N reached Chicago on the C&EI, the Monon offered itself to the Southern Railway, allowing Southern to head north from Louisville. The former Southern eventually reached Chicago running north from Cincinnati, and through Muncie and South Bend, on former Pennsylvania, Nickel Plate, and N Y Central trackage.
If anyone has any thoughts comparing the current routes of these two railroads with the routes they could have had, I would enjoy reading them.
BNSF is slightly different, with ATSF and BN lines between Galesburg and Chicago. Are they both well used? Thanks!
Both used, Depends primarily on which eastern railroad is partner to a run-through or which yard is the terminal. And I believe UP now (since UP-SP merger) has overhead (no local biusiness) trackage-rights Kansas City - Chicago.
You forgot the CN-GTW route from Port Huron.
nanaimo73 BNSF is slightly different, with ATSF and BN lines between Galesburg and Chicago. Are they both well used? Thanks!
Steel Highway has a livestream cam in Galesburg where you can watch both lines- former ATSF goes under, former BN above. Amtrak has half a dozen trains daily using BN, along with lots of manifest traffic. ATSF line sees mostly IM traffic.
https://www.youtube.com/watch?v=Kedmg3_FIuc
Unfortunately, cam is not currently online, but will hopefully come back...
Brian (IA) http://blhanel.rrpicturearchives.net.
C&NW had better connections in Chicago, primarily with the IHB at Proviso. Rock Island's route in the Chicago area was not good, connections with IHB required a back-up move to get from Burr Oak to Blue Island, RI connected with BRC from the east (!), requiring cars to take two trips over Clearing's hump.
So there is a link the Rugby Junction, WI post.
Northern Pacific attempted a Chicago route via control of Wisconsin Central. They even funded a good part of Central Station in Chicago before B&O bought their share or the terminal (one or the other). Financial panic of 1893 forced NP into bankruptcy along with WC and WC gained independence or someone else bought them. WC funded part of Milwaukee Roads Everett Street Station in Milwaukee, WI and Soo Line ran passenger trains into that station via Rugby Junction until the mid-1960's........I think that was the time frame at least through the 1950's.
B&O's Chicago station was Grand Central Station at Wells and Harrison St.
CSSHEGEWISCHB&O's Chicago station was Grand Central Station at Wells and Harrison St.
Grand Central Station, in addition to the B&O was the station for Pere Marquette (C&O) Wisconsin Central (SOO) and Chicago Great Western
https://en.wikipedia.org/wiki/Grand_Central_Station_(Chicago)
Never too old to have a happy childhood!
blhanel Steel Highway has a livestream cam in Galesburg where you can watch both lines- former ATSF goes under, former BN above. Amtrak has half a dozen trains daily using BN, along with lots of manifest traffic. ATSF line sees mostly IM traffic. https://www.youtube.com/watch?v=Kedmg3_FIuc
CSSHEGEWISCH C&NW had better connections in Chicago, primarily with the IHB at Proviso. Rock Island's route in the Chicago area was not good, connections with IHB required a back-up move to get from Burr Oak to Blue Island, RI connected with BRC from the east (!), requiring cars to take two trips over Clearing's hump.
How much did passenger service affect where the original lines went?
Thanks to Chris / CopCarSS for my avatar.
Virtual Railfan has a webcam located near the (former ATSF I believe) Galesburg depot, still used today by Amtrak.
https://www.youtube.com/watch?v=aWVfQ4xk_kU
Murphy Siding How much did passenger service affect where the original lines went?
Amtrak's Galesburg station is the former CB&Q/BN station.
Another factor in getting to Chicago was the route a given railroad took to get downtown. IC, C&NW and MILW had routes which crossed few other railroads. B&O passenger trains worked their way downtown by crossing the South Side before heading north, crossing every railroad that came in from the west except the C&NW and Milwaukee before turning east toward Grand Central. Grand Trunk Western went even further across the South Side before crossing back to get to the Chicago & Western Indiana for access to Dearborn. Soo Line and Chicago Great Western had very few crossings (via the B&OCT), but also relatively few passengers.
Pennsy's PCC&StL "Panhandle" route parallel to the B&O's route was so much slower than the ex-PFW&C main line (used by NS today) that PRR built a long cutoff along the Illinois/Indiana state line so Panhandle trains could enter Union Station from the south instead of the north.
wjstixBTW I believe seven railroads had mainlines from the Twin Cities to Chicago,
I can recall CNW, CMStP&P, CB&Q, CGW, Soo but what additional lines? Are you including routes involving a train change en route (CRI&P) or even connecting to a second railway (M&StL)?
The Tootin' Louie-IC route connected at Albert Lea, Mn. The Galena and Chicago Union-IC west route connected at Freeport, IL until the IC built its own route into Chicago from Freeport. The Q connected with IC at Forreston, IL. before Q built its own. (I Think that's the right town). The US railroads weren't considered a network until the 1870's when gauge was standardized. Until then each railroad was more a marketing 'weapon' for cities as they competed against each other.
rcdrye Pennsy's PCC&StL "Panhandle" route parallel to the B&O's route was so much slower than the ex-PFW&C main line (used by NS today) that PRR built a long cutoff along the Illinois/Indiana state line so Panhandle trains could enter Union Station from the south instead of the north.
Gramp The Tootin' Louie-IC route connected at Albert Lea, Mn. The Galena and Chicago Union-IC west route connected at Freeport, IL until the IC built its own route into Chicago from Freeport. The Q connected with IC at Forreston, IL. before Q built its own. (I Think that's the right town). The US railroads weren't considered a network until the 1870's when gauge was standardized. Until then each railroad was more a marketing 'weapon' for cities as they competed against each other.
As I said, only five railroads had mainlines Chicago to St.Paul plus the M&StL with an unlikely connection.
Dale:
As it turned out (and actually was always the case), the C&NW route was far superior to the Rock Island. The other "best" route between Chicago and Omaha (and west) was the CB&Q. What the C&NW and CB&Q had in common was their own bridges over the Missouri River, and not needing to negotitate through the Council Bluffs terminal to get to Omaha on the (lone) UP bridge. Both also had a mostly-doubletracked railroad across Iowa and Illinois. The C&NW had their own route from Missouri Valley to the UP at Fremont, and the CB&Q's main line wasn't through Omaha, but rather through Plattsmouth to the south. Today, UP operates many of its trains directionally between Fremont and Missouri Valley with eastbound traffic via Omaha and westbound via Blair. BNSF built a new bridge over the Missouri at Plattsmouth in 2013 creating a double track segment over the river. (It's actually a siding now on the old bridge, and used only for empties trains.) BNSF use of the UP bridge between Council Bluffs and Omaha is relatively minimal.
By contrast, all trains using the Rock Island east of Council Bluffs would need to be funneled through the terminal on the UP bridge with no chance of an alternate route. Same for the Milwaukee Road trains. The Milwaukee famously spent millions in the 1950s to upgrade their Chicago-Council Bluffs route to handle UP "Cities" streamliners that the C&NW no longer wanted in hopes that freight traffic would follow, but that never happened. Same situation for the Chicago Great Western, but it was never a competitor on the Chicago-Omaha route due to its circuity and it was folded into the C&NW and largely abandoned. Illinois Central had its own bridge over the Missouri River to Omaha (no longer in service), but its route to Chicago was 38 miles longer than the C&NW and was slower and hillier. I don't think the Wabash was ever considered as a Chicago-Omaha railroad, but it went to both cities.
The C&NW and CB&Q were always the best routes, and remain as such today.
Monon: L&N and Monon announced plans to merge in April of 1968. Merger hearings began a year later in April 1969, the same year that L&N took over the Evansville line of the C&EI. The reason L&N wanted to merge with Monon was not only its direct route north from Louisville to connect with L&N routes to/from Eastern Kentucky, but also to prevent any kind of protest from Monon about L&N's acquisition of the Evansville-Chicago portion of the C&EI. One of the stipulations of the the L&N-Monon merger was that the Milwaukee Road would get trackage rights from Bedfor, Indiana to Louisville to interchange not only with L&N, but with Southern. Southern was in favor of the Milwaukee's demand to access Louisville, creating a non-L&N (or Monon) route to Chicago for traffic to/from the Southern. It was at this point (May 1969) that Southern stated they would make an offer for the Monon IF L&N withdrew its bid for the Monon because of the Milwaukee trackage rights. That never happened, but L&N fought the Milwaukee's entrance to Louisville all the way to the Supreme Court (and lost). In a kind of a "what-was-everybody-thinking?" situation (like spending millions on the Milwaukee's Chicago-Council Bluffs line for freight traffic that never materialized), Southern wanted to start a 48-hour Atlanta-Chicago service with the Milwaukee Road just after the Milwaukee's entrance to Louisville in March of 1973. That didn't work because Milwaukee trains (restricted to 25 MPH or less due to track conditions) took 48 hours between Louisville and Chicago alone. Did the Southern not notice this?
Galesburg to Chicago: Both routes are busy and are two more main tracks. The ex-BN route hosts four Amtrak trains daily each way over the whole route as well as Metra commuter service between Aurora and Chicago. No passenger trains on the ex-ATSF anymore (the Southwest Chief was routed onto the ex-BN line when the Cameron Connection was built west of Galesburg). The ex-BN line carries all the coal trains to Chicago for interchange and has more merchandise traffic than the ex-ATSF. It also hosts most of the unit trains such as grain trains going east for interchange or trains like fertilizer off CSX from Florida. (And the ex-BN route is best for this because it's flatter; the ex-ATSF line has the 1.1% grade westbound at Edelstein leaving the Illinois River valley.) While there is some intermodal traffic on the ex-BN line between Chicago (Cicero is that route's intermodal hub) and Galesburg (including trains to/from the Pacific Northwest between Chicago and Montgomery), the ex-ATSF line between Chicago and Galesburg handles the lion's share of intermodal traffic on BNSF, mostly to/from Logistics Park (about 10 miles west of Joliet) and Willow Springs (between Joliet and Chicago). BN Galesburg is home to a major hump yard marshaling much of the area's merchandise traffic and also home to a locomotive servicing and repair facility.
--Mark Meyer
Vermontanan2"403 Forbidden" test For whatever reason, the body won't take a "cut and paste."
For whatever reason, the body won't take a "cut and paste."
I had a number of 403 issues with a post last week - it was written from scratch on this system.
BaltACD I had a number of 403 issues with a post last week - it was written from scratch on this system.
Thanks. Good to know it's just not me.
Vermontanan2 Dale: As it turned out (and actually was always the case), the C&NW route was far superior to the Rock Island. The other "best" route between Chicago and Omaha (and west) was the CB&Q. What the C&NW and CB&Q had in common was their own bridges over the Missouri River, and not needing to negotitate through the Council Bluffs terminal to get to Omaha on the (lone) UP bridge. Both also had a mostly-doubletracked railroad across Iowa and Illinois. The C&NW had their own route from Missouri Valley to the UP at Fremont, and the CB&Q's main line wasn't through Omaha, but rather through Plattsmouth to the south. Today, UP operates many of its trains directionally between Fremont and Missouri Valley with eastbound traffic via Omaha and westbound via Blair. BNSF built a new bridge over the Missouri at Plattsmouth in 2013 creating a double track segment over the river. (It's actually a siding now on the old bridge, and used only for empties trains.) BNSF use of the UP bridge between Council Bluffs and Omaha is relatively minimal. By contrast, all trains using the Rock Island east of Council Bluffs would need to be funneled through the terminal on the UP bridge with no chance of an alternate route. Same for the Milwaukee Road trains. The Milwaukee famously spent millions in the 1950s to upgrade their Chicago-Council Bluffs route to handle UP "Cities" streamliners that the C&NW no longer wanted in hopes that freight traffic would follow, but that never happened. Same situation for the Chicago Great Western, but it was never a competitor on the Chicago-Omaha route due to its circuity and it was folded into the C&NW and largely abandoned. Illinois Central had its own bridge over the Missouri River to Omaha (no longer in service), but its route to Chicago was 38 miles longer than the C&NW and was slower and hillier. I don't think the Wabash was ever considered as a Chicago-Omaha railroad, but it went to both cities. The C&NW and CB&Q were always the best routes, and remain as such today. Monon: L&N and Monon announced plans to merge in April of 1968. Merger hearings began a year later in April 1969, the same year that L&N took over the Evansville line of the C&EI. The reason L&N wanted to merge with Monon was not only its direct route north from Louisville to connect with L&N routes to/from Eastern Kentucky, but also to prevent any kind of protest from Monon about L&N's acquisition of the Evansville-Chicago portion of the C&EI. One of the stipulations of the the L&N-Monon merger was that the Milwaukee Road would get trackage rights from Bedfor, Indiana to Louisville to interchange not only with L&N, but with Southern. Southern was in favor of the Milwaukee's demand to access Louisville, creating a non-L&N (or Monon) route to Chicago for traffic to/from the Southern. It was at this point (May 1969) that Southern stated they would make an offer for the Monon IF L&N withdrew its bid for the Monon because of the Milwaukee trackage rights. That never happened, but L&N fought the Milwaukee's entrance to Louisville all the way to the Supreme Court (and lost). In a kind of a "what-was-everybody-thinking?" situation (like spending millions on the Milwaukee's Chicago-Council Bluffs line for freight traffic that never materialized), Southern wanted to start a 48-hour Atlanta-Chicago service with the Milwaukee Road just after the Milwaukee's entrance to Louisville in March of 1973. That didn't work because Milwaukee trains (restricted to 25 MPH or less due to track conditions) took 48 hours between Louisville and Chicago alone. Did the Southern not notice this? Galesburg to Chicago: Both routes are busy and are two more main tracks. The ex-BN route hosts four Amtrak trains daily each way over the whole route as well as Metra commuter service between Aurora and Chicago. No passenger trains on the ex-ATSF anymore (the Southwest Chief was routed onto the ex-BN line when the Cameron Connection was built west of Galesburg). The ex-BN line carries all the coal trains to Chicago for interchange and has more merchandise traffic than the ex-ATSF. It also hosts most of the unit trains such as grain trains going east for interchange or trains like fertilizer off CSX from Florida. (And the ex-BN route is best for this because it's flatter; the ex-ATSF line has the 1.1% grade westbound at Edelstein leaving the Illinois River valley.) While there is some intermodal traffic on the ex-BN line between Chicago (Cicero is that route's intermodal hub) and Galesburg (including trains to/from the Pacific Northwest between Chicago and Montgomery), the ex-ATSF line between Chicago and Galesburg handles the lion's share of intermodal traffic on BNSF, mostly to/from Logistics Park (about 10 miles west of Joliet) and Willow Springs (between Joliet and Chicago). BN Galesburg is home to a major hump yard marshaling much of the area's merchandise traffic and also home to a locomotive servicing and repair facility. --Mark Meyer
Vermontanan2 As it turned out (and actually was always the case), the C&NW route was far superior to the Rock Island.
As it turned out (and actually was always the case), the C&NW route was far superior to the Rock Island.
IIRC the only advantage the Rock had was more online business than the CNW.
nanaimo73 Vermontanan2 Dale: As it turned out (and actually was always the case), the C&NW route was far superior to the Rock Island. The other "best" route between Chicago and Omaha (and west) was the CB&Q. What the C&NW and CB&Q had in common was their own bridges over the Missouri River, and not needing to negotitate through the Council Bluffs terminal to get to Omaha on the (lone) UP bridge. Both also had a mostly-doubletracked railroad across Iowa and Illinois. The C&NW had their own route from Missouri Valley to the UP at Fremont, and the CB&Q's main line wasn't through Omaha, but rather through Plattsmouth to the south. Today, UP operates many of its trains directionally between Fremont and Missouri Valley with eastbound traffic via Omaha and westbound via Blair. BNSF built a new bridge over the Missouri at Plattsmouth in 2013 creating a double track segment over the river. (It's actually a siding now on the old bridge, and used only for empties trains.) BNSF use of the UP bridge between Council Bluffs and Omaha is relatively minimal. By contrast, all trains using the Rock Island east of Council Bluffs would need to be funneled through the terminal on the UP bridge with no chance of an alternate route. Same for the Milwaukee Road trains. The Milwaukee famously spent millions in the 1950s to upgrade their Chicago-Council Bluffs route to handle UP "Cities" streamliners that the C&NW no longer wanted in hopes that freight traffic would follow, but that never happened. Same situation for the Chicago Great Western, but it was never a competitor on the Chicago-Omaha route due to its circuity and it was folded into the C&NW and largely abandoned. Illinois Central had its own bridge over the Missouri River to Omaha (no longer in service), but its route to Chicago was 38 miles longer than the C&NW and was slower and hillier. I don't think the Wabash was ever considered as a Chicago-Omaha railroad, but it went to both cities. The C&NW and CB&Q were always the best routes, and remain as such today. Monon: L&N and Monon announced plans to merge in April of 1968. Merger hearings began a year later in April 1969, the same year that L&N took over the Evansville line of the C&EI. The reason L&N wanted to merge with Monon was not only its direct route north from Louisville to connect with L&N routes to/from Eastern Kentucky, but also to prevent any kind of protest from Monon about L&N's acquisition of the Evansville-Chicago portion of the C&EI. One of the stipulations of the the L&N-Monon merger was that the Milwaukee Road would get trackage rights from Bedfor, Indiana to Louisville to interchange not only with L&N, but with Southern. Southern was in favor of the Milwaukee's demand to access Louisville, creating a non-L&N (or Monon) route to Chicago for traffic to/from the Southern. It was at this point (May 1969) that Southern stated they would make an offer for the Monon IF L&N withdrew its bid for the Monon because of the Milwaukee trackage rights. That never happened, but L&N fought the Milwaukee's entrance to Louisville all the way to the Supreme Court (and lost). In a kind of a "what-was-everybody-thinking?" situation (like spending millions on the Milwaukee's Chicago-Council Bluffs line for freight traffic that never materialized), Southern wanted to start a 48-hour Atlanta-Chicago service with the Milwaukee Road just after the Milwaukee's entrance to Louisville in March of 1973. That didn't work because Milwaukee trains (restricted to 25 MPH or less due to track conditions) took 48 hours between Louisville and Chicago alone. Did the Southern not notice this? Galesburg to Chicago: Both routes are busy and are two more main tracks. The ex-BN route hosts four Amtrak trains daily each way over the whole route as well as Metra commuter service between Aurora and Chicago. No passenger trains on the ex-ATSF anymore (the Southwest Chief was routed onto the ex-BN line when the Cameron Connection was built west of Galesburg). The ex-BN line carries all the coal trains to Chicago for interchange and has more merchandise traffic than the ex-ATSF. It also hosts most of the unit trains such as grain trains going east for interchange or trains like fertilizer off CSX from Florida. (And the ex-BN route is best for this because it's flatter; the ex-ATSF line has the 1.1% grade westbound at Edelstein leaving the Illinois River valley.) While there is some intermodal traffic on the ex-BN line between Chicago (Cicero is that route's intermodal hub) and Galesburg (including trains to/from the Pacific Northwest between Chicago and Montgomery), the ex-ATSF line between Chicago and Galesburg handles the lion's share of intermodal traffic on BNSF, mostly to/from Logistics Park (about 10 miles west of Joliet) and Willow Springs (between Joliet and Chicago). BN Galesburg is home to a major hump yard marshaling much of the area's merchandise traffic and also home to a locomotive servicing and repair facility. --Mark Meyer Mark, thanks for taking the time to write that, I enjoy your insight! I can bet the folks in Des Moines are happy 100 trains a day are not going through their city. As for the former Monon, as it is no longer a through route, I would say I overvalued it.
Mark, thanks for taking the time to write that, I enjoy your insight! I can bet the folks in Des Moines are happy 100 trains a day are not going through their city. As for the former Monon, as it is no longer a through route, I would say I overvalued it.
What 100 trains? They never reached that level of traffic across Illinois and Iowa. Expecting it? Yes. Enough that they considered buying the IAIS at one time. You know, that inferior route between Council Bluffs and Chicago. They topped out at about 70/75 a day about 15 years ago. Currently, 50 a day is about the top end and probably being generous on many days.
UP no longer runs directional as much as they used to between Fremont and Missouri Valley. (Reference the drop in traffic mentioned above.) Westbounds still go via Blair, unless it's blocked. Most eastbounds now also go via Blair. Ones that don't and will go via Omaha (not including a few that work in Council Bluffs) are ones that might have "trouble" on Arlington hill. Sometimes even those might go that way.
Jeff
Of course many of those 50 trains are much longer now, often combinations of several trains. Carloads would be a more accurate measure of traffic.
SD60MAC9500 IIRC the only advantage the Rock had was more online business than the CNW.
The tonnage skews to the east end (Illinois River valley) and rolls east. Which is more valuable to an eastern road like CSX.
As for the former Monon, as it is no longer a through route, I would say I overvalued it.
Well, yes and no. CSX bean counters were willing to spend a significant sum to get off the Louisville route and on to the former Pennsy via Indy. But there is a good bit of business on the remaining Monon, and it is a link in the CSX Big 4 (Barr, Avon, Queensgate, Radnor) mainfest flows.
charlie hebdo Of course many of those 50 trains are much longer now, often combinations of several trains. Carloads would be a more accurate measure of traffic.
Yes, some of the trains are longer and some coal trains, loads and empties, get combined for some or all of their journey.
Symbolwise, we are running about the same number of manifests. The biggest loss is coal, and we weren't considered to be the coal corridor.
I know when car loadings system wide jumped back up into the 160K a week, our train count didn't go up, nor did the trains get much bigger. That growth, and those numbers lasted a couple months, seemed to be on other routes.
jeffhergert What 100 trains? They never reached that level of traffic across Illinois and Iowa. Expecting it? Yes. Enough that they considered buying the IAIS at one time. You know, that inferior route between Council Bluffs and Chicago. They topped out at about 70/75 a day about 15 years ago. Currently, 50 a day is about the top end and probably being generous on many days. Jeff
Ed Kyle jeffhergert What 100 trains? They never reached that level of traffic across Illinois and Iowa. Expecting it? Yes. Enough that they considered buying the IAIS at one time. You know, that inferior route between Council Bluffs and Chicago. They topped out at about 70/75 a day about 15 years ago. Currently, 50 a day is about the top end and probably being generous on many days. Jeff If you are talking about the UP Overland Route, I would say that on most days UP runs fewer than 30 trains past the webcams at places like Rochelle. - Ed Kyle
It's hard to get a uniform count, I'm inclined to use what crosses all or part of Iowa, especially on the west side, that part west of Nevada. With the exCNW south of Nelson, the exRI north and south of Nevada and the exM&StL north of Grand Jct, a lot of trains only use a portion of the Overland Route.
And there are some that go past the Rochelle webcam that either won't make it to Iowa or just barely make it and terminate at Clinton. I wouldn't disagree with a 30 train count.
Dale:Great to hear from you. A few comments.
1. As stated above the Monon route to Louisville is gone south of Greencastle (i think). There is a big Nucor plant south of Crawfordsville with considerable traffic generated. CSX accesses Indy's Avon yard over an ex PRR line. The Cardinal also operates on that line. There is a pair of big Chicago - Avon trains daily, often in the 150 car (I guess that is not so big these days). Also grain business north of Lafayette. CSX runs Indy - Louisville pair on the ex PRR line. Also some auto traffic out of Louisville runs up to Seymour and turns east on ex B&O St. Louis line (which is severed west of Noble, Il). The ex Monon line also has an ethanol plant at Linden, In. Always thought CSX would jettison the ex Monon route but I guess not.
2. I didnt see comments on Cincinnati to Chicago (Southern). With the NS merger that became a pretty important route. Today Chicago to Southeast intermodal is routed on the ex Nickle Plate to Ft Wayne and then south on the ex NKP line thru Muncie. A gap existed to Cincinnati which was filled on Conrail Day (1976) when NW purchased ex PC line from New Castle, In to Cincinnati, giving them a shorter route to Chicago. It also opened up an important route when the NS merger occured.
3. I always considered the Chicago and Eastern Illinois a major route and the merger into L&N with the western route to MoPac a critical piece in the Chicago routings from the Southeast and Texas/Louisiana. Woodland Jct south of Watseka, Il is where the C&EI split for Evansville (to L&N) and St Louis (to Mopac). Further south at Findlay, Il the line split again - to St. Louis and to deep Southern Il. This split to Thebes, Il allowed MoPac and ultimately UP to bypass St. Louis. This line is important today for Chicago - Texas/Louisiana/Mexico traffic.
The C&EI merger to L&N saw a diminished amount of traffic thru my hometown of Dundas, Il on the IC branchline from Evansville to Mattoon. Now L&N had direct access to Chicago and interchange with IC dried up. The IC branch line, 100 yards from my boyhood home, dried up and eventually went away.
Ed
Don't forget CSX and CN traded their B&OCT and GTW routes into Chicago from the East.
Our community is FREE to join. To participate you must either login or register for an account.