where does this sub start? at NS/BNSF streator can wb NS traffic go either direction on BNSF transcon? is there a “Y” at streator for this purpose?
is there an expantion of hte chili yard,mp 131 and i have heard UP Peoria sub will jion the BNSF transcon west of edilstein. has any work on theis project started?
I believe there is only a one way connection at Streator. I do not believe there is a connection to the NB BNSF line. It has been about 5 years since I have been there, I had a customer right down the street from the connection.
ed
From what I have heard, the stakes are in the ground & the real work on the conection track will start sometime this spring. The UP wants the connection track so that UP intermodal trains can access the new Global III Yard that is just west of Rochelle (MP 74-75) via the Peoria Sub (old SI Line) that connects to the Geneva Sub at Nelson, IL. One of the main functions of the Global III yard is to sort blocks on cars/containers to/from Chicago connections. “G3” transfer runs are made between Global III and various Chicagoland intermodal yards, such as CSX 59th St Yard and NS Ashland Ave. With the additional traffic, you have to wonder if the UP might be considering to reinstall the Natchusa Cutoff between E Nelson (MP 103-Geneva Sub) and Nachusa (MP 92.7). Even though the cutoff was taken out of service @1960, the right-of-way, bridges, etc. are for the most part, still there. The cutoff was built, and used, to bypass the grades (Dixon Hill), and curves, around Dixon, IL.
CC
Chris…
That cutoff is interesting. I didnt realize that was there. Sure, enough on my 50 's something Official Guide, there is a little line. No mention of it in the listing of routes tho.
Why would that line have been taken out? If it was a superior route, I would have thought it would have been utilized, except for local business in Dixon. I recall the spur that ran along the river and thru the parking lot of Raynor.
ed
Actually, it was called the Lee County Cutoff. My mistake.
Money, traffic volume & tonnage. The CNW didn’t have enough money for both lines. There was some online business in Dixon at the time and the CNW stil had some passenger trains. At the time the cutoff was removed, the CNW had just dieslized itself, post WWII traffic volumes had decreased and passenger trains were dissapearing. The Lee County Cutoff was actually double-tracked until the early 1950’s. I mentioned the cutoff because the train volume on the UP Geneva Sub continues to increase and in the future the Dixon area could become a bottle neck with the grades and Dixon Hill. You have to wonder if anybody at the UP knows that they might have this option available.
CC
I used to live right there in Streator. The only way a train could have swapped to go Eastbound out of there was to go into the old yard now torn up for the most part and crossover onto the main only probelm with that was hte fact that all the switches needed were manual so someone would have had to thrown the switch for the main back in line. At the south end of town that track is called the Conrail connection. There trains can be interchanged no probelm execpt for the 15 degree curve at the end speed limit thru the curve is 5 mph.
Streator used to be the home of the Pekin District till it was abandoned in 1983-4 I have a good pic of a GP39-2 bucking drifts on that line. The engine looked like a moving snowbank the only way the crew got out of the cab was out the back door.
where exactly did the nachusa cutoff run? how far either way of rt. 30 did it go?
How tough is Dixon hill? Do the coal trains fall down there?
BTW, one of the absolute best places to eat breakfast is Fern’s in downtown Dixon. I personally have eaten a number of breakfasts in small diners in small towns, Fern’s is Top of Class in the state of Illinois, in my opinion.
A couple of years ago they still had the #4 for $3.95.
It consisted of sausage, 2 eggs, hash browns (completely covering the plate), toast, and coffee.
World class breakfast.
ed
Sorry about this late posting - but my Grandfather Eugene Plumb (who has since passed but was stationmaster at Dixon for many decades) - purchased the land abandoned by UP where the cutoff begins (parcel runs for over a half mile). Do you know of anyone at UP who I could contact to see if they are interested in keeping the spur’s elevated track bed and 1907 bridge over Three Mile Creek (through easement or purchase)? I own the 22 acre parcel now and need to make the bed’s languishing acreage productive and secure.
Try this site:
http://www.uprr.com/reus/index.shtml
It may give you a few people to contact.
I haven’t heard much about trains stalling on Dixon Hill, but it is definitely the ruling grade eastward on the Geneva Sub, so I’m sure it presents some sort of obstacle. If talk ever tends toward a third track on this main line, I’d hope that a lower-grade line such as this would be considered.
Which makes more sense: a holding yard at Nelson for trains waiting to get on the Geneva Sub, or an extra track from Nelson to Rochelle?
The Chillicothe Subdivision Beginning Is Chicago And Ending Is Galesburg. Daily A BNSF Train Will Interchange With NS As One Train Daily Would Interchange With BNSF Which There Is A Small Yard By The Interchange So There They Possibly Can Change There Locomotive Either Direction To Head Westbound Or Northbound And I Have Never Heard About Anything About The UP And BNSF Project. Also There Is Not A “Y” The Tracks Of NS And BNSF Form A Diamond And Before The Diamond There Is A Single Track Heading Out Of The Yard Onto The NS Which I Think The Illinois Railway Might Interchange There As Well Or NS Might Do That Work Since Illinois Railway Operates A Tueday And Thursday Short Manifest From Ottawa To Streator And Back Possibly Ending At The NS Yard On The North Side Of Streator.
Actually I now live 5 houses away from the Connection track were the BNSF and NS interchange the trians. They are still using the old Conrail Connection. Why fix something that isn’t Broke. The one from teh BNSF comes thru around 230ish in the afternoon normally the one from the NS is thru at around 7. BNSF traffic is about 60-70 trains a day on a normal day. NS is down to a couple loaclas. Railnet is a local or 2 a week and that is it. Maybe when the Ethonal plant kicks back in the NS line will see more use.
Hi. I have some slightly off-topic questions about Chillicothe, IL.
Last time I was in Chillicothe was in the mid-80’s. On that visit, I witnessed a rolling crew change.
Question 1: Is Chillicothe still a crew change point for BNSF?
Question 2: Is there a working interchange track at Chillicothe between the BNSF and the old Rock Island Peoria branch (now Iowa Interstate)?
Thanks a lot.
I dont think Cillicothe is a crew change point normally. I’ve been there several times never have I seen a crew change happen. I’ve only seen one train stop and it was because the second loco had a fire. It wasnt major it was back out on the road the next few days. There is no working interchange track between BNSF and IAIS.
Some Santa Fe trains began bypassing the crew change at Chillicothe in 1987 and the practice ceased for all trains in 1991.
The interchange track likely fell out of use when the Rock Island ceased operations at the end of March 1980. It is unknown to me whether the EJ&E interchanged with the Santa Fe at Chillicothe during the two months they operated the Rock from Joliet to Peoria. My understanding, though, is that pre-Staggers Act, rail shipments had to use existing tariffs, so perhaps EJ&E and Santa Fe exchanged a few cars at Chillicothe in April and May 1980. The BN most certainly phased out Santa Fe-Chillicothe interchange after Staggers gave them rate-making freedom on October 1980. BN ran through Chillicothe up to Henry through September 1981.
The connection to the Santa Fe side was subsequently removed. However, in 2005, what remained of the old interchange track on the Rock Island (Iowa Interstate) side was rehabilitated and used by Galena Road Gravel Co. for sand hopper storage.
Thanks. Interesting information. I had no idea that the EJ&E and the BN operated on the Peoria Branch briefly after the Rock Island left.
A recent photo shows what’s left of the interchange track at Chillicothe, with the Rock Island side still intact as you described.
