Scenic Class 1 Branch Lines

Trains Magazine General Discussion
1

Sorry, I know that top ten threads and the like get a little trite, but I have a new fascination for my next planned rail trip.

I have always had a fasciniation with short lines–the way they kind of meander into the wilderness or through small towns, the way that the horn of a GP-9 seems to be almost out of place on some barely elevated piece of track that you thought was out of service, they way they kind of give you a hint of yesteryear, etc.

This year I am taking a little bit different of a tact on my facination–Class 1 branch lines that more strongly resemble short lines. The fact that the GP-38 creaping into the wilderness belongs to a Class one will make it seem even more out of place and, hopefully, even more rewarding.

Here would be my ideal branch line of a Class 1 to explore:

(1) At least 100 miles in lenght but preferabley mroe than 200 miles;

(2) Relatively low traffic density;

(3) Predominantly stick rail;

(4) Is in an area that you would not normally associate the Class 1 as operating–i.e. NS in Iowa, BNSF in Alabama, etc; and

(5) has a distinctively quaint flavor to its operations.

It would be a real plus if someone could point a line like this out somewhere near the midwest, so I can go take a look at it sometime.

To start the thread out, my first choice–although I am hoping someone can easily top this–is KCS’ line to Jacksonville and Springfield, Illinois. It does not perfectly fit my description, because you would have to combine the two lines to get close to100 miles. But the rest has a wonderful anatopic quality to it:

(1) Who knew that KCS went to Springfield, Illinois and Jacksonville, Illinois (yes, I know you did, but most people identify KCS with the heart of Texas rather tha

2

I would nominate the CN"s ex-IC Council Bluffs line.

It begins from the junction with the Sioux City line at Tara, IA just west of Ft. Dodge, IA and runs southwesterly to Council Bluffs/Omaha. It’s been in the CN fold long enough to become routine, but to me it’s still weird to see CN in Iowa.

It’s over 100 but under 200 miles in length. Much, if not all this line is still stick rail. Some of the rail has dates on it from the 1940s. Still, the line is in good condition. Good enough that at times in the past the UP has used the west end to detour around track work.

Traffic is light, normally only one train a day. Unit trains have been seen, but are kind of rare anymore. This brings up the drawback for seeing trains on the line, they usually operate late afternoon/night.

I did see a daylight move some time back. It was on a Saturday afternoon and consisted of a Wisconsin Central engine with a business/inspection car. Since the CN has started acquiring other lines it’s possible to see those other engines out there. I’ve seen BCOL, WC, and EJ&E engines along with CN and IC colors. Currently the talk on some of the railfan lists is an EJ&E engine making the rounds on the west end.

At Council Bluffs/Omaha the CN runs transfers over the UP to the BNSF and their own trackage in Omaha. They have a swing bridge, but it’s out of service.

All in all, I think this line meets your criteria.

Jeff

3

Actually, this is one of the lines I was thinking of when I made the post. In that it certainly shares some of the qualities that I look for–whether CN or IC, it does seem a little out of place in Western Iowa.

My recollection is tha

4

I think the branch you’re thinking of is the one that runs from near Wall Lake, IA on the CB line over to Ida Grove. It’s about 20/25 miles long and was originally part of a secondary CNW line that the CC&P bought. The elevator at Ida Grove has/had two of their own switch engines. I’m not sure how active, but I seem to recall talk of some recent unit trains coming out of their.

I think the CB line was a lot more important years ago. I would say that most, if not all, of the thru business dried up when the UP took the CNW. As for on line industry, the only part I get to see on a regular basis is the part that parallels the UP. I know there is some business at Denison and an active customer at Dunlap. East of Denison, I couldn’t say. I sometimes see the CN transfer runs at CB/Omaha. They usually aren’t real big, but the business available there must be good enough for them to keep the line.

The other line from Tara that runs to Sioux City seems to have gained in importance over the years. The traffic density is probably still small for a class 1 compared to other lines. It too, would be worth looking over.

Both lines, until recently anyway, still had quite a few of the small IC depots still standing. I think I heard that the CN was starting to remove these, but can’t say one way or the other.

Jeff

PS. I tried double spacing between the paragraphs this time. We’ll see how it turns out when posted.[:)]

5

A few years ago there was a branch of that line that started near Wall Lake IA and ran northwest to Ida Grove – a distance of perhaps 15 miles. I assume it is still there.

6

Ya know, that’s the one thing that’s disappointed me about the CN’s Iowa Division mainline. Granted, now that UP has CNW, the interchange traffic that IC/ ICG and later CCP got just isn’t there the way it was. &nbs

7

By the way, another good example of what I was talking about was the Milwaukee Road’s/CP Line to Bedford, Indiana before the Indiana Railroad bought it and CSX put the screws to INRD.

Although some of this line was not stick rail, some of it was. Throw in the semiphores on the southern half of the line to Louisville and street running, it could have been one of the most anatopic and anachronistic lines to rail fan, ever.

Gabe

8

Here are two nominations; I’ve never railfanned either, so don’t know if they fit characteristics 3 and 5, but they definitely don’t fit 4. Anyway, the nominations are NS’s branch lines from Macon, GA to Brunswick, GA and Jacksonville, FL (both must be ex-Central of Georgia). Both are well over 100 miles, and the line to JAX may well be over 200. How scenic they are depends on your definition of scenic - they both would have to go thru farm country and woodland in varying degrees of swampy. The JAX line probably has a fair amount of traffic because it’s NS’s connection to FEC; have no idea about the line to Brunswick, although it serves a paper mill and a grain storage facility that receives either unit trains or multi-car cuts.

9

Gabe -

Well, how about the Algoma Central ? See http://www.agawacanyontourtrain.com/ One ‘downside’ - you’ll have to ride the train to see the vast majority of it, because most of it is inaccessible by car - otherwise, only by boat, floatplane, hiking, dogsled, etc.

If you think you’d want to wander as far as eastern Pennsylvania, I could provide a list of a few around here that would fit your criteria.

  • Paul North.
10

And/ or, what’s CN still running of the former Duluth, South Shore & Atlantic/ SOO / Wisconsin Central across the Upper Peninsula of Michigan and to the west into Wisconsin, and/ or up to the northeastern corner of Wisconsin, such as the White Pine Branch (?)

I doubt if there’s much of that sort of thing left in the Lower Peninsula - too bad the PRR doesnt still run to Mackinac City . . . [sigh]

Over on the other sides of Lake Huron, is there anything left of CP’s operations to/ from Sudbury

11

Macon to Jesup, that line is nearly all welded rail, I believe. It is also arrow straight. You are correct about the beauty of this line being in the eye of the beholder. It’s typical below-the-fall-line Georgia, all the way. Lots of long leaf pine.