Since the Insull era, South Shore has gradually evolved from its interurban roots. The line was laid out by its initial operators to steam road standards at the outset. From the Insull era, the steeple cabs for freight had the interurban appearance but they were appreciably larger. The steel passenger cars were short but were otherwise indistinguishable from steam road MU cars. The dining cars and parlor cars 351-352 rode on six-wheel Commonwealth trucks.
Between the Insull era and the C&O purchase in 1964, more evolutionary changes were made. The ex-IC steeple cabs (900-903) were even heavier than South Shore’s own steeple cabs. A sizable percentage of the passenger cars were lengthened to 77 feet and some had air conditioning added. The changes on the freight side were even more dramatic. The Joes and ex-NYC R-motors replaced the steeple cabs. By this time, South Shore looked more like an electrified steam road than an interurban.
From the C&O ownership onward, any interurban appearances had pretty much vanished. The freight service was dieselized and the new Sumitomo MU cars were no different in appearance than MU cars anywhere else in North America. The ICC even asked South Shore to request re-classification from an interurban so they could close the books on that classification. About the only thing that ties South Shore to its interurban past is the catenary, and even that is a lot heavier than the catenary on other interurbans from the past.
A few years back, my friend Tom S. (GarbageTruck on this forum) and I took the South Shore from Hegewisch to the end of the line at South Bend. We took the trip just to ride the train there and back. We were surprised at the eastern terminus when we realized that there were two sets of rail fans on the same car as us doing the same thing. We had a great time and I would suggest the journey for any fan in the area who has time. My brother took his two boys on the same trip when they were at an age where they could appreciate it. Lucky for him he went twice because of the age difference of his two kids. Like I said, the trip is enjoyable for all who can appreciate it. TonyM.
I rode it to Chicago over the July 4th weekend and was very impressed with the operations and the number of passengers. Dune Station, Gary, and East Chicago were all busy stops.
The freight operations on line are pretty busy. There is a daily westbound thru EC around 10am that always seems to have about 40-50 cars, lots of steel.
I have also witnessed a WB on the CSX mainline thru EC. Does anyone know what that train is and the purpose of it?
A South Shore freight running on CSX is an interchange run. They formerly delivered to CSX at Barr but that was recently changed to East Chicago. South Shore also delivers to BRC at Commercial Avenue.
That makes sense. They come off of the SS at Miller and move on down to EC. I could never figure out why they were there. How do they get to Commerical Ave?
Also, I see them occassionally on the CN (ex IC) mainline around 95th-103rd street. What are they doing there?
Back in the 60s, I remember the South Shore interchanging cars with the B&OCT in Hammond near the small B&OCT yard, which I believe served to support local industries. B&OCT had 2 or 3 jobs there at the time. The interchange track came off ther South Shore main between Calumet Avenue and Columbia. The main line went up and over Columbia Avenue, while the interchange track went down to street level, crossing Columbia and entering the yard just to the east.
I remember solid coal trains being transfererd there at one time. I think these were for NIPSCO.
In the past, BRC used its trackage rights over the CWI to reach South Shore at Burnham. South Shore now operates over the CN/IC between 115th Street and Burnside to reach the BRC and enters Commercial Avenue Yard from the west.