Showing posts with label rrNew. Show all posts
Showing posts with label rrNew. Show all posts

1.1 Gigawatt Coal Creek Station near Underwood, ND

(Satellite)

I was going to just post this photo as another tandem crane lift. But when I discovered that Coal Creek Station is a mine-mouth plant using lignite, uses a 436 mile DC transmission line to Minnesota, and uses the steam to make ethanol and corn oil; I decided it was worth further research.

Branden Kuck posted
2250s setting conveyer section. Lighting came out good so figured I would share. Local #49
Gerald Duysen Is this at Coal Creek Station?
Branden Kuck Gerald Duysen yes sir it is
lignite.com
The cranes above are building a conveyor that takes the coal from the Falkirk Mine to the power plant. This photo makes it obvious that it is a surface mine. More surprising, large draglines are still being used for mining. I wonder if they are still made
in America.

SWCE
My 1928 RR Atlas shows that SOO ran through here, thus the rrWC label. The SWCE PDF file indicates the plants are now served by the Dakota Missouri Valley Western Railroad, thus the rrNew label.

This photo shows the conveyor belt with storage silos that goes from the Falkirk Mine to the power plant.
Bojidar93, Aug 2010
In 2009 they added a facility that uses waste heat to dry the lignite. This process also removes some of the impurities from the lignite creating a product they call DryFine. They burn this in their own two 550 Mw boilers and also ship it in covered hoppers to another combined heat and power plant. Waste heat is also used to dry corn from the fall harvest so that it can be stored in bins. Regular grain elevators have to burn a lot of natural gas to dry grain for storage. Farmers generally burn propane in their grain dryers.

Coal Creek scrubs mercury and other toxins as well as sulfur dioxide. Their scrubbing technique allows them to sell the fly ash to reduce the amount of cement needed to make concrete. So fly ash reduces the carbon footprint of making cement, a very energy intensive process.

(new window) (source)


This is obviously the video they show before plant tours.
(new window)


(new window starting at 0:45) This video has talking heads, but the scenes of mining equipment in action makes listening to the "we take care of safety and the environment" worth tolerating. (source)




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Illinois Railways/Illinois Railnet

(Shortlines)

BNSF sold four segments of its CB&Q ancestry to Illinois Railnet between 1997 and 2004. In 2005, Omnitrax bought those segments from North American Railnet and renamed it Illinois Railways. [IlliniRail]

The section between Ottawa and Montgomery has been significantly improved because Omnitrax has plowed at least some of  its revenue from sand trains back into maintenance. The sand mines around Ottawa produce sand with a grain size and hardness that makes it ideal for fraking oil and gas wells.

Omnitrax, click the yellow rectangle near the upper-right corner
The corporate ancestor of the Mongomery to Streator segment was Ottawa, Oswego & Fox River Valley. The segment between Ottawa and Streator is now used to store cars. Labeling Streator as an interchange station is marketing hype.

Milwaukee had trackage rights over the Flagg Center to Rockford segment. But Milwaukee is now gone.

Zearing to LaSalle is a remnant of the corporate ancestor Illinois Valley and Northern Railroad. The branch to the east north of I-80 was bought by Peru, IL when another railroad abandoned it. Peru contracts with Illinois Railways to operate it.

I don't know why Mt. Morris is important.

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CFE/CSX/Conrail/Pennsy/PFW&C 1858 Bridge in Hobart, IN

(Bridge Hunter; Street View3D Satellite)

CFE = Chicago, Fort Wayne & Eastern Railroad
PFW&C = Pittsburgh, Fort Wayne and Chicago Railway

Ken Durkel posted two images with the comment:
When news came that the historic Pennsy stone arch bridge in Hobart, Indiana was slated to be replaced this year, I set out to get as many pictures of trains heading across the bridge as I could. Not easy when at most there are three trains a day, and more often than not in the dark. Some days no trains passed.But I did manage to get some of the last handful of trains passing over the 160 year old bridge. Built in 1858 for the P.F.W.&C. this bridge predated the Civil War. Though in recent decades the trains have been few, and for 8 years no trains crossed, for many decades 50-60 trains or more crossed here every day. The first picture is a postcard taken I would guess at least 100 years ago showing a westbound crossing the bridge. The second pic, taken on March 31, 2018, shows 10R crossing the historic bridge in its final months. The last train has since crossed this bridge and it will be replaced soon
Dennis DeBruler Looking at a satellite image, it appears that they have already removed a lot of trees to gain access. https://www.google.com/.../@41.53626,-87.../data=!3m1!1e3
Ken Durkel Yes, they cleared the area in March. Was a lot of overgrowth after one track was removed and the pole line was gone in the 1980s.

1

2
This is a reminder that back in the 1850s, stone arch bridges were popular. The UP/C&NW/G&CU still has another example. They were popular because the main alternative back then was wood truss bridges. American could not even make their own iron rails in the 1850s, let alone truss members for bridges. Obviously, stone lasts a lot longer than wood does.

Ken Durkel posted
CF&E 06 heads west in Hobart, Indiana and across the 160 year old Pennsy stone arch bridge. Built in 1858 for the Pittsburgh Ft. Wayne & Chicago Railroad, this bridge for decades saw at least 50-60 trains a day pass overhead. For the last 35 years the trains have trickled across as the former Pennsylvania Railroad Ft. Wayne Line is now only a shadow of its former self.
The last train passed over this bridge in October, 2018 and it is currently being replaced.
Taken on May 09, 2018.


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CB&Q's Chicago & Iowa Railroad

It seems different maps have different mistakes. But, if you look at enough maps, you can become confident of the railroad's route.

This map provides an overview of where the railroad was from the perspective of Oregon, IL. But the east end is wrong because the route went through Rochelle. In fact, the segment of the C&I between Oregon and Rochelle was chartered in 1857 as Ogle & Carroll County Railroad and reached Oregon in 1871. This gave Oregon access to the railroad network with a connection to the C&NW in Rochelle. James Frederick Joy included this segment in the Burlington & Michigan Central that ran from Aurora (CB&Q connection) to Forreston (IC connection) in 1872. By 1874, Francis Hinkley had built the Chicago, Rockford & Northern 24 miles from Flagg Center to Rockford. Both of these segments became consolidated as the Chicago & Iowa Railroad. In 1885, the Chicago Burlington & Northern was chartered and its construction from Oregon to St. Paul, MN was completed in 1886. Oregon itself was a destination because it promoted itself as a resort town. [OregonDepot]
OregonDepot
This 1874 map correctly shows the C&I route going through Rochelle, but it also shows the line extended west from Forreston to Bellevue, IA. I have determined that line is a mistake. There is a "CH & IA" label along the route between Oregon and Rochelle. But it also shows the "CH&RRR" (as best as I can read it) shared the route between Shabbona and Aurora. I included the routes all the way down to Galesburg to show the original CB&Q line. Note the lines through Shabbona and the Illinois Grand Trunk Railway west of Mendota have yet to be acquired by CB&Q.
LoC: 1874
This map confirms the Shabbona-Aurora segment was built by the C&I/Burlington & Michigan Central.
LoC: 1872 Milwaukee

Rochelle simplifies the corporate history and confirms the Chicago & Iowa Railroad was built through Rochelle in 1870.

The reason for the branch up to Rockford is interesting. Rockford enjoyed an early railroad connection because the Galena & Chicago Union arrived in 1852. But in just four years Rockford's businessmen thought the rates were too high and worked to break G&CU's railroad monopoly. In 1857 they received a charter for the Kenosha & Rockford Railroad. In spite of an economic depression, the railroad entered town in 1859. But Chicago & North Western absorbed both railroads serving Rockford. In 1874, F. E. Hinkley, the president of the C&I, proposed a branch from Rochelle to Rockford to break the C&NW monopoly. [Rockford]


The segment from Oregon to Aurora is now part of BNSF's mainline to St. Paul and the Northwest Pacific. The branch to Rockford is now part of the Illinois Railway. My 2005 SPV Map shows the segment between Mt. Morris and Forreston has been abandoned. There are still tracks between Oregon and Mt. Morris, but a pile of dirt next to the parking lot on the industrial spur does not bode well for rail service. The grain elevator does not have rail service. So it appears the segment west of Oregon is no longer used.





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DEIR: Watco creates Decatur & Eastern Illinois Railroad from CSX routes

Bill Molony reported in the Sept/Oct 2018 Newsletter of the Blackhawk Chapter:
Watco to acquire CSX lines in Illinois and Indiana
The Decatur & Eastern Illinois Railroad will be the new name for the 127.6 miles of track that Watco will acquire from CSX.
CSX had put their Decatur Subdivision and Danville Secondary up for sale last January.
The DEIR will acquire the Decatur Subdivision between Montezuma, IN and Decatur, IL (an ex-Baltimore & Ohio line) [yellow line], as well as the Danville Secondary between Terre Haute, IN and Olivet, IL (an ex-New York Central Line) [greenish lines], plus the Paris Industrial Track in Paris , IL [blue line].

CSX Interactive Map plus Paint

The Paris Industrial Track is probably the Pennsy remnant that was part of a branch that left the Terre Haute-St. Louis route just west of the state line and went to Decatur.

The NYC route was two different Big Four routes. The dark green north/south line was the Big Four's Egyptian line. According to a satellite image, the part between Olivet and Danville has been abandoned. The segment from Paris to Olivet was probably saved to serve this mine. The 2005 SPV Map labels the mine "Black Beauty Coal Vermillion Grove Mine."

The two light-green lines was a Big Four route that went from Terre Haute to St. Louis via a connection with the C&EI at Pana, IL. Remember, when these railroads were built in the horse&wagon days of the 1800s, a route 15 miles away from another route (in this case the Pennsy Terre Haute-St. Louis route) was not only profitable, but was needed to open up the land for settlement. But with good roads and semi-trailer trucks, the two routes were redundant by the 1950s. They only still existed in the 1970s because of the, rather literal, horse & buggy mentality of federal regulators. When Conrail was formed, it kept the more direct Pennsy route and abandoned the NYC segment from Paris to Pana. When Conrail was split between NS and CSX, CSX got all of the routes going to Paris, IL. The segment from Terre Haute to Paris was part of the CSX sale to DEIR.

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Norfolk Southern Chicago Railyards and Crew Assignments

Kelby Stroughter posted the questions:
Quick question for you guys in Chicago, IL. How many yards does NS have around the Chicago area? Also was wondering what crews run on the Chicago Line between Ft. Wayne and Chicago?
Larry Amaloo Landers [Wabash], Calumet [NKP], Ashland [NYC], 55th Street [Pennsy], Park Manor [NYC], Colehour [Pennsy] are the major NS terminals up here, most are intermodal terminals as well. The NS Crew districts are Toledo-Chicago, Elkhart-Chicago for Dearborn Division, Fort Wayne-Chicago, Bellevue-Chicago for Lake Division. Kankakee Yard and Burns Harbor Yard I do not think are grouped with the Chicago Yards.

Andrew Stephenson NS also has the vehicle mixing center in Hegeswisch. [I assume he means the IHB Gibson Yard that is shared by all of the Chicago trunk lines to switch autorack cars.]

Stan Stanovich ...Chicago has traditionally been an “away from home terminal!!!” Road crews run into Chicago from Toledo and Elkhart on the Chicago Line and Ft. Wayne and in certain cases Bellevue on the Nickel Plate! There is no road work which radiates out of Chicago on NS. Conrail was basically the same!!!
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Kanawha River/NS/NYC 1919 Bridge over Ohio River at Point Pleasant, WV

(Bridge Hunter, contains a relatively long history description; Historic BridgesSatellite)

The main span is 420' long. The original bridge was completed in 1885 with a 450' main span.

According to the 2005 SPV Map, Toledo & Ohio Central owned the route that connected this bridge through Columbus to Toledo. Kanawha & Michigna a route into West Virginia that went through Charleston. According to Bridge Hunter, K&M also owned the bridge. This bridge also carried traffic between the Hocking Valley in Ohio and a B&O route in WV.

Both the T&OC and K&M were subsidiaries of NYC and Norfolk Southern got them when Conrail was split between NS and CSX. According to the August, 2018 issue of Trains Magazine, pp 41-47, in 2016 Watco formed the shortline Kanawha River to lease and operate the route between Columbus and some towns south of Charleston, WV. Pages 41-42 is a two-page (drone?) photo of a KR train crossing this bridge into Ohio.

Bob O'Malley posted
Point Pleasant Railroad Bridge over the Ohio River. The bridge connects Ohio and West Virginia.
[This would have been taken from the WV shore looking ]
Patrick Cavanaugh also the site of the SILVER BRIDGE...
https://en.wikipedia.org/wiki/Silver_Bridge

Street View
Street View

On December 15, 1967, the Silver Bridge connecting Point Pleasant and Kanauga that carried US 35 collapsed into the Ohio River, killing 46. As there was no other fixed crossing across the river at that location, the K&M hosted commuter passenger service. Fares were 50 cents one way to Gallipolis and 35 cents to Kanauga, with 5 scheduled departure times. The service continued until the Silver Memorial Bridge opened in December 1969. [Bridge Hunter]


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Copper River & Northwestern Railway and its bridges

Mile 27, Flag Point Bridge: ( Satellite ; Blog ; more below) Mile 28: the bridge no longer exists; Blog Mile 34, Hot Cake Bridge: the bridge...