NS’sNew Castle District is part of NS’s Lake Division. It became part of NS’s major system per the N&W and Southern Railway (SR/SOU) merger in 1982. Part of the line from New Castle, IN to Ft. Wayne, IN was part of the Lake Erie & Western (LE&W), then Nickel Plate (NKP-NYCStL), and Norfolk & Western (N&W- 1964-1982). Another section of this line was originally the Pennsylvania Railroad’s (PRR) Buckeye Division, known as the Richmond Branch. Per the PRR, New York Central (NYC), and New Haven Railroad (NYNH&H) 1968 Penn Central (PC) merger, the line became the PC’s Richmond Branch and Cincinnati Division (Cinci. to Logansport-Van, IN). By 1976, at the start of Conrail, N&W bought the line between Cinci., OH to New Castle, IN. NS-N&W through-freights on the line didn’t happen until after 1978. A lot of the line was rebuilt in the early ’80s.
In the late 1980s and through the 1990s, NS had various Steam Train Excursion Specials on the line (NS trains 061, 062, etc.), with steam power NKP 587 & 765, N&W J-611, and SOU 4501. We have footage of these trains running on the New Castle District during those eras.
Below is a list of mile markers and town along the way (from an early ’80s NS/N&W timetable), starting from Cinci. (Claire), OH, to Ft. Wayne, IN (Westward-or technically NW direction):
What was the NS like in the ’90s era? Things were still pretty much
the same as in the ’80s, with standard older units in NS, N&W, & SOU paint, fallen flag freight names on equipment, a few cabooses, older track layouts, original signals, and more. The 90s also brought the new Triple Crown service between CR & NS, and the newer W&LE Class 2 regional RR out of Bellevue & Brewster, OH. NS 1990s Part I is a good example of this coverage.
Also the ’90s brought more freight cars with the applied NS roadname, CSX cars were showing up more on trains as well. NS GP30s and SD35s were showing up in loco deadlines, fewer cabooses were being seen on freight trains, although still being used on most locals. Steam excursions were still on the rails, but coming to a slow down due to NS’s concern over liability concerns, after a few derailments.
The NS merger proved to be one of the very few mergers that made sense, and actually prospered financially and efficiently, until the CR break-up in 1999 with CSX.
This article will discuss a section of the PRR/PC/CR Logan Side-Bradford Line, Panhandle Line, that ran from Bradford, OH to Logansport, IN, called the Logan Side. The PRR railroaders gave the section that ran from Bradford & Logansport the “Logan Side” name. The Panhandle Line ran from Pittsburgh, PA to Chicago, IL and St. Louis, MO, splitting at Bradford, with Bradford being a major yard, halfway, and crew change point of the line.
The line was first part of the Columbus, Chicago, & Indiana Central- leased by PRR subsidiary Pittsburgh, Cincinnati & St. Louis (formed in 1868), that was formed extend the PRR’s westward expansion.
In Ohio, the Panhandle also ran through towns such as Dennison, Columbus, etc. This line gave the PRR a westward expansion in the States. The name “Panhandle” came from a section of WV where the line passed through years earlier, with the Panhandle Ry., and the name stuck years later.
The line was double track, until the 1950s, when PRR downgraded it to a single line, at least between Union City & Logansport, IN. PRR would use J1 steam engines, and later GP7s and 9s to pull 100-car coal hoppers from the N&W via this line from Columbus, OH. They hauled coal to power plants in Fort Wayne, IN and Chicago, IL. PRR also hauled coal from the L&N Railway. Marion, IN had a GM plant that depended on this line for service as well.
The Logan Side was downgraded by PRR after the yards at Bradford, OH were not being used as much anymore, and because the Richmond, IN yard was phased out. Also when the N&W merged with the NKP & WAB in 1964, this gave the N&W other routes to use for their coal transport to Chicago (such as the ex-NKP Chicago Line). Penn Central used the line however for some traffic, with Bradford, OH becoming an important part of the PC. Most of the traffic however was eventually run on the Panhandle from Columbus, OH to Indianapolis, IN when PC reconfigured the crossover-connection with the ex-NYC Bee Line at Logansposrt, IN, in the early 1970s.
When CR came into existence, they increased traffic again between Columbus & Indianapolis through Bradford, OH, via the crossover-connection at Union City. Most of the downgrading came with CR later in the early 1980s. CR diverted a lot of the traffic onto other more feasible lines, such as the ex-NYC/PC Bee Line, as they were doing with a lot of lines throughout the CR system. The part of the Panhandle through Bradford to Union City was torn up by CR in 1985.
At Ridgeville, IN the Logan Side line crossed the ex-GR&I/PRR/PC/CR, that went north and south. The PRR used a local and a few freights on the GR&I line. Ridgeville was used as a local crew change point, where they also turned the trains, and interchanged cars. The GR&I line was mostly removed in the late 1970s by CR. There were small yards north of Ridgeville on the GR&I line, and west at Ridgeville on the Logan Side-Panhandle Line.
At Logansport, the Logan Side-Panhandle Line joined with the Pittsburgh Division Line that ran between Chicago and Pittsburgh, PA (through Ohio towns of Van Wert, Dunkirk, Bucyrus, Crestline, etc.).
(Both photos above: CR taking up the rail in Union City, IN)
At Union City, IN, the Panhandle originally crossed the ex-NYC/PC Indianapolis Bee Line. After the crossovers were removed at Union City, the Logan Side-Panhandle line connected onto the Bee Line, and went west towards Redkey, IN.
In 1994, Conrail removed the rail, starting at Redkey, IN, heading east towards Union City. Rail was left in about 2 miles east of Redkey, in order to be able to continue to service a few customers who still needed rail service. There was a connecting track with the NS, so NS could pick up grain cars for Anderson’s. Also in 1994, a small section was left in at Union City, connecting to the Bee Line, to be used as a short siding for a local industry.
(Both photos above: The last train out of Union City on the ex-PRR/PC Logan Side-Panhandle Line- CR 601 moving east to Crestline, OH, via the ex-NYC Bee Line)
At one point the CR crew accidentally left too early east towards Crestline, OH on the ex-NYC Bee Line, before the project was finished, and had to back-track to finish removing and picking up the rest of the rail.
Eventually, the rail was removed east of Redkey, IN, along with the ex-NKP/N&W diamond there, and a switch was put in by NS, south of Redkey, so they could go northwest and pick up the cars for Anderson’s. The line is still in from Redkey to Dunkirk, removed from Dunkirk to Hartford City, and still in from there to Marion, IN, used by NS. The line today is removed from Columbus, OH to Redkey, IN, except for a few short sections near Greenville, OH. (See sample video below for CR’s Redkey interchange with NS’s Frankfort Dist., taken from our CONRAIL REMEMBERED™, VOL. 3Featured Series DVD Video.)
At one time an important line for the PRR & PC, it almost stayed an important line for Conrail, until they decided against it later. CR had even rebuilt part of the line, only to downgrade shortly after. As most railroads have done in the past, some lines were favored over others, in order to help cut costs. What is interested is today in 2015, railroads are re-opening and upgrading lines they at one time saw as unimportant. This is due to increased rail traffic causing congestion on lines, especially due to the transporting of oil. This makes the railroads and historians both happier.
As railroads improve their plant, they make changes in order to help keep things profitable and to save costs. Even though changes are made today, history is kept preserved in films and photographs for tomorrow. Also a lot of abandoned railroad ROWs are being made into bike trails, which can also help preserve its history. But sometimes railroads change history by bringing back to life a downgraded or abandoned line or ROW. Presently NS and CSX are working to bring back to life the ex-PRR/PC/CR Pittsburgh to Chicago line, in order for NS to be able to relieve traffic congestion on the ex-NYC/PC/CR Water Level route. Also there is talk that NS will be purchasing and re-using the ex-NKP/N&W line to Lima because of congestion problems on other NS lines.
[All photos are screenshots taken from the Keith’s Trains Series™, by 1-West Productions™ (from the camera of Keith Lehman). Sources used for this article/blog information are: K. Lehman; P. Jordan; A Sampling Of Penn Central, Jerry Taylor, Indiana University Press, 1973, 2000 ]
This article discusses the C&O Cincinnati to Chicago Line & Removal. The C&O had their main line that ran from Cincinnati, OH to Chicago, IL, which they obtained in 1910. It was the Chicago, Cincinnati & Louisville Railroad in 1907, & other railroads built sections of the line before 1907. It was considered the shortest route between Cinci & Chicago, but had many grades and curves. Per 1987 CSX timetables, the line was broken down into 2 parts: the Wabash Sub (from Hammond, IN to Peru, IN), & the Miami Sub (from Peru, IN to Cincinnati, OH). From Cinci, OH to Peru, IN it was under the Cinci Division, & from Peru, IN to Malden, IN it was under the Chicago Division. By 2005, CSX timetables listed the line from Richmond, IN to Fernald, OH as the Richmond Sub, under the Louisville Div.
The nickname for the line was “The Crooked Road to Muncie”, because it had many curves, and followed an old Indian trail. C&O would run about 6 trains a day on the line, and also Amtrak’s Cardinal from Cinci to Chicago. CSX would run a lot of grain trains as well, between Richmond and Santa Fe, IN. On this line, CSX had a connection with, and ran along side the NS (ex-NKP/N&W) in Muncie, IN. There was also a yard in Muncie near the NS, close to N. Hackley St. The yard consisted of a few tracks, and was still in tact as of 1991, but not used much.
(C&O line before removal; CSX locos on C&O line at MP 74 before removal of line)
In Richmond, the C&O line had a connection with the ex-PRR, that went uphill on the north end past the station. The connection was used to bring coal in from Indianapolis off the PRR, and onto the C&O, where the C&O local would then take the loaded coal trains to south of Richmond to a power plant. When CR took out the PRR from Indianapolis, the power plant switched to transporting the coal to the plant by truck. Later CSX used the connection for a few cars with CR. Also north of the station is where the PRR/CR & NS crossed the C&O, and the bridge over the Whitewater River Gorge.
The C&O also had a small yard used for local industry in Richmond, just south/southeast of the depot, that could hold about 30 or so cars, about 3 city blocks long. The yard had about 5 stub ended tracks, with 2 runaround tracks, and a track to park the engines by the depot.
(Richmond, IN C&O station facing south- Richmond Yard behind station)
The C&O Chicago line was also plagued with other problems and setbacks, such as having low overpasses in Muncie and Richmond, IN that were not high enough for auto racks, and the rails would tend to wear a lot on curves, due to the steep grades. CSX had the habit of flipping the rails around instead of replacing the rail. Due to the steep grades, it was common for Chessie and CSX to use at least 4 units such as, GP40-2s, U30Bs, U25Bs, etc., to move freights.
Due to some of the setbacks of the line, and improvements of others, its days were numbered, and by 1993, CSX tore up the rail from Richmond to Losantville, IN. Presently the track is still in from Richmond to south of Fernald, OH, and is run by the Indiana North Eastern shortline (since 2005). There are bike trails now in place of the track section that was removed. Also the Richmond depot is still standing, and the small yard has been taken out.
(Taking up of the C&O line by CSX; CSX rail train at Richmond; & 2 after shots of removal of line)
There was a section of the line with a steep grade between Cinci and south of Fernald, that Chessie tore out in the 70s or 80s (by 1978, Chessie retired the line from Cinci to Fernald, OH), and they would re-route the trains using the ex-B&O line to Hamilton, OH. Having the C&O line from Richmond to Losantville ripped up, CSX re-routed the trains with high clearance using the B&O Cinci line to Deshler, OH, and the connection at Deshler to get on the B&O Chicago-Baltimore line, to head west to Chicago, IL. The trains with lower clearance would be re-routed From Cinci to Hamilton, OH, then Hamilton to Cottage Grove, IN, get on the connection at Muncie, IN, through Richmond, IN and onto Chicago.
Here are the list of towns along the line starting from Cinci, OH, going NB towards Chicago, IL:
OHIO:
(Beginning of Miami Sub)
-Covington
-Cincinnati (aband. 1978 by Chessie btwn. Cinci & Fernald)
-Brighton
-Chevoit
-Bridgetown
-Miami
-Willeys
-Fernald (leased 2005 to IN Eastern RR btwn. Fernald & Richmond)
-Shandon
-Okeana
-Newkirk
INDIANA:
-Peoria
-Raymond
-Bath
-Kitchel
-Witts
-Boston
-Richmond (d/c service 1989 +/- between Richmond & Marion)
-Webster
-Williamsburg
-Economy
-Losantville
-Blountsville
-Medford
–Muncie (small yard at N. Hackley St.)
-Delsor
-Easton
-Jonesboro
-Marion (aband./sold to Kokomo Rail 1992 btwn. Marion & Amboy)
-Sweetser
-Mier
-Converse
-Amboy
-Santa Fe (aband. 1987 between Santa Fe & 12 Mile)
-Oakley
-Peru (end of Miami sub, begin. of Wabash Sub)
-Vicord
-Hoovers
-12 Mile (aband. 1987 +/- between 12 Mile & N. Judson)
-Fulton
-Kewanna
-Lake Bruce
-Beardstown
-Park
-N. Judson (aband. 2003 beteen N. Judson & Malden)
-La Crosse (C&O got on the La Crosse Sub-ex-PM-to the B&O at Wellsboro, & west to get to Chicago 1976+)
-Malden (aband. 1982 between Malden & Hammond)
-Beatrice
-Merrilville
-Griffith (orig. C&O got on the EL here with trackage rights to Hammond, & to Chicago, until the EL line was aband. in 1976.)
-Highlands (EL with C&O trackage rights)
-Hammond (EL with C&O trackage rights, then C&O onto the C&IW & BRC into Chicago, IL, until 1976. Then C&O used LaCrosse Sub at LaCrosse to the B&O at Wellsboro, & west to get to Chicago);
In the following Keith’s Trains Series™ Railroad DVD Titles:
As railroads improve their plant, they make changes in order to help keep things profitable and to save costs. Even though changes are made today, history is kept preserved in films and photographs for tomorrow. Also a lot of abandoned railroad ROWs are being made into bike trails, which can also help preserve its history. But sometimes railroads change history by bringing back to life a downgraded or abandoned line or ROW. Presently NS and CSX are working to bring back to life the ex-PRR/PC/CR Pittsburgh to Chicago line, in order for NS to be able to relieve traffic congestion on the ex-NYC/PC/CR Water Level route. Also there is talk that NS will be purchasing and re-using the ex-NKP/N&W line to Lima because of congestion problems on other NS lines.
[All photos are screenshots taken from the Keith’s Trains Series™, by 1-West Productions™ (from the camera of Keith Lehman). Sources used for this article/blog information are: Chessie/C&O/CSX timetables, K. Lehman, P. Jordan.]
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