Sunday, May 19, 2019

My Visits to the Illinois Railway Museum

The Illinois Railway Museum is one of the largest railroad museums in the US, located in Union, IL. It has active rolling stock along what used to be the right of way of the Elgin & Belvidere Electric Railway, having been in its current location since the early 1960's.

IRM 1630 - An ex-Frisco steam engine, running during my 2014 visit.

According to its website, "the mission of the Illinois Railway Museum is to educate the public as to our nation’s railroad and railway history by collecting, preserving, and restoring rolling stock, artifacts, structures, and related transportation equipment for display to the public; exhibiting and operating restored rolling stock and equipment on a demonstration rail line; and collecting, preserving, and maintaining a reference library of publications, technical information, and other materials regarding railroads, railways, and related forms of transportation for research and other purposes."

The museum has dozens of engines, many restored, some soon to be restored.

In its infancy in the 1950's, the Railway Museum was located along the former right of way of the Chicago North Shore & Milwaukee, another interurban railway, in North Chicago, IL.

The museum's history is noted on this sign along what was once the entrance to the museum.
As one might guess from the fact that it's been located along two abandoned interurban rights of way, the museum tries to keep the history of Chicago's interurban network alive, and puts a major focus on these
passenger operations, as well as the CTA and former city trolley/electric lines.

This is the oldest surviving piece in IRM's collection; a relic of horse-drawn trolley cars from Chicago's earliest street railroad.
I'd visited the railway museum twice before 2019; once in 2014 and again in 2017. One thing that's always struck me about the museum is that each time I've visited, I've learned something new, or seen things in a different light than I had previously. My first visit, I was most interested in the steam engines. My second, I was looking for historical documents, maps, and books for sale (something the IRM has improved on with their new gift shop)., and this last time, I spent much of my time looking at the interurban cars. With that in mind, I figured I'd share my photos of my visits.

IRM 1630 lets off steam as it backs onto the mainline of the Illinois Railway Museum. Obviously, it's an ex-Frisco locomotive.
My most recent visit was on a day that was supposed to be sunny and warm, but it wound up storming through a majority of my visit. I didn't stay long, and all of the rolling stock managed to remain operational.

One of the operational diesel engines running during 2017.
A US Army Transportation Corps switcher on display each of my visits.
The trolley is a fully restored remnant from Chicago Surface Lines, saved only after it was converted into a storage shed, as all other trolleys of its type were scrapped. The restoration also includes ads from the days of when they trolley was in service. This helps to capture what a typical day was like riding those trolleys.

Including this ad for Riverview Park in Chicago.
There are nine barns for displays; three of which are devoted to interurban rolling stock. Trolley trips do a circle around the museum, allowing you to see some of the areas of engines yet to be restored as well. The steam and diesel engines runs for about 4 miles south along the aforementioned Elgin & Belvidere Electric Railway ROW.

The exterior of the in-service trolley.

There are all sorts of pieces of rolling stock, many of which would be difficult to spot were they not preserved here.
One thing I wish the museum had was more maps and books. But that's the history buff in me talking.

J. Neils Lumber Co. #5 at the IRM in the rain.
Leaving the IRM in 2017, I managed to catch the tail end of a diesel run.

Ultimately, there are enough static displays and train rides to keep the family of all ages occupied for an entire day, even in the rain, and plenty of railroad history to be learned, with many volunteers willing to discuss things further if you ask. I didn't picture everything, and like many things, visiting them in person will leave much more of an impression than seeing pictures and videos.

US Navy Steam Locomotive, one of the displays in the steam barn.
In addition to being huge, these wheels, and the tires on them, make for some interesting YouTube videos. FIRE!
A boxcar which appeared to be undergoing restoration on the tracks north of the steam barn.
Unfortunately, this beauty wasn't in action on our most recent visit.
A functioning wig-wag crossing, one of several at the museum.

It appears the museum is undergoing further expansion as of our last visit. I wonder what's coming!
The museum is well worth the drive to Union, and hopefully it's an enjoyable visit you learn a thing or two from.

Thanks as always for reading!

Wednesday, May 8, 2019

The Transcontinental Railroad: 150 Years Later

The 150th Anniversary of the completion of the original transcontinental railroad is on May 10th, 2019. In honor of the anniversary, there are many events going on, including a re-enactment of the event, and Union Pacific firing up their "Big Boy" engine, UP 4014.

Likewise, today I'm going to talk about this momentous occasion.

"The Central Pacific's engine Jupiter and the Union Pacific's engine No. 119 meet on May 10, 1869, at Promontory Summit, Utah." Image: Andrew J Russell. Via

Through a very cynical lens, one could consider the Original Transcontinental Railroad the ultimate marketing gimmick in the 1860's, for a nation yearning for unity and technological advancement just a few years after a bloody Civil War.

An 1868 map showing the completed Transcontinental Railroad, which would become a reality the year after. Image: Cornell University
The Transcontinental never came close to traversing the continent, it was actually made of three railroads, and ran roughshod over cost estimates, in part because of corporate greed and government waste. Even when the "last" spike was driven into the ground at Promontory, those wishing to traverse from San Francisco to Council Bluffs would have to use ferries on either end of the route, as the Union Pacific Missouri River Bridge wouldn't be complete until 1872.

Image via Union Pacific
And yet, the driving of the Golden Spike and "completion" of the route would be the most iconic event in 1860's American railroad history, and would be a catalyst for economic and territorial expansion in the West. But regardless of its shortcomings and cost, it ultimately cut what would have been a months-long journey across the United States into a span of a few days.


The first of what would become many transcontinental railroad proposals was in 1832, when Dr. Hartwell Carter proposed a Lake Michigan to Pacific Ocean route via Oregon. He sent a fully-proposed route fifteen years later in 1847. Although railroads were a new technology, Congress supported the idea of expanding the fledgling American Railroad network west, and commissioned surveys for possible routes during the 1840's-50's.

These surveys wound up being quite useful in learning the geography, flora and fauna, and history of the West, but failed to give a real good idea on a route a still-hypothetical transcontinental railroad should take. The northern route proposal had issues with snow in the winter, which still persist to this day, while a southern route would have to go the southern parts of New Mexico and Arizona, through what was Mexican territory in the 1840's. The Gadsden Purchase would resolve this issue, and such a route was completed by Southern Pacific in the 1880's.

The proposed "Southern Route" which eventually became the Southern Pacific Railroad.
Political differences between the North and South United States also played a role in route choice, but when the Southern States seceded to form the Confederacy, it was easy to pass the Pacific Railroad act by the remaining legislature. A central line starting at Council Bluffs, IA was chosen as the beginning of what would become the Union Pacific Railroad. 


The Pacific Railroad Act of 1862 created two railroad companies, the Central Pacific Railroad in the West, and the Union Pacific Railroad in the Midwest. The routes would begin in Sacramento, California and Council Bluffs, Iowa, respectively. Another issue was what gauge the railroad would be, it was decided upon the 4'8 1/2" gauge, which would become the standard throughout the United States during the construction of the line. The act was amended in 1864.

Railroad bonds and land grants were issued for both lines, and no single entity was to own more than 10 percent of the stocks of either company. One of the largest financiers of the line was Brigham Young, who also provided construction workers from his ranks in the Church of Jesus Christ of Latter Day Saints. However, the companies themselves also established smaller companies in order to circumvent this requirement and make more profit for themselves.

Civil Engineers from the Civil War, Canada, and Britain were called in to build bridges and design the structures necessary from the line. Materials were generally transported from the Eastern US via ships, around the coast of South America at the Isthmus of Panama, where they were transported via land to the Pacific Ocean via the Panama Railroad, as the Panama Canal was still a half-century away. Wood was generally harvested from California and other forested areas along the route.

The Panama Railroad remained the only true Transcontinental Railroad until Canadian Pacific was completed.
On January 8th, 1863, the Central Pacific broke ground in the west. The Union Pacific wouldn't break ground until 1865, as it was more difficult for them to find workers and material as a result of the Civil War. Even after the war, the South's railway network required rebuilding, which created competition for material. As such, UP only completed 40 miles of track to Fremont, NE in its first year. 

Another issue outside of material, terrain, and cost that the route had to endure was that of the Native American. Conflicts with tribes resulted in the Natives sabotaging the railroad, and attacking white settlements by the line. Tribes who sold their land to the government never envisioned such a change from their way of life that the railroad brought in. The largest conflict was the slaughter of buffalo in the central US as food for construction workers. The US Army stepped in to aid workers from Native American Attacks.

“Cheyenne Indians tearing up the tracks of the Union Pacific R.R.” Courtesy of the Utah State Historical Society via the Mountain West Digital Library.
The loss of buffalo from much of the US, numbering only 300 at one point forced Congress to take action, and in doing so, helped create the National Park system we know today. Congress made it illegal to kill any animals or birds within Yellowstone National Park.

Rounding Cape Horn, California. Road to Iowa Hill from the river, in the distance, c 1866. Image: Alfred A. Hart - Union Pacific Museum
By 1867, construction reached Cheyenne, WY. On the Central Pacific side, thousands of Chinese workers were brought in to aid in construction, and eventually much of the labor was done by these workers. The contributions of these workers have in many respects been glossed over in history, but events are planned to include their story in the festivities of the 150th anniversary. 

Construction would continue at a rampant pace until 1869. On April 28th, 1869, ten miles of track was laid in one day by the Central Pacific in Western Utah by mostly Chinese workers, after a wager between the Central and Union Pacific as to who could lay track quicker.

The sign is now on display at the California State Railroad Museum
The Central Pacific ran a locomotive at 40 mph across the newly laid track to prove it was sound. As Union Pacific only had 10 miles of track left to lay themselves, Central Pacific couldn't be beat, prompting one UP official to consider tearing up a few miles track in an attempt to take the record for themselves.


"Promontory Trestle Work and Engine no. 2" Image: Andrew J Russell
The two railroad lines completed their respective stretch of trackage, and actually crossed one another, building two grades near Promontory in an attempt to extract as much government money as possible. Union Pacific's grade would be abandoned in 1870 after less than a year of use, and is thus nothing more than a footnote in history to anyone besides abandoned railroad enthusiasts like myself.

From my earlier blog; "The Ancients: 6 Railroads Abandoned Before 1900"
The Golden Spike Ceremony was supposed to take place on the 8th of May, but bad weather pushed it back two days. On the 10th, a telegraph message, "D O N E" was transmitted across the United States.

"The Last Spike" By Thomas Hill, 1881. Image via Wikipedia Commons
As stated earlier, while this was nonetheless the most impactful construction project of the 1800's, it still wasn't truly a transcontinental railroad. One wishing to connect to the Pacific Ocean still had to take a ferry from Sacramento, as the Western Pacific Railroad was incomplete (Central Pacific would purchase this line and incorporate it into their network.) In addition, one traveling from, Chicago for example, would still need to take a ferry across the Missouri River from Council Bluffs to Omaha.

The decision to end the route at Council Bluffs in the middle of the United States has had an impact on the rail industry that is still seen today; all of the Class I railroads only serve in the East or West United States. BNSF and Union Pacific serve the Western US, while Norfolk Southern and CSX serve the East, with help from Class II and III railroads. CN in the US only serves the Central US, given its predecessor was the Illinois Central, and Canadian Pacific serves the Upper Midwest via the former Soo Line Railroad.

Frontispiece of Crofutt's Great Trans-Continental Tourist's Guide, 1870. Image: Wikipedia Commons
While still much safer and efficient than a six-month journey across the US in a wagon, the earliest iteration of the transcontinental was still treacherous by today's standards. Snow sheds in the Sierra Nevada Mountains had to be built to allow for winter operations. As the emphasis during the construction phase of the project was on speed and not necessarily quality, many bridges and grades along the route had to be adjusted.

By 1876, it was finally possible to travel from New York City to San Francisco in one trip, as on June 4th of that year, the Transcontinental Express left New York and arrived 83 hours and 39 minutes later in San Francisco.


In 1904, a more direct route (literally) across the Great Salt Lake was completed, called the Lucin Cutoff. This allowed the Southern Pacific (Central Pacific's successor) to shed 42 miles off the Transcontinental Route.

Lucin Cutoff at Mid-Lake Station Postcard via eBay
The original route was only used for local farming customers and passengers, while mainline traffic used the cutoff. By 1942 however, the original route was abandoned with the rails reclaimed to aid in the effort of World War II. What had originated thanks to a war was also abandoned as a result of war.

Thankfully, Promontory Point became part of the Golden Spike National Historic Park. But the stations of Corrine, Quarry, Balfour, Conner, Lampo (Blue Creek), Surbon, Rozel, Lake, Kosmo, Monument, Nella, Kelton, Peplin, Ombrey, Matlin, Terrace, Watercress, Bovine, and Umbria Junction were all otherwise forgotten. (Abandoned Rails)

A UP excursion train crosses the new Lucin Cutoff. Image: Greg Brubaker via RailPictures.Net
While the Lucin Cutoff would be the most dramatic re-alignment of the route, it was far from the only one, as significant portions of the original route were upgraded with their trajectories changed, particularly in neighboring Wyoming and Nevada. Another large example of abandonment exists near Donner Pass.

Graffiti in one of the original tunnels. 
One thing I find particularity interesting about the Transcontinental Railroad, is that exactly 100 years after its completion, Americans would land on the moon, in a mission that took just over eight days. From cutting a cross country trip from months into days, in the 100 years that followed, we used the same amount of time to traverse to a celestial body. What will we be doing in 2069?

I should noted that this isn't a comprehensive history of the line; I left a lot out of this blog. A project as large as this has a history far more reaching than the confines of a blog can offer. In addition, all of the websites credited and linked to from here do a fantastic job in telling the story of the Transcontinental Railroad as well, in their own ways.

For more reading on the Original Transcontinental Railroad, I suggest Empire Express; Building The First Transcontinental Railroad. (Amazon) (eBay)

Thanks for reading!

Sunday, April 28, 2019

Five of the World's Longest Abandoned Railways

There are numerous online resources for almost anything you could want to know about railroad history. That being said, there are still some questions that I've been unable to find a definitive answer to, and I'm not alone.

An old Ghan Locomotive. Image:
For example, it's quite easy to find information on the longest train trip in the world, the Trans-Siberian Express. 

But what is the longest stretch of abandoned railroad right of way in the world? 

The answer is hard to come by, because of several reasons, mostly in how one defines "abandoned". This even comes into play on this list, as most lines are abandoned piecemeal, and some stretches can reactivate over time. Thus I'm not sure if I'll ever have a definitive answer to that question, but in my time mapping the world, I've come across five lines (and one incomplete line) that are among the world's longest stretch of abandoned right of way.

It would not surprise me to find a longer stretch of abandoned right of way in the world, and it would surprise me even less to find one of length that would qualify it for this list, so if you know of one, please let me know in the comments!

And without further delay, here are five of the longest abandoned railroad lines in the world. 

5) Mexico North Western Railway - Ju├írez to La Junta, Chihuahua, Mexico - 351 Miles 

A Mexico North Western Railway Car. Image: Matthew Fick via
The Mexico North Western Railway was originally known as the Rio Grande, Sierra Madre & Pacific Railway, and was built by Canadian investors to tap into the mining interests of Northern Mexico. A subsidiary operation, the El Paso & Southwestern Railroad, connected it to El Paso, and the rest of the US Rail Network. 

It was built in the latter part of the 19th century, and continued in operation until 1954. 

A Mexico North Western Railway Stock Certificate, via eBay.
The abandonment begins in Juarez in between the north and south lanes of Eje Vial Juan Gabriel, and continues south into Mexico's mountains, down to La Junta, 350 miles south. 

4) Hejaz Railway - Medina, Saudi Arabia to Abiad, Jordan - 476 Miles 

The original narrow gauge Hejaz Railway ran between Damascus and Medina, but only lasted twelve years, beginning in 1908 and ending service in 1920, with its history extremely intertwined in World War I and the fall of the Ottoman Empire.

Its desert climate preserved much of the unused right of way, and many examples of ruins of stations and steam engines still can be found today. A much smaller section of abandoned right of way can be found running from Beit She'an, Israel to Tal Shihab, Syria.

Image: devillp on Flickr via Amusing Planet
The line was conceived to connect Constantinople (which was Istanbul) with the Islamic holy cities of Medina, and Mecca to the south, which are today in Turkey and Saudi Arabia, respectively, but in the time of Hejaz Railway were all part of the Ottoman Empire. 

Hejaz Railway Map via Amusing Planet
Jordanian mining interests have kept the right of way north of Al-Abiad still in service, and both Saudi Arabia and Jordan have expressed interest in reopening the line, although most likely with a different alignment. 

An unidentified photo of the Hejaz via
3) Newfoundland Railway Main Line - St. John's to Port aux Basques, Newfoundland, Canada - 550 Miles

I believe the Newfoundland Railway is among the most interesting abandoned railroad operations in North America. Its sheer length, combined with the fact that it was nonetheless a narrow gauge line, and its remoteness on the Island of Newfoundland should have contributed to its much earlier abandonment. Instead, it lasted until 1988.

Locomotive #1024 in 1948. Image: Newfoundland & Labrador Heritage
The line began service in 1882, before the entire main line had been completed. By 1898, it was possible to take a passenger train across the island. For many, the ride between St Johns and Port Aux Basques was the only connection Newfoundlanders had to mainland Canada, as from Port Aux Basques, one could take a ferry to North Sydney, Nova Scotia. 

A passenger train arrives at Corner Brook Station. Image: A.R. Penney Collection. Courtesy of Harry Cuff Publications, Via Newfoundland & Labrador Heritage
The line became under CN control in 1949, which kept the line running despite its inability to make a profit, given its narrow gauge track making freight harder to move, and a lack of passenger traffic. Trucking and buses would over time take over the passenger and freight business, like the story of many abandoned lines in North America. The branch lines on the island would close in 1984, with the main line following four years later.

2) Central Australia Railway - Alice Springs to Copley - 600 Miles

Australia's legendary "Ghan" Train, still in service, originally used a right of way between Alice Springs and Copley, Australia, before the line was moved farther west, in some cases by 200 kilometers. 

Central Australia Railway's abandonment in Yellow. A mine uses a railway along the former ROW just south of Parachilna.
The line began service in 1929 in the almost completely uninhabited Australian Outback. The new alignment began service in 1980, allowing the former route to be abandoned.

Remains of the former right of way. Image: Wikipedia Commons
As noted before, the right of way is in use at Parachilna. This is where the old alignments of the road get slightly confusing, as there was both a standard gauge and narrow gauge alignment. South of there, they diverged a bit. Another 80 miles is abandoned between Quorn to Parachilna, while a heritage railway, the Pichi Richi Railway, is in service from Port Augusta to Quorn.

The Pichi Richi Railway in action, Via:
At 600 Miles, this is the longest continuous stretch of abandoned right of way I've discovered in the entire world. And yet it pales in comparison to the last line on the list.

1) Milwaukee Road Pacific Extension - Renton, WA to Terry, MT - Combined Abandonments: 1010 Miles

Milwaukee Road's Pacific Extension might very well be the most famous, or infamous, abandoned right of way in the United States, and it is undoubtedly the longest, although stretches of the railroad are still in use. It was one of the first lines I traced, seeing it on, and immediately being curious about it.  

Map of the Milwaukee Road's Electrified Pacific Extension via:
Aside from its length, the road traveled some of the most beautiful terrain in this country, and much of the disused right of way is now rail trails, such as the Route of the Hiawatha, or the trail formerly known as the John Wayne Pioneer Trail

A bridge on the Route of the Hiawatha Bike Trail Image: Visit Idaho
The story of the Pacific Extension began in 1901 when the Milwaukee Road management felt an extension to the Pacific Northwest was the only way to remain competitive with its competitors, such as the Northern Pacific and the Chicago & Northwestern. Despite a cost in the millions (billions today), and only an 18 mile savings from its nearest competitor, the project was completed in 1909. 

Many celebrate the building of 10 miles of track in a single day by the Central Pacific as an engineering marvel, but building 2,300 miles of track by the Milwaukee across two mountain ranges in only three years has to be recognized as well. The route was electrified in full by 1916, which allowed for operation even in the harsh Montana winters, where temperatures as low as -40 impacted steam engines along the route. 

Two Skytop Lounges in their second Milwaukee Road paint scheme. These cars were part of the Twin Cities Hiawatha equipment pool. Image: Jim Boyd
The Pacific Extension left the Milwaukee Road in a debt it was unable to pay, even when freight traffic was plentiful. It was simply a case of too many competing railroads, many of whom were merging to stay alive. By 1980, the Milwaukee would go into bankruptcy, where its assets were acquired by the Soo Line. 

Other railroads would buy sections of the Pacific extension, but the vast majority was abandoned. I've identified six of these corridors that made up the Pacific Extension:

i) Terry to Miles City, MT - 39 Miles
ii) Miles City to Butte, MT - 395 Miles (the longest stretch of abandoned right of way in the US).
iii) Silver Bow to Rocker, MT - 74 Miles
iv) Bearmouth, MT to Riverdale, ID - 213 Miles
v) Plummer, ID to Warden, WA - 134 Miles
vi) Smyrna to Renton, WA - 155 Miles

For more on the Milwaukee Road, I suggest reading The Milwaukee Road to the Pacific Northwest: Photography of John W. Barriger III via eBay and Amazon. (Clicking on those links may earn this site a commission)

Finally, it's also worth mentioning the Salekhard-Igarka Railway, also known as Stalin's "Death" Railway, which was never built in its entirety. While the Soviet Union was heavily industrializing in the 1930's, it used prison labor in construction of a railway. 

A section of the abandoned and never completed line between Salekhard and Nadym. Image: Wikipedia Commons
The road was graded, some track was built, but never completed, between Korotchayevo to Igarka, a distance of 348 miles, while west of Korotchayevo, the line is still in service. 

I hope you enjoyed today's blog, and let me know if there's any other long stretches of abandoned right of way you're aware of. Thanks as always for reading!