Offical Rock Island Thread

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Offical Rock Island Thread

Unread postby sd70accsxt700 » Mon Mar 23, 2009 10:14 am

This is the story of the "new" Rock Island. It is a lengthy story, but to sum it up, back in the early 70's when RI started down hill, and the early formation of CR was coming about, the RI approached the government about a bailout or reorganization of the company to allow it to survive. After much negotiate, and some concessions, some of which are, first it will have some from of government control "on the board" until such time it became self sufficient, and make money on its own. Second it can not become the first transcontinental, for at least 30 years, and then purchases to reach either coast will have to be approved by the government. Third, and tying into the first concession, is that its eastern extension, can not head farther east in a line stretching north-south from the area around Buffalo, Ny, to Alanta, Ga. Other concessions were given, but those were the major and most critical ones. After sitting down and negations, purchase of ROW and old lines began. One of the first things in the overall plans was a close look at money making lines of the original RI and what to keep and sell. Second was expansion into the Powder River Basin, for low sulpher coal. These will be discussed at a later date, as this part is to take a look at the purchases that expanded the RI east of Chicago. In this introduction, we will have a general overview of lines expanded to in the east, and in following installments we will dive into divisions, operation, yards, ect.

The start of this overlook, will look at trackage in the state of Illinois.

First starting at Joilet, we will follow the two lines east where they meet back up at Griffith, In. The northern route keeps with the old RI, and its route into downtown Chicago, and includes the commuter operation into downtown (and as we will reveal later, RI kept its passenger operation separate from Amtrak, and other agencies). The main freight line, diverges to turn east, at Gresham, and still using old RI tracks heads to Pullman Jct, where just past it, just outside Rock Island Jct., it turns south, still on old RI tracks, for a few miles to the old RI Irondale yard. From the south end of the yard, it uses a former NS-IHB line, south to cross the river. After crossing the Calumet River, the route runs along side the old NKP & CSS&SB to State Line, and on the old Erie, to Griffith. The second and southern "Round Chicago" route, follows a old MC-CR route, from Joilet, closely following the EJE, all the way across to Griffith, where it crosses the CN, EJE, to connect to the downtown line, south of the diamonds. The other "new" line in Illinois, crosses the border from Indiana, just south of Danville, on the old NKP. Entering at the town of Humrick, it uses the old NKP all the way to St. Louis, via Charleston, Mode, Ramsey, and at Coffeen, it joins part of the line still in place to serve a power plant. From there the line continues to the old NKP yard, near Madison, and a connection on the Merchants bridge, to acess the old Rock Island on the other side of the river.


Lines in Indiana.

Continuing the mainline in Indiana, the converged line, from Griffith, continues on the old Erie, from Grifith to Kouts, In., where it changes for a little while from the old Erie line, to the old PRR, from Knouts, to La Crosse, In., where there is a junction. At La Crosse, they aquired the line of the old Monon, north from La Crosse, to Michigan City, to access the power plant (as we go along we will see where the "new" RI has purchased and or rebuilt for coal service from both the western coal fields, and eastern coal fields, that they gained access to). Heading east from La Crosse, the line stays on the old PRR to North Judson, the first major division point. In North Judson, the line splits again, with one line heading east on the old Erie, via the towns of Rochester, Newton (another junction point), Huntington, Kingsland, and Deatur, to the state line with Ohio. The other line leaving east from North Judson, heads south east, to Logansport, In., on the old PRR line, and south to Indianaplis, via Frankfort. In Frankfort the route switches from ex-PRR, to ex Monon, into Indy, and also connects to the old NKP, heading west to the Illinois state line and on to St. Louis. Once in Indy, the line heads south on the old PRR, (now the ISRR), to Evansville, for access to southern Indiana coal mines, and access to transload facilities on the Ohio River. There are two branches on the line, one at Beehunter, to Hawthorn Mine, and also at Buckskin, to the Lynnvile Mine. Also on this line is a small section of trackage rights on the CP, between Beehunter and Elnora.Back in Indianapolis, the line heads east on the old PRR, via Kinghtstown, Crambridge City, and Richmond, before crossing over into Ohio. At the town of Kinghtstown, another line splits off and heads south on the old NYC, to Louisville, via Rushville, Greensburgh, North Vernon, and Nebb.

Coming back to Logansport, the line heads northeast via, Hoover, Denver, and on to Newton, on the old Wabash line. At Newton, the line crosses the east west old Erie, mainline, and continues on to Laotto, In., via South Whitley, and Colmbia City. At Laotto, a branch line heads south on the old GRI to Fort Wayne, for local service. Heading north from Latto, on the old GRI, the line heads into Michigan.


Michigan Lines of the "New" Rock Island.

Heading north from Laotto, In., on the old GRI, the Rock Island makes it way into Michigan, via the towns of Avilla, Kendallville, and Lagrange, before entering into Michigan. Once into Michigan, the Rock enters its base of operation in the state, at Sturgs, where five lines converge, together. First is the line from the south, that comes up from the ex-Erie, "Chicago Line". Second is a line leaving south west, on the old NYC, heading back into Indiana, to Goshen. From Goshen the line takes the old CCCStL, to Elkhart, and on northwest, back into Michigan, at Granger, then heading to Benton Harbor, via Niles, Berien Center and Napier, before coming into Benton Harbor.

Back at Stergis, the third line heads northeast, staying on the GRI, to Kalamazoo. In Kzoo, the line switches to the old LSMS line to Allegan. At Allegan, the line splits. First is the old PM, to Hamilton, and on to Holland, via purchase of the Hamilton branch. From Holland haulage rights to CMS power plant at West Olive. The other line stays on the LSMS, to Grand Rapids. The fourth line heads north on a LSMS-MC route, to Battle Creek. And finally the fifth line heads east after purchasing (what became the MSO-INER) to Fort Wayne Jct, via Coldwater, continuing on to Hillsdale, Pittsford, Adrian, (still on the LSMS), Pettersburgh, and on to Monroe, to service the DE power plant. Along the way a few branches split off. First is the branches to the north. At Fort Wayne Jct, a line heads north on the old LSMS, via Homer, Albion, Eaton Rapids, and into Lansing. Following some deals for new ROW and trackage rights, the line heads north out of the state capitol to Owosso.

Owosso is another base of operation for the Rock Island in Michigan. From Owosso the RI, purchased the old GTW to Grand Rapids, and on to Penn Jct. From Penn Jct, the line takes the GRI, north to Muskegon and the sand pits. Back at Owosso, the RI heads north on the MC, to Paines, via Chesaning and St. Charles. From Paines the line heads in to Saginaw, Bay City, (for acess to CMS plant) and Midland, (aquiring all the old GTW lines except the line to Durand, during the GTW sell off). In Saginaw, the granger status of the old RI kicks in, in the purchase of the C&O lines, into the "Thumb" for grain. Using trackage rights via the CSX Saginaw yard, they reach the main to Bad Axe, and branches to Kinde, Ruth, and Croswell. At Reese the line splits to service the network of lines to Millington, Tuscola, Vassar, Richville, and Colling. Also out of Vassar, the old C&O main all the way to Tappan, and then haulage rights to the DE power plant in Belle River.

Back on the Stergis to Monroe mainline, at Lenawee is a branch to Toledo, on the old LSMS, via Blissfield, Riga, and Sylvania. At Petersburgh, the line to Detroit, heads northeast, on the old DT&I, to Durban, and then trackage rights on the CN to Carleton, where a new connection to the old PRR, Lincoln Secondary (purchased during all the line sales from CR), to access Detroit

Lines in Ohio.

Entering Ohio, on the old Erie, the Rock, continues east, into Ohio City, another junction point. continuing east the line stays on the old Erie, the whole way through Ohio. Next entering into Lima, Sands, and into Marion. From Marion, to Galion, the Rock, keeps up the old shared trackage with the CR, from the days of old. Next the line enters Mansfield, another operation hub on the "NEW" Rock, Still continuing east on what now would be the Ashland Railway, the Rock enters into Ashland. At Creston, the line comes along the CSX, and follows it to Sterling, crossing the CSX to the north side, and on into Rittman, Akron, Dent and Revenna. Still eastbound, running on the north side of the Revenna Arsenal, the line enters into Warren, and then southeast, to Niles, and Youngstown. At this point the line accuried the old PLE mainline, continuing on to cross the state line into Pennsylvania.

Back at Ohio City, the Rock has two other routs out of town. Heading northeast, the line to Toledo, takes off on the old NKP, via, Delophos, Continental, Holgate, Mlinta, Grand Rapids, and Waterville. From Waterville, the Rock purchased at a good price the rest of the line, into Toledo, from the NS, to CP 287. Also to have connections to the AA, and connect to the southbound line from Michigan, via Sylvania, the Rock purchased the "Backside" of the old Toledo Terminal. Also in Toledo, the Rock Island got Haulage rights on the NS-CR from CP 287 to CP 286 to get to both the Toledo Belt for coal trains to Toledo Edison and to the old PRR Outer yard. Heading south out of Ohio City, the line follows the CCCSt.L south via Celina, Ansonia, and Greenville, where it connects to the southern main, at Dodson.

Still on the old Erie, at Kenton the Rock takes off in a northeast direction, via Carey, Tiffin, Green Springs, and Clyde, before coming into Sandusky, for access to the docks. Heading south out of Toledo, the Rock purchased the old PRR main from Outer yard, southeast, via, Walbridge, Woodville, Narlo, Tiffen, Carrothers, Vernon, and finally into Mansfield. Also taking off southeast, from the old Erie, at Mansfield, the Rock, heads south on the old B&O, via Butler Knox, Mt. Vernon, and Uica, before connection to the southern main, at Newark. Still more branches on the old Erie, with one coming off, at Ashland, heading north on the old LAS-LAWN to Lorain, to access the steel mill. At Akron, another branch line heads north on the old B&O, now the CVSR, into the south side of Cleveland.

Farther south in Ohio, the southern main, crosses into the state, at New Paris, on the old PRR, from Indy, and continues east, via Dodson, and into Dayton, Then on the still east the line changes over to a old Erie, main, on to Maitland, and up to Urbana, regaining a old PRR line, via Milford Center, and on into Columbus. At Columbus, the line stays heading east on the old B&O (now the Ohio Central), into Newark, Coshocton, Dennison, Bowerstown, Jewett, and into Mingo Jct. At Dayton, a branch comes off and heads south via, a old PRR line, to Lebannon, where they purchase the (now) I&O, segment from Lebanon, to Mason, and also from Hageman, north to Middletown. Continueing on the PRR, the line heads into Cincy, again on (now) the I&O. Back at Newerk, another branch, comes off and heads to Zanesville, on the B&O.

Into the Keystone state.

The "NEW" Rock Island, enters into Pennsylvania on the old PLE, main, and heads east into New Castle. Through a small trackage rights agreement, and purchase from CSX, the RI, heads to Pittsburgh, on the P&W, and to there new yard at Glenwood, and on to Braddock. Back at New Castle, via new trackage, the Rock Island heads farther into the state, running northeast, on the old ARR-PRR-NYC to Warren, via Marcer, Niles, Oil City, Titusville, and Garland, where through more purchases, they own, what was the Allageany Railroad (now B&P), to Warren. Leaving the mainline at Garland, heading northwest, on the old ALY, the Rock heads to Erie.

From Warren the Rock stays on the ALY, via Kane, Jonnsonburg, Saint Marys, and on to Emporium. At Saint Mrys the Rock heads south into the coal fields on old PSN trackage, to Weedville. At Weedville, the line heads southwest on the old B&O, via Penfield, DuBois, on to Punxsutawney. From Punxsutawney, the RI, purchased from the (now NS), the line southwest to Creekside, and the power plant outside Shelocta, and at Creekside, the line south, to Two Lick and the coal mines. Back at Punxsutawney, the Rock branches out in all directions. First heading south east, on the old NYC, to Mahaffey, where they bought the Clearfield Cluster, from the CR. South to Cresson, and north to Coalport. Eastbound from Mahaffey, to Clearfield, and on to Keating. Back at Warren, the Rock Island heads north to New York, on the old NYC to Falconer, NY.


The main in New York

Heading north from Warren, Pa., the line heads to Buffalo, via the old NYC, to Falconer, where the line gains access to a old Erie line, to Cherry Creek, and puchase of old CR trackage via, Dayton, Gowanda, and on to Buffalo, on the (now BSOR). In Buffalo, they use the old NYC from GB to there main yard, the old NYC Gardenville yard. At Abbott Rd., they own the old LV, north to East Buffalo, and on to Abbott Rd. yard, an north to Lake Erie.
Last edited by sd70accsxt700 on Sun Feb 12, 2012 6:22 pm, edited 2 times in total.
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Re: Offical Rock Island Thread

Unread postby AARR » Mon Mar 23, 2009 10:23 am

Wow, well thought out. Looking forward to more.
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Re: Offical Rock Island Thread

Unread postby Railnut » Mon Mar 23, 2009 2:50 pm

Matt, how many of the "original" CRIP routes out in the midwest were included? Would be cool to have St Paul Great Western Trains interchanging with the Rock at Inver Grove Heights (just south of St Paul).
What kinda roster does the "new" RI use have?
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Re: Offical Rock Island Thread

Unread postby sd70accsxt700 » Mon Mar 23, 2009 3:07 pm

Ah all in good time Dave. I have been doing this in the hotel, when I was stuck up there for 20 hours each trip. Took me three weeks to do this. I will keep you updated.
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Re: Offical Rock Island Thread

Unread postby sd70accsxt700 » Wed Apr 08, 2009 11:48 am

Here is the roster. For the most part, EMD's are numberd by taking the model number and dividing by two, GE's are double the model number

Model Number, Unit #'s, # of units, notes

Rock Island Roster January, 2009

F7B 1,3 2 Units Executive Units

FP7 2,4 2 Units Executive Units

E8A 5,7 2 Units Executive Units,

E8B 6,8 2 Units Executive Units

SW1 50-55 6 Units Shop Switchers

TEB4 (Slug 4 axle) 200-219 20 Units 20 ex-RI U33B's, Used in yard service

TEB6 (Slug 6 axle) 300-319 20 Units 18 ex-RI U30C, plus two, Used in yard service

GP9R 500-599 100 Units Rebuilt to 2000 HP

F9AR 600-623 24 Units Ex-F7A's & F9AM's, Rebuilt to 2000 HP

F9BR 650-662 13 Units Ex-F7B's & F9BM's Rebuilt to 2000 HP

GP15T 700-799 100 Units

MP15T 800-850 50 Units

4-6-2 938 1 Unit Pacific, Used in specal service

Road Slugs 1000-1099 100 Units Ex-GP35's

3GS21B 1100-1199 100 Units Starting Delivery, Dynamic Brake Equiped

GP38-2 1800-1899 100 Units

GP40-2(R) 2000-2119 120 Units Ex-GP40, 100 Road Slug Mothers, & 20 TEB4's Mothers

GP40-2 2200-2299 100 Units

SD40-2 2300-2519 220 Units 20 Units TEB6's Mothers

SD50 2600-2699 100 Units

GP60M 3000-3099 100 Units

GP60B 3100-3159 60 Units

SD60 3200-3249 50 Units

SD60M 3250-3299 50 Units

SD70M 3300-3499 200 Units

SD70M-2 3500-3599 100 Units

SD70AC 3700-4299 600 Units

SD70ACe 4300-4599 300 Units

SD80AC 5000-5099 100 Units

B40-8 8000-8049 50 Units

C40-8 8100-8149 50 Units

C40-8W 8150-8199 50 Units

C44-9W 8200-8299 100 Units

ES44DC 8300-8499 200 Units

CW44AC 9000-9199 200 Units

ES44AC 9200-9499 300 Units

CW60AC 9900-9999 100 Units
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Re: Offical Rock Island Thread

Unread postby AARR » Wed Apr 08, 2009 3:56 pm

Dang, that's a big a$$ roster!
PatC created a monster, 'cause nobody wants to see Don Simon no more they want AARR I'm chopped liver, well if you want AARR this is what I'll give ya, bad humor mixed with irrelevant info that'll make you roll your eyes quicker than a ~Z~ banhammer...
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Re: Offical Rock Island Thread

Unread postby sd70accsxt700 » Wed Apr 08, 2009 4:27 pm

Its about the same size as NS and CSX's. A little smaller. Rember if you keep the old RI and add what I did, its about the same size too.
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Re: Offical Rock Island Thread

Unread postby Railnut » Thu Apr 16, 2009 5:22 pm

Uh..Matt..the CRIP's GP38-2's were in the 4300's...lol.
ANYHOO..neat roster..but way to many GE's..
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Re: Offical Rock Island Thread

Unread postby sd70accsxt700 » Fri Sep 11, 2009 11:19 pm

Dont know how I forgot these as we still have passenger service.


MP36PH-3S 428-435 15 units Painted for and operated by Metra for RI District service.

MP40PH-3C 2900-2919 20 units for passenger service.
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