Do you think that we will see another ULCC (ultra low cost carrier) to serve central Illinois? (Besides Allegiant). Frontier has been entering smaller markets like Madison, WI and Cedar Rapids, IA. And spirit also is in smaller markets (Like La Trobe, PA and Atlantic City, NJ). I am hoping to see service to Denver from Peoria start back up in the near future.
If United [Express] doesn't resume Peoria-Denver soon, the airport authority may try to lure Frontier Airlines. I'd be surprised if UA service to Denver doesn't resume within a year though.
I know Conrail allowed MILW to conduct interchange with TP&W at Kentland when MILW gained trackage rights on CR after abandoning its parallel line through Webster. However, I have never heard if UP/SBD allowed SOO/MILW to interchange with TP&W at Watseka after receiving new trackage rights when Conrail abandoned its own line. Shawn
Erik Berg's Kentland Album on Flickr shows AT&SF and MILW/SOO interchange operations still existed as late as 1988, even as AT&SF was trying to sell its ex-TP&W lines and SOO was negotiating with CSX for trackage rights between Chicago and Terre Haute to get off Conrail's slow route between the same points.
The SOO shifted its trains to CSX on January 9, 1989 and TP&W was reborn less than a month later on February 3. The TP&W's entry in the Official Railway Guide's Nov-Dec 1989 edition does list SOO as a connection, so it is possible that it hadn't yet given up trackage rights on Conrail between Chicago and Terre Haute. I can't imagine though that they continued using this line simply to interchange with TP&W as volume was too small to justify such operations.
A few thoughts -
(1) AT&SF-SOO interchange in the late 1980s probably consisted of occasional lumber to ex-TP&W customers such as Illinois River Lumber Co. in East Peoria and Morton Buildings in Morton, grain from North Dakota and/or Minnesota to ADM's barge loadout in Peoria (there was an actual move like this from Minneapolis in 1983). Scrap metal from SOO origins in Chicago or Wisconsin to Caterpillar's Mapleton foundry was possible as well. Hubinger's Keokuk wet corn refinery may have shipped corn syrup to SOO-served food processors in the Chicago area and in Wisconsin.
(2) When the SOO negotiated with CSX for trackage rights between Chicago and Terre Haute, it was either uninterested in securing interchange rights with then-Santa Fe at Watseka or CSX refused to allow it. CSX might have refused to allow it to avoid having regular coal train interchange (two 90-car trains per week, plus a combined train of empties) disrupted.
(3) Interchange between SOO and AT&SF had diminished to a point that neither carrier sought to maintain their connection after the shift to CSX trackage rights. If volume was significant, then one would think a shipper or two would have objected to SOO's shift to CSX if it didn't include AT&SF interchange rights at Watseka. But volume was probably insignificant, and no one opposed the change in trackage.
Black Band Distillery, presently operating at 1000 SW Adams Street, is planning to expand to the vacant property at 2400 SW Washington Street. That is according to WCBU News . Although the article omits it, this property has a long history with the local distilling industry. National Cooperage & Woodenware Co. constructed a plant there in 1900, though a predecessor apparently had begun barrel making operations there c. 1885. This firm survived Prohibition (1920-1933) because the barrels could also be used for packing corn syrup, condensed milk, cider, vinegar, liquid chemicals, flavoring extracts, etc. Hiram Walker & Sons, which purchased one-third to one-half of its production, gained control of National Cooperage in 1946. A new four-story expansion began in the fall of 1964 only to be destroyed by a tornado on September 14, 1965. Operations resumed at the start of 1966 and the entire plant was replaced in 1967-1968. Changing economics led to closure in 1972. Caterpillar Tra
I happened upon this train pulled out of the TP&W's East Peoria Yard onto the Peoria Sub. I quickly concluded it was a switch crew making up a transfer to TZPR, and was rewarded for waiting around. Radio chatter indicated nine loads and 50 empties. The first three cars contained zinc oxide for Union Pacific (via Tazewell & Peoria RR, rather than via direct interchange). Embedded in the consist were six covered hoppers likely containing phosphate fertilizer for Mosaic Crop Nutrition in the Pekin Bottoms. This is the second time I've seen empty tank cars with Incobrasa Industries markings. Normally, I'd expect loads moving westbound. Everything else is empties for TZPR-served industries and interchange to BNSF. CAPTION: A Toledo, Peoria & Western train, probably an EP-X (East Peoria Extra switcher), handles Tazewell & Peoria RR-bound traffic across E. Washington Street in East Peoria, Illinois midday Saturday, October 14, 2023. TPW 5010, TPW 2105 and HESR 34
Peoria Int'l Airport has been awarded $500,000 for assistance in regaining a link to a western connecting hub. The grant, announced Friday, is part of the Small Community Air Service Development program (SCASD). Funds are used to offset financial losses by the airline providing service. On many instances, funds aren't needed. The Airport Authority prefers Denver, Houston, Phoenix or Salt Lake City. Denver and Houston are hubs for United Airlines, Phoenix is a hub for American Airlines and Salt Lake City is a hub for Delta Airlines. It is difficult to imagine that American Airlines would offer Peoria-Phoenix nonstops when passengers can make good connections through Dallas/Ft. Worth. Houston was already tried and didn't work out due to load factors. I don't see Delta Airlines being interested in Peoria-Salt Lake City nonstops. Both American Airlines and United Airlines provided letters of support. So if Houston, Phoenix and Salt Lake City are out, then Denver is likel
Do you think that we will see another ULCC (ultra low cost carrier) to serve central Illinois? (Besides Allegiant). Frontier has been entering smaller markets like Madison, WI and Cedar Rapids, IA. And spirit also is in smaller markets (Like La Trobe, PA and Atlantic City, NJ). I am hoping to see service to Denver from Peoria start back up in the near future.
ReplyDeleteIf United [Express] doesn't resume Peoria-Denver soon, the airport authority may try to lure Frontier Airlines. I'd be surprised if UA service to Denver doesn't resume within a year though.
DeleteI know Conrail allowed MILW to conduct interchange with TP&W at Kentland when MILW gained trackage rights on CR after abandoning its parallel line through Webster. However, I have never heard if UP/SBD allowed SOO/MILW to interchange with TP&W at Watseka after receiving new trackage rights when Conrail abandoned its own line.
ReplyDeleteShawn
Erik Berg's Kentland Album on Flickr shows AT&SF and MILW/SOO interchange operations still existed as late as 1988, even as AT&SF was trying to sell its ex-TP&W lines and SOO was negotiating with CSX for trackage rights between Chicago and Terre Haute to get off Conrail's slow route between the same points.
Deletehttps://www.flickr.com/photos/116863747@N08/albums/72157651680047709
The SOO shifted its trains to CSX on January 9, 1989 and TP&W was reborn less than a month later on February 3. The TP&W's entry in the Official Railway Guide's Nov-Dec 1989 edition does list SOO as a connection, so it is possible that it hadn't yet given up trackage rights on Conrail between Chicago and Terre Haute. I can't imagine though that they continued using this line simply to interchange with TP&W as volume was too small to justify such operations.
A few thoughts -
(1) AT&SF-SOO interchange in the late 1980s probably consisted of occasional lumber to ex-TP&W customers such as Illinois River Lumber Co. in East Peoria and Morton Buildings in Morton, grain from North Dakota and/or Minnesota to ADM's barge loadout in Peoria (there was an actual move like this from Minneapolis in 1983). Scrap metal from SOO origins in Chicago or Wisconsin to Caterpillar's Mapleton foundry was possible as well. Hubinger's Keokuk wet corn refinery may have shipped corn syrup to SOO-served food processors in the Chicago area and in Wisconsin.
(2) When the SOO negotiated with CSX for trackage rights between Chicago and Terre Haute, it was either uninterested in securing interchange rights with then-Santa Fe at Watseka or CSX refused to allow it. CSX might have refused to allow it to avoid having regular coal train interchange (two 90-car trains per week, plus a combined train of empties) disrupted.
(3) Interchange between SOO and AT&SF had diminished to a point that neither carrier sought to maintain their connection after the shift to CSX trackage rights. If volume was significant, then one would think a shipper or two would have objected to SOO's shift to CSX if it didn't include AT&SF interchange rights at Watseka. But volume was probably insignificant, and no one opposed the change in trackage.
This comment has been removed by the author.
ReplyDelete