This grouping includes railroads that operate into the western part of North America, even if they originate elsewhere.
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In the 1970s, this line carried a rail traffic density of 20-30 million gross ton-miles per mile.
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In the 1970s, this line carried a rail traffic density of 5-10 million gross ton-miles per mile, through the Rockies and on the High Plains.
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In the 1970s, this line carried a rail traffic density of 10-20 million gross ton-miles per mile, through the Rockies and on the High Plains.
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In the 1970s, this line carried a rail traffic density of 20-30 million gross ton-miles per mile, at its lowest points (through Centralia), and over 40 million gross ton-miles per mile at its highest points (south of Longview).
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In the 1970s, i.e. before the start of Powder River Coal traffic, this line carried a rail traffic density of 10-20 million gross ton-miles per mile.
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In the 1970s, this line carried a rail traffic density of 20-30 million gross ton-miles per mile, west of Dotsero, and 10-20 million gross ton-miles per mile, between Dotsero and Denver.
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In the 1970s, this line carried a rail traffic density of 10-20 million gross ton-miles per mile, between Dotsero and Pueblo
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These lines were completely closed to through freight traffic by the end of 1968.
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The passenger and freight Transcons are the same route between Los Angeles (or at least, San Bernardino) and Dalies (just west of Belen), and between Holliday (just west of Kansas City) and Chicago. The Chicago-Texas line is the same as the Transcon(s) as far west as Ellinor or Emporia, Kansas.
In 1942, there were two distinct scheduled general merchandise freight services each way east of La Junta, and one each way west of La Junta. As required, each train could have run in multiple sections. In 1956, there was at least one scheduled general merchandise service each way over each section of this route. In 1975, there were three scheduled general merchandise freights westbound, and one eastbound, east of La Junta, with one each way west of La Junta. In the 1970s, this line carried a rail traffic density of 5-10 million gross ton-miles per mile, west of La Junta.
There were also, for example, many grain extras on this line when required.
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In 1942, there were three distinct westbound scheduled general merchandise freight services on the section between Kansas City and Barstow (with one of them running only to Belen and a different train replacing it at Belen), with four or five (seasonally) distinct eastbound scheduled general merchandise freight services on the same section, again with one of them differing east and west of Clovis. Two, at least, of the eastbound services are shown in the Freight Schedules as running in multiple sections.
In 1956, there were at least two distinct westbound scheduled general merchandise freight services on the section between Kansas City and Clovis, with four more west of Clovis, and at least three distinct westbound scheduled general merchandise freight services on the section between Kansas City and Clovis, with one more west of Clovis. Two, at least, of the eastbound services are shown in the Freight Schedules as running in multiple sections.
In 1975, there were twenty-three distinct westbound and twenty-two eastbound scheduled general merchandise freight services on this line, along with three westbound and four eastbound intermodal trains (total 52). In this time period, it is likely that none of these were run in multiple sections. In the 1970s, this line carried a rail traffic density of over 40 million gross ton-miles per mile.
There were also, at one time, many seasonal harvest extras running on this line, as required.
In 1994, there were about 60 total intermodal Santa Fe trains per day running on the section between Daggett (Barstow) and Dalies (Belen), along with around sixteen (total) general merchandise trains and some grain trains (as required), for a total of more than 75. In 1999, there were also around 60 (total) intermodal trains per day and around sixteen (total) general merchandise trains and some grain trains (as required), but the number was growing rapidly, and at the peak, in 2007, there were around a hundred total freight trains per day running on this line. With the recession, this number has dropped in 2009.
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In 1942, there was one scheduled general merchandise freight train service each way between Chicago and Galveston, with a second southbound, south of Fort Worth, all possibly running in multiple sections. In 1975, there were four southbound and six northbound scheduled general merchandise freight train services, plus one scheduled intermodal service each way. In this latter time period, it is likely that none of these were run in multiple sections.
There were also, for example, many grain extras on this line when required.
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In 1942, there were three distinct scheduled general merchandise freight services each way between Barstow and Richmond, with a similar number in 1956, all of which may have run in multiple sections. In 1975, there were eight westbound and seven eastbound scheduled general merchandise freight services between Barstow and Richmond, plus one intermodal each way. In this latter time period, it is likely that none of these were run in multiple sections.
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In 1942, there were two distinct scheduled general merchandise freight services each way between Orange and San Diego, one pair running from/to San Bernardino, and one pair running from/to Los Angeles.
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In 1942, there was one scheduled general merchandise freight train service each way between Albuquerque and El Paso, possibly changing identities at Belen.
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In 1942, there was one scheduled general merchandise freight train service each way between Clovis and Temple. In 1956, there was at least one westbound and three eastbound distinct scheduled general merchandise freight services on this route. All may have run in multiple sections. In 1956, there were five westbound and four eastbound general merchandise freight train services between Clovis and Temple. In this latter time period, it is likely that none of these were run in multiple sections.
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In 1942, there were two distinct general merchandise freight train services each way between LA Junta and Denver, which may have run in multiple sections.
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In the 1970s, this line carried a rail traffic density of over 40 million gross ton-miles per mile.
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In the 1970s, this line carried a rail traffic density of over 40 million gross ton-miles per mile.
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In the 1970s, this line carried a rail traffic density of 20-30 million gross ton-miles per mile.
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In the 1970s, this line carried a rail traffic density of 10-20 million gross ton-miles per mile.
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In the 1970s, this line carried a rail traffic density of 20-30 million gross ton-miles per mile, between Vancouver, WA and Pasco, WA.
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In 1952, there were three distinct general merchandise freight services each way on this line, plus three distinct westbound livestock services, and one eastbound livestock service. Seven distinct perishable services from western sources, many run in multiple sections during appropriate seasons, combined into many sections of perishable services continuing eastward, often mixed with blocks from different soruce trains, for ease of moving traffic to the correct eastern destinations.
In the 1970s, this line carried a rail traffic density of over 40 million gross ton-miles per mile.
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In 1946, there were three distinct general merchandise freight services each way on this line, plus two distinct westbound livestock services. One of the eastbounds carried perishable traffic. In 1949, there were four distinct general merchandise freight services each way on this line, plus one westbound livestock service. One of the eastbounds carried perishable traffic. In 1955, there were four eastbound and three westbound distinct general merchandise freight services each way on this line, plus one westbound livestock service. One of the eastbounds carried perishable traffic. In 1956, there were four eastbound and three westbound distinct general merchandise freight services each way on this line, plus two westbound livestock services. One of the eastbounds carried perishable traffic. All of these trains may have run in multiple sections.
There were also many seasonal harvest extras running on this line, as required, as well as coal trains, running extra, between the Utah coalfields and the Los Angeles area. In the 1970s, this line carried a rail traffic density of 20-30 million gross ton-miles per mile.
In 1999, there were six (total) intermodal trains a day on this route, plus two general merchandise trains each way. This was during a time period when UP traffic had not completely recovered from the traffic meltdown of 1997.
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In 1952, there were three or four distinct westward manifest services, and two eastward, two distinct westward livestock services, and three distinct eastward perishable services, run in multiple sections during appropriate seasons.
In the 1970s, this line carried a rail traffic density of 20-30 million gross ton-miles per mile.
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In the 1970s, this line carried a rail traffic density of 10-20 million gross ton-miles per mile.
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Most north-south lines west of the "Mississippi" (i.e., of the Illinois Central's route) are included here.
A joint operation of the CB&Q/C&S/FW&D and the Rock Island
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The Alton was merged into the Gulf, Mobile & Ohio in 1947.
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The Denver and Kansas City lines are the same as far as Galesburg. The Galesburg and Twin Cities lines are the same as far as Aurora
In the 1970s, i.e. before the start of Powder River Coal traffic, this line carried a rail traffic density of 10-20 million gross ton-miles per mile between Denver and Lincoln, NE.
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In the 1970s, i.e. before the start of Powder River Coal traffic, this line carried a rail traffic density of 10-20 million gross ton-miles per mile.
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The Evansville and St. Louis lines are the same as far as Woodland, IL.
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The Twin Cities to Omaha route is the same as TC to KC from the Twin Cities to Mayfield, MN, and as Chicago to Omaha, from Clarion, IA, to Omaha.
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The Chicago to St. Louis and Chicago to New Orleans routes are the same from Chicago to Gilman, IL.
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The line to Denver and to Tucumcari is the same between Chicago and Rock Island.
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This grouping includes railroads that originate in the eastern part of the United States, even though they also operate elsewhere.
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The main lines to Chicago and St. Louis are the same as far as Cumberland, MD.
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The Buffalo and Chicago lines are the same as far as Hornell, NY.
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The NC&St.L was merged into the L&N in 1957.
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The routes to Chicago and St. Louis are the same as far as Berea (Cleveland), OH, and both are the same as the Empire-State Route as far as Buffalo, NY. The Berea to St. Louis and Berea to Cincinnati lines are the same as far as Galion, OH.
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The routes to Harrisburg, Chicago, and St. Louis use the Northeast Corridor as far as Philadelphia. The routes to Chicago and St. Louis are the same as far as Pittsburgh, and are the same as the Harrisburg line all the way to Harrisburg.
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For much of the route west of Morrisville, PA, the freight lines to/from Harrisburg ran on a different alignment from the passenger tracks, including the 'low-grade line' heading directly into Enola Yard, as well as the line bypassing central Philadelphia.
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Between Enola/Harrisburg and Pittsburgh, thirty-six distinct PRR scheduled freight services (thirty-one general merchandise, five intermodal), including those headed for/from the St. Louis line, each way, in 1966. In 1974, twenty-two distinct Penn Central freight services (including five intermodal) westbound, and twenty two (including five intermodal) eastbound. In 1980, twenty-one distinct Conrail freight services (including five intermodal) westbound, twenty-two (with six intermodal) eastbound.
West of Pittsburgh (Conway Yard), seventeen westbound and twenty eastbound distinct PRR scheduled freight services, including four intermodal each way, in 1966. In 1974, fourteen distinct Penn Central freight services (including three intermodal) westbound, sixteen (including three intermodal) eastbound. In 1980, thirteen distinct Conrail freight services (including three intermodal) westbound, fifteen, with four intermodal, eastbound.
Coal trains, for example, ran as needed, additional to these scheduled freight services. Between Pittsburgh and Enola/Harrisburg, in particular, there would often have been more coal trains, loaded and empty, than general merchandise trains, in any of these time periods.
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Eighteen distinct PRR scheduled freight services (seventeen general merchandise, one Intermodal) each way, east of Columbus, in 1966. Twelve westward and fourteen eastward distinct Penn Central freight services (two Intermodal) each way, east of Columbus, in 1974. Twelve westward and thirteen eastward distinct Conrail freight services (two Intermodal) each way, east of Columbus, in 1980.
Ten westward and eight eastward distinct PRR scheduled freight services, west of Xenia/Richmond, in 1966. Twelve westward and eighteen eastward distinct PC freight services (two intermodal, each way), west of Richmond, in 1974.
Coal trains, for example, ran as needed, additional to these scheduled freight services.
Penn Central routed most eastbound traffic between East St. Louis and Terre Haute onto the ex-PRR line (and most westbound traffic onto the ex-NYC), and away from the ex-PRR Terre Haute to Indianapolis and Indianapolis to Columbus lines by the mid-1970s (in or before 1974). Conrail routed freight traffic away from the Columbus to Mingo Junction line in the 1980s, divesting the line to Ohio Central's Columbus & Ohio River Railroad.
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Seven distinct freight services each way in 1966.
Penn Central stopped running freights over this line in the mid-1970s (in or before 1974).
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Three distinct freight services each way in 1966.
Penn Central began diverting through freight traffic from the Cincinnati to Richmond line in 1971.
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The Virginian was merged into the Norfolk & Western in 1959.
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