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Overview | |
---|---|
Locale | Buffalo, NY to Chicago, IL |
Dates of operation | 1839–1914 |
Successor | New York Central Railroad |
Technical | |
Track gauge | 4 ft 8+1⁄2 in (1,435 mm) standard gauge |
Previous gauge | 6 ft (1,829 mm) |
The Lake Shore and Michigan Southern Railway, established in 1833, and sometimes referred to as the Lake Shore, was a major part of the New York Central Railroad's Water Level Route from Buffalo, New York, to Chicago, Illinois, primarily along the south shore of Lake Erie (in New York, Pennsylvania and Ohio) and across northern Indiana. The line's trackage remains a major rail transportation corridor used by Amtrak passenger trains and several freight lines; in 1998, its ownership was split at Cleveland, Ohio, between CSX Transportation to the east and Norfolk Southern Railway in the west.
On April 22, 1833, the Erie and Kalamazoo Railroad was chartered in the Territory of Michigan, [1] to run from the former Port Lawrence, Michigan, now Toledo, Ohio, near Lake Erie, northwest to Adrian, Michigan, on the River Raisin. The Toledo War soon gave about one-third of the route to the state of Ohio. Horse-drawn trains began operating on November 2, 1836; the horses were replaced by a newly arrived steam locomotive, Adrian No. 1, in August 1837.
The Buffalo and Mississippi Railroad was chartered in Indiana on February 6, 1835, to run from Buffalo, New York, to the Mississippi River. The name was changed on February 6, 1837, to the Northern Indiana Railroad, which would run from the eastern border of Indiana, west to Michigan City, Indiana, on Lake Michigan. Some grading between Michigan City, and La Porte, Indiana, was done in 1838, but money ran out.
Around 1838, the state of Michigan started to build the Southern Railroad, running from Monroe, Michigan, on Lake Erie, west to New Buffalo, Michigan, on Lake Michigan. The first section, from Monroe, west to Petersburg, Michigan, opened in 1839. Extensions opened in 1840, to Adrian, and 1843, to Hillsdale, Michigan. On May 9, 1846, the partially completed line was sold to the Michigan Southern Rail Road, which changed the planned western terminal to Chicago, using the charter of the Northern Indiana Railroad. The grading that had been done was not used, as the grade was too steep, and instead the original Buffalo and Mississippi Railroad charter was used west of La Porte. The Michigan Southern leased the Erie and Kalamazoo on August 1, 1849, giving it a branch to Toledo, and a connection to planned railroads to the east.
Due to lobbying by the Michigan Central Railroad, a competitor of the Michigan Southern, the latter's charter prevented it from going within two miles (3.2 km) of the Indiana state line east of Constantine, Michigan. However, the most practical route went closer than two miles, west of White Pigeon, Michigan. To allow for this, Judge Stanfield, of South Bend, Indiana, bought the right-of-way from White Pigeon to the state line, and leased it to the railroad company for about 10 years, until the charter was modified to allow the company to own it.
The Northern Indiana and Chicago Railroad was chartered on November 30, 1850. Its initial tracks, from the Michigan Southern at the state line running west-southwest to Elkhart, Indiana, then west through Osceola, Indiana, and Mishawaka, Indiana, to South Bend, opened on October 4, 1851. The full line west to Chicago, opened on February 20, 1852, (running to the predecessor of Englewood station, together with the Chicago and Rock Island Railroad). A more direct line was soon planned from Elkhart, east to Toledo, and the Northern Indiana Railroad was chartered in Ohio, on March 3, 1851. On July 8, 1853, the Ohio and Indiana companies merged, and on February 7, 1855, the Northern Indiana and Chicago Railroad and the Buffalo and Mississippi Railroad were merged into the Northern Indiana Railroad. On April 25, 1855, that company in turn merged with the Michigan Southern Rail Road to form the Michigan Southern and Northern Indiana Railroad. In 1858, the new alignment (Northern Indiana Air Line) from Elkhart, east to Air Line Junction, in Toledo, was completed. The company now owned a main line from Chicago to Toledo, with an alternate route through southern Michigan, east of Elkhart, and a branch off that alternate to Monroe. Also included was the Detroit, Monroe and Toledo Railroad, leased July 1, 1856, and providing a branch from Toledo, past Monroe, to Detroit, Michigan.
The Franklin Canal Company was chartered on May 21, 1844, and built a railroad from Erie, Pennsylvania, southwest to the Ohio border. The Cleveland, Painesville and Ashtabula Railroad was incorporated February 18, 1848, [2] to build northeast from Cleveland, to join the Canal Company's railroad at the state line, and the full line from Erie to Cleveland, opened November 20, 1852. The Cleveland, Painesville and Ashtabula bought the Franklin Canal Company on June 20, 1854.
The Buffalo and State Line Railroad was incorporated October 13, 1849, and opened January 1, 1852, from Dunkirk,New York, west to Pennsylvania. The rest of the line from Dunkirk to Buffalo, opened on February 22. The Erie and North East Railroad was chartered April 12, 1842, to build the part from the state line west to Erie, and opened on January 19, 1852. On November 16, 1853, an agreement was made between the two railroads, which had been built at 6 ft (1,829 mm) broad gauge, to relay the rails at 4 ft 8+1⁄2 in (1,435 mm) standard gauge to match the Franklin Canal Company's railroad (see below) on the other side of Erie, and for the Buffalo and State Line to operate the Erie and Northeast. This would result in through passengers no longer having to change trains at Erie, and on December 7, 1853, the Erie Gauge War began between the railroads and the townspeople. On February 1, 1854, the relaying was finished and the first train passed through Erie. On May 15, 1867, the two companies between Buffalo and Erie merged to form the Buffalo and Erie Railroad.
The Junction Railroad was chartered March 2, 1846, to build from Cleveland, west to Toledo. The Toledo, Norwalk and Cleveland Railroad was chartered March 7, 1850, to build from Toledo, east to Grafton, Ohio, on the Cleveland, Columbus and Cincinnati Railroad. The latter company opened on January 24, 1853, finally forming a continuous Buffalo-Chicago line. On September 1, the two companies merged to form the Cleveland and Toledo Railroad, with the Junction Railroad becoming the Northern Division and the Toledo, Norwalk and Cleveland, the Southern Division. The Northern Division opened from Cleveland, west to Sandusky, Ohio, on October 24, 1853, and the rest of the way to Toledo, on April 24, 1855. The Northern Division was abandoned west of Sandusky, due to lack of business, but the track was relaid in 1872, merging with the Southern Division, at Millbury, Ohio, east of Toledo. In 1866, the Southern Division, east of Oberlin, Ohio, was abandoned and a new line was built to Elyria, Ohio, on the Northern Division, ending the use of the Cleveland, Columbus and Cincinnati Railroad.
In October 1867, the Cleveland, Painesville and Ashtabula Railroad leased the Cleveland and Toledo Railroad. The CP&A changed its name to the Lake Shore Railway on March 31, 1868, and on February 11, 1869, the Lake Shore absorbed the Cleveland and Toledo. On April 6, the Michigan Southern and Northern Indiana Railroad and Lake Shore merged to form the Lake Shore and Michigan Southern Railway, which absorbed the Buffalo and Erie Railroad on June 22, giving one company the whole route from Buffalo to Chicago. The main route passed through Dunkirk; Erie; Ashtabula, Ohio; Cleveland; Toledo; Waterloo, Indiana; and South Bend. An alternate route, the Sandusky Division, in Ohio, ran north of the main line between Elyria, and Millbury, Ohio, not all track was laid until 1872. From Toledo to Elkhart, the Old Road ran to the north, through southern Michigan, and the through route was called the Air Line Division or Northern Indiana Air Line. Along with various branches that had been acquired (see below), the Monroe Branch ran east from Adrian, to Monroe, where it intersected the leased Detroit, Monroe and Toledo Railroad. At some point the original line to Toledo was abandoned west of the branch to Jackson, Michigan, the Palmyra and Jacksonburgh Railroad, with the new connection at Lenawee Junction, the crossing between that branch and the line to Monroe. [3]
The railroad established its first significant repair shop in 1851 along Mason Street in Elkhart, Indiana. These shops were occasionally expanded and upgraded in the 1800s and early 1900s until employment reached about 1,500. [4] A second shop site was established in 1874 in Collinwood on the northeast side of Cleveland, Ohio. In 1901, the railroad bought a new property in Collinwood for $2 million to build a much larger repair center that by the 1920s employed more than 2,000 people. In 1913, a freight car repair shop was established in Ashtabula, Ohio, to maintain the large roster of ore and coal cars operating at the nearby port. In 1952, as the railroad was converting its motive power from steam to diesel, the repair shops were consolidated at Collinwood.
Around 1877, Cornelius Vanderbilt, and his New York Central and Hudson River Railroad, gained a majority of stock of the Lake Shore and Michigan Southern Railway. The line provided an ideal extension of the New York Central main line from Buffalo, west to Chicago, along with the route across southern Ontario, the Canada Southern Railway and the Michigan Central Railroad.
On December 22, 1914, the New York Central and Hudson River Railroad merged with the Lake Shore and Michigan Southern Railway to form the New York Central Railroad. While the original main line was to the south of Sandusky Bay, between Toledo and Elyria, the northern alignment, the Sandusky Division, eventually became the main line.
In 1968, the New York Central merged with the Pennsylvania Railroad and the New York, New Haven and Hartford Railroad to form the Penn Central Transportation Company, Penn Central, which two years later, filed for bankruptcy. In 1976, it became part of Conrail. In 1976, the Southern Division, from Elyria to Millbury, was abandoned, with parts of the former right of way now in use as a recreational trail, the North Coast Inland Trail. Under Conrail, the Lake Shore main line was part of the New York City–Chicago, Chicago Line.
In 1998, Conrail was split between CSX and Norfolk Southern. The Chicago Line east of Cleveland, went to CSX, and was split into several subdivisions: the Lake Shore Subdivision, from Buffalo, to Erie, the Erie West Subdivision, from Erie, to east of Cleveland, and the Cleveland Terminal Subdivision, into downtown Cleveland. From the former Cleveland and Pittsburgh Railroad junction in Cleveland, west to Chicago, the line is now Norfolk Southern's Chicago Line.
Amtrak's New York City–Chicago Lake Shore Limited runs along the full route from Buffalo west. The Capitol Limited joins in Cleveland, at the "Amtrak Connection" from the former Pennsylvania Railroad, C&P line, just east of the present Cleveland Station (MP 181), on its way from Washington, D.C., to Chicago. Passenger trains along the route originally terminated at LaSalle Street Station, but now run to Union Station, switching to the parallel former Pittsburgh, Fort Wayne and Chicago Railway, Pennsylvania Railroad, at a crossover in Whiting, Indiana, Indiana, ( 41°41′05″N87°29′43″W / 41.68480°N 87.49534°W ) to get there.
A major branch of the LS&MS extended from Northeastern Ohio, to the coal and oil fields of northwestern Pennsylvania, terminating near Brookville. Originally the line extended to the oil fields and refineries on the Allegheny River, at Franklin, and Oil City, Pennsylvania.
The line was later extended from Polk Junction, west of Franklin, to Rose, Pennsylvania, just west of Brookville. Also added was a connector south from Franklin, to the Allegheny River crossing on the new extension. This line included perhaps the most impressive engineering structures on the LS&MS, as well as the later NYC, with several large trestles, bridges, and tunnels, near Brookville, including a bridge-tunnel-bridge-tunnel-fill combination near Piney, Pennsylvania, and two magnificent trestles west of Brookville, near Corsica, Pennsylvania. The New York Central used trackage rights over the Pennsylvania Railroad and the B&O Railroad to connect from Rose to NYC lines at Clearfield, Pennsylvania.
There were several mines on this line near Brookville, as well as a connection to the Lake Erie, Franklin and Clarion (LEF&C) at Sutton, Pennsylvania, and connections to the Pennsylvania Railroad, and via the Pennsy, to the Pittsburgh & Shawmut, at Brookville.
Once coal traffic dried up in the late 1990s, this line was severed and cut back to the mine at Piney. Many of the larger trestles were taken out in the late 2000s, reportedly on orders of the Pennsylvania Public Utility Commission (PUC), although the bridge across the Clarion River survived, as of 2015.
The New York Central Railroad was a railroad primarily operating in the Great Lakes and Mid-Atlantic regions of the United States. The railroad primarily connected greater New York and Boston in the east with Chicago and St. Louis in the Midwest, along with the intermediate cities of Albany, Buffalo, Cleveland, Cincinnati, Detroit, Rochester and Syracuse. New York Central was headquartered in New York City's New York Central Building, adjacent to its largest station, Grand Central Terminal.
The New York, Chicago and St. Louis Railroad, abbreviated NYC&St.L, was a railroad that operated in the mid-central United States. Commonly referred to as the "Nickel Plate Road", the railroad served parts of the states of New York, Pennsylvania, Ohio, Indiana, Illinois, and Missouri. Its primary connections occurred in Buffalo, Chicago, Cincinnati, Cleveland, Indianapolis, St. Louis, and Toledo.
Lake Shore Railway or Lake Shore Railroad may refer to:
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Amasa Stone, Jr. was an American industrialist who is best remembered for having created a regional railroad empire centered in the U.S. state of Ohio from 1860 to 1883. He gained fame in New England in the 1840s for building hundreds of bridges, most of them Howe truss bridges. After moving into railroad construction in 1848, Stone moved to Cleveland, Ohio, in 1850. Within four years he was a director of the Cleveland, Columbus and Cincinnati Railroad and the Cleveland, Painesville and Ashtabula Railroad. The latter merged with the Lake Shore and Michigan Southern Railway, of which Stone was appointed director. Stone was also a director or president of numerous railroads in Ohio, New York, Pennsylvania, Indiana, Illinois, Iowa, and Michigan.
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Cleveland has been and continues to be deeply rooted in railroad history.
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The Wabash Railroad was a Class I railroad that operated in the mid-central United States. It served a large area, including track in the states of Ohio, Indiana, Illinois, Iowa, Michigan, and Missouri and the province of Ontario. Its primary connections included Chicago, Illinois; Kansas City, Missouri; Detroit, Michigan; Buffalo, New York; St. Louis, Missouri; and Toledo, Ohio.
The Cleveland, Painesville and Ashtabula Railroad (CP&A), also known informally as the Cleveland and Erie Railroad, the Cleveland and Buffalo Railroad, and the Lake Shore Railroad, was a railway which ran from Cleveland, Ohio, to the Ohio-Pennsylvania border. Founded in 1848, the line opened in 1852. The railroad completed the rail link between Buffalo, New York, and Chicago, Illinois.
The Jamestown and Franklin Railroad (J&F) was a shortline railroad which operated in the U.S. states of Ohio and Pennsylvania. Established in 1862, its main line ran from Jamestown, Pennsylvania, to Oil City, Pennsylvania. A branch line connected Jamestown with Ashtabula, Ohio. The railroad leased itself to the Lake Shore and Michigan Southern Railway in 1864 for 20 years. A 1909 consolidation with three other railroads created the Jamestown, Franklin and Clearfield Railroad, and ended the J&F's existence.
The Detroit, Monroe and Toledo Railroad (DM&T) was a shortline railroad which operated in the U.S. states of Michigan and Ohio. Opened in 1856, its main line ran from Detroit, Michigan, to Toledo, Ohio. The railroad leased itself to the Michigan Southern and Northern Indiana Railroad (MS&NI) in 1856. A 1914 merger which created the New York Central Railroad led to the DM&T's consolidation into the new road, ending its existence.
The Silver Creek and Dunkirk Railway was a railway company in the United States. It was established in 1890 by the Lake Shore and Michigan Southern Railway to relocate that company's main line between Dunkirk, New York, and Silver Creek, New York, a distance of approximately 8 miles (13 km). On the completion of the new line in 1892, the LS&MS's original route was leased to the Nickel Plate Road. The line remains part of CSX's Erie West Subdivision.