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This is an old revision of this page, as edited by Siliconwafer (talk | contribs) at 00:46, 3 March 2007. The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

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Recent Detroit Division changes

The IP recently removed a few lines:

  • Carrothers Secondary, Walbridge to Woodville - has this been abandoned? renamed?
  • Lansing Subdivision, Lansing to Grand Rapids - absorbed into the Plymouth Subdivision (happened April 9, 2006[1])
  • Montague Subdivision, Montague to Grand Rapids - this has been leased off or abandoned

And added a few that aren't in the referenced timetables, all leased to the Saginaw Bay Southern:

  • Bay City Subdivision, Saginaw to Bay City
  • Essexville Subdivision, Bay City to Essexville
  • Fremont Subdivision, Holland to Fremont

--NE2 17:18, 16 November 2006 (UTC)[reply]

Subdivisions by former railroad

Chessie

B&O

B&OCT

C&O

Pere Marquette

WM

Seaboard

ACL

AB&C
C&WC

SAL

L&N

C&EI

Monon

NC&StL

P&LE

Conrail

Other

--NE2 05:15, 21 November 2006 (UTC)[reply]

I removed the following from the article

Some of this may be incorrect due to recent changes, and in any case it is redundant with articles about the subdivisions. --NE2 18:35, 10 December 2006 (UTC)[reply]

Former B&O

New York-Chicago

Prior to the formation of CSX, the Baltimore and Ohio Railroad had a line from Philadelphia, Pennsylvania via Baltimore, Maryland and Pittsburgh, Pennsylvania to Chicago, Illinois. From Philadelphia to Jersey City, New Jersey, across the Hudson River from New York City, it used trackage rights on the Reading Company and Central Railroad of New Jersey. The majority of the New York-Chicago line is still intact.

From Manville, New Jersey southwest to Philadelphia, the old Reading line is now the Trenton Subdivision. At Manville, the Conrail Lehigh Line (formerly Lehigh Valley Railroad) runs east to the Jersey City area, with the Port Reading Secondary (formerly Reading Company) splitting at Bound Brook.

The Philadelphia Subdivision begins at the former junction of the Reading and B&O lines, and runs along the east side of the Schuylkill River through Philadelphia, continuing southwest to Baltimore on the old Baltimore and Philadelphia Railroad (B&O). An alternate route through Philadelphia west of the river is provided by the Harrisburg Subdivision, which junctions with the Trenton Subdivision at Fairmount Park and the Philadelphia Subdivision at Grays Ferry. The Harrisburg Subdivision was acquired from Conrail, and was formerly the Pennsylvania Railroad's Junction Railroad and West Philadelphia Elevated Branch.

Through Baltimore is the Baltimore Terminal Subdivision, running from Bay View Yard on the east side of the city to Relay, Maryland at the split of the main line and branch to Washington, DC. Several branches provide access to other areas of Baltimore.

The Capital Subdivision runs southwest from Relay along the old B&O Washington Branch to Washington, DC at the north end of Union Station. A branch splits to the south side of Washington, where it joins the ex-Pennsylvania Railroad Landover Subdivision into Virginia. The Metropolitan Subdivision runs northwest from the north side of Union Station along the old B&O Metropolitan Branch to Point of Rocks, Maryland, where it continues northwest along the B&O main line to Weverton, Maryland. The Old Main Line Subdivision cuts the distance from Relay to Point of Rocks, running west along the main line.

From Weverton to Cumberland, Maryland, the B&O main line is the Cumberland Subdivision. The Cumberland Terminal Subdivision consists of the line in Cumberland. At the west end of that subdivision, the line splits. The original B&O main line continues west as the Mountain Subdivision, while the main line via Pittsburgh to Chicago turns northwest.

The Keystone Subdivision runs northwest from Cumberland to Sinns, Pennsylvania, near McKeesport. From Sinns to Braddock, Pennsylvania the B&O line has been removed, and the parallel former Pittsburgh and Lake Erie Railroad, a Conrail subsidiary until 1993, is in use as the Pittsburgh Subdivision. The Pittsburgh Subdivision continues past Braddock through the south side of Pittsburgh to West Pittsburg, just shy of New Castle, Pennsylvania. The P&W Subdivision runs northwest from Braddock via Pittsburgh to West Pittsburg along the old B&O main line, originally the Pittsburgh and Western Railroad.

A short piece of the line in New Castle is the New Castle Terminal Subdivision, and then the New Castle Subdivision begins, running west to Boyd, Ohio, just shy of Greenwich. The Willard Terminal Subdivision runs through Willard, and the Willard Subdivision continues west to Deshler. From Deshler the Garrett Subdivision follows the old B&O to Willow Creek, Indiana (switching between the Great Lakes and Chicago Divisions at Auburn, Indiana), and the rest of the way to Chicago is the Barr Subdivision. The Barr Subdivision turns west at Clarke Junction in Gary, Indiana onto the Baltimore and Ohio Chicago Terminal Railroad and runs to Blue Island, Illinois. From Blue Island north to near downtown on the B&OCT is the Blue Island Subdivision, and the line from there west to Forest Park (currently out of service) is the Altenheim Subdivision.

Conrail acquisitions

In 1998 CSX acquired 42% of Conrail's system through the newly-formed New York Central Lines.

New York-St. Louis

From New York City to Cleveland, Ohio, CSX owns the former Water Level Route of the New York Central Railroad. The former Cleveland, Cincinnati, Chicago and St. Louis Railway (New York Central Big Four) is owned from Cleveland to Columbus, Ohio and via Indianapolis, Indiana to Terre Haute, Indiana, and from Terre Haute to East St. Louis, Illinois CSX owns the former Pittsburgh, Cincinnati, Chicago and St. Louis Railroad (Pennsylvania Railroad Panhandle Route).

The line from New York City to Poughkeepsie, New York is owned by the Metro-North Commuter Railroad, and used by CSX via trackage rights. CSX's Hudson Subdivision begins at Poughkeepsie, running up the old NYC main line on the east side of the Hudson River to Albany, New York. At Albany the line crosses the river on the Livingston Avenue Bridge and heads west, continuing on the old main line, to Schenectady, New York. The Hudson Subdivision ends at Hoffmans, New York, at a merge with the Selkirk Division.

The former Hudson River Connecting Railroad (Castleton Cut-Off) is made up of three divisions. The Schodack Subdivision begins at the Hudson Subdivision in Stuyvesant, New York, and heads north to a junction in Castleton-on-Hudson, New York, near the east end of the Alfred H. Smith Memorial Bridge over the Hudson River. The Berkshire Subdivision comes from the east, ending at the junction, continuing east beyond the end of the cutoff onto the old Boston and Albany Railroad main line. The Castleton Subdivision runs west over the Hudson River, ending on the west side at Selkirk, New York.

At Selkirk the Selkirk Subdivision continues west along a short piece of the cutoff and a longer piece of the old West Shore Railroad. After passing Schenectady, New York and the junction with the Guilford Rail System at Rotterdam Junction, the subdivision crosses the Mohawk River on the former Hoffman's Connection, and continues west on the old NYC main line to Amsterdam, New York (picking up the old main line at the end of the Hudson Subdivision). The short Carman Cut-Off east of Schenectady, connecting the Selkirk and Hudson Subdivisions, is now the Carman Subdivision.

From Amsterdam, the old main line continues as the Mohawk Subdivision to Syracuse, New York and the Rochester Subdivision to Buffalo, New York. Bypassing Rochester, New York to the south is the West Shore Subdivision, running along a section of the old West Shore Railroad with both ends at the Rochester Subdivision.

Through Buffalo, the Buffalo Terminal Subdivision carries the main line. It then continues west as the Lake Shore Subdivision to Fairview, Pennsylvania and the Erie West Subdivision to Cleveland, Ohio. In Cleveland, the old NYC main line is the Cleveland Terminal Subdivision, but CSX ownership ends in downtown Cleveland, and the Norfolk Southern Railway owns the rest of the line to Chicago, Illinois. CSX's trackage splits onto the Short Line Subdivision, the former Cleveland Short Line Railway around the south side of Cleveland. The Short Line Subdivision turns southwest near the end of the old belt onto a former line of the Cleveland, Cincinnati, Chicago and St. Louis Railway and ends at Berea, Ohio, where there was formerly a junction with the NYC main line, now owned by Norfolk Southern there.

From Berea to Columbus, Ohio is a former CCC&StL line. The Greenwich Subdivision runs from Berea southwest to Galion, Ohio, and the Columbus Line Subdivision continues to Columbus. CSX's former Baltimore and Ohio Railroad line to Chicago, Illinois junctions the Greenwich Subdivision at Greenwich, Ohio, and is known there as the Willard Terminal Subdivision. Additionally, CSX acquired the former Pennsylvania Railroad line from Crestline, Ohio on the Greenwich Subdivision to Chicago in 1998, but the whole line was leased by the Chicago, Ft. Wayne and Eastern Railroad in 2004.

At Galion, the main line to East St. Louis, Illinois splits, also a former CCC&StL line. That line is now called the Mount Victory Subdivision to Bellefontaine, Ohio, the Indianapolis Line Subdivision to Indianapolis, Indiana, the Indianapolis Terminal Subdivision in Indianapolis, and the St. Louis Line Subdivision the rest of the way to East St. Louis, Illinois. West of Terre Haute, Indiana the St. Louis Line Subdivision uses a former line of the Pittsburgh, Cincinnati, Chicago and St. Louis Railroad; the switch at Terre Haute was inherited from Penn Central and Conrail.

I believe that the Somerset Subdivision is improperly categorized geographically. It's geographic location is the Buffalo/Niagara Falls area, it is nowhere near Selkirk. I won't change the article because I am not 100% certain as to what geographical category to put it in. Siliconwafer 00:46, 3 March 2007 (UTC)[reply]

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