Shop Forum More Submit  Join Login

Sam Dickenson ( :iconsd80macfan: )'s version of the 1920 Esch Cummins act has left us with a good idea of what could have worked well for the railroads in the long run. But I personally have some issues with it. So we are going to look at this plan and see what could be changed so that everyone gets a genuinely fair share of each place they could go. First, his revised plan:

Boston & Maine: Bangor & Aroostook; Delaware & Hudson; Maine Central 

New York, New Haven & Hartford: Lehigh & Hudson River; New York, Ontario & Western 

New York Central: Rutland; Virginian 

Pennsylvania: Long Island; Norfolk & Western; Toledo, Peoria & Western; 50% of the Pennsylvania-Reading Seashore Line; 50% of the Winston-Salem Southbound 

Baltimore & Ohio: Buffalo & Susquehanna; Buffalo, Rochester & Pittsburgh; Central Railroad of New Jersey; Chicago & Alton; Chicago, Indianapolis & Louisville; Delaware, Lackawanna & Western; Detroit & Toledo Shore Line; Lehigh & New England; Reading; 50% of the Pennsylvania-Reading Seashore Line 

New York, Chicago & St. Louis: Bessemer & Lake Erie; Chesapeake & Ohio; Chicago & Eastern Illinois; Chicago & Illinois Midland; Chicago, Attica & Southern; Detroit & Mackinac; Hocking Valley; Lehigh Valley; Pere Marquette 

Wabash & Erie: Akron, Canton & Youngstown; Ann Arbor; Detroit, Toledo & Ironton; Erie; Pittsburgh & West Virginia; Wabash; Western Maryland; Wheeling & Lake Erie 

Atlantic Coast Line: Atlanta, Birmingham & Coast; Clinchfield; Georgia Route; Gulf Mobile & Northern; Louisville & Nashville; New Orleans Great Northern; 50% of the Winston-Salem Southbound; Trackage rights over the Chicago, Indianapolis & Louisville to Chicago 

Southern: Florida East Coast; Mobile & Ohio; Norfolk Southern; Trackage rights over the Chicago, Indianapolis & Louisville to Chicago 

Illinois Central: Atlanta & St. Andrews Bay; Central of Georgia; Columbus & Greenville; Nashville, Chattanooga & St. Louis; Seaboard Air Line; Tennessee Central 

Great Northern Pacific: Duluth, South Shore & Atlantic; Great Northern; Minneapolis & St. Louis; Northern Pacific; Spokane, Portland & Seattle 

Chicago, Milwaukee, St. Paul & Pacific: Butte, Anaconda & Pacific; Duluth & Iron Range; Duluth, Missabe & Northern; Escanaba & Lake Superior; Trackage rights on Spokane, Portland & Seattle to Portland, Oregon. 

Union Pacific: Central Pacific; Chicago & North Western; Kansas City Southern; Lake Superior & Ishpeming; Litchfield & Madison; Louisiana & Arkansas; Missouri-Kansas-Texas 

Chicago, Missouri & Pacific: Chicago, Burlington & Quincy; Colorado & Southern; Denver & Rio Grande Western; Denver & Salt Lake; Fort Smith & Western; Fort Worth & Denver; Green Bay & Western; Kansas, Oklahoma & Gulf; Missouri Pacific; Oklahoma City-Ada-Atoka; Texas & Pacific; Western Pacific; 50% of the Trinity & Brazo Valley; 

Southern Pacific: Chicago, Rock Island & Pacific; St. Louis South Western; 50% of the Trinity & Brazo Valley 

Atchison, Topeka & Santa Fe: Chicago Great Western; Kansas City, Mexico & Orient; Meridian & Bigbee; Midland Valley; Minneapolis, Northfield & Southern; Missouri & North Arkansas; St. Louis-San Francisco 

Canadian-American International: Duluth, Winnipeg & Pacific; Grand Trunk Western; Minneapolis, St. Paul & Saute Ste. Marie; Wisconsin Central 


With that out of the way, let's list which railroads would stay the same and which would be changed. Going by these four regions, New England, Northeast, Southeast, Northwest, Midwest, and Southwest

New England: Boston & Maine; New York, New Haven & Hartford 
The revised plan made by Mr. Dickinson seems to be well set as it is. So we are moving one from here to the northeast.

Northeast: New York Central; Pennsylvania; Baltimore & Ohio; Nickel Plate; Wabash & Erie
Mr Dickenson's initial revised plan seems good enough from the start. But I for one have a few qualms about certain aspects of it. 

Namely, it somewhat bothers me that the B&O would receive the Lackawanna while the NKP gets the Lehigh Valley. So my solution is to simply switch the two around. 

My second qualm is how to connect the B&O's other acquisitions like the Reading to the B&O proper. From here on out we will be using a more creative solution. Entirely new railroads. This time, we will be creating the Scranton, Pittsburgh, & Lyons ( SPLmap by Andrewk4). The brainchild of :iconandrewk4:. With this proposed line, the B&O could get an easier connection to the Reading, and a better one to Scranton, PA. Which it lost due to losing he Lackawanna to the Nickel Plate. Lastly, I feel there needs to be a better connection from Buffalo the main line to Chicago.

Ergo, my solution is the Buffalo and Western, linking Buffalo, Erie, Akron, then going down the usual B&O route until it goes to Garret, IN, where it goes NW to South Bend, IN. From there, It'd get to Chicago via one more acquisition, the famous South Shore interurban line (here, the interurbans would still be run by the state government. 

As for the PRR, W&E, and the NYC, they seem completely fine as it is. 

So we go the Nickel Plate. As said, we would give the DL&W to the NKP and the Lehigh Valley to the B&O. Now is the big issue, that is the lack of proper connections to the C&O. Sure the two cross several times, but not at major cities. Cue my usual solution of building a new line. For starters, I think we'll build a line called the Ohio Central (no, not the one with Jerry Jacobson). It would be several lines. The first one starting from Toledo then going to Fort Wayne, IN (which replaces Indianapolis as Indiana's largest city in this timeline), the other line to Ft. Wayne would begin in Columbus and get to Toledo via Lima, OH. Next is a connection to Cincy in the form of a line that splits from the NKP at Bellevue, then goes down to Columbus and Cincy bypassing Dayton. Lastly, we can make a line from Louisville to North Vernon, IN. Where it splits to go to Connersville or Indianapolis. This would allow a railroad to compete with the PRR for Chicago- Indianapolis- Louisville traffic.


Southeast: Atlantic Coast Line; Southern; Illinois Central
At a first glance, Sam's ideas seem quite simple and easy. But I have my doubts.

I for one feel strongly that the L&N deserved to have the NC&StL. It let them get a busier link between its Cincy to Atlanta and Cincy to New Orleans mainlines. So that would go back to the ACL. Meanwhile, it seems the only railroad with no lines to Nashville is the Southern. So we'll give them the Tennesee Central east of Nashville. But let the IC keep the TC west of Nashville.

But, letting the IC have a chance to enter Chattanooga and Knoxville is a good idea. So we'll keep the idea. But instead of giving them a pre existing railroad, we’ll once again create an entirely new one. This time, in the form of the Nashville and south Eastern, a railroad which would go from Nashville to Chattanooga and Atlanta via Murfreesboro, like the NC&StL. Unlike the NC&StL, however, the route from Murfreesboro to Chattanooga would be a lot more direct, without a dip across the Georgia state line. At Murfreesboro, the line would split off to go east to Knoxville. There, problem solved for Tennessee, but there’s another...

Between Albany, GA and Jacksonville, FL. The IC would have to use track age rights over the ACL. So my solution here is simple, we built wet a new line between the two via Valdosta, GA. Thus, a line unique for the other lines between the two towns, I think I’d call it the Valdosta and Florida.

As said, the Southern would get the Eastern half of the Tennessee Central. But how about we expand it from Nashville to link with the mainline at Memphis. My idea is to create what is simply the Western Tennessee Railroad, linking the two cities via Franklin, Jackson, and Germantown.

Last, but not least, we should work on how we can get the SOU and ACL into Chicago. My initial consideration was to take the C&EI from the Nickel Plate and give it to the ACL. But I decided not to. So, once again, we are forced to create two new railroads.

For the ACL, we simply could just split up the C&EI so the route to Evansville can be given off. But I am not a fan of cutting up railroads. So we create an entirely new railroad for each one. 

For the ACL, we will create what is essentially the C&EI, with many of the similar stops. Yet, instead of being half in Illinois and Half in Indiana, it would instead go to Gary, IN. before dropping down to Terre Haute and Vincennes. I think we’ll just call it the Evansville Northern line.

For the Southern, my idea is a just a straight route linking Chicago and Louisville, through Indianapolis and Kokomo perhaps, my idea is to call this railroad the Indiana Central railroad.


Northwestern: Great Northern Pacific; Milwaukee Road

It seems fine at first, until you realize Great Northern Pacific doesn’t get to reach Chicago. So we make another new railroad.

This time, we simply create the Madison Northern route. Which starts at Chicago then goes north to Madison and Rhinelander, WI. At Rhinelander, it splits to Duluth or the Twin Cities. Simple as that


Midwestern: Chicago, Missouri, & Pacific; Union Pacific

These seem fine at first. Until we realize that giving the UP the Central Pacific deprives to Southern Pacific of a good corridor. So we give that back to the SP. What about the Union Pacific?

Now’s the time for surprise, another railroad, which I’d call the Carson City & Salt Lake Railroad. It’s connect with the UP at Salt Lake City, then go west to Ely and Carson City, NV, then Oakland.

To the east, we ought to give the UP a line from Chicago to Kansas City, we could give them the CGW, but the ATSF needs that to get to the Twin Cities. So we will build the Iowa Southern, which splits from the C&NW at Cedar Rapids, IA, then goes to Des Moines and Kansas City. This, combined with the UP ownership of the Missouri Kansas & Texas, lets them compete in the Chicago- Houston market.


Southwestern: Santa Fe; Southern Pacific

Once more, these seem fine at first, once the Union Pacific gives the SP the central Pacific back. But then you realize that there is now a gap between the SP at Ogden and the Rock Island at Colorado Springs, CO.

Yes, we are going to built another new rail line to fix this. This time, we will build the Ogden and Eastern Railroad. Which will simply link Ogden and Colorado Springs via the Colorado towns of Leadville, Glenwood Springs, and Rangely.

As for the ATSF, I had considered creating a mere line from St. Louis to Kansas City. But then I realized the Frisco and ATSF meeting at Avard, OK was fine.

But I do have a few more ideas for the ATSF. Namely better connections for some places they served.

For starters, Let’s make a line from Birmingham to Ft. Worth to Amarillo. The Alabama Central I’d call it. Yes, a simple straight line from Birmingham all the way across Texas via Hope, AR.

Next, for a better Oakland connection, we’ll make the Oakland Panhandle line. Which connects Oakland to Salt Lake City via Austin, NV, then it goes on to Colorado the rest of the way to La Junta.

Lastly, let’s try to go a bit more into Nevada. The Nevada Central would connect from the Grand Canyon area to Las Vegas, then go North to connect to the Oakland Panhandle.

Canada: Duluth, Winnipeg, & Pacific; Grand Trunk Western; Minneapolis, St. Paul & Saute Ste. Marie; Wisconsin Central 
I was going to give the GTW to the PRR so it could link Chicago and Detroit with the South Bend Branch. But forget it, then can just use track age rights.

So, after going over all these railroads, analyzing them, rearranging them, and defining them, we have reduced the number of railroads from 21 to just 16. These complete railroads are listed here: 

Boston & Maine: Bangor & Aroostook; Delaware & Hudson; Maine Central 

New York, New Haven & Hartford: Lehigh & Hudson River; New York, Ontario & Western 

New York Central: Rutland; Virginian 

Pennsylvania: Long Island; Norfolk & Western; Toledo, Peoria & Western; 50% of the Pennsylvania-Reading Seashore Line; 50% of the Winston-Salem Southbound 

Baltimore & Ohio: Buffalo & Western; Buffalo & Susquehanna; Buffalo, Rochester & Pittsburgh; Central Railroad of New Jersey; Chicago & Alton; Chicago, Indianapolis & Louisville; Chicago, South Shore, & South Bend; Detroit & Toledo Shore Line; Lehigh & New England; Lehigh Valley; Reading; Scranton, Pittsburgh, and Lyons; 50% of the Pennsylvania-Reading Seashore Line 

New York, Chicago & St. Louis: Bessemer & Lake Erie; Chesapeake & Ohio; Chicago & Eastern Illinois; Chicago & Illinois Midland; Chicago, Attica & Southern; Delaware, Lackawanna & Western; Detroit & Mackinac; Hocking Valley; Ohio Central; Pere Marquette 

Wabash & Erie: Akron, Canton & Youngstown; Ann Arbor; Detroit, Toledo & Ironton; Erie; Pittsburgh & West Virginia; Wabash; Western Maryland; Wheeling & Lake Erie 

Atlantic Coast Line: Atlanta, Birmingham & Coast; Clinchfield; Evansville Northern; Georgia Route; Gulf Mobile & Northern; Louisville & Nashville; New Orleans Great Northern; 50% of the Winston-Salem Southbound

Southern: Chicago and Kentucky; Florida East Coast; Mobile & Ohio; Norfolk Southern; Western Tennessee; Tennessee Central east of Nashville

Illinois Central: Atlanta & St. Andrews Bay; Central of Georgia; Columbus & Greenville; Nashville & South Eastern; Seaboard Air Line; Tennessee Central west of Nashville

Great Northern Pacific: Duluth, South Shore & Atlantic; Great Northern; Madison Northern; Minneapolis & St. Louis; Northern Pacific; Spokane, Portland & Seattle 

Chicago, Milwaukee, St. Paul & Pacific: Butte, Anaconda & Pacific; Duluth & Iron Range; Duluth, Missabe & Northern; Escanaba & Lake Superior; Trackage rights on Spokane, Portland & Seattle to Portland, Oregon. 

Union Pacific: Carson City & Salt Lake; Chicago & North Western; Iowa Southern; Kansas City Southern; Lake Superior & Ishpeming; Litchfield & Madison; Louisiana & Arkansas; Missouri-Kansas-Texas 

Chicago, Missouri & Pacific: Chicago, Burlington & Quincy; Colorado & Southern; Denver & Rio Grande Western; Denver & Salt Lake; Fort Smith & Western; Fort Worth & Denver; Green Bay & Western; Kansas, Oklahoma & Gulf; Missouri Pacific; Oklahoma City-Ada-Atoka; Texas & Pacific; Western Pacific; 50% of the Trinity & Brazo Valley; 

Southern Pacific: Chicago, Rock Island & Pacific; St. Louis South Western; Ogden & Eastern; 50% of the Trinity & Brazo Valley 

Atchison, Topeka & Santa Fe: Alabama Central; Chicago Great Western; Kansas City, Mexico & Orient; Meridian & Bigbee; Midland Valley; Minneapolis, Northfield & Southern; Missouri & North Arkansas; Nevada Central; Oakland Panhandle; St. Louis-San Francisco 

Canadian-American International: Duluth, Winnipeg & Pacific; Grand Trunk Western; Minneapolis, St. Paul & Saute Ste. Marie; Wisconsin Central 


:iconsd80macfan:
SD80MACfan Featured By Owner Jun 13, 2017  Hobbyist Photographer
I like this. I like it when people analyze my concepts and give suggestions on how they could make it work as well. Because that's the fun part of alternate history. However, I would like to comment on a few things.

First is with the B&O idea. Originally, I was going to have it the other way around as you suggested. However, I found a map that showed the Lehigh Valley in the fold of the Van Sweringen brothers, so I decided to go with them for the NKP. I think they would have put up less of a fuss as long as they got a railroad that they owned. Also, both the Lv and the DL&W connect with the RDG. In fact, there was even a proposal prior to Conrail that would have the D&H, LV, RDG, CNJ and PRSL all in one railroad. Also, don't forget that the B&O did run all the way to Philadelphia and New York.

Second is with the whole NC&StL. Many people think that it should have stayed with the L&N. And as I look at maps, I'm realizing that the only real parallel line they had was between Nashville and Memphis, even though it was extremely parallel from McKenzie/Hollow Rock to Memphis since the L&N line went as far north as Guthrie, KT (at the state line). So, I decided to go back to the maps to see what I could do. I realized that the NC&StL had a second line from Columbia, TN to Attalla, AL, with both ends connecting with the L&N, the latter with their loop around Birmingham. If they got this line and then trackage rights over the SAL's Atlanta & Birmingham Air Line, they could completely bypass Chattanooga which would reduce train times and still give them a Nashville-Atlanta line. Or at the very least they could create a new line between their Birmingham loop and Atlanta.

Now the CofG had a line that ran between Atlanta and Chattanooga already, which meant that the IC would just have to get a line to that point, one of the reasons I gave them the NC&StL. After looking at the maps, I realized that I could effectively split the NC&StL up between the three railroads in the south, giving each railroad a line they could use and, at the same time, split the Tennessee Central as it originally was, because for some reason I thought the Southern had its own line to Nashville. This would be the Nashville-Chattanooga line going to the IC, the Chattanooga-Atlanta and Columbus-Attalla line to the L&N/ACL and the lines west of Nashville to the Southern. Why I didn't see this before I don't know. But thank you for helping me see it.

Third is with the Central Pacific. Perhaps the whole issue over who would own the Central Pacific is why the ICC originally kept the SP separate from everyone. The reason I said that the CP should go to the UP was because the UP had no route between San Francisco and Salt Lake City. That and the aforementioned gap between Ogden and Colorado Springs. I wanted to make sure that each railroad had only one mainline between the Mississippi and the Pacific. If we give a second line to the SP, we are giving it an unfair advantage over everyone else by giving it two east-west lines.

And remember that while it would be fun to create new lines, trackage rights are still a viable way of connecting railroads with cities they don't reach on their own. Good job overall.
Reply
:iconmrbill6ishere:
mrbill6ishere Featured By Owner Edited Jun 13, 2017  Student General Artist
Like I said, this is all just a solution to let the railroads be larger.

Also, I'm not fan of breaking up railroads, so this is my solution.
Reply
Add a Comment:
 
×

:iconmrbill6ishere: More from mrbill6ishere


More from DeviantArt



Details

Submitted on
June 12, 2017
Link
Thumb

Stats

Views
371
Favourites
1 (who?)
Comments
2
×