Prototype News

The Nevada Northern Railway Museum is perhaps best known among railfans for its collection of three restored steam locomotives and a shop-and-yard complex right out of the steam era. But it is also home to something perhaps even more important: 3,600 cubic feet of historic records and paperwork that tell the entire story of the railroad’s 120-year history as a copper hauler in eastern Nevada.

The museum’s efforts to preserve those records were recently recognized by the American Association for State and Local History with the prestigious Award of Excellence. The awards program was initiated in 1945 to establish and encourage standards of excellence in the collection, preservation and interpretation of state and local history throughout the United States.

The railroad’s record vault was constructed in 1914, and it contained all of its vital records, an invaluable resource for museum staff, genealogists, historians and railroad enthusiasts. A few years ago, the museum emptied the entire vault room so that it could be brought up to modern standards with new shelving, HVAC control, lighting and access. The records were indexed, placed in archival-quality storage materials, and returned to the vault, where ongoing cataloging and digitization efforts are underway. Concurrently, the new Archive Research Room was opened to the public, providing a place to access this important historical collection.

—Justin Franz 

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by Kevin Meisenhelter/photos as noted

What comes to mind when you think of Florida? For most, it means theme parks, beaches, and the Everglades. But for railfans, Florida East Coast Railway will be one of the first thoughts. This 351-mile regional runs a tight, efficient operation with both freight and passenger trains on its busy main line.

Birth of the Speedway
The railroad was the brainchild of industrialist Henry M. Flagler. After two visits to Florida in the 1880s, Flagler recognized the potential to establish a strong tourism industry in the state and began developing hotels and resorts. Jacksonville, St. Augustine & Halifax River Railway was a three-foot narrow gauge line that opened in 1883 between South Jacksonville and St. Augustine. Flagler acquired this line, rebuilt it to standard gauge, and acquired new equipment so it could adequately serve his properties.

Through a series of acquisitions and new construction, Flagler’s dream of connecting cities and towns along the east coast of Florida became a reality. His railroad built south to Fort Pierce by 1894 and West Palm Beach later that year. In 1895, Flagler’s railroad holdings were reorganized as Florida East Coast Railway, and construction pushed south to Biscayne Bay in 1896. Local residents proposed naming the new settlement “Flagler,” but he declined, encouraging use of the original native name — Miami. Fueled by Florida’s booming economy, FEC soon embarked on one of the most ambitious railroad construction projects in American history.

ABOVE: Under clear skies, Train 109 creeps through downtown Fort Lauderdale on January 9, 2026. ES44C4s 821 and 814 are two of three GEs remaining in the “Champion” scheme. —Kevin Meisenhelter

In 1905, FEC began construction of its 156-mile extension from Miami to Key West. The project took seven years to complete and was repeatedly delayed by hurricanes. The first train reached Key West on January 21, 1912; Henry Flagler died the following year. The extension was intended to capitalize on anticipated traffic generated by the opening of the Panama Canal, capturing freight and passengers moving to and from South America and the Caribbean. Much of that business never materialized, however, and the Labor Day Hurricane of 1935 ultimately doomed the line. Forty-two miles of track were washed away, and much of the remainder was heavily damaged. Already in bankruptcy, FEC chose not to rebuild the extension. Today, many of the original bridges stand alongside U.S. Route 1.

As Florida grew into a major vacation destination, FEC became known as the “Speedway to Sunshine,” forming the final link in through routes from New York and Chicago. Streamliners such as the Champion (with Atlantic Coast Line), Dixie Flagler (with Louisville & Nashville and Chicago & Eastern Illinois), and South Wind (with L&N and Pennsylvania Railroad) became synonymous with luxury travel on FEC.

ABOVE: FEC SD40-2 716 leads a late Train 335 through the yard in Fort Lauderdale on March 19, 2020. Aggregate products make up a large portion of FEC’s traffic base. —Kevin Meisenhelter

In 1963, FEC became the center of one of the most contentious labor disputes in American railroad history. After failing to reach agreement on work rules and wages, non-operating unions went on strike against the railroad, and most operating unions initially honored the picket lines. For a brief period, service was largely halted. Within days, however, FEC resumed limited freight operations using supervisory personnel and newly hired replacement workers. (Passenger trains were rerouted over Atlantic Coast Line and Seaboard trackage.) This marked a turning point in the dispute, as the railroad continued to operate, albeit at reduced levels. The conflict grew increasingly bitter, with widespread vandalism, sabotage, and several derailments reported across the system. While some unions reached agreements and returned to work in the late 1960s, others remained on strike for years. The last of the strike activity effectively ended in 1977, bringing to a close one of the longest labor disputes in U.S. railroad history.

The FEC that emerged from the strike was a trimmed-down version of its former self. Except for a brief revival of local service during 1968, passenger trains were eliminated, and most of the railroad’s branch lines had been abandoned. If it didn’t make money, it was cast off. The railroad focused on growing its intermodal and aggregate business. Trains operated on tight schedules and were not held for late cars or length requirements. Quick turnarounds allowed FEC to remain competitive with trucks and achieve a high car utilization rate. Further cost savings came from reducing the main line to single track and instituting two-man crews across the system. The well-engineered right-of-way is the envy of most railroads, it features only minor grades, and most curves allow trains to maintain high speeds. Freight trains can operate at speeds up to 60 mph, and the main line is fully controlled by centralized traffic control.

ABOVE: Southbound Brightline “Bright Orange” passes the Titan Cement plant at Linton Road in Delray Beach on September 18, 2018. —Otto M. Vondrak

A Trip Down the Coast
The northern and southern halves of the railroad have quite different operational patterns, with the dividing line being Cocoa. This tour begins at FEC’s northern terminus in Jacksonville and works south down the east coast of Florida. Bowden Yard, a few miles south of downtown Jacksonville, anchors FEC’s northern operations. FEC’s official start is at Milepost 0 at the drawbridge spanning the St. Johns River downtown, but Bowden is the operational start, with all trains originating and terminating there. CP Sunbeam lies at the south end of Bowden Yard and marks where trains enter the main line for their journey south. From there, the tracks parallel U.S. 1 as they head southeast through the Jacksonville suburbs, running straight toward St. Augustine.

Once the site of FEC’s headquarters and a sizable shop complex, St. Augustine offers some of the most recognizable photo locations on the entire railroad. From multiple places along U.S. 1, you can park and photograph trains rolling along the marshlands and across the San Sebastian River. Southbound trains swing directly west for a short stint, allowing you to frame part of Flagler College in the background. The Wilbur Wright Industrial Lead is also located in town. This is a roughly five-mile section of the original line that once ran west to Palatka before returning eastward in Bunnell. In 1925, the Moultrie Cutoff was constructed, eliminating the detour toward Palatka and shaving 20 miles off the main line route…

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A conglomerate of short lines owned by FTAI Infrastructure Inc. is being reorganized under a new brand: The Wheeling.

Previously, FTAI’s railroads — including the Union Railroad — were operated under the Transtar banner. But in 2025, FTAI acquired its largest operation yet: the Wheeling & Lake Erie. W&LE operates more than 800 miles of track in Ohio and Pennsylvania and was founded in 1990 after acquiring former Norfolk Southern routes, some of which belonged to the original W&LE, which operated from 1877 until it was leased to the Nickel Plate Road in 1949. The acquisition also included the Akron Barberton Cluster Railway, also known as ABC Railway, in Akron, Ohio.

In an effort to streamline its railroad holdings, all of the Transtar railroads, as well as W&LE and ABC, are being managed under “The Wheeling” brand out of Brewster, Ohio. While the railroads’ management is being reorganized, sources close to the railroad say little will change trackside; all of the railroads will maintain their own identity and paint schemes.

—Justin Franz 

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by Douglas W. Davidson/photos as noted

Chicago’s only electrified main line railroad will celebrate its 100th anniversary during summer 2026. Now operated by Northeast Illinois Regional Commuter Rail Corporation as the Metra Electric District, the former Illinois Central electrified, multi-track line stretches 31.3 miles between Millennium Station (Randolph Street) and University Park, with a double-track branch from 67th Street to South Chicago, and a mostly single-track branch from Blue Island Junction at 120th Street to Blue Island. As a result of a series of projects undertaken by IC between 1893 and 1926, the Metra Electric District between Chicago and University Park is completely grade-separated and free of freight train interference.

Illinois Central inaugurated special suburban service between Chicago and Hyde Park on June 1, 1856, reportedly becoming the first IC train to use the new Great Central Station. Regular suburban operations began on July 21 with the Hyde Park Special, initially offering four daily round trips except Sunday. Ridership proved disappointing, however, and by September service had been reduced to three daily round trips, a level that remained in place for several years amid weak economic conditions.

In 1858, the railroad built a wye at 63rd Street and established Woodlawn station there, extending suburban service beyond Hyde Park while maintaining the same fare. Kenwood station at 47th Street followed in 1859. By 1869, service had reached Oak Woods at 66th Street, site of a new cemetery along the line, and frequencies had increased to five daily round trips except Sunday.

ABOVE: Before McCormick Place changed the landscape along South Lake Shore Drive, a southbound Illinois Central suburban train of Pullman coaches passes the IC roundhouse at 27th Street on November 19, 1960. —James J. Buckley photo, Douglas W. Davidson collection

South of Hyde Park, the railroad initially crossed largely undeveloped territory, but the Great Chicago Fire of 1871 spurred rapid growth along the south side as displaced residents sought new homes outside the crowded city center. One month after the fire, IC increased suburban service to 10 trains each way daily, except on Sundays. In 1872, suburban service was extended as far south as Grand Crossing (75th Street). Because many of the families who moved to the south side after the fire still attended downtown churches, on March 16, 1873, IC launched Sunday service with two round trips between Grand Crossing and Chicago. By 1880, IC was operating 36 daily trains and between 1870 and 1880, suburban ridership had increased from 200,000 passengers per year to 1.5 million passengers per year. By 1883, service was extended to East Roseland (104th Street), Pullman (111th Street), and Kensington (115th Street).

Suburban ridership continued to grow during the 1880s, prompting Illinois Central to expand both its infrastructure and equipment fleet. In 1880, two additional main tracks were added between Chicago and Kensington. Fifth and sixth main tracks were placed in service between Chicago and Grand Crossing in 1883, then extended to Kensington in 1885. The resulting six-track main line provided separate routes for inter-city passenger, freight, and suburban trains. Service on the newly constructed South Chicago Branch began on September 2, 1883.

Until 1880, suburban trains were operated with steam locomotives and coaches drawn from the regular passenger fleet. That year, IC purchased 56 new suburban locomotives capable of operating in either direction, eliminating the need to turn engines after arrival in Chicago. These “double-enders” carried a headlight above the tender for reverse operation. In 1882, the railroad added 55 new suburban coaches with increased seating capacity.

ABOVE: A pair of IC Highliners heads south past 18th Street in June 1974, passing a string of retired heavyweight cars. In the distance, a light power move led by a Gulf, Mobile & Ohio GP35 crosses the St. Charles Air Line. As more Highliners arrived, the last of the heavyweights survived until the harsh winter of 1978–1979 forced their retirement. —Lou Gerard

With construction of the Pullman Palace Car Works and its model industrial town at 111th Street in 1880, Illinois Central established a station at Pullman and erected a depot designed to complement the community’s distinctive architecture. Suburban service to Pullman began that same year, and during construction the railroad even operated excursion trains for Chicago residents interested in viewing the project’s progress.

By 1890, IC was operating 114 daily suburban trains and carrying four million passengers annually. The Blue Island Branch opened on May 1, 1893, and by 1900 supported 16 daily round trips.

The 1893 Columbian Exposition in Jackson Park posed an enormous financial and logistical challenge for Illinois Central, but by all accounts, the railroad met it with remarkable success. In preparation for the World’s Fair, the Chicago City Council passed an ordinance on May 23, 1892, requiring IC to elevate its tracks between 51st and 67th streets. Completed in less than a year, the project eliminated all grade crossings between 47th and 70th streets.

ABOVE: A six-car train of old Highliners is northbound past the old Homewood interlocking tower on June 3, 2015. The tower closed in 1964 when the signal system was upgraded to centralized traffic control. —Lou Gerard

Additional improvements included construction of the new Central Station at Park Row to replace South Water Street Station, installation of two additional tracks between Van Buren Street and the fairgrounds for exclusive World’s Fair service, and a new automatic block signal system between Van Buren Street and Kensington. IC also acquired 41 locomotives and 300 side-door passenger cars for Exposition traffic and built new stations at Van Buren Street and the fairgrounds.

Architect Daniel Burnham of Burnham & Root oversaw the design and construction of the fairgrounds, which became famous as the “White City.” Illinois Central served as the primary rail carrier to the Exposition, with Baltimore & Ohio playing a secondary role. The railroad’s operational statistics during the Fair astonished the industry. During the 182 days the Exposition was open, from May 1 through October 31, IC operated 40,116 special trains carrying 8,780,616 passengers. On October 9, 1893, alone, the railroad handled 263,282 passengers to the fairgrounds and another 241,843 suburban riders, for a one-day total of 505,125 passengers — all without a single serious accident.

Into the 20th Century
Illinois Central’s suburban service continued to expand rapidly in the early 20th century. Annual ridership reached 10.8 million passengers by 1900 and climbed to 13.8 million by 1910.

ABOVE: Running against the normal current of traffic, Metra Train 813 departs the classic IC suburban depot at Homewood on May 18, 2014. Low-level platforms to the right serve Amtrak long-distance trains. —Otto M. Vondrak

During this same period, the Chicago City Council passed a series of ordinances requiring nearly every railroad within the city limits to eliminate grade crossings through track elevation or depression. Between 1892 and 1925, Illinois Central complied with eight such ordinances, ultimately creating a fully grade-separated right-of-way within Chicago.

Air pollution caused by steam locomotives — including coal smoke and cinders — also came under increasing public scrutiny. As early as 1897, IC established a special electrification committee made up of railroad officers and engineers, which concluded that suburban electrification was feasible. In a 1909 speech, IC President J.T. Harahan stated that electrification of the terminals was under consideration, though he cautioned that the extensive yard trackage and interchange operations with other railroads posed significant challenges. Federal control of the railroads during World War I delayed further progress for several years…

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