Posts Tagged ‘Amtrak’s National Limited’

That 70s Look in an Amtrak Dining Car

October 30, 2019

It is breakfast time aboard Amtrak’s westbound National Limited in April 1977.

The passenger carrier has been around now for almost six years and still sports the blue and red colors that dominated its interior look in its early years.

Note the water pitchers are a bright red. Then again, when was the last time that Amtrak put water pitchers on the table in the dining car?

My how things have changed over the years.

I didn’t record where the train was when I made this image, but I had boarded in Dayton, Ohio, so Train No. 31 was probably in western Ohio or far eastern Indiana.

The National Limited and the tracks Nos. 30 and 31 used between Dayton and Indianapolis are mostly gone now.

Trains, Planes and Automobiles: Remembering a Circle Trip to Ride 2 Last Runs of Amtrak Trains 40 Years Ago

September 30, 2019

The last westbound National Limited sits in Indianapolis Union Station on Oct. 1, 1979. Amtrak would be absent from Indy for nearly a year before the Hoosier State began service to Chicago.

Forty years ago I found myself driving through the early Saturday morning darkness on Interstate 57 in east central Illinois on the first leg of a three-day adventure during which I would ride two Amtrak trains set to be discontinued the following Monday.

By the time I returned home on the afternoon of Oct. 1, 1979, I had been aboard four Amtrak trains, flown on two airlines and ridden Greyhound. It was an experience unlike any other I’d experienced before or since.

The logistics were complicated. On this Saturday morning, I drove 29 miles to leave my car at the Effingham Amtrak station, walked a couple blocks to the bus station, rode Greyhound for 79 miles to Champaign, walked another few blocks to the Amtrak station, and rode the Illini 129 miles to Chicago Union Station.

In Chicago I caught the eastbound Cardinal, disembarking just before 10 p.m. at Catlettsburg, Kentucky, to be in position to board the last eastbound trip of the Hilltopper when it left at 6:33 a.m. on Sunday.

I got off the Hilltopper in Richmond, Virginia, took a cab to the airport and flew to Indianapolis via a connection in Atlanta to be in position to ride the last westbound National Limited on Monday morning from Indy to Effingham.

What happened on the last weekend in September 1979 was the culmination of a political battle in Washington that had been going on for at least four years and ended in the discontinuance of six long-distance trains, the Floridian, National Limited, North Coast Hiawatha, Hilltopper, Lone Star and Champion.

There would have been more trains killed but for a political free-for-all that saw influential members of Congress conspire to save trains serving their districts or states.

It was a bloodletting the likes of which Amtrak had never seen in its then eight-year history.

The drive to Effingham, the bus ride to Champaign and the train ride to Chicago were routine.

My time aboard the Cardinal would be my first experience trip in a recently refurbished Heritage Fleet coach.

I wasn’t sure what to make of it because its earth tone interior colors were quite a departure from the cool blue shades of Amtrak’s early years.

I struck up a conversation with a guy in my coach as we trundled across Indiana.

He was an enthusiastic train travel advocate who said he took Amtrak every chance he got, including for business trips.

That latter comment struck me at the time as being odd though I rode Amtrak often myself. Maybe it was the fact that he was so open about his love of trains that struck me as unusual. I had never met such an unabashed passenger train fan.

Peru, Indiana, was a crew change stop and I opened a vestibule window to take a look outside.

The inbound conductor, who moments earlier had been a jovial sort, pointed at me and sternly said, “close that vestibule window.”

I might have gotten off to walk around in Cincinnati, and likely ate lunch and dinner aboard No. 50, but those meals were not memorable.

I was one of the few passengers to get off in Catlettsburg where I had seven and half hours to kill in a small 1970s era modular train station.

I passed some of the time talking with the Amtrak agent and two other guys who were spending part of the night in the depot waiting to board the last Hilltopper.

One of them, and maybe both, worked for Amtrak at the Washington headquarters.

The guy I talked with the most wouldn’t be specific about what he did for the passenger carrier.

The Amtrak agent locked the doors to the station because he didn’t want people wandering in off the street. It apparently wasn’t the greatest neighborhood.

At the insistence of the guy who worked in Amtrak headquarters, the station agent pulled the Hilltopper name and arrival and departure times from the train bulletin board as we made photographs.

At least I thought I made photos. I’ve never found those slides. Maybe I just watched.

The Hilltopper is widely remembered as a “political train” that existed because of the political clout of West Virginia Senator Robert Byrd.

It was lightly patronized and lampooned as beginning and ending in the middle of nowhere. There was some truth to that.

The equipment, F40PH No. 278, an Amfleet coach and an Amfleet café car, arrived from the Chesapeake & Ohio yard in nearby Russell, Kentucky, to the west of Cattlettsburg where it had been serviced overnight.

Few people boarded. The conductor was not wearing an Amtrak uniform and told us to give our tickets to the next crew.

The Hilltopper originated on the Chessie System, but at Kenovah, West Virginia, about three miles to the east, it was handed off to the Norfolk & Western.

The two guys I’d met at the Catlettsburg station sat behind me and talked about Amtrak funding and economic theory, which suggested they might work in finance. It was not the typical conversation that you overhear aboard Amtrak.

For the first hour the Hilltopper lived up to its reputation. But then the nearly empty Amfleet coach began filling with passengers.

A woman who sat down next to me sat she was eating breakfast at a local restaurant when someone said Amtrak was making it last trip today.

She and several others went to the station to ride the train, probably for the first time.

They only rode to the next station and I didn’t record where she got on or off.

The Roanoke Chapter of the National Railway Historical Society had arranged for three of its passenger cars to be attached to the rear of the Hilltopper for a trip to Roanoke.

I didn’t record where those cars were added, but it might have been Williamson, West Virginia.

One of those cars was former Illinois Central observation car Mardi Gras.

I had brought along two cameras. My own camera was loaded with slide film while the other camera, which I used at the newspaper where I worked at the time, was loaded with Kodak Tri-X black and white negative film.

Much to my later chagrin, I never made a single image aboard the Cardinal or the Illini.

The Hilltopper continued to be near capacity as far east as Roanoke. Many of those who rode went a short distance to experience the last passenger train on the N&W.

One of the passengers I met was an N&W management trainee. He used his company ID car to get into the cab and ride between stations. I was envious.

Someone else mentioned that the conductor working east of Roanoke was making his last trip before retiring.

Not only would he retire, but his ticket punch would also be retired. I bought a ticket to Crewe, Virginia, to get a copy of his ticket punch on its last day of “revenue service.”

It was the sort of impulsive action that seemed like a good idea at the time.

Initially as he would announce an upcoming station that conductor would give a little history of that town. But that practice abruptly stopped. Maybe it was too painful for him.

Near Bedford, Virginia, No. 66 met the last No. 67. I was standing in the rear vestibule when the meet occurred with No. 67 having gone into a siding for us.

No. 67 had on the rear the open platform car My Old Kentucky Home.

Passengers aboard that car had been allowed to disembark to make photographs of the meet. It was raining and some had umbrellas.

I was the only passenger aboard No. 66 to photograph the meet from the vestibule. The rain and overcast conditions hindered the quality of those images.

At Petersburg the Hilltopper swung off the N&W and onto the Seaboard Coast Line route used by Amtrak’s New York-Florida trains.

I got off in Richmond, Virginia, and headed for the airport where I boarded an Eastern Airlines Boeing 727 bound for Atlanta with an intermediate stop at Raleigh-Durham, North Carolina.

In Atlanta I connected to a Delta Air Lines DC-9 for the flight to Indianapolis. It was the era when airlines had lower fares known as night coach.

I remember that flight as being smooth and kind of enjoyable.

I landed in Indianapolis after midnight and walked to a Holiday Inn on the airport grounds. At long last I was able to get a good night’s sleep.

The next morning I bought a copy of The Indianapolis Star which had on the front page a story about the last eastbound National Limited to depart Indy the night before two hours late.

Trains that originated on Sept. 30 would continue to their destination which is why the last National Limited through Indianapolis would be westbound.

No. 30 arrived 15 minutes early into Indianapolis Union Station. There was plenty of time before it would leave.

I walked around and made several photographs on black and white film.

As I stood near the head end of the train, I noticed a guy with a camera talking with the outbound engineer.

He identified himself as Dan Cupper, a reporter for a Harrisburg, Pennsylvania, newspaper who was on assignment to ride the last No. 31 to Kansas City.

Dan wanted to ride in the cab out of Indianapolis. I immediately pulled out my wallet, showed the engineer my press card from the Mattoon [Illinois] Journal Gazette and made a similar request.

Engineer Russell Smith Jr. thought about it for a few seconds and then said he’d let us ride as far west as Terre Haute.

We climbed up into the cab of F40PH No. 310 and awaited the highball to leave Indy. It would be my first Amtrak cab ride.

Fireman L.W. Reynolds was still on the platform when it was time to leave, but Smith said “this will get his attention.”

He turned a couple knobs on the back wall of the F40 and immediately the generator creating head end power kicked into high gear, making that screaming sound that many associate with an F40.

As the train began moving Reynolds was standing on the steps to the cab looking backward.

He later explained that a passenger had given him his camera and asked him to photograph from inside of the cab.

Reynolds said about the time the train began to move the passenger had handed the camera back to the passenger, “and he was running like hell” to get back onoard.”

Reynolds said he wasn’t sure if the passenger made it, but he made the photographs anyway.

Maybe it was because he had an audience or maybe it was because it was his last run as a passenger locomotive engineer, but Smith wanted to show off a little.

He had hired out on the Pennsylvania Railroad and pulled the throttle on a number of Pennsy trains out of Indianapolis, including the Jeffersonian.

The top speed on Conrail at the time west of Indianapolis was 70 miles per hour, but Smith often exceeded that, hitting 90 mph shortly after leaving Union Station.

He said was going to reach 100 mph. Somewhere out on the straight away on the old New York Central mainline Smith let ‘er rip.

The speed recorder rose aboard 90 mph. I had my camera ready for when it hit triple digits.

But about 3 mph short of 100 a safety device tripped, a warning siren came on and the brakes started setting up.

“What did you do?” the fireman asked before breaking into laughter. “Russell you run too fast.”

Smith said he thought he had disarmed the device back in Indianapolis, but he hadn’t. Once the train reached a pre-determined speed the safety device kicked in and No. 31 came to a halt.

All of the fast running meant that No. 31 would be arriving in Terre Haute a half hour in advance of its scheduled arrival time.

There were grade crossings by the Terre Haute station and Smith didn’t want to be blocking them for an extended time. So we loafed along at 45 mph into Terre Haute.

Dan and I thanked Smith for allowing us to ride with him and got down.

I found a seat in a mostly empty Amfleet coach and then went to the café car to get something for lunch.

There were three passengers eating in the cafe car when I arrived. None of the four coaches was close to being full and one was empty while another had just three passengers.

After the cab ride, the rest of the trip to Effingham in the coach seemed anticlimactic. In a story I would write for my newspaper I would describe the mood as routine but somber.

Conrail crews were out rebuilding the former PRR mainline west of Terre Haute and there were slow orders for the MOW gangs.

No. 31 had to wait for an eastbound freight train west of Marshall, Illinois.

That put us into Effingham at 2:03 p.m., seven minutes late.

I made a few more photographs as No. 31 departed for the final time.

The first railroad photograph I had ever made had been of No. 31 arriving in Effingham a couple hours late in January 1977. So there was sense of symmetry to the moment.

* * * * *

Although the National Limited, Hilltopper and Champion made their last trips as scheduled, court orders kept the Floridian, Lone Star and North Coast Hiawatha going for a few days before they succumbed.

Forty years later Amtrak might be in a similar position to where it was in 1979 as another battle plays out over the future of the long-distance trains.

Amtrak’s president, Richard Anderson, has been playing up how much money those trains lose and Amtrak management has spoken of transforming the network into a series of short-haul corridors linking urban centers.

Although the 1979 route cuts were implemented in a short period of time, the fight had been going on in Congress for at several years leading up to that.

We don’t know if there will come another weekend when a sizeable number of long-distance trains begin their last trips. But it remains a possibility.

If it does come about, I doubt that I’ll be making a grand circle trip to ride some of those last runs.

It’s also a sure bet that Amtrak won’t be allowing any private cars to be attached and removed in the middle of a run.

It is noteworthy that 1979 was the last year that Amtrak launched a long-distance train, the Desert Wind.

Although portions of the routes that lost service in 1979 regained it in subsequent years, once an Amtrak long-distance route is discontinued it doesn’t come back in the form in which it once existed.

The Roanoke NRHS Chapter added three of its passenger cars to the rear of the eastbound Hilltopper for part of its final trip. The cars are shown in Roanoke.

Amtrak conductor F. M. Thompson gets photographed from both sides as he works the last eastbound Hilltopper at Bluefield, West Virginia.

For its last day at least the Hilltopper has crowds of people waiting to board. This image was made of passengers waiting to board in Roanoke, Virginia.

It’s not a great photo, but it is historic. The westbound Hilltopper waited in a siding near Bedford, Virginia, for its eastbound counterpart to pass. This image was made from aboard the latter.

Locomotive engineer Russell Smith allowed myself and another reporter to ride in the cab of the last westbound National Limited from Indianapolis to Terre Haute, Indiana. He is shown just before the train departed Indianapolis.

The view of the former Big Four passenger station in Terre Haute, Indiana, as seen from an F40PH leading the last National Limited into town. Terre Haute has been without scheduled Amtrak service ever since this day.

The National Limited departs Effingham, Illinois, for the final time. Train No. 31 was the first Amtrak train that I ever photographed and that image was made in Effingham in January 1977.

Fort Wayne Group Pressing Ahead for Rail Service

May 14, 2019

The pending discontinuance of the Chicago-Indianapolis Hoosier State is not discouraging Fort Wayne, Indiana, interests seeking to revive intercity rail service.

The Northern Indiana Rail Passenger Alliance is working to establish a route between Chicago and Columbus, Ohio, that would pass through Fort Wayne.

Both Fort Wayne and Columbus previously had Amtrak service but lost it. Columbus fell off the Amtrak route map in October 1979 with the discontinuance of the National Limited while Fort Wayne lost the Broadway Limited and Capitol Limited in late 1990 when both trains were rerouted.

The Indiana General Assembly recently adopted a two-year budget that did not include continued funding for the quad-weekly Hoosier State.

But NIPRA officials say the state’s ending of Hoosier State funding won’t affect their work although it could affect it somewhat.

“It makes our job that much more difficult in getting the story out that the investment in passenger rail in our corridor will have an economic development payoff and attract young professionals to Fort Wayne and attract visitors to Fort Wayne,” said Rich Juram, NIPRA’s board president.

Nonetheless, he said “there’s not a direct relationship between that situation and the project here in northern Indiana, the line from Chicago to Fort Wayne and then continuing on from Fort Wayne to Columbus.”

Juram said his organization is sad to see the Hoosier State end, but said that service “was woefully inadequate for the market.”

Geoff Paddock, a Fort Wayne City Council member who favors the Chicago-Columbus service said losing the Hoosier State will hurt in the sense that the bigger the footprint is for passenger rail the better it is for having rail as a transportation option.

“Eliminating that funding and that investment in that line could be a detriment to our efforts to bring passenger rail back to Fort Wayne,” he said.

Paddock said one takeaway about the demise of the Hoosier State is that passenger advocates need to work with state legislators to make their case.

The Chicago-Columbus service would not be cheap to develop as it has been proposed.

It would require capital costs of $898 million to rebuilt track, signals and other infrastructure to support two daily roundtrips with a top speed of 79 mph.

The cost of four roundtrips traveling 110 mph would be $1.23 billion.

Advocates for the service say that money would largely need to come from state and federal funds.

Paddock said the Chicago-Columbus route may be in a more favorable position than was the Hoosier State because it has better tracks.

In the meantime, supporters of the route are working on an environmental impact study.

Last Day For Amtrak In Indianapolis

October 11, 2018

It’s Oct. 1, 1979, and Amtrak’s National Limited is halting for the final time in Indianapolis.

With the on-time departure of No. 31 in late morning, the capital of Indiana will be without intercity rail passenger service.

But it won’t last for long. About a year later Amtrak launched the Chicago-Indianapolis Hoosier State and Indy returned to the Amtrak route map.

The Ohio cities of Dayton and Columbus would not be so fortunate. When the National Limited stopped there for the final time, those cities would lose intercity rail passenger service for good.

The Challenge of Penn Central

November 3, 2017

Amtrak faced many challenges in its early years, one of which was operating over track owned by Penn Central.

Years of deferred maintenance by PC predecessors New York Central and the Pennsylvania Railroad took a toll in slow orders, derailments and greatly delayed trains.

With Penn Central in bankruptcy proceedings, the prospect of things improving were not that great.

What Amtrak could do was to warn passengers of what they were getting into.

Shown above is a schedule for the Chicago-New York/Washington Broadway Limited that was published in 1975. Notice the note about how these schedules are slower than Penn Central is supposed to provide.

A similar notice appears with schedules of the New York-Kansas City National Limited.

Earlier versions of this notice warned that Nos. 40/41 and Nos. 30/31 were subject to delay west of Pittsburgh. With those delays unlikely to go away due to poor track conditions, Amtrak simply adjusted its schedules to make them slower.

Columbus Named Transportation ‘Pocket of Pain’

August 25, 2017

Columbus has been identified in a study as one of the nation’s most prominent “pockets of pain” when it comes to intercity public ground transportation.

The capital of Ohio made the list because of its lack of Amtrak service and express bus service.

It was joined up there by another state capital, Phoenix, which also lacks Amtrak service. Also on the list was Akron and Dayton.

Amtrak’s New York-Kansas City National Limited halted in Columbus and Dayton for the last time on Oct. 1, 1979. Megabus pulled out of Columbus this past Janauary.

The study was released by Chicago-based DePaul University’s Chaddick Institute for Metropolitan Development.

It focused on large cities that lack rail and express bus connections to other major cities. Cities outside Ohio that also made the list were Tulsa, Oklahoma, and Fort Myers, Florida.

“Columbus has been cursed in terms of ground transportation, largely because of geography,” said Joseph Schwieterman, co-author of the study and director of the Chaddick Institute. “It’s a little far from cities such as Chicago and Washington to make bus service a good success.”

Among the study’s findings:

  • Cleveland-to-Columbus is the fourth-busiest route (ones with the most point-to-point travel) in the country that lacks both intercity express bus service and rail service.
  • Chicago-to-Columbus is the seventh-busiest such route.

“The study validates what we already knew: The central Ohio region does have gaps in ground transportation options for passengers connecting to other regions,” said William Murdock, executive director of the Mid-Ohio Regional Planning Commission. “That is why we are working hard with our community partners across four states, including Ohio, Illinois, Indiana and Pennsylvania.

“These efforts include a Columbus-to-Chicago passenger rail connection and the Midwest Connect Hyperloop Corridor (Pittsburgh to Chicago via Columbus), as well as (other) regional efforts.”

Last year Columbus won the national Smart City Challenge and was awarded $40 million by the U.S. Department of Transportation and $10 million by Vulcan Inc. Another $90 million has been pledged by a Columbus public-private partnership, bringing the total to $140 million.

That funding was not intended to go toward development of conventional rail or bus intercity service.

However, Schwieterman said the Smart City projects can only help.

“Innovation in urban areas could morph into providing true intercity service,” Schwieterman said. “It’s only a matter of time before services like Uber and Lyft start offering van service between cities, for example.”

He also believes the federal government should track ridership of private express bus services the way it does with airline passengers, to better understand the demand on various routes.

Schwieterman would like to see local governments encourage bus service by helping companies establish convenient curbside stops and providing incentives to renovate bus stations.

“Some people will consider an express bus, but are resistant to taking Greyhound,” Schwieterman said. “It’s a culture change.”

To see the study, go to http://bit.ly/2xd2LEb

From the Vestibule Aboard the National Limited

May 31, 2017

In the early days of Amtrak, crew members often said little to nothing if you made photographs from the windows of the vestibule doors.

I’m sure there were crew members who would chase you out of the vestibule if they saw you standing there, but I had some good luck in being able to make images while the crew either looked the other way or gave their tacit approval.

The conductor of Amtrak’s westbound National Limited fell into the latter category along with the rear brakeman. In fact the brakeman talked to myself and another passenger at length and even led us to the vestibule window at the rear of the train.

In the photograph above, No. 31 is arriving at Indianapolis Union Station on a Saturday morning in April 1977. Those Amtrak passenger cars on the other tracks might be waiting to go to the Beech Grove shops. At the time Nos. 30 and 31 were the only Amtrak trains serving Indianapolis.

The bottom photograph was made as No. 31 was going around a curve in East St. Louis, Illinois, to cross the Mississippi River over MacArthur Bridge and enter St. Louis.

On the point of No. 31 are a pair of freight diesels, Penn Central SD35 No. 6029 and Conrail SD40 No. 6319, both former Pennsylvania Railroad locomotives. That seemed appropriate given that much of the route of the National Limited across Pennsylvania, Ohio, Indiana and Illinois was former PRR trackage. The exception was the track between Indianapolis and Terre Haute, Indiana, which was former New York Central.

I do not know where these freight units were put on. They were on  the train when it rolled in Dayton, Ohio, where I boarded. I can only guess that Amtrak E8A No. 477 had mechanical problems en route. By coincidence, No. 477 was also a former PRR diesel, No. 5790.

There were limits to the crew’s tolerance. After we crossed the Mississippi, the conductor came back and shooed us into the coach. I remember him saying, “I let  you ride [in the vestibule] across the river.”

Indeed he had and I was grateful for that. I returned to my seat where I remained for the rest of the journey to Kirkwood, Missouri.

At the Throttle of the Last WB National Limited

March 14, 2017

Conrail engineer Russell Smith awaits a highball in Indianapolis aboard Amtrak’s last westbound National Limited.

Smith has his left hand on the throttle of of F40PH No. 310 as it barrels along toward Terre Haute.

Looking over the engineer’s shoulder as Amtrak No. 31 rolls over the former New York Central mainline west of Indianapolis for the final time as a scheduled train.

It is Oct. 1, 1979, and Amtrak train No. 31 has arrived early into Indianapolis. This is a crew change point and for the final time the engineer and fireman will board the head end of the National Limited to take it west, working as far as St. Louis. Both are Conrail employees.

Tomorrow, the National Limited will be no more. It’s last trips departed from their endpoint cities on Sept. 30 and were allowed to continue to their destinations.

I got permission from the engineer to ride in the cab of F40PH No. 310 as far as Terre Haute, Indiana.

All of these photographs were made using Kodak Tri-X film. The images were scanned from the negatives.

Indianapolis Union Station in April 1979

January 17, 2017

national-limited-april-9-1977-arriving-indianapolis

All major U.S. cities had a union station that was used by multiple railroads. By the time that Amtrak arrived, these monuments to the glory years of passenger trains had become expensive institutions whose high costs was one factor in dooming intercity rail passenger service in the 1960s.

Indianapolis is among a number of cities that have kept its union station during the Amtrak era.

When Amtrak began on May 1, 1971, the venerable depot was served by six trains, including the New York/Washington-Kansas City National Limited.

No. 31 is shown arriving at the train shed at Indianapolis Union Station on April 9, 1977. The cars parked on a station track to the right are bound for the Beech Grove shops.

At the time that this image was made, Indianapolis had just the National Limited. The Chicago-Miami/St. Petersburg Floridian and the Chicago-Washington James Whitcomb Riley had been routed away from the city due to poor Penn Central track conditions between Indy and Chicago.

The National Limited Takes a Detour

December 19, 2016
036

The westbound National Limited arrives in the station at Mattoon, Ilinois, in May 1977 on a detour move. The train is using the former New York Central route to St. Louis due to track work on its regular route over the former Pennsylvania Railroad route via Effingham, Illinois.

037

The National Limited handled mail from New York to Los Angeles that was interchanged to the Southwest Limited in Kansas City. Note that the former NYC passenger platform is still in place at right nine years after the last NYC passenger train here was discontinued.

038

The Amtrak conductor and two other crew members wait in the vestibule of a coach as the eastbound National Limited arrives in Mattoon, Illinois, in May 1977 on a detour move.

039

The eastbound National Limited departs from Mattoon, Illinois, on former New York Central rails. It will regain its regular route in Terre Haute, Indiana. A portion of the former NYC passenger station is visible at right.

It was not unusual for Amtrak’s National Limited to detour between Terre Haute, Indiana, and St. Louis.

The scheduled route was via the former Pennsylvania Railroad via Effingham, Illlinois, but the Penn Central dispatcher had the option of running the train over the ex-New York Central route through Mattoon, Illinois.

After Conrail took over Penn Central in 1976, it began rebuilding the ex-Pennsy route used by Amtrak Nos. 30 and 31.

In late April 1977, the National Limited was rescheduled to operate during the afternoon hours between St. Louis and Effingham. That also coincided with the track gang hours.

So, for a good part of May 1977, Nos. 30 and 31 detoured via the ex-NYC route, making the Effingham stop at the former NYC passenger platform in Mattoon

The last NYC passenger train through Mattoon had been discontinued in March 1968, but the platform was still in place on the south side of the tracks.

I was a young reporter for the Mattoon Journal Gazette and I gave myself an assignment one afternoon to cover the detour of the National Limited.

I went down to the tracks, interviewed waiting passengers, and made photographs of both trains using Kodak Tri-X film.

Much has changed since that May 1977 day. The National Limited was discontinued on Oct. 1, 1979, and in March 1982, Conrail abandoned the former NYC tracks through Mattoon. The rails were picked up a year later.

The former NYC station has since been razed. The platforms remained in place for several years after the tracks were pulled up, but were eventually taken out in the early 2000s to make way for a parking lot for the YMCA.