Most traffic is automotive related and presumably headed towards the Fort Wayne GM assembly plant or enroute to facilities in the Toledo/Detroit area or St. Louis. There is also considerable grain movement at this time of the year. I've seen lots of Union Pacific locomotives, including one with a great American flag painted on its side, BNSF in every imaginable paint scheme, including some unpainted Santa Fe red and silver war bonnets and green Burlington Northern, CSX power, and NS' own Conrail and new "Horse-Head" logo. I've also seen two trains passing in opposite directions at the same time and one overtaking the other in the same direction. Oh, and, also, a line inspection car, too.

So what has this to do with the old Nickel Plate? I'll tell you. Traffic on the old Buffalo-Chicago line west of Fort Wayne has remained fairly consistent both before and after the NS-Conrail-CSX mergers and splits of the late 1990s. However, having seen the volume of traffic on the NS' old Wabash line and the old Conrail(ex-NYC) lines through Elkhart, IN, as well as the volume on the CSX Garrett line (ex-B&O) I have begun to wonder the fate of the NKP Chicago line. Is traffic heavy enough to warrant this additional Chicago bound line and for how long? Will it eventually go the way of the former Pennsylvania line through Fort Wayne? That is to say, be neglected until it is merely a shadow of its former self.

Already, pole lines are coming down along the right-of-way on the NKP. This does not mean that it is being phased out though. Just a few years ago, NS buried a new data cable along the tracks and has recently upgraded signalling over that section of line. They have also improved many grade crossings along the route, too. In fact, one dangerous crossing in the middle of the countyside on a dirt road received flashers and gates to protect it.

So, I suppose my fears are for not. Yet, I've seen other companies make capital improvements only to abandon the operation in a few short years. Indeed, many industries make this move. Perhaps they seek tax abatements for the improvements only to offset some of the costs of facility closure. I suppose that as long as shipper volume remains, the need for capacity will also remain.

But what is interesting is that this redundant line from inception has managed to hold its own against fierce competition throughout its history. And now, while competing against lines within its own corporate structure, it continues to hold its value. Perhaps, someday, some western railroad will also see its value when the inevitable merger of the four major systems comes around. Only time will tell. Any thoughts? Contact me: trkneller.