matt_b_56
C&NW Lakeshore Div, Marshfield Sub Timetable 1975
A scan from the C&NW System Timetable No 2. This was the second system wide timetable the railroad issued; the first was in 1972.
Although there was only a year left of through service, there was still a bit of traffic moving through Wausau at this time and there were still several good railroad customers like 3M, Crestline, American Can and Wausau Steel.
The CNW and MILW had joint trackage on the northwest side of town on which they would rotate switching duties every other day. American Can (formerly Marathon Corp until 1957, then James River in 1982 and now Graphic Packaging) was the main switch on this small industrial branch. A lumber supply company just north also had a siding and to the north of that there was still a spur reaching to Marathon Electric although judging from 1974 aerial maps, Marathon Electric was doing very little if any business with the railroad at this time.
The two railroads had 3 interchange tracks - on the east side of the Wisconsin River, at the CNW main yard and at the diamond in Rothschild where the CNW's branch line crossed the Milwaukee main.
The stretch of track in Wausau did not feature signals on either railroad. The diamond on the east end of the CNW yard was controlled simply by stop signs; a train would pull up, stop and give two short blasts of the horn before proceeding. Since the Milwaukee's main in Rothschild had the right of way over the CNW's spur track, the diamond there was protected by swing gates that by default were closed against the CNW, requiring their trains to stop and open the gate before proceeding.
The crossing with the SOO at Marshfield was a mechanical interlocking controlled by the SOO. They had a double main at this time and were always hesitant to allow CNW trains through since they were usually extremely long and prone to issues caused by the bad track. In the early days, the CNW had a lighted approach signal, but by this time electricity had long been disconnected and their signal was simply painted yellow.
According to the 1974 Operations Manual, both Marshfield and Eland were crew change points for road train 471/472. Only eastbound 472 was scheduled to stop in Wausau. Marathon, Edgar and Stratford offered only a few switching oppurtunities by this time and those industries that were still being served were handled by locals out of Wausau.
C&NW Lakeshore Div, Marshfield Sub Timetable 1975
A scan from the C&NW System Timetable No 2. This was the second system wide timetable the railroad issued; the first was in 1972.
Although there was only a year left of through service, there was still a bit of traffic moving through Wausau at this time and there were still several good railroad customers like 3M, Crestline, American Can and Wausau Steel.
The CNW and MILW had joint trackage on the northwest side of town on which they would rotate switching duties every other day. American Can (formerly Marathon Corp until 1957, then James River in 1982 and now Graphic Packaging) was the main switch on this small industrial branch. A lumber supply company just north also had a siding and to the north of that there was still a spur reaching to Marathon Electric although judging from 1974 aerial maps, Marathon Electric was doing very little if any business with the railroad at this time.
The two railroads had 3 interchange tracks - on the east side of the Wisconsin River, at the CNW main yard and at the diamond in Rothschild where the CNW's branch line crossed the Milwaukee main.
The stretch of track in Wausau did not feature signals on either railroad. The diamond on the east end of the CNW yard was controlled simply by stop signs; a train would pull up, stop and give two short blasts of the horn before proceeding. Since the Milwaukee's main in Rothschild had the right of way over the CNW's spur track, the diamond there was protected by swing gates that by default were closed against the CNW, requiring their trains to stop and open the gate before proceeding.
The crossing with the SOO at Marshfield was a mechanical interlocking controlled by the SOO. They had a double main at this time and were always hesitant to allow CNW trains through since they were usually extremely long and prone to issues caused by the bad track. In the early days, the CNW had a lighted approach signal, but by this time electricity had long been disconnected and their signal was simply painted yellow.
According to the 1974 Operations Manual, both Marshfield and Eland were crew change points for road train 471/472. Only eastbound 472 was scheduled to stop in Wausau. Marathon, Edgar and Stratford offered only a few switching oppurtunities by this time and those industries that were still being served were handled by locals out of Wausau.