As to your first question, Pioneer’s investment in the “current project” (I assume you mean the Kellar Branch) is dependent on the expansion of Globe Energy Eco-System’s Pioneer Park plant and/or an agreement with the City of Peoria and Village of Peoria Heights. Until then, the railroad will only invest the minimum required to maintain as-needed operations.

That said, there is no reason for the railroad to miss opportunities elsewhere and acquisition of the Union Pacific’s Elm Industrial Lead (apparently contingent on the ability to reach this line via BNSF’s Farmington line, thus the delay in OFA filing) is one. I can only speculate as to the reasons for KJRY’s interest, but if they see an opportunity, then that’s their business. They are NOT interested in acquiring track solely to squash trail plans.

Regarding Illinois Terminal, the line between Morton and East Peoria was abandoned on August 1, 1966 and most track (except a mile+ stub that remained until 1989) was removed about two years later. Trail construction did not commence until some 30 years later.

The ITC abandoned this line for two reasons: (1) the line ended at cramped Farm Creek Yard in East Peoria, which was no longer adequate for the railroad’s booming freight business and (2), the steep descent from Morton to East Peoria forced constant brake application, causing the track to deteriorate more quickly. Rehab would have been inevtiable, and costly.

But unlike the Kellar Branch issue, there was a viable (and arguably better) alternative, which had ITC shift trains to the Pennsylvania Railroad between north Morton and Farmdale Jct., then the Norfolk & Western’s ex-Nickel Plate line to East Peoria. ITC decided to contract with the Toledo Peoria & Western to provide yard and interchange work, and to serve the two oil dealers (Simpson Oil and Texaco) located adjacent Farm Creek Yard. (As you may know, congestion and delays on the TP&W led to ITC moving its trains to P&PU facilities in late 1969.)

The cost of trackage rights on PRR and N&W track, and for use of TP&W’s East Peoria Yard, no doubt proved less than paying for inevitable repairs to the ITC’s own line. The abandoned segment had no customers and those affected by the route shift (Simpson Oil and Texaco) did not lose “competitive access” as both were located in the Peoria-Pekin Switching District. Had the shift caused any service problems, Illini Brick & Supply wouldn’t have located at the former Farm Creek yard in 1968 nor would have American Allied Railway Equipment in 1973.

(Before you say, “hey, wait a minute…the Kellar Branch is in poor condition also,” keep in mind that in 1966, Illinois Terminal frequently ran at least two daily through trains and the East Peoria – Morton roadswitcher on this segment. The through trains were typically heavy – as big as 150 cars! It’s highly unlikely the Kellar Branch will ever again handle a freight train exceeding 10 cars. Also, the Kellar Branch is not a mainline, while the former ITC between Morton and East Peoria was, thus the need for better track.)

The most significant difference between the ITC situation in the 1960’s and the Kellar Branch controversy of the 1990’s/2000’s is that the railroad, not a municipality, initiated abandonment. Customers were taken care of and the railroad encountered no serious opposition to its plans. By the time the old right-of-way was slated for a recreational trail, tracks had been long since removed.

Reply to your first comment:

Actually very little of the track is gone – it is mostly covered with vegetation that has grown over it during the last ten years. The entire track is rail-banked which means that all bridges and structures used to support it are in place so it can be restored to operational status at any time.

Reply to your second comment:

The reason the railroad remained unused and in place for so long is because the Chicago & North Western (and now Union Pacific) saw an opportunity to deliver a large volume of Chicago garbage to the Spoon Ridge Landfill at Fairview. When the landfill closed in 1998, Union Pacific “rail-banked” the line. Why Union Pacific has decided to abandon in 2008 can only be subject to speculation (tax laws?)

As to your “highest and best use” line, that is extremely subjective. No one is being denied anything and a recreational trail from Farmington to Peoria is not going to bring economic development along Rt. 116 that wouldn’t come anyway. Since the most of the line traverses open farmland, the right-of-way may be wide enough to accommodate joint rail-trail use.

Not if a railroad company wants to purchase and operate an existing railroad targeted for conversion to a trail. If the track is already gone and there are no credible efforts to restore it, then you won’t see me in opposition to a trail.

Rumor has it that KJRY is securing the UP branchline for future use, and while there are no present customers (no revenue carloads since the late 1980’s save for a few LNG tank cars in 1991 or 1992), there is potential to develop traffic along the line.