Bill,
BN-AT&SF connection at Bucklin? Yes, there is one but it faces East.
Not much reason to make a U turn and go back to Galesburg.
Russ
----- Original Message -----
From: "Bill Hirt" <whirt@attglobal.net>
To: <CBQ@yahoogroups.com>
Sent: Tuesday, 27 July, 2004 12:11
Subject: Re: [CBQ] K-Line question
> atsf3460@aol.com wrote:
> > Good question! It would seem to make sense that GM&O would use the CB&Q
from
> > Mexico, MO down to St. Louis since CB&Q ran from Mexico to Kansas City,
MO.
> > As far as I know this wasn't the case. GM&O used their own line from
St.
> > Louis to Roodhouse and then west to get to Mexico, MO.
> >
> > There is some thought possibly also that at one point the Santa Fe may
have
> > wanted to use these lines to get into St. Louis. I think I've read or
heard
> > this before and if anybody else knows more about this I'd love to hear
it
> > (contact directly if you feel it's straying too far off topic).
> >
>
> In 1940, when the GM&O was merged from the Gulf Mobile & Northern and
> Mobile & Ohio, the Q held 30% of the GM&N stock. Ralph Budd was the Q's
> representative on the GM&N board and he opposed the combination of the
> GM&N and M&O. The M&O gave the GM&N an outlet to St Louis which allowed
> them to bypass the Paducah connection the Q had just built 25 years
> before. Also at the same time, the Q was running joint passenger service
> with the Alton from St Louis to Kansas City. Zephyr service was provided
> by the Ozark State Zephyr (originally powered by 9908 Silver Charger)
> and a heavyweight overnight train called the Night Hawk. Also the Q on
> and off over the years had teamed up with the Alton to run freight
> service from St Louis to Kansas City.
>
> Fast forward to 1946. The Alton had continued it's long streak of losing
> money and the B&O, who had bought the Alton in 20's, allowed the
> railroad to file for reorganization as the B&O was starting to have it's
> own problems. The Alton would provide an outlet for the GM&O to Chicago,
> but the east-west line from Roodhouse to Kansas City did not fit the
> projected GM&O traffic pattern. The Q had long realized that it's route
> to Kansas City from Chicago needed improvement (in terms of route
> mileage). The Santa Fe had also long desired to reach St Louis. Hence a
> deal was cut. The Q and Santa Fe would support GM&O's merger
> application. In return, the GM&O would sell the Alton's Missouri line to
> the Q. The Q would share the purchased line with the Santa Fe promising
> improvements and upgrades in service. In return, the Q would get
> trackage rights on the Santa Fe from Bucklin to Kansas City (what BN and
> ATSF did once they merged) and shorten the Q's route from Chicago to
> Kansas City.
>
> The St Louis-based railroads howled as many were still in bankruptcy
> reorganization from the 30's (I think the MoP stayed in reorganization
> into the mid 50s due to it's complicated corporate and subsidiary
> structure). The last thing the St Louis-based railroads wanted
> (especially the Frisco and MoP) was the Santa Fe coming into their
> backyard in St Louis. In a close decision by the ICC, the ICC approved
> the GM&O buying the Alton, but rejected the sale of the Missouri line to
> the Q and joint Q/Santa Fe operation. With the ICC rejection, the Q
> discontinued it's joint passenger operations with the Alton by 1948. The
> Q negotiated an agreement with the GM&O to use their line from Francis
> to Rock Creek Jct near Kansas City with CB&Q crews. This agreement
> continued until early into the BN era. This also resulted in the Q
> proceeding to build the 78 mile Kansas City shortcut which opened in 1951.
>
> Bill
>
>
>
>
> Yahoo! Groups Links
>
>
>
>
>
>
>
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