List,
Pre-merger, was there any regular run-through of CB&Q/GN power through the Twin
Cities? If so, it would seem Gavin would have been the logicalturn-around
point for any CB&Q power that made it onto the GN. In any event, it seems
Gavin would have been the logical classification point for large blocks of
traffic to/from the CB&Q.
Fred R.
Gavin was designed in the early 50's and dedicated in '56. At that time,
there was no guarantee that the "Northern Lines" merger would ever be
accomplished. While collectively the roads were all pushing for the merger,
there was no guarantee if and when it would come to pass. As a result, each
line had to plan for its own future. Gavin was conceived and designed to
improve delivery times across the GN system by reducing the need for
detailed classification in the Twin Cities, and on the west end of the
system. To that end it succeeded remarkably well.
In his original post, Bill suggested that the Hill lines made multiple bad
decisions, and cited Gavin as an example. All the responses have been based
on post merger observations, when BN had options available to it that GN
didn't when the decision to build Gavin was made. Furthermore, as I've
commented previously, the decision to build Gavin was based on the traffic
as it was known and projected in the 50's. To use post merger observations
to invalidate decisions based on the realities of the early 50's doesn't cut
it.
I haven't yet seen any citations or links to information that would validate
the original assertion that the Hill lines in general made bad decisions, or
that specifically that the GN's decision to build Gavin was a bad decision
based on what was known about traffic patterns at the time the decision was
made.
One other comment - an empty or near empty yard isn't necessarily a sign of
lack of business - it can also be the sign of a darn good yardmaster.
Best regards,
Steve Haas
Snoqualmie, WA
[Non-text portions of this message have been removed]
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