John,
I'd never heard about that document. Is it something that's available anywhere
-- libraries, BRHS archives?
Or do you think there are just a few copies in the hands of private individuals?
Googling "CB&Q reciprocal switching agreements" brings up nothing useful.
Duncan
----- Original Message -----
From: John D. Mitchell, Jr.
To: CBQ@yahoogroups.com
Sent: Monday, October 03, 2011 9:49 PM
Subject: Re: [CBQ] operational question
The Q published a list of industries at every station and included the places
that had recipocal agreements and with what railroads.
________________________________
From: Duncan Cameron <d.cameron@sympatico.ca>
To: CBQ@yahoogroups.com
Sent: Monday, October 3, 2011 8:36 PM
Subject: Re: [CBQ] operational question
Archie,
Thanks for the info. I haven't done much work on the BN?KJRY era in Keokuk
yet but I'm getting there.
Anyone have a suggestion about where to look for info on reciprocal
switching agreements?
Duncan
----- Original Message -----
From: "archie hayden" <kliner@mywdo.com>
To: <CBQ@yahoogroups.com>
Sent: Monday, October 03, 2011 8:27 PM
Subject: Re: [CBQ] operational question
> Duncan, By the time I was working on a switch engine at Keokuk, the
> only road left besides the BN was the KJRy or Klunk and Junk as we so
> fondly called it. We each switched Hubingers and the BN did the
> switching on up the Mooar line. Some of the cars we pulled at Midwest
> Carbide and Griffen Wheel we delivered to the KJ for the long haul.
> General Mills also had to be interchanged from time to time but not as
> much as MWC or Griffen. A few of the KJ men were former RI employees
> but they are all gone now. I remember switching Stone Container or
> Horner Box and Sheller Globe who made car parts(dashboards, etc.) We
> also switched Electro Metal and many other industries that were gone
> by the time I started switching. Archie
> On Oct 3, 2011, at 4:01 PM, Duncan Cameron wrote:
>
>> Michael,
>> That helps a lot. The info about the absence of a reciprocal
>> switching agreement is also helpful. I hadn't discovered any
>> information about the kind of arrangement that might have existed in
>> Keokuk. I do have some evidence of cars from General Mills, which
>> would also have been on the Moora spur, going out on the Rock
>> Island, but the vast majority seem to have gone on the Q. Based on
>> what you've said that would suggest some kind of reciprocal
>> agreement between Q and Rock, which is possible. I believe both
>> switched Hubinger's, which was the only industry directly accessible
>> from Rock Island tracks. Wabash and TP&W would have been transfer
>> only.
>> Thank you for your help.
>> Duncan
>>
>> ----- Original Message -----
>> From: Michael Johns
>> To: CBQ@yahoogroups.com
>> Sent: Monday, October 03, 2011 3:53 PM
>> Subject: Re: [CBQ] operational question
>>
>> Mr. Cameron:
>>
>> The question of which railroad does the switching and which carrier
>> is selected to be the "line haul" carrier is a function of what kind
>> of switching district the shipper is located within. I would suspect
>> that the spur you noted at Keokuk is one "closed" to reciprocal
>> switching by other carriers- hence they do not have access. Then the
>> shipper would find it economically expedient to ship on the CBQ as
>> far as possible under the bill of lading.
>>
>> If the spur is open to reciprocal switching, the CBQ local would
>> switch the plant but bring the car to the local carrier selected by
>> the shipper to originate the line haul. In Keokuk, the Rock Island
>> (before 1980) and Wabash (before 1960) were local carriers but I do
>> not believe they were party to a reciprocal switching agreement at
>> Keokuk with the CBQ.
>>
>> In present day Ottumwa, Iowa, Rosenmann's Scrap Yard is shipping
>> scrap metal in gondolas to a steel mill using an 1887 Milwaukee Road
>> reciprocal switching agreement. Rosenman's is physically located on
>> the BNSF (CBQ), but the load is tendered under the switch agreement
>> to the CP (as successor to the Milwaukee) for transport. Lately,
>> however, the BNSF has been transporting the loads to the CP at
>> destination because it is just too much hassle to tie up two 6 axle
>> locomotives on the double main to switch the single car one time per
>> day back to the CP (Milw) interchange!
>>
>> I hope this is an explanation, and is not too confusing.
>>
>> Michael Johns
>> Burlington Junction Railway
>>
>> ________________________________
>> From: Duncan Cameron <d.cameron@sympatico.ca>
>> To: CBQ@yahoogroups.com
>> Sent: Monday, October 3, 2011 1:17 PM
>> Subject: [CBQ] operational question
>>
>> I wonder if someone who actually worked with a railroad could answer
>> an operational question.
>> It just occurred to me that several of Keokuk's industries were on
>> the Q's Moora spur.
>> This suggested that the Q would do the switching of those plants.
>> If the Q was being paid for the switching, would it be likely that
>> the plant would also use the Q to haul the car out of town?
>> That is, would there be a savings to the shipper if they did so?
>> Duncan Cameron
>>
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>>
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>>
>>
>>
>
>
>
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>
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