|
Lrt's put this SP subject into some perspective. The SP got control of the RI between Tucamcari and KC in about 1980 using the SSW as their operating line and they used the RI Armourdale yard in KCKS. They put a lot of money into the RI to get trains speeds up but that only got them to KC. Actually they also got the RI between KC and St. Louis but never operated it except out to a power plant west of St. Louis. The SP wanted to get to Chicago and the first choice was to get trackage rights over the MILW route but the portion between KC and Polo was joint with the CNW (ex-RI) and the CNW blocked the deal. In the meantime SP and BN made a service agreement between Chicago and KC. The cars were interchanged at KC and moved on BN trains as BN cars to Chicago and
interchange. The primary focus was on intermodal and perishables in reefers. This arrangement was never very satisfactory for either the BN and the SP. An aside is that this about the time of the BN-SLSF merger and if you remember EHH was Terminal Supt. at KC. Shortly thereafter the UP got control of the MP and WP. One of the conditions of that deal was that the DRGW obtained trackage rights over the MP between Pueblo and KC. The DRGW made a deal with the KCS for use of the Joint Agency facilities in KCMO. The other line involved was MILW/SOO at KC. Naturally the DRGW did not want the BN to handle the traffic as BN would have wanted the business at Denver and not KC. The BN would have been faster and cheaper but the DRGW was protecting their longhaul. The coal business originated on the DRGW and the KC extension allowed DRGW to develop new markets for the coal. This was about the time
the SP and the BN made the trackage rights deal between KC and Chicago. Then the DRGW merged with the SP. Yes this was a time of lots of changes in the rail business. You needed a scorecard. Fred Crissey From: Paul Nadolski <pnadolski2719@yahoo.com> To: CBQ@yahoogroups.com Sent: Saturday, October 20, 2012 8:02 AM Subject: [CBQ] Re: SP trackage rights While I don't know for sure when SP/UP started running over the CB&Q/BN to Chicago, I do know that SP handed a lot of traffic to the Soo Line at Kansas City in the late 80s, which was hauled to Chicago on the ex-MILW Kansas City line. I saw a LOT of trains at Davis Jct. as a result. SP tried to buy that line from Soo/CP in 1990 but the deal fell through, and I'd guess that is when SP started running to Chicago over the BN's Mendota Sub. The CB&Q line was shorter (by about 60 or so miles) than the Milwaukee line, so that was no doubt an added bonus for SP. FWIW, the ex-MILW KC line was later sold to I&M Rail Link, which became Iowa, Chicago & Eastern and is now owned by CP again (for now, until EHH decides to sell that too...) Paul Nadolski Rockford, IL --- In mailto:CBQ%40yahoogroups.com, "James Vivian" <jvivian765@...> wrote: > > Does anyone know how/where the SP gained access from the west to run > eastward on the Mendota Sub. and when this arrangement came into being? > I know this must have carried over into the UP merger as I have have > seen run-through stack trains in the fairly recent past. > __._,_.___
Your email settings: Individual Email|Traditional
Change settings via the Web (Yahoo! ID required) Change settings via email: Switch delivery to Daily Digest | Switch to Fully Featured Visit Your Group | Yahoo! Groups Terms of Use | Unsubscribe __,_._,___ |