Tom,
The Oregon based Oregon-Mt Morris job handled all work,including the sand plant at these locations. For many years it was assigned a NW. Then as sand plant grew a GP7 was based at Oregon for the job.
The Oregon Turn from Eola simply turned at Oregon. The sand was lined up by the Mt Morris job for p/u by the night runs both east and west. The Oregon turn didn't go to Mt Morris unless there was some urgent business there as the job was not advertised to go beyond Oregon so it was an arbitrary extra if they went to Mt Morris.. The main reason the job existed was to shuttle the Kable cars to Aurora for a dinky run to Chicago;after the passenger trains that previously handled the business were taken off. For a brief period of time there was a Chadwick turn out of Eola and return. Big paying high seniority job.
Switching the sand plant was a straight shove and pull,except coupling up all those air hoses and missed joints .......
Savanna had round the clock yard jobs. Up until the mid 70s or so there two on days and maybe even 4"0clocks. The yard jobs made up trains set over blocks,did the Waycar swaps,spotted the rip,etc,etc,etc.
The locals power came in on one job and usually went back out going the other way. This would apply to the Wayfreights that worked between Galesburg-Savanna and LaCrosse-Savanna. It was not until the late 60s that the Eola-Savanna(via Mendota & Denrock)/ Savanna-Eola via Oregon came into existence. There were two turns on those so the crew came in one day from Mendota branch and went back the next via the C&I. Once these were,put in place the Oregon turn was gone as well as the beloved pick up.
Power for extras from Savanna were shuttled in on jobs that ,tied up there. Each line to/ from Savanna had a run that handled the less urgent business that was marshaled there from other lines. For example westbound cars out,of Carnation, Del Monte,etc at Rochelle went to Savanna On 83 or 81 or 181 (depending on the time period). Got set over and made into the counterpart leaving Savanna for Galesburg the next morning. Similar patterns existed going in all directions.
Right around the BN merger a job was put on that ran from Cicero each night picking up and setting out blocks of cars at Rochelle, Flag Center,Oregon and returned to Cicero(or tried to) before the dinky parade. This was another big paying,high seniority job that worked 7 days a week. This job and the similar Streator turn were the highest paying jobs on the Division. The Oregon job was officially listed as the Stratford turn so the job got paid the mileage to Startford but very rarely went beyond Oregon. This covered the possibility of needing someone to shove a job up the hill.
Leo Phillipp
Sent from my iPad
Was there local power assigned at Savanna that went out
from Savanna on local runs or was whatever power was laid over used for local work? Did the road power do its own flat switching, kicking cars in the yard? Also I don’t seem to have info on what local freights
might have run out of Savanna and to where.
I believe Oregon (which I also model) was covered by a
local out of Eola(?) that dropped off cars and I know that there was at least a
switcher or geep (depending on the era) assigned to Oregon that ran the Mt.
Morris branch local. But I don’t recall if Carnation and downtown Oregon were switched
by the same locomotive that handled the Mt. Morris job or if the local from
Eola switched them? Also, does anyone recall how the sand plant at Oregon was switched? I know in the Q days it tied up the main (before the longer siding paralleling the main was installed). Again, was that the same Eola job that came in switched both the area right in Oregon and then the sand plant. Or was that handled by a local locomotive and crew based in Oregon?
Tom Mack - Preparing for winter on the C&I... Cincinnati, OH
__._,_.___
Posted by: qutlx1@aol.com
![]()
__,_._,___
|