Tom,
The switch for the Stone Ave freight house on the North side was just east of the westbound platform on the North side. It held one car, nothing more from first hand observation with the track occupied by one car.
The SW corner of brainard and the RR would be where the switch to the south side house was located. I showed the postcard displaying the brick, moved Stone Ave depot to just west of Brainaird on the south side with the "new" Stone Ave depot east of Brainard during the presentation.
As to a Galesburg based Aurora Division road crew doubling back onto their train at the Park after picking up at the park, this was routine but not part of the "west" time discussion that applied only to the Congress Park job.
I agree with you that the REA express building was West of Brainard on the south side and based on the postcard view the south freight house was west of that on the spur.
What I suspect,but can't document is that when the south side spur was removed a smaller freight house was established on the North side as a replacement. I have seen photos of both when they were in existence.
The south side spur was where an REA car was left for loading and after the STONE AVE La Grange office there was removed the Berwyn office handled all REA business between Berwyn and at least Stone Ave. This is documented in Ed De Rouins book, handling Mail and Express.
Thanks, Leo Phillipp
I am still concerned about what we are calling the North Freight House. I think it is actually the REA Freight House located SW corner of Brainard Ave. & the Main Line.
The new stated anytime spent West of "Stone Ave freight house" I would think that West would mean West of Brainard Ave. Tricky to determine what West of the REA would be.
The RR could say it was at the end of the Siding at Leach Ave. Or the actual end the building or including the docks.?
They had a West bound freight being put together 1956 - 1957'ish with a Northern. I am sure it would be west of Brainard Ave and still grabbing cars from the CP Yard.
The melodious sounds of pounding steam would put me to sleep...No Ac in those days to the windows were open.. Tom Hammer
As requested earlier here's the explanation as to why the La Grange Stone Ave, north side freight house became really important to the road crew on the Congress Park job(s). Yes for some years there were two jobs, a day and a night. Stay with me as I need
to explain the groundwork before I get to the point.
After the end of WWII, with the concurrent end to rationing of everything and the return
To a peace time economy,rail traffic switched from war material to a normal flow of
Industrial and consumer products. The later being most important for our discussion.
Congress Park interchange between the Q and the IHB concentrated on consumer products. As the economy normalized and the pent up demand for consumer products
Jumped so did traffic thru the Harbor interchange.Livestock,meat,produce,autos,etc,etc
Traffic grew dramatically. Thus traffic via the interchange, which easily cut a day or more off the movement through the Chicago terminal, likewise grew.
Soon Congress Park jobs were being told to not only switch out the North and West cars into blocks, as they had routinely done, but now they were to take blocks of cars to West Hinsdale,Westmont or Downers Grove to get them out of the Congress Park yard so
the Harbor Had room to deliver more cars. These blocks would be picked up by the trough trains at the outlying points, rather than at the Park.
Once caveat,I do not want to start a chain about work rules, let's just enjoy the story.
So at this time the Congress Park jobs were wayfreights. They were "advertised" to operate from Clyde to Congress Park and return. Management set the jobs limits. Under
The work agreements if the crews were ordered to operate beyond these limits,i.e. Go to
Points west, they were entitled to another day's pay. Crews began filing claims for these payments and were turned down. Long story short there was a conference of local division management and the union representatives and a new local agreement was hammered
out. The new stated anytime spent West of Stone Ave freight house switch on the Congress Park would be at actual time spent, over and above the regular pay and O.T. on the job. It was agreed that all outstanding claims would be settled on that basis.
Management and labor worked together to solve an issue. There many,many,many local
Agreements on all divisions covering various issues.
The question I have is why didn't management simply re-advertise the jobs to operate
Clyde to Downers Grove and return ? Thus eliminating all premium pay without any additional costs as the jobs would still operate under 100 miles, which was the minimum
For a standard day's work.
In 1964 the system road switcher class of service was created. This allowed a road switcher to operate up to a 25 mile round trip out of a terminal and back without limits as to how many trips were made between the points in a day's work(unlike a wayfreight
That could only make one w/o a penalty payment). The Congress Park job became a road switcher but interestingly the premium payment for "west" time remained in place.
Some nights multiple trips west were made to clear the park. The Congress Park job was
Routinely one of the 3 highest paying jobs on the division. By the way, The "Park Job" worked 7 days a week,365 day's a year, and usually worked up to close to the hog law each night.
Then in 1979 a national board award allowed yard crews extended rights to operate in road territory as agreed by local management and labor. Very quickly the "park" was assigned as a yard job out of Cicero. There obvious transition difficulties as the yard
crews learned the nuances of trying to work between and around the dinkies but over time they got it down. Then in the mid '80s the deregulation of trucking brought a real
Earth moving change as truckers were free to bid on product moves for their empty rigs
At rates that railroads couldn't compete with, as all the truckers had to do was offset the
Costs of what had been an empty move for them.
Soon Congress fell silent and what little interchange remained was handled into Cicero directly by the IHB crews who operated over BN tracks from and return to Congress Park.
Hope you have enjoyed just one little "inside look" at the things worked in reality.
Leo
Ps-while I knew some of the above from first hand experience, the historic details were gleaned from the union claim files in my collection.
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