Brian,
You have to think about the gateways that would be ways to route traffic
to the Frisco - Kansas City and St. Louis. Also the Paducah gateway was
important. If it was moving beyond the Q via the NC&StL and L&N, a good
part of it went via Paducah if possible.
As for St. Louis, based on the actual train consists I've seen from the
early-mid 1960s, the preferred move out of St. Louis was for east and
southeast traffic via B&O, L&N, and Southern. That is not to say that
the Frisco received no traffic, but it was not a major partner.
The same for Kansas City. The Q had a hot connection to/from the Rock
Island. The Q would have a switcher and crew waiting for the arrival of
the priority freight from Chicago at Murray Yard. They would immediately
tie on to their cut and make a run for the RI at Armourdale. The RI
reciprocated. The Q interchanged with all of the other KC served
railroads, but the Frisco had no special status.
Lou Menk became president of the Q in September 1965 coming from the
Frisco. He began the tie up with the Frisco by having the Q buy Frisco
stock. This is led to problems with the Interstate Commerce Commission
which ordered the Q to divest their Frisco stock. Menk left the Q after
a year, so it unclear he had any real effect of traffic patterns in
diverting traffic to the Frisco. Back then shippers had a lot of control
of how their load was routed and some had favorite railroads they would
be sure to give part of their business to.
As you know, Menk continued the pursuit of the Frisco when he ran BN. If
you want to read the view of someone who has high up in BN management at
time of the BN-Frisco merger, get Earl Currie's book "BN - Frisco - A
Tough Merger". He gives both the good and bad.
Bill Hirt
On 1/24/2021 8:17 AM, bdurham260 via groups.io wrote:
Did the Burlington Route interact much with the Frisco? I know the BN
merged with the Frisco, but what was the interaction from between
1945-1965?
Thank you,
Brian Durham
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