Tom, I would expect that any assigned Monon covered hopper loaded with sand from Ottawa would be expected to move back to a point on the Monon via either the CB&Q or the RI. Reading through the car d
From CGW Circular No. 12 dated March 7, 1966, is a short list of CGW equipment assigned to the CB&Q points and CB&Q related equipment assigned to points on the CGW. The RBBX cars listed in the attach
Hank, The track charts show the grade is briefly 0.76% going north out of Prospect Hill (MP 10.39). There is another brief 0.65% grade just south of Bissell (MP 11.34) and 0.57% where U.S. 66 crosse
Hank, If you do not have the TRRA Bulletin on the Zephyr Rocket, it is well worth purchasing. Larry Thomas, the editor, did a great job putting together the history of the train. It is like a book ju
According to the May 1968 CB&Q car assignment book recently issued by the BRHS archives, all of these cars were assigned to Dundee Cement as Fred said. The same list does not have any covered hopper
Tom, The attached consist is from July 3, 1965. You will see ore cars moving to Cadet MO. That was the junction on the MP mainline to their branch to the new Pea Ridge Ore Mine located on the MP sout
At the time of completion of the Hannibal Bridge, the Kansas Pacific only extended to northwest Kansas from Kansas City. That was the furthest west of any railroad not named Union Pacific at the time
There are a number of 1869 railroad maps if you do a quick internet search. Searching on Kansas Pacific will yield you a 1869 map which was the westernmost railroad out of Kansas City. One thing to k
From what I've read and seen, the GN and NP liked to spread their eastward traffic around from the Twin Cities. It was pretty evenly split among the railroads for the eastern haul. It wasn't until th
Leo, There might be dispatcher sheets (maybe in the archives yet to be cataloged), but wheel reports for northbound extras on the C&I have never surfaced. I have one or two eastbound extra wheel repo
Since Tom's question was circa 1968, I was just looking at the last pages in the CB&Q 1968 Freight Equipment Distribution Manual that the BRHS Archives recently issued. Under Special Car Orders issue
There are a bunch of NP Wheel Reports on this web site from 1968: <http://2-8-2.com/wheelreports/> They include both east and west bound NP trains for trains in/out of Jamestown ND. There is an incom
Chris, It is always to great to see this information! Thank you. The cars getting hung in the east was a constant topic of railroad's Burlington Bulletins especially when Harry Murphy was president.
Chris, I recall seeing a picture of a train rollers on one of the Burlington branch lines. It was the Cheyenne WY - Sterling CO branch. Normally a train of a SW-1, 2-3 cars, and a waycar. The photo h
John, Pete Hedgpeth's story and Jack Schroeder's post about his experience explains most of it. The best way to think of it is that the boxcar was a rolling warehouse. A broker would buy the load fro
Pete, I recently received from the Archives a Perishable Study that was done by the Q marketing department in 1967 about getting back bigger into the Perishable (non-Meat) business. They study states
One of the major costs listed in the 1967 CB&Q Perishable Report was getting cars to the C&NW Wood St. Produce Facility in Chicago. That quickly ate away any profit on the carload for the Q. The repo
Charlie, The study has numbers for cars handled at Chicago for Racine Avenue, the Chicago Produce Terminal, Wood Street (C&NW) and set at an industrial siding. There is a table of out of pocket costs
Russ Strodtz posted on the former Rail Freight Yahoo group several days of Q interchange at Congress Park from 1959 based on conductor switch lists he had. There is a quite the volume of daily traffi
Mitch, The attached Excel spreadsheet is a breakdown of some of the Great Northern interchange at the Twin Cities to the CB&Q in 1968 based on available GN wheel reports. The tabs have the various ga