(erielack) Re: The Diamond/West End questions

["Paul Brezicki" <doctorpb_@_bellsouth.net>]

51st St was the main carload facility as well as intermodal. However less
and less carload was handled there as the runthroughs became more important.
So by 1976 the wb carload trains for the most part went to connections.
Consider the mid-70's wb Chicago lineup out of Marion:

CNW-97: Proviso
M-97 (Milwaukee Rd): Bensenville
IC-97: Markham
BN-99: Cicero
SFE-97: Corwith (usually combined with BN-99 to Huntington IN)
BRC-99: Clearing

Trains to 51st St were limited to CO-97 (Chicago-97), and the intermodals
NY-99, ACX-99, PB-99 and CX-99. Most interchanged TOFC was grounded at 51st
St and "rubbered" to connecting line ramp, as in most cases this was faster
and more reliable than steel-wheel interchange; the latter was done with
ATSF, BN and C&EI.

It was the same stuation with eastbounds. By the 70's RI-100 was usually
combined with Milw-100 as the CRIP deteriorated and lost traffic. I think
the BN train carried the NE-74 symbol. SF-100 was basically NY-74; I suspect
the name was changed when ATSF was considering acquiring the bankrupt EL. EL
had budgeted for a major rebuilding of the Marion hump yard in1972, which
would have implemented the runthrough approach more completely and closed
Huntington. Of course, this money went to Agnes repair instead.

Until it was closed in1969, Hammond originated and terminated transfer runs
to nearby connections such as IC and CRI&P. These cars were preblocked at
Marion and setoff at Hammond by trains that terminated at 51st St.

Paul B


- ----- Original Message ----- 
From: "Tupaczewski, Paul R (Paul)" <paultup_@_lucent.com>
To: "'Paul Brezicki'" <doctorpb_@_bellsouth.net>; "EL Mailing List"
<erielack_@_lists.railfan.net>; "Tupaczewski, Paul R (Paul)"
<paultup_@_lucent.com>
Sent: Tuesday, August 23, 2005 2:34 PM
Subject: RE: The Diamond/West End questions


> Paul B.,
>
> Thanks! This is good info! I'm looking for clarification on a few items
(see below):
>
> > 51st St yard (which by C-day was mostly an intermodal
> > facility), a smaller
> > yard at 23rd St and the 14th St Freight House (55th St was a
> > Pennsy and then
> > PC yard)
>
> So... if 51st St. was for intermodal, where did the westbound manifest
freight end up? 23rd St? Hammond?
>
>
> > Within the "Chicago Switching District", almost all RR's had
> > trackage rights
> > over each other. So outbound EL transfers would travel to other RR's
> > facilities over various routes including BRC (which was also
> > co-owned by
> > EL), IHB etc.
>
> Where did EL transfers begin? 51st? 23rd? Or Hammond? (I ask this because
EL had several T-series transfer hacks lettered for HAMMOND, but none for
CHICAGO)
>
>
>
> > Beginning with CB&Q in 1967, an increasing volume of
> > interchange moved in
> > runthroughs such as Q-99 (later BN-99), and by 1976 most
> > Chicago carload
> > interchange was handled this way. These originated at
> > Huntington and Marion
> > and were not handled at 51st St, which freed up space there for needed
> > intermodal capacity. Crews on trains destined for more
> > distant yards may
> > have changed at an intermediate location; eg: CNW-97 for
> > Proviso may have
> > received a C&NW crew at Wood St.
>
> What about the eastbound trains? (I'm thinking MILW-100, SF-100, RI-100)
Did these terminate at Huntington/Marion? I know at the end (1974-1976)
SF-100 ran straight through to Croxton. Any rhyme or reason for this?
>
> - Paul


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