Pic not uploaded onto da net
Ok, wait ..I got it.
The Great Blizzard of '88
No. And it's not the GM10B in the blizzard of 1978, either. Very funny. Let me see what I can do.
Start by identifying the railroad (not at all hard in several respects). Then consider some of the details - in particular, why so many of them are carrying those things they have. And why there are so many of them is likely highly relevant... on reflection, this is probably a two-part question, perhaps involving a special occasion (which might explain the neckties a little better), which someone like wanswheel could perhaps actually date, but the number is still relevant.
As a kind of hint: the arrangement would be highly useful in case of snow on the ground, but it has nothing to do with snow removal.
Sorry about the dereferenced photo, but Kalmbach would not paste it as an image, which may indicate a source preference against hotlinking.
Is it my iPad? I cannot access the link...it is not lite up on my screen.
MiningmanI cannot access the link...
Have PMed you what I think is a better one; if anyone else has trouble seeing the picture, please let me know 'on the side' and I'll arrange a copy for you.
Overmod, maybe you should give the answer and ask a new question?
At Overmod's request...
Although Flexi-Vans were most closely associated with the New York Central System, at least four other railroads serving Chicago used them in mail service, three of them carrying "bypass mail" interchanged with the NYC. Name the four.
rcdrye At Overmod's request... Although Flexi-Vans were most closely associated with the New York Central System, at least four other railroads serving Chicago used them in mail service, three of them carrying "bypass mail" interchanged with the NYC. Name the four.
http://mrr.trains.com/news-reviews/staff-reviews/2008/05/walthers-ho-flexi-van
I think a railroad is missing though.
From the Walthers ad you have NYC, IC and Milwaukee Road flats, and NYC, IC, Milwaukee and CB&Q vans. The missing line used both its own and NYC vans, and its own and NYC flats. It was the direct competitor (if a bit circuitous) of one of the other lines, and had the easiest switching for bypass mail.
Bypass mail was also handled in mail storage cars that were transferred between trains without any mail handling in Chicago.
Santa Fe?
Also when did Soo Line first run trains into Chicago? I know Soo bought the Milwaukee Road line, IIRC Soo merged with Wisconsin Central(1960 or 1961) to get to Chicago.
Soo Line leased the Wisconsin Central in 1909. The official merger date was Dec 31, 1960, and included the Duluth South Shore & Atlantic. All three were more than 50% owned by Canadian Pacific. WC owned its own locomotives and cars, but everything was labelled Soo Line, with WC equipment carrying small W.C. lettering in various places depending on equipment type. By the time the Soo Line acquired the Milwakee Road in 1985, the Flexi-vans were long retired.
Just to clarify, the fourth railroad was Santa Fe.
The four railroads Santa Fe, Chicago Burlington & Quincy, Milwaukee Road, and Soo Line.
Actually Santa Fe did not normally carry flexi-vans in bypass mail service. AT&SF preferred to handle containers on their own "flat cars", which were cut down from heavyweight coaches, complete with six wheel trucks. The other road that normally carried them also went to many places the AT&SF did, both on its own and with joint service. As far as I know the Flexi-vans only worked from Chicago to the capital of an adjacent state.
Rock Island?
The Rock carried some of its flexi-vans in passenger trains, with one series equipped with well-wrapped steam lines so they could ride directly behind the locomotives. NYC flats, when carried, rode at the rear. Rock Island's vans ran Chicago-Des Moines, and occasionally Council Bluffs. CB&Q also had steam-equipped flats. Both CB&Q and Milwaukee got cuts of flats from the NYC regularly.
IC used side-door vans and didn't interchange. Their steam-equipped flats and vans ran in Iowa Division service.
Soo Line loaded and unloaded marine containers at Schiller Park - no mail. Mail was handled in heavyweight RPOs and Storage Mail cars until the Laker was discontinued in 1965. Any interchange mail was handled in sacks by truck.
Rob and All:
This question about NYC's FlexiVans reminded me of a tragic story at Northtown about 1966. One of the FlexiVan cars (with two trailers) was waybilled to a consignee at Jamestown, ND. It was rejected at Jamestown because of no way to unloaded the two trailers. It was returned to Northtown for furtherance to the NYC in Chicago. A switchman was fatally injured when he fell beneath the car during a switching movement. Quite a tragedy! I did not know the switchman well.
Ed Burns
rcdrye IC used side-door vans and didn't interchange. Their steam-equipped flats and vans ran in Iowa Division service.
IC's vans and flats also turned up on the main line. I recall seeing them on the rear end of the "Campus" (later named the "Illini") while waiting for the South Shore at 115th Street. They would occasionally show up on the "City of New Orleans".
You are correct - I hadn't seen any pictures of them on any trains except the "Land-o-Corn". I also found that AT&SF did participate in early tests with an SFTU van used on a modified flatcar. WP leased a single flat, intended for use on the California Zephyr between Oakland and Salt Lake City, where it was used for about six months in 1965 and 1966, mainly for Railway Express.
This got stalled and then, apparently, dropped off everyone's radar. I still don't know what the fourth road is supposed to be...
The fourth road was the Rock Island. Burlington, Rock Island and Milwaukee used NYC vans (and vice versa) for "bypass mail" which was not sorted in Chicago. IC pretty much used their own.
So who gets the question?
Hard to untangle this one...maybe narig01 but is he still around?
While we're waiting...
This bridge, which is still in daily use, was the longest single-leaf bascule bridge ever built when it was originally installed. Formerly in line (one after the other) with another similar bridge, it now sits beside it, with a slightly shortened leaf. Location and reason for bridge relocation.
Miningman Hard to untangle this one...maybe narig01 but is he still around?
rcdyre go ahead
Glad you're back! If you have a different question I can withdraw the one I posted.
Please continue. I don't have a good question right now. And I think the current one is interesting.
I'm would think CSSHEGEWISCH should get this one, as he knows engineering and/or bridge history.
Thx IGN
Both bridges involved were lifted to a higher level during reconstruction, as part of one of the largest civil engineering projects in its era, one that shaped its city.
Are you looking for the SCAL (ex-IC) and B&OCT bridges, tinkered with when the South Branch was straightened?
Overmod Are you looking for the SCAL (ex-IC) and B&OCT bridges, tinkered with when the South Branch was straightened?
That's what I was looking for. The SCAL bridge was built with a 260 foot leaf over the original channel of the Chicago River, several hundred feet east of its current location. The B&OCT bridge was built on its present site over the new channel while it was still being dug. Both bridges were built at a low level, with the SCAL and B&OCT crossing the south approach to Union Station at grade near the current Amtrak Coach Yard. Once the B&OCT bridge was completed, both SCAL and B&OCT used the B&OCT bridge to cross the new channe, with B&OCT moves swinging north onto the island between the old and new channels. SCAL traffic used the original SCAL swing bridge untill the new Strauss Trunnion Bascule span was completed. Once the old channel was filled in, the SCAL bridge was dismantled and re-erected next to the B&OCT bridge, but at a high enough level to connect with the new SCAL and B&OCT inclines over Union Station trackage. The SCAL bridge was shortened about 40 feet during the move. The final move was to lift the B&OCT bridge to the level of the new inclines and remove temporary connections.
The St. Charles Air Line is a short connecting line built by the CB&Q, C&NW, IC and Michigan Central. It's still owned by BNSF, UP and CN. IC acquired PC's ex MC share. All of the construction on the bridges was handled by IC and B&O. Both bridges were in service until Grand Central and the adjoining freight house were closed by B&OCT in 1969. The B&OCT bridge has been in the up position since, and is no longer reached by tracks. The SCAL is used by CN Iowa line trains, by numerous transfer runs, and by Amtrak trains using CN's ex-IC main line.
Here's a link to a page with some photos and drawing showing the move:
http://industrialscenery.blogspot.com/2015/12/st-charles-airline-bridge.html
Fascinating...and thanks for the great link that explains it all. Really good reading and information.
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