I'm looking for information on UP's intermodal facilities in the late 1970s, preferably something small that's a hub. Anyone have suggestions on books or websites I can visit?
Julian
Modeling Pre-WP merger UP (1974-81)
Do you belong to the UP Historical Society? They publish an excellent magazine that over the years has covered entire cities or towns on the UP (particularly when a convention is being held nearby) including of course their intermodal facilities.
Dave Nelson
I was waffling, but I decided just now to bite the bullet and join.
Good idea. I hope you are able to go to some of their conventions because that is really where you can meet the guys who know the answers.
You might want to focus on 1973 and beyond which is the year the CNW and UP formalized more intermodal shipments from Chicago to North Platte by way of Fremont Nebraska. The UP would forward some of that traffic further west.
I recall seeing a TOFC ramp in Salt Lake City when I was there in the early 1980s but can recall nothing more about it. A good map of their trackage there (and other major cities on the UP) should show where the ramps, and later mechanical means of loading, were located
An interesting UP intermodal move was at Omaha, NE. The through intermodal trains from the west coast went through Fremont onto the CNW and Chicago. Out of N Platte they had to have a specific engine configuration, the lead unit had to be equipped with both the UP cab signals and the CNW cab signals (different systems). In addition, trains that carried intermodal cars for Omaha had the rear unit of the consist facing forward and leader equipped. That was called the "Taxi" unit. The Omaha pigs would be on the head end of the train, right behind the engines. When the train got to Fremont they would cut off the head 2 or three engines, leaving the taxi unit on the train. Either the inbound crew (if they had enough time) or another crew would get on the taxi engine, cut away with the Omaha pigs, and take the one unit and Omaha cars to Omaha. The outbound CNW crew would put the rest of the power back on the train, get a brake test and go east.
On the other hand, the outbound pigs would be released at the ramp in Omaha and a taxi unit would take them to Fremont to be added to a westbound train off the CNW, reversing the process.
If you want one unit, short intermodal trains that terminate, the Omaha ramp gives you that. Plus the Omaha ramp was at the former Unnion Station (now the Durham Museum). On the other side of the main track was the CB&Q/BN/BNSF depot (Walthers has a model of it) and the Amtrak depot. The interchange cut from the IC/ICG/CCC/IC/CN would pull across the Missouri on the UP, then run crossover to the CBQ/BN/BNSF and shove down to the BNSF yard. The ruling grade between Omaha and N Platte was leaving Omaha headed west. Westward heavy freights would have to be shoved up the hill by Council Bluffs switch engines.
Dave H. Painted side goes up. My website : wnbranch.com
dehusman
This is great information. Thanks so much! Can you point me at any "further reading" in this regard?
From the August 1971 Official Guide of the Railways.
UP Piggyback Service ramp locations.
California - Los Angeles
Colorado - Denver, Ft Collins, Greely, Sterling
Idaho - Burley, Kellogg, Lewiston, Nampa, Pocatello, Twin Falls
Kansas - Hays, Junction City, Kansas City, Salina, Topeka
Missouri - St Joseph
Montana - Butte
Nebraska - Columbus, Fremont, Gering, Grand Island, Kearney, Lincoln, Norfolk, North Platte, Omaha
Nevada - Las Vegas
Oregon - Baker, Hinkle, Hood River, La Grande, Portland
Utah - Cedar City, Ogden, Salt Lake City
Washington - Aberdeen, Centralia, Colfax, Grandview, Kennewick, Longview, Olympia, Seattle, Spokane, Tacoma, Walla Walla, Yakima
Wyoming - Cheyenne, Green River
Most were end ramp (circus style loading) facilites. Los Angeles, Denver, Kansas City, Salt Lake City and Seattle had lift capabilites for some trailers or containers.
Jeff
dknelson Good idea. I hope you are able to go to some of their conventions because that is really where you can meet the guys who know the answers. You might want to focus on 1973 and beyond which is the year the CNW and UP formalized more intermodal shipments from Chicago to North Platte by way of Fremont Nebraska. The UP would forward some of that traffic further west. I recall seeing a TOFC ramp in Salt Lake City when I was there in the early 1980s but can recall nothing more about it. A good map of their trackage there (and other major cities on the UP) should show where the ramps, and later mechanical means of loading, were located Dave Nelson
I gotta thank you again for giving me that final push.
The current issue of streamliner nearly made my head explode with how much information it has on the specific topic I'm asking about, and is an awesome starting point. A lot of the information that isn't documented anywhere in this thread (thanks guys!) is either confirmed or complemented by the article. It includes everything from schedules to symbols, and what intemodal loads they were carrying.
And I also now need to get me a Big Blows. Here I was going "oh a turbine was never used in Intermodal", yet there it is on p.33. Stupid trains that make you want more trains :(