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Just as a primer for the power plants and what cars they normally get- WPSX (red/yellow bottom dump)- Green Bay (Weston as needed) WPSX (aluminum)- Weston (Wausau) WEPX- (Pleasant Prairie, Oak Creek) EDGX- Edgewater Generating Station (Sheboygan) COLX- Columbia (Portage) DAPX- Dairyland Power (Alma) Occasionally if power demand is at a higher output than normal other private cars (or BNSF and UP system owned cars) may be used on these trains as well. Right now BNSF holds the Alma, Wausau (with CN
Currently the BNSF and CP have the contract to haul coal into Pleasant Prairie- coal contracts last about 5-7 years (on average) and it is not unusual to see plants alternate between BNSF and UP to provide the service. So the UP has no reason to tear out their access tracks to PP. To add a little on Zardoz's history points- the interlocking at the north end of Pleasant Prairie was called Truesdell where the KD (Kenosha Division) crossed the MILW and CNW "New Line". North of Truesdell
The Erie Lackawanna in Indiana was never a part of Conrail- in the Conrail plan, the EL lines in Indiana and east to Marion, OH were not included. What traffic that was on the EL upon the creation of Conrail April 1, 1976 was diverted to their PRR and NYC routes since Conrail did not get the EL line. After this non-inclusion, shippers online were able to secure the line and the Erie Western was designated operator of the property through state subsidy from Hammond to Wren, OH and a branch from Decatur
Those pictures are restricted from downloading by the Flickr user- as a Flickr user myself I do not allow any downloads of my photos unless I authorize it first. There are people out there sadly enough who steal photos from folks' photostreams, then post it in their own and try to pass the picture off as theirs. Thankfully Flickr allows you to set up protections on your own photostream to prevent this- you'll still be allowed to right click and "save picture as"- but when you try
The Minnesota Southern does not operate any ex-Milwaukee Road lines. The MSWY operates on the former Chicago and North Western route from Worthington, MN to Sioux Falls, SD (though they only operate it from Worthington to just beyond Beaver Creek, Minnesota.) The ex-Milwaukee Road line ran further north from the CNW route and is abandoned through this area- the last runs west of Jackson occurred in 1980.
The CNW phased out the "Route of the 400s" lettering by 1956- the GP9s delivered in 1957 (1725-1773)came with single nose chevrons and no "400" lettering on the flanks. The last series of units to arrive with full chevrons and "400" lettering were the H16-66s delivered in 1956 in number series 1901-1906. (Which ironically also said "Route of the Streamliners"- which had stopped running via CNW the previous fall) The GP18s delivered in 1960 were originally delivered
"Because of grossly inferior track conditions between Pana Jct. and East Saint Louis, at one point MoPac approached Penn Central about MoPac's rehabilitating the line in exchange for MoPac's control of the train dispatching operation. I'm not sure what happened there - did Penn Central agree to this, or was that an issue that was ultimately settled with Conrail? But, whatever, MoPac did eventually get control of the line, lock, stock and barrel. So what was once the high-speed New
In the mid 1970s the UP did sell some of their GP9s to the CNW- but those were rebuilt at Oelwein. Shortly after in 1976-77 the UP sold a large number of their GPs to Precision National- who in turn had the locomotives rebuilt at Silvis for Amtrak. Also notable is that at least four of the units in that UP deadline are SD24s- which were also acquired by Precision National and eventually rebuilt for use in their lease fleet (and some of which ended up on CNW as SD18s, and others became ICG SD20s)
I do see the 652 sitting in the weeds off to the right there- as for the UP and BN engines, Silvis did do contract work- and it is possible by the time this picture was taken, that Chrome Crankshaft had already taken up residence in the old RI shops as well.
WIAR- The yard that sat next to the CNW depot in Ironwood was a joint Soo Line- CNW facility.Since there is no yard office building at North Ironwood on the old DSSA- the Soo Line (and later WC) retained the Soo offices and maintenance base at Ironwood even after their own trackage into Ironwood proper was abandoned/sold. The Soo's line in Ironwood was primarily to serve the iron ore mines in the region (note the most recent Trains Map of the Month). The CNW pulled out of Ironwood in 1981- the
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