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Mark: When proposed, the UP-CRIP merger looked attractive for it would have given UP excellent Chicago access; Mississippi River access at St. Louis and Memphis; the "spine line" from the Twin Cities to the Gulf; and a good grain franchise. However, UP's refusal to go ahead with the merger in 1975 must, in retrospect, be considered a brilliant decision. Much capital was conserved; CNW served adequately to get to Chicago, but much more importantly CNW provided entre to the PRB (in 1985); and the MP merger opportunity opened up (accomplished in 1982), a franchise vastly superior to CRIP. Very interesting FRA documents you mention. I'm a little surprised at the ostensible financial rationale for the BN-SLSF merger. Frisco did alright, but really was a modest firm in both size and financial strength. And the Gillette-Orin line was completed in 1978, while the merger was complete late in 1980. I always viewed Frisco as a better fit with ATSF than BN. A standing (and somewhat bitter) joke in St. Paul was that BN bought Frisco for the management. The FRA analyst's prescience on subsequent mergers is uncanny. Was a rationale given for the expected pattern? Your focus on the C&EI's importance to MP, and ultimately to UP is interesting. It certainly got MP good Chicago access, and perhaps as importantly. gave MP a direct interchange with Conrail without the delay and expense of the St. Louis TRRA. However, strategically, MP (and SP) already had the key connections to all Eastern and Southern carriers at St. Louis, Memphis and New Orleans.
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