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[quote user="Murphy Siding"] [quote user="futuremodal"]   You cannot judge what a CNW transcon would have amounted to based on the simpleton's analysis of the Milwaukee PCE retrenchment. .[/quote]      (Shrugs)  Not any more than you can judge what  a CNW transcon would have amounted to based on the simpleton's dream of "If they had built it, they would have come". The fact that they explored the idea, but didn't act, might be an indication that at least some thought it wasn't viable?[xx(][/quote] No one, not even the forum simpletons, has said "If they had built it, they would have come" (a sentence which doesn't even make a parse's worth of sense - if they had built it, they'd already be there![;)]).  The fact that CNW never built a transcon doesn't mean it wasn't "viable", it just means they didn't have the kahunas to try.  However, as the saying goes "he who hesitates is lost".  All the railroads that chose to remain (or revert, in the case of the Milwaukee) as granger lines are no longer with us, while all the transcons but the Milwaukee are still around today.  The SP transcon is still here, the SF transcon is still here, the WP/D&RGW transcon is still here, the UP transcon is still here, the NP transcon is still here, the GN transcon is still here, the CP transcon is still here, the CN transcon is still here.  Only the grangers are gone. With 7 (count them, 7!) transcon routes still alive and kicking today, why would one assume the lesser likelyhood and claim that another transcon would have ended up like the one (1) and only case as presented by the Milwaukee's transcon? CNW minimized itself as a granger line and a bridge line for UP.  One reason they needed UP to finance the PRB expansion was that they didn't have a transcon to bring in the necessary revenues to finance a PRB expansion themselves.  Their die was cast when they chose not to go coastal.
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