Thanks to Chris / CopCarSS for my avatar.
QUOTE: Originally posted by Murphy Siding In March of 1970, William Quinn of CBQ was chosen to be vice-chairman of Burlington Northern. Instead, he chose to return to the presidensy of Milwaukee Road. If this fella had a working knowledge of the inner works of both the *infamous* Hill roads, and the Milwaukee Road, why did he choose Milwaukee Road. Surely, he knew of BN's diabolical plans![:-,]
QUOTE: Originally posted by pactrail Eric, Thanks for the reply. However the Elbe - Morton - Davidson Lake line is not the line in question. MILW was building a line from Elbe to Ashford and then plotted to Yakama. Some of which followed Highway 704. That right of way is the land plot / ownership in question. The Mount Rainier SR runs on the Elbe - Morton - Davidson Lake line.
QUOTE: Originally posted by futuremodal Ken, you're set for the straight jacket. The dominate manufactured good from the Upper Midwest was autos. The time period you're talking about, basically 1970's on up, PNW consumption patterns favored imported manufactures over Midwest manufactures. This is the period when Japanese goods became major market players, and the PNW was a key Japanese market. You just didn't get alot of Chicago manufactured goods bound for the PNW once the import patterns were established. More than likely, any westbound intermodals were getting what was left of the domestic goods market, and since the Milwaukee was favored by the importers via Seattle and Tacoma, what Chicago goods bound for the PNW that were left would probaby favor another routing in defiance of the import friendly Milwaukee. Perhaps also Yellow and Milwaukee just didn't have a working relationship. They were scraps, Ken, just scraps. But if you can explain why a "cancer" can dominate the Asian import trade through PNW ports, feel free to expound. It is amazing that you have become so addled that you cannot discern between the favorable position of Milwaukee's PCE relative to the other PNW transcons, and the real cancer on the Milwaukee's system, namely the Midwest Granger lines. In the meantime, we'll arrange a rendevous between you and those nice young men in their clean white suits and they're coming to take you away, ha ha.......
QUOTE: Originally posted by greyhounds And Seattle/Tacoma became major container ports because of their efficent rail service inland. This rail service was provided by the BN and UP.
QUOTE: Originally posted by greyhounds Those PNW ports weren't much of anything back then The first Japanese container ship didn't arrive in Seattle until 1970 .... As I said, the first Japanese containers didn't arrive in Seattle until 1970 ...
QUOTE: Originally posted by grehoundsIf there was ever a statement he's made that shows he's clueless, it's this one: 1. QUOTE: Not much originating in Chicago. Japan just didn't seem to be doing much TOFC/COFC importing.
QUOTE: Originally posted by greyhounds on May 17 Japan? What's Japan got to do with it? There certainly was significant TOFC business from Chicago to the Pacific Northwest. I routed (as I was instructed) some of it in my very first civilian transportation job with Merchant Shippers, a freight forwarder located at 1601 S. Western Ave. in Chicago.
QUOTE: Originally posted by cornmaze Is there any empirical evidence that Milw actually had "76%" of Seattle Port traffic?
QUOTE: Originally quoted by greyhounds As in his false claim that there was very little TOFC from Chicago to the PNW in the 1970's - then he tries to say the discussion was only about port traffic. Now just why would the discussion be limited to port traffic? Again, he doesn't say.
QUOTE: Originally posted by greyhounds If Sol is talking about 76% of tonnage he could well be right on a fine point. But if he was honest and compared PNW grain exports through all ports, he'd look silly.
QUOTE: Originally posted by MichaelSol QUOTE: Originally posted by cornmaze Is there any empirical evidence that Milw actually had "76%" of Seattle Port traffic? Well, if greyhounds concedes "they probably did, so what?" you can just about bet he looked everywhere he could and found that it was true. His admission is a sure sign of the apocalypse. At the time, that kind of information was proprietary. Port of Seattle could not publish it. So, it is impossible to cite a contemporary published source. However, Hank Levenger, Port Manager, made very sure that we were "aware" of such infomation. During my discussions with Port of Seattle in 1978 I saw those statistics, could not copy them. I am sure Bill Brodsky was made aware through similar discussions. I have discussed this with a UP traffic manager of the era, and while I guess we did not discuss the specific percentage, he has not brought to my attention any information from the UP perspective that would disagree. Rather, on the whole, UP saw the Milwaukee as a successful competitor for traffic. While this is contrary to greyhounds, I have a greater respect for a UP traffic official on UP's perspective than I do greyhound's continuing baseless allegations about UP's position which, as near as I can tell, he simply makes up. To "test" the information, it was recited in an article in a 2001 CTC Board article. You would note I was a specific cited source. If any knowledgeable person reading the article had any dispute or information to the contrary, that was an opportunity to step forward with a documented challenge. None did.
QUOTE: Originally posted by MichaelSol I have discussed this with a UP traffic manager of the era, and while I guess we did not discuss the specific percentage, he has not brought to my attention any information from the UP perspective that would disagree. Rather, on the whole, UP saw the Milwaukee as a successful competitor for traffic.
Nothing is more fairly distributed than common sense: no one thinks he needs more of it than he already has.
QUOTE: Originally posted by MichaelSol It built the shortest line across Washington State, with the most favorable grades for the heavier eastbound traffic.
QUOTE: Originally posted by nanaimo73 QUOTE: Originally posted by MichaelSol It built the shortest line across Washington State, with the most favorable grades for the heavier eastbound traffic. Would "heavier eastbound traffic" refer to only after the March 23, 1971 entry into Portland ? When the line was built, would the westbound traffic have been heavier ?
QUOTE: Originally posted by wallyworld Michael Sol This is a question that is based on my ignorance of economic realities. If port traffic growth and it's Eastward movement in relation to capacity on existing lines, more specifically the limits of adding capacity on existing lines, would it make sense ala DME to rebuild a portion of the PCE based on its advantages and has this ever been considered?
QUOTE: Originally posted by MichaelSol But for all three railroads, the standard pattern was in favor of heavier eastbound traffic.
QUOTE: Originally posted by nanaimo73 I'm glad we always run a trade surplus.
QUOTE: Originally posted by MichaelSol QUOTE: Originally posted by greyhounds And Seattle/Tacoma became major container ports because of their efficent rail service inland. This rail service was provided by the BN and UP. QUOTE: Originally quoted by greyhounds As in his false claim that there was very little TOFC from Chicago to the PNW in the 1970's - then he tries to say the discussion was only about port traffic. Now just why would the discussion be limited to port traffic? Again, he doesn't say. Somebody has a problem here in terms of confusing overal intermodal traffic, domestic and foreign, with the specific discussion of Port of Seattle which, as a Port, handled the foreign. For the record: No one said little TOFC Chicago to PNW. Someone did actually say little westbound revenue container into Port of Seattle. The Port of Seattle is not the PNW. QUOTE: Originally posted by greyhounds If Sol is talking about 76% of tonnage he could well be right on a fine point. But if he was honest and compared PNW grain exports through all ports, he'd look silly. I also see we are now talking about grain traffic. I am guessing the subject has changed again. I am guessing someone feels a need to do so.
QUOTE: Well, this is typical. My point was specifically intermodal. Not a lot of westbound intermodal into Port of Seattle in those days. But, to you it suddenly became "freight generating." In 1974, those were two different things. There is no way to confuse my remarks unless you intend to.
QUOTE: Well, the TOFC/COFC manager at Milwaukee is puzzling over this one, for Milwaukee or any other railroad. Not much originating in Chicago. Japan just didn't seem to be doing much TOFC/COFC importing. Odd. Ken Strawbridge thinks they did.
QUOTE: Originally posted by Murphy Siding QUOTE: Originally posted by nanaimo73 I'm glad we always run a trade surplus. It's all that Canadian lumber, I tell you![:D]
QUOTE: Originally posted by greyhounds QUOTE: Originally posted by MichaelSol QUOTE: Originally posted by greyhounds And Seattle/Tacoma became major container ports because of their efficent rail service inland. This rail service was provided by the BN and UP. QUOTE: Originally quoted by greyhounds As in his false claim that there was very little TOFC from Chicago to the PNW in the 1970's - then he tries to say the discussion was only about port traffic. Now just why would the discussion be limited to port traffic? Again, he doesn't say. Somebody has a problem here in terms of confusing overal intermodal traffic, domestic and foreign, with the specific discussion of Port of Seattle which, as a Port, handled the foreign. For the record: No one said little TOFC Chicago to PNW. Someone did actually say little westbound revenue container into Port of Seattle. The Port of Seattle is not the PNW. QUOTE: Originally posted by greyhounds If Sol is talking about 76% of tonnage he could well be right on a fine point. But if he was honest and compared PNW grain exports through all ports, he'd look silly. I also see we are now talking about grain traffic. I am guessing the subject has changed again. I am guessing someone feels a need to do so. Yes, somebody said there was little TOFC to the Pacific Northwest. You did.
QUOTE: Originally by MichaelSolWell, the TOFC/COFC manager at Milwaukee is puzzling over this one, for Milwaukee or any other railroad. Not much originating in Chicago. Japan just didn't seem to be doing much TOFC/COFC importing. Odd. Ken Strawbridge thinks they did.
QUOTE: Ken Strawbridge This one was obviously directed at me. Why can't you for once be honest? By the mid 70's a huge intermodal buiness had deveoped between Chicago and the Pacific Northwest. And Chicago did generate a tremendous amount of intermodal freight. The fact that you don't know this says a lot about you. And what it says isn't good.
QUOTE: Ken StrawbridgeNow you may say you were only talking about "port" business, but that would be silly. (never stopped you before.) The railroads terminated the loads at their PNW intermodal facilities. Whether the load went on to Japan or was delivered locally made no difference to them.
QUOTE: Originally posted by nanaimo73 QUOTE: Originally posted by Murphy Siding QUOTE: Originally posted by nanaimo73 I'm glad we always run a trade surplus. It's all that Canadian lumber, I tell you![:D] You need good wood to build sturdy houses for those Dakota winters. Southern Pine just won't do.[;)]
QUOTE: Originally posted by MichaelSol Traffic available to MILW but not carried for lack of equipment: 900 carloads intermodal grain movement, Great Falls to Malden, then to barge service.
QUOTE: Originally posted by futuremodal QUOTE: Originally posted by MichaelSol Traffic available to MILW but not carried for lack of equipment: 900 carloads intermodal grain movement, Great Falls to Malden, then to barge service. Michael, What was the "barge service" mentioned here? If the rail haul terminated in Malden, I assume the containers(?) were to be trucked to a barge port. Which one, Lewiston or Pasco (the two operating container on barge ports at the time)? If the rail haul was to terminate in Malden, I assume the truck move would be to Lewiston. Otherwise, if the barge terminus was Pasco, wouldn't the rail move go as far as Othello?
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