Throwback Thursday 31 CN Goes to Kansas City in 1977

We're in Kansas City, KS, on August 4, 1977, and observe a rather unorthodox consist moving around the west end of ATSF's Argentine yard. Former passenger service U30CG is joined by CN "4115" (GP40 #4015 cleverly disguised to avoid a numbering conflict with with its' lessor), and GP39-2 #3626. While the two more interesting units have long faded into history, the old ATSF 3626 survives as BNSF 2791, and even still wears it's proud ATSF colors (as of February 2016). Uncredited Kodachrome, author's collection.

Tonight’s Throwback Thursday takes us to Santa Fe’s Argentine Yard in Kansas City, KS. It’s August 4, 1977, and we’re at the west end of the yard where we find an unorthodox consist that includes ATSF 8002, a rare U30CG, CN “4115”, a GMD-built GP40, and ATSF 3626, a GP39-2. Interestingly, both CN and ATSF were known for their fondness of six-axle cowl units – CN ordering Bombardier HR-616’s, GMDD SD50F’s and SD60F’s, and GE C40-8M’s, and ATSF acquiring a fleet of new F45’s and FP45’s, U30CG’s, and used SDP40-2F’s from Amtrak (traded for a number of switchers and CF7’s). The U30CG is perhaps a bit more special than the other cowls though, one of only six delivered as ATSF 400-405 in November 1967. Looking sharp in their silver and red Warbonnet paint, their passenger train careers were cut short in February 1969 when a U30CG derailed while leading the Grand Canyon Limited at Chillicothe, IL. The derailment, at least partially, was attributed to the design of the U30CG – a fate the SDP40-2F would later share – and the units demoted to freight service. This meant a repaint, and the standard blue and yellow freight colors now cover the fluted stainless side panels. Evidently, the Santa Fe was short of power in 1977, as evidenced by the CN GP40 in the consist. Actually, the middle unit is CN 4015, temporarily renumbered to avoid a number conflict with ATSF’s fleet of SD39’s at the time also numbered in the 4000-series. CN was no stranger to leasing spare units, and throughout the late 1970’s leased locomotives, primarily GP40’s, SD40’s and even some six-axle MLW’s, to Conrail, ATSF, and L&N. Interestingly, the likelihood that this consist could be repeated would be short-lived. The oddball GE would be traded back to its builder three years after this photo on an order of B36-7’s, meanwhile the GP40 was leased to L&N in 1978. It would eventually be retired by CN by 1998 (likely earlier), and presumably scrapped. Today, the former ATSF 3626 soldiers on as BNSF 2791, interestingly still in the classic ATSF blue and yellow paint scheme as of February 2016 (!). 

The photo below was taken the day after the photo above, ironically, near Canadian, TX. We again see the same cowled U-boat and CN visitor, paired this time with U36C #8789 and a GP20. It seems the ATSF was intent on getting the most out of the borrowed GP40 while they could! In any event, it seems that the summer of 1977 was a good time to be a railfan along the Santa Fe and I'm fortunate to have these interesting images to study.

'Til next time,

Peter.

We're somewhere near Canadian, TX, the day after the photo above and again see our unusual duo sandwiched in an enhanced consist with U36C #8789, and an unidentified GP20. Canadian, TX, is almost 450 miles from Kansas City  - the photographer must have been on an epic railfanning trip to cover that distance in less than two days! Photographer unknown, author's collection.

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Throwback Thursday 9 Passenger Action at Bayview in February 1977

Competitors meet at Bayview on a cold Winter's day in February 1977. Uncredited Kodachrome, author's collection.

Today’s Throwback Thursday takes us back to the winter of 1977, on a cold but sunny day in February of that year. Here we find an interesting scene with a combination of passenger trains from both CN and CP. Westbound CP #181 is heading through the plant (away from photographer, note rear marker lights illuminated) while an eastbound CN Tempo consist holds on the Dundas sub until the CP train clears. We can probably assume that the CP train was delayed for some reason, after all this is CN’s track and they probably wouldn’t intentionally delay one of their own trains to allow a competitor to have priority. Whatever the reason, the result is nonetheless worthy of further consideration.

The equipment on the two trains presents an interesting contrast in Canadian passenger operations – one attempting to economize and shrink passenger train size, and another an attempt to modernize and improve the passenger experience. When the photo was taken, VIA had been formally in existence for about a month, but it would be more than a year (October 29, 1978) that it would officially take over CN and CP passenger operations. Thus, the two trains are still operated at this date by their respective owners and not yet by the crown corporation.

The CP train is the last vestige of the old Toronto-Buffalo connection by way of Hamilton/Fort Erie (over CP/TH&B), a service initiated in 1894 and terminated when the last #181 to Buffalo was run on April 25, 1981. Gone are the days of the torpedo-tube TH&B GP9’s hauling steam-heated passenger cars (with overnight Toronto sleeper connections), and by this date, the train has been reduced to a two-car RDC consist; at least it is sporting the attractive ‘hockey mask’ paint scheme. The trailing RDC (or “Dayliner” to Canadians) is somewhat of an odd duck, being an RDC-4, a baggage-only model with no passenger seating (73’ long, 12’ shorter than other RDC models). The fact that the train only has one car for actually seating passengers probably speaks to its' popularity by this date. The unit was built by Budd in 1955, and subsequently sold to VIA in September 1978. Evidently not fitting into VIA’s operational plans, the unit was sent to CN’s Pointe Ste. Charles shops in Montreal and subsequently stripped of useful parts to keep other RDC’s going. The remains were scrapped at Dominion Metals & Refining Works at St. Constant, Quebec in 1985.

Though we can’t make out the number of the CN Tempo RS18, it was nonetheless representative of a concerted effort to modernize and improve CN’s passenger operations along the Toronto-Windsor corridor. Rebuilt from a standard RS18 in 1967 with a new-for-the-time HEP system, the six converted RS18’s powered Tempo operated with cars from a group of 25 purpose-built aluminum coaches built by Hawker-Siddely in Thunder Bay, ON. CN 3150-3155 (MRE-18g) featured 92 MPH gearing, a unique paint scheme, and a 575-volt HEP system. The coaches featured outboard disk brakes, electric doors, microwaves, and improved snack service. Delivery of the LRC equipment in the mid-1980’s ultimately rendered the Tempo trains obsolete, with the locomotives and cars being retired by 1983/1986 respectively; their unorthodox 575-volt HEP system didn’t jive with the new Amtrak/VIA standard of 480 volts, greatly limiting the equipments’ usefulness in combination with other car types. Interestingly though, like a cat with nine lives, several of the coaches were subsequently resold to the Rio Grande for use on their Colorado Ski Train operation; the cars were then re-sold some of the cars to the CN/ACR Agawa Canyon tourist train operation, returning the cars to Ontario, albeit much farther north than they were initially accustomed to! Approaching their 47^th birthday, it is indeed remarkable that these cars – especially given their aluminum construction – are still polishing the rails!

‘Til next time,

Cheers,

Peter.

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Throwback Thursday 12 Conrail Roundhouse at Mingo Jct Ohio in May 1977

A humid May 1977 morning finds an interesting variety of power laying over at the ex-Lehigh Valley roundhouse at Sayre, PA Mingo Junction OH. Don Laing photo, author's collection.

Edit April 19: Note: Location should be Mingo Jct OH, slide has incorrect location on mount.

It’s late, but at least its’ still Thursday! Today’s Throwback takes us 38 years to a hot May 1977 day at Mingo Junction, OH, on the banks of the Ohio River not far from the steelmaking communities of Pittsburgh, PA and Weirton, WV. Inside the roundhouse on this day we find Conrail GP9 #7256, one of more than 300 inherited from Penn Central, C636 #6788, C628 #6743, and SD45 #6104 (ex-Reading). Also among the congregation is CN M636 #2326, making this a three-builder photo (EMD, Alco, MLW). Mechanically the same as stablemate 6788, the CN unit must have felt at home here while on lease to the newly-formed Conrail. It’s just over a years since Big Blue (well, maybe not in this photo) assumed operations over a number of bankrupt roads in the northeast, primarily the Penn Central, so the lack of a cohesive paint scheme is understandable. The railroad had much bigger problems than deciding on a paint scheme, including – but not limited to – excess/duplicate track, inefficient operations, far too many derailments, and bad track, leftovers from years of running in the red under Penn Central management. Over time though, the railroad managed not only to survive but indeed thrive under talented management who carefully developed a very large X-pattern of operation, bringing cars from the Midwest to the northeast and cars from Chicago to southeastern roads. Track was either improved or abandoned (the amount of duplicate trackage at merger time was staggering), train speeds increased, and a sense of pride was instilled in the employees of the new road. A fascinating read on the subject is Rush Loving Jr’s book The Men Who Loved Trains (highly recommend, quite an interesting read). The Conrail that was split in 1999 was indeed very different than that of April 1, 1976. Conrail successor Norfolk Southern continues operations through Sayre, though much of the track laid by the LV has since been removed. 

As far as the motive power goes, it’s classic early Conrail – hastily renumbered and patched, and not all in the same paint scheme. While some geeps were rebuilt by Conrail into GP10’s, it is probable that old #7256 wasn’t one of them. Built in November 1959 as Pennsy 7256, it’s probably safe to say that the engine has since met the torch, like hundreds of other tired old engines from the merger roads. Mingo Junction was an Alco-lovers dream, as many of the Schenectady-built engines were collected here for use on coal and ore trains serving the northeast’s steel mills. Both 6788 and slightly older 6743 were inherited from Penn Central, though 6743 was in fact built as Pennsy 6305 in March 1965 (6788 was ex-PC 6338, built April 1968). Poor old 6743 survived only a year and a half after this photo, relegated to the Altoona deadlines by December 1978. Though I am a huge Alco fan, the ex-Reading SD45 might be the coolest unit in the bunch – the last of five SD45’s inherited by Conrail from Reading, the unit has a rather unique feature. Like the PRSL GP38’s, the Reading SD45’s featured built-out front cab windows, I believe for dual controls (or extra space for a crewmember if cabooses were eliminated). The engine was built in July 1967, and once deemed excess by Conrail, the engine was subsequently sold to the Chicago & Northwestern, who ultimately scrapped it in 1985. CN 2326, despite being the newest unit among the group, built in February 1971, didn’t fare much better – a wreck in December 1985 left the unit a write-off, and was subsequently removed from the CN roster.

It is interesting to note that the roundhouse doesn’t appear to have doors, but at least someone spent a few bucks to get some new ballast on some of the tracks. It always struck me as odd seeing diesels in a roundhouse – something anachronistic about not seeing steam engines in the stalls! 

‘Til Next time,

Cheers,

Peter.

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