This question may apply to other roads, too. A&S was sold by Alcoa to C&NW and MP in the late 1960’s, if I remember correctly, which explains its colors and herald. SSW later became a part-owner. Due to mergers, A&S is now 100% owned by Union Pacific. Why does it continue to exist as a separate operating entity instead of being absorbed into UP?
Without knowing any specific details, I am sure it has something to do with both tax structures and labor agreements as well as the possibility of restrictive clauses in some financial agreements.
Paul, SSW actually replaced CNW as MP’s partner in control of the AL&S.
As to your question, no clue. There was a time when the AL&S was going to build a major classification yard to handle all mainline operations on that side of the river, but I never heard anything about that post-merger.
The Alton & Southern Railway does have a major classification yard located in East Saint Louis, Ill. Yes, it is owned 100% by the Union Pacific Railroad. The A.& S. has dual hump leads that feed cars into a single bowl.
Although the bulk of the classification work and train building the A.& S. performs is for the benefit of its parent, the railroad also accepts trains from and builds outbound freights for the Norfolk Southern, Illinois Central, and maybe CSXT. I should think they also have a complementary relationship with the T.R.R.A. as well. A.& S. also performs running repairs and locomotive servicing for their through-freight customers.
An old head terminal officer who worked there many years told me that the A.& S. is a very productive operation whose over-the-hump through-put often exceeds the dual humps at North Platte, Nebr. From time-to-time “Omaha” has imposed new procedures on their operation - some of which work, but others just hinder the operation. Given the yard’s extraordinary productivity, any changes that are implemented are put in place with the utmost care.
Other railroads consider the A.& S. a “neutral carrier,” one which handles their business in an orderly and predictable fashion. Apparently A.& S. has developed many good working relationships with its parent and other connecting railroads, so given its relatively low cost per freight car handled, U.P. may have decided to leave well enough alone. Perhaps it’s another case of “If it ain’t broke, don’t try to fix it.”
At one time the Norfolk and Western was largely owned by the PRR, which kept hands off it. For very good reason.
Bob:
Thanks for that good summary of what goes on at Alton & Southern.
Unfortunately for me, when I read the part about Omaha imposing new procedures, my mind flashed back to the late 1990s, with visions of the SP+UP merger and the Texas meltdown tying up traffic all th
From Bob-Fryml:
"…An old head terminal officer who worked there many years told me that the A.& S. is a very productive operation whose over-the-hump through-put often exceeds the dual humps at North Platte, Nebr. From time-to-time “Omaha” has imposed new procedures on their operation - some of which work, but others just hinder the operation. Given the yard’s extraordinary productivity, any changes that are implemented are put in place with the utmost care…"
Thinking back to the TRAINS article on UP’s North Platte Yard Ops… It would seem a hard statement to wrap one’s mind around. [2c] I do not doubt the statement, but not knowing anything about that East St Louis, IL Operation(?), it has to be amazingly productive.
I used to go into the Alton Boxboard facility years ago, and there was a small yard adjacent to it. Was that in the area, that the A&S yard was/or is?
Thanks!