I read in a Trains article that the Rio Grande was looking to cut operating costs, and rerouted some trains off the Tennessee Pass line to the Moffat, thence via the Joint Line to Pueblo. They found out that the Joint line was too congested to absorb the extra traffic. In light of the UP/MP/WP merger, I wonder why they asked for trackage rights on the MP via Pueblo, rather than on the KP direct from Denver to KC, as what eventually happened after UP absorbed the Grande.
Possibly because they did not think that they could get it!
The KP was almost abandoned and the signal system was being removed at the time with 40 mph TWC.
Going back to the WP+DRG&W+RI question, the basic point is what year(s) are you asking about? Don’t forget that a D&RGW + Colorade Midland + RI (sort of) came close to happening in the 1890’s. We would then have to wait to see if the WP was ever built if that happened.
If mergers were happening in the 20’s a WP+DRG&W+RI might have happened then. The late 50’s would have been another interesting time to try a merger while it was still possible.
Unfortunately, by 1980 was there even a RI left to merge with?
Another issue is that the Moffat Tunnel is too low to accept double stack and tri-level autorack cars, while the Tennessee pass line is cleared for both. The Moffat Tunnel roof is reinforced with steel bars and concrete and would be close to impossible to improve clearances while the track is in use, it would need to be taken out of service for a year or so and the floor undercut, and the thing is close to seven miles long as I recall. Also, it takes half an hour to blow it out so another train can pass, that means a maximum of around 20 trains per day on that line, while the Tennessee Pass tunnel is only about a mile long. UP rerouted most of the manifest and all the double stack traffic off of the DRGW when they closed Tennessee Pass and ran it through Wyoming. Anshutz wanted to sell the Minturn Yard and main track to Vail Associates for ski slopes and water rights shortly after he merged with UP but was blocked by the state.
I knew that the Moffat Tunnel was to low for double stacks, but I recall seeing autoracks on the line in the UP era. KC-SFO double stack would not be competitive with BNSF. At any rate, DRGW did not see the issues you brought up as a deal beaker for getting off Tennessee Pass.
“The Rock Island went everywhere the Burlington did, only longer.”
Was merger between the D. R. G. & W. and the Burlington ever considered?
Did the DRG&W physically connect to the WP?
Yes, the RG and the WP connected in Salt lake City, with passenger trains running through over the two roads, and the WP used Roper Yard.