Today's Train of Thought takes us to South Dakota and features a one-of-a-kind throwback that has withstood more than two decades of service on the harsh conditions of the Great Plains.
Dakota, Minnesota & Eastern SD40-2 SD40-2 #6359 started out life in 1974 as Milwaukee Road #193 and served the troubled class 1 until the Soo Line took over a little more than a decade later. By the early 1990s, a small fleet of secondhand SD40-2s were sold to Cedar Holdings' fairly new startup, the Dakota, Minnesota and Eastern. The line operated hundreds of miles of secondhand former Chicago & Northwestern trackage across the state of South Dakota as well as parts of Wyoming, Nebraska and southern Minnesota. Although generating traffic was seldom a problem- the western end of the line generated aggregates, wheat, cement, Bentonite Clay and more recently, ethanol- the condition of the track and bridges between Pierre and Rapid City, SD restricted the DM&E to 10 MPH running. Still, in 2002 Cedar Holdings was ambitious enough to purchase the Washington Group's I&M Rail Link [parent company of the Montana Rail Link- NANESB!- a cluster of former Soo Line- nee Milwaukee Road- mainlines through the Midwest that linked the Twin Cities with Kansas City, MO and Chicago via Sabula, IA. The new railway was a sister company called the Iowa, Chicago & Eastern
Meanwhile, the DM&E was working on a project that would give them access to Wyoming's Powder River Basin and open up that state's coal fields to competition from a third rail carrier- breaking Union Pacific and BNSF's duopoly on the region. However, a number of obstacles had to be overcome before that could become a reality- such as the extremely slow track between Rapid City and Pierre and noise mitigation near the renowned Mayo Clinic in Rochester, MN.
As estimates for work on a completed line between Wyoming's coal fields and the Mississippi River at Winona, MN continued to skyrocket Canadian Pacific decided they should be the ones to step in and undertake such an endeavor, and purchased Cedar Holding's rail properties outright in 2008. Besides the proposed Powder River expansion, CP Rail got their former Milwaukee Road lines to Chicago, the Twin Cities, Kansas City and branchlines to Mason City and Sheldon, IA.
However, with the hostile takeover of CP Rail by the Pershing Square hedge fund in 2011 and the slumping demand for coal thanks in part to the onerous regulatory burdens placed on them by an EPA determined to kill off the coal industry, CPR lost their appetite for the Powder River expansion and by extension, much of the original DM&E trackage. By late 2012, much of the 600+ miles of Marshall, MN was placed for sale. In early 2013, CPR announced they had reached a deal with the Genesee & Wyoming family of shortlines to sell off the trackage between Marshall, MN and Colony, WY via Pierre and Rapid City, SD to form a new railway called the Rapid City, Pierre & Eastern. Reportedly included in the transaction is a number of former DM&E SD40-2s to be used as power for the Genesee & Wyoming startup.
During CP's tenure at the helm of running the DM&E, it was often difficult to tell whether or not they had in fact taken over. Most of the trains still regularly sported former DM&E or ICE power and to makes things a little more confusing the Dakota, Minnesota & EAstern purchased a number of secondhand SD40-2s from Canadian Pacific- many of which were still painted CPR red but stenciled for the DM&E at the time of the Canadian Pacific takeover.
Moreover, the DM&E had a habit of naming some of their units after the towns the main line went through- SD40-2s were dubbed 'City of Wall' or 'City of New Ulm'. However, DM&E #6359 was a little different- in 1991, she was painted with a special mural of Mount Rushmore to celebrate the 50th anniversary of the national monument and dubbed the Mount Rushmore.
Despite the number of changes that have taken place over the DM&E in the last 20+ years, DM&E #6589 still sports the Mount Rushmore mural on her long hood. While it may not be included in the batch that CPR sent to the Genesee & Wyoming line, the #6359 still gets around plenty, making its way as far east as CSX's massive Selkirk yard outside of Albany, NY in the past few years as run-through power on unit ethanol trains.
Here, railpictures.net contributor Michael Polk caught the Mt Rushmore leading two other DM&E SD40-2s on an empty grain train on a branchline near Onida, SD on July 3rd, 2013. The final destination are the elevators just outside the town of Onida. This quintessential granger scene seems largely unchanged from the last 20 or so years, despite the presence of CPR red among the cornstalks.
Westbound Dakota, Minnesota & Eastern freight between Huron and Rapid City, SD seen passing through Wall, SD with CP Rail and Dakota, Minnesota & Eastern SD40-2s in June 2007- a year before the CP Rail takeover. JJ Schrader photo
CANADIAN PACIFIC- CP Rail and shortline operator Genesee & Wyoming have reportedly reached a deal to purchase more than 600 miles of former Canadian Pacific (ex Dakota, Minnesota and Eastern, nee Chicago & Northwestern) trackage in South Dakota, Minnesota, Nebraska and Wyoming.
The price tag for the deal was reportedly $210 million and is Genesee & Wyoming's first transaction since last year's takeover of Rail America. The new name for the line will be the Rapid City, Pierre and Eastern and will run from Tracy, MN west to Colony, WY by way of Rapid City and the South Dakota capitol of Pierre. According to a GWR press release, the transaction includes a branch from Rapid City to Dakota Jct, NE as well as trackage rights over CP from Tracy to Mankato, MN to interchange with the Union Pacific as well as trackage right over BNSF between Yale and Watertown, SD and a separate line between Wolsey and Aberdeen, SD where the Rapid City, Pierre & Eastern could also interchange with the independent regional Dakota, Missouri Valley and Western. This stretch of the line primarily hauls ethanol, wheat, bentonite clay and cement.
Prior to 2008, the line was part of the Dakota, Minnesota & Eastern system. The DM&E was reportedly interested in expansion by building a new line in Wyoming to access coal from the Powder River Basin and ship it to power plants throughout the Midwest. However, the line between Pierre and Rapid City featured unstable roadbed as well as aging track and bridges limiting speed limits to 10 MPH over that portion of the line and creating a significant bottleneck. With the 2008 CP Rail takeover, a number of proposed improvements were approved but quickly forgotten after competition from natural gas and regulatory burdens on coal drove prices down and the CP Rail installed Hunter Harrison as its new CEO after a 2012 hostile takeover by the Pershing Square Capital Management hedge fund. With the focus shifting to rising oil traffic from Alberta and North Dakota, the former DM&E lines became viewed as insignificant backwater and an increasing burden by CP Rail management.
The DM&E itself was started up after the Chicago & Northwestern announced their intent to abandon marginal and unprofitable lines through South Dakota and parts of Minnesota in the early 1980s. Responding to pressure from shippers and then-US Senator Larry Pressler, the C&NW spun off their lines between Winona, MN and Rapid City, SD to the newly formed Dakota, Minnesota & Eastern in 1986 and the railroad began operations with castoff equipment and facilities.
In addition to their Powder River ambitions, the DM&E purchased the 1700 mile I&M Rail Link in 2002. The I&M Rail Link ran between the Twin Cities and Kansas City via the former Milwaukee Road/Soo Line main and also ran to Chicago via Iowa. The newly-formed sister railway- called the Iowa, Chicago & Eastern- gave shippers in South Dakota access to the Twin Cities, Chicago, St Louis and the Great Lakes. Ironically, the Canadian Pacific reacquired most of the lines in 2008 with their acquisition of the DM&E and IC&E that their Soo Line subsidiary spun off in the late 1990s. To hardly anybody's surprise, the former IC&E trackage between the Twin Cities and Kansas City as well as the Sabula, IA to Chicago line weren't on the chopping block.
Pere Marquette Berkshire #1225 seen passing a grain elevator in the village of Carland, MI with an excursion on December 13, 2013. Brian Plant photo
MICHIGAN- After a hiatus of nearly four years, Pere Marquette 2-8-4 #1225 is back in service for the Owosso, MI based Steam Railroading Institute. The big Berkshire re-entered service at the end of November, in time for the SRI's Polar Express excursions over the Great Lakes Central Railroad between Owosso and Ashley, MI in December [although some of them were cancelled due to a state of emergency being declared in Shiawassee County, MI due to a snowstorm- NANESB].
The locomotive last ran at the end of 2009, when it was pulled from service for it's FRA-mandated 15 year boiler inspection. A few months prior, the #1225 was one of the marquee attractions at the 2009 Train Fest, which also included fellow Berkshire Nickel Plate #765 and Southern Pacific's colorful 1941-built Daylight #4449.
Appropriately enough, there is another gathering of vintage iron horses- as well as aircraft and autos- within a few months of the #1225's return to service. The gathering is dubbed Locomotives Wings and Wheels and in addition to the #1225, the gathering is scheduled for June 20-22 and will also feature restored WWII era P-51 Mustangs from the Commemorative Air Force as well as SRI's Flagg Coal Company 0-4-0 switcher and visiting steam locomotives from the Little River Railroad.
CANADIAN NATIONAL- Just days after a fiery train wreck and derailment in Casselton, ND, a Canadian National freight carrying crude oil and liquefied propane derailed in rural New Brunswick near the village of Plaster Rock. According to a CN spokesman, 19 cars and one locomotive derailed on the 122-car four locomotive train.
Unlike the Lac Megantic disaster last July of the BNSF oil train explosion in Casselton, ND earlier this month, the CN train involved in the derailment was a mixed freight, meaning it was carrying other commodities besides petroleum and liquefied natural gas. However, the wreck prompted the evacuation of nearby residents and some of the derailed cars burned for four days after the derailment.
Transportation officials believe that a mechanical failure prompted the train to apply the emergency brakes prior to the derailment. There were no reports of injuries to the crew.
Plaster Rock, NB is about 30 miles away from the Canada/US border in the northwestern corner of New Brunswick and has a population of roughly 1100 according to Canada's 2011 census.
Canadian Pacific acquired the DM&E as well as sister railroad Iowa, Chicago & Eastern in 2008. Even before it's acquisition by CP Rail, the DM&E had made plans to build new trackage west of South Dakota's Black Hills to tap coal traffic from Wyoming's Powder River Basin. Although CP Rail planned on following through with construction of the new line, declining coal prices and a hostile takeover of the company from Pershing Square Capital Management in 2012 have caused those plans to be shelved.
While the western end of the DM&E still generates considerable freight traffic in the form of grain, ethanol, aggregate and clay, much of the right of way through South Dakota is in need of an upgrade, with speed restrictions between 10 and 25 MPH commonplace. With no new line into the Powder River Basin and coal traffic, Canadian Pacific CEO Hunter Harrison has decided the railroad should divest themselves of the entire western end of the DM&E.
The DM&E itself started up in 1986 after taking over operations from former Chicago & North Western trackage in Minnesota and South Dakota that was spun off. In 2002, the DM&E purchased the assets of the Washington Company's I&M Rail Link, renaming it the Iowa, Chicago & Eastern. This encompassed the former Milwaukee Road/Soo Line route between the Twin Cities and Kansas City (via the Quad Cities) as well as the east west line between Sheldon, IA and Chicago, IL. It's believed that Canadian Pacific will likely retain most of the former IC&E.
With the shutdown of the Catalyst Paper mill in Snowflake, AZ looming Apache C420 #91 hauls a string of boxcars to the BNSF interchange at Holbrook, AZ in September 2012. Ted Ellis photo
APACHE RAILWAY- The facilities for Catalyst Paper's mill in Snowflake, AZ- including the Apache Railway- has been sold to Los Angeles-based Hackman Capital for a reported $13,460,000 and other non-cash considerations.
The massive paper mill at Snowflake, AZ permanently shut down in October- both the railroad and mill were owned by Canadian paper company Catalyst. While the long-term future of the Apache is up in the air, the railway has been kept busy with removing stored cars from the line and hauling feed to a sizable pig farm north of Snowflake. Meanwhile the town of Snowflake is looking into potential tenants for the former Catalyst mill just west of Snowflake. In November, the Snowflake town council had threatened to seize the Apache right-of-way via condemnation when it learned potential buyers for the railroad were appraising it for scrap value.
Ann Arbor GP38 #7791 switches autoracks in Toledo, OH in March 2011. Michael Harding photo
ANN ARBOR- Kansas-based shortline operator WATCO has announced their acquisition of the Ann Arbor Railroad at the end of December. In its most recent incarnation, the Ann Arbor's fortunes have been tied to the auto industry.
The Ann Arbor Railroad serves southeastern Michigan and the Toledo, Ohio, areas, mainly shipping auto and other manufacturing goods. It operates 50 miles of track between Ann Arbor and Toledo and has Toledo-area terminals serving General Motors Co., Chrysler and Ford Motor Co.
The original Ann Arbor operated line out of Toledo, OH as well as a number of train ferries on Lake Michigan until its 1973 bankruptcy and 1976 acquisition by Conrail. Eventually, a truncated version of the original Ann Arbor started up operations between its namesake city and Toledo, OH in 1988. This latest acquisition, along with the 2011 purchase of the Wisconsin Southern represents a trend where shortline operators such as Rail America or WATCO buy up independent shortlines or regionals rather than purchase lines divested by Class 1 carriers.
Hampton & Branchville GP9# 667 leads a unit coal train of former Chessie and Norfolk & Western GP9s at Hampton, SC. Adam Finger photo
SOUTH CAROLINA- The 40 mile Hampton and Branchville made what may be their final revenue run at the end of December. The H&B's only customer is the South Carolina Electric and Gas power plant in Canadays, SC. The line, which started out as a lumber carrier in 1901, had the SCE&G plant as its only remaining customer before the plant switched from coal to natural gas.
The line uses a mix of former Chessie and Norfolk & Western GP9s for motive power- all of them still in the colors of their previous owner.
Amtrak Baggae/cab control car #90213 is seen departing Brunswick, ME with a southbound
Downeaster on November 3rd, 2012. Michael White photo.AMTRAK- Some changes are afoot for the national passenger carrier in New England. At the beginning of November, Amtrak launched an extended service on their popular Downeaster route. The daily Boston, MA-Portland, ME train has been extended east to Brunswick and Freeport, ME via Pan Am's former Maine Central Rockland Branch.
In 2010, Amtrak and the Maine Department of Transportation announced their plans to extend the Downeaster route another 30 miles to serve Freeport and Brunswick. Freeport, ME is perhaps best known for being home to LL Bean's flagship store while Brunswick is home to the small Bowdoin College. During warmer weather, the Downeaster will also reportedly connect with Maine Eastern's seasonal excursions between Brunswick and Rockland, ME.
Meanwhile, in western Massachusetts, work is proceeding on rerouting the Vermonter to PanAm's former Boston & Maine line between Springfield and Greenfield, MA. The move would eliminate a 20-mile dogleg over the CSX's former Boston & Albany mainline between Palmer and Springfield, MA before travelling north on the New England Central to St Albans, VT. The Vermonter's predecessor, Amtrak's Montrealer, ran this route until deteriorating track conditions forced its suspension in 1987.
There has also been talk of restoring Amtrak service all the way to Montreal via White River Jct and St Albans, VT. In June, Vermont's Agency of Transportation was awarded a $7.9 million TIGER grant to upgrade some 20 miles of New England Central line used by the Vermonter. At the time, Rail America was reportedly contributing $3 million to the effort.
"The award shows the confidence in the state of Vermont and the railroad by the Federal Department of Transportation," said Christopher Parker, executive director of the Vermont Rail Action Network, an advocacy group. Parker noted Vermont's TIGER IV grant from the U.S. Department of Transportation was given to primarily to improve freight train speeds and raise weight limits for freight, but passenger trains also eventually would benefit. The federal funds will help pay for 19 miles of new welded rail, ties, ballast, and bridge upgrades that will raise speeds to 40 mph for freight (and 59 mph for passenger trains). The weight limit will rise from 263,000 pounds per car to 286,000 pounds. resulting in a competitive benefit for Vermont. Vermont is providing $7 million and the NECR, owned by RailAmerica, Inc., is contributing $3 million. Said Parker, "This award checks off one of four steps needed to extend Amtrak's Vermonter to Montreal," said Parker. "Progress is happening on the other three items as well, thanks to Vermont House and Senate member] efforts and the work of the Agency of Transportation and Amtrak." St. Albans, Vt., has been Amtrak's northern terminus for the Vermonter since 1995, when the Montrealer's route was cut back.
Meanwhile, the western Massachusetts reroute of the Vermonter through the rather presumptively named 'Knowledge Corridor' will eliminate Amherst, MA as a stop while adding Greenfield and Northampton, MA. Currently, the line sees freight service from Pan Am Rail serving the coal-fired power plant at Mt Tom as well as the CSX interchange in Springfield and Pioneer Valley Railroad interchange in Holyoke, MA.
The service, dubbed the CapeFLyer, will run through Labor Day. Trains will depart South Station Friday evening , and also on Saturday and Sunday mornings. Trains depart from Hyannis Saturday and Sunday evenings, with a possible Monday morning departure still being discussed. Round-trip tickets will cost $30, and bicycles will be allowed on board. The two-hour trip time is considered time-competitive, given the near-legendary, decades-old seasonal road gridlock that occurs on approaches to both the Bourne Bridge and Sagamore Bridge, each of which spans the Cape Cod Canal. Cape Cod is a major summer destination not just for Massachusetts residents, but for many in the New York metropolitan area as well.
Between 1988 and 1996, Amtrak handled trains to Cape Cod with their New York to Hyannis, MA Cape Codder service- at the time running over trackage belonging to the Bay Colony Railroad and being one of the few Amtrak trains to regularly operate over a shortline.
You can't tell through those weeds, but apparently this train HASN'T derailed yet. Still lettered for Santa Fe, Maumee & Western GP7u #5 trundles over the former Wabash right of way in Okolona, OH. WM Heilman photo
OHIO- A shortline that has gained infamy in some circles for its deferred maintainance has found a new owner.
Pioneer Railcorp completed their purchase of the 51-mile Maumee & Western at the end of December, renaming the line the Napoleon, Defiance & Western. Although the line runs from the Norfolk Southern interchange at Woodburn, IN to Cecil, OH, the line between Defiance and Cecil is currently used for car storage. Trains typically operate at what could be describes as walking speed over the rest of the right-of-way due to deferred maintenance.
The line was spun off as a result of Indiana Hi-Rail's bankruptcy in the 1990s and in apparent defiance of both gravity and at least a few FRA regulations, hauled aggregates, manufactured goods and feed with an array of secondhand Geeps from the Santa Fe and Illinois Central.
Saratoga & North Creek B39-8 #8524 is seen with BL2 #52 with the Snow Train to Gore Mtn in March 2012. John Sesonske photo
NEW YORK- Saratoga & North Creek's aspirations to be a freight carrier may be realized sooner than expected thanks to Superstorm Sandy. Over the summer, Saratoga & North Creek's parent company, Iowa Pacific holdings, outlined plans to rehab more than 30 miles of abandoned former Delaware & Hudson line to Tawahus, NY to remove tailings and waste rock from abandoned mines there.
The tailings were to be used in making cement and concrete- something needed along the northeastern corridor as parts of New York City and elsewhere are still cleaning up after the damage from Superstorm Sandy.
Although the S&NC started out as an excursion line, Iowa Pacific began actively courting potential shippers along the route despite opposition from the Sierra Club.
When one thinks of parts of this country that have an abundance of fall colors, one doesn't usually think of Iowa. But the northeast corner of the Hawkeye state features rolling hills and valleys as well as forests along the Mississippi River. And it's through this somewhat un-Iowa-like landscape that the former Milwaukee Road line between Minneapolis-St Paul and Kansas City traverses. There's a line to Chicago that branches off across the Mississippi river at Sabula, IA. Over the last 25 years, the line has seen no fewer than five different owners (Milwaukee Road; Soo Line; I&M Rail Link; Dakota, Minnesota & Eastern and Canadian Pacific) with the most recent change of ownership coming in 2008 when DM&E parent company Cedar American Holdings sold the combined DM&E/IC&E system to Canadian Pacific.
For the most part, CP doesn't seem to be in any particular rush to assert its corporate identity over its latest acquisition. While the blue and yellow EMDs of the IC&E and DM&E have occasionally been showing up on CP Rail's system as far east as the D&H in northern New York state, trains over this recently acquired part of the Canadian Pacific are for the most part powered by second generation standard-cab EMDs from both the IC&E/DM&E fleet as well as similar lease units.
Here, on a clear, gorgeous autumn afternoon in October 2010, railpictures.net contributor FJ Grizel caught a mixed freight decelerating after crossing the mighty Mississippi from Savanna, IL into Sabula, IA. The lead unit- SD40-2 #6367- is no stranger to these parts having started out life as Milwaukee Road #206 and having been dubbed 'City of New Ulm' by the DM&E.
Although at first blush it appears to be something from the upper Midwest, Today's Train of thought brings us back to the western shores of Lake Champlain under more harsh and unforgiving circumstances.
Railpictures.net contributor Kevin Burkholder has managed to capture a good amalgamation of Canadian Pacific's latter day acquisitions on a wintry day in Upstate New York, with Soo Line and Dakota, Minnesota and Eastern motive power handling a Canadian Pacific ethanol train on Delaware & Hudson rails.
Here, Soo Line SD60 #6034 is seen leading a trio of DM&E SD40-2s southbound along the frozen shore of Lake Champlain at Port Henry, NY with unit ethanol train 666-801 on January 16, 2011. The train is bound for Whitehall, NY where it will be interchanged with the Vermont Rail System's Clarendon & Pittsford. From there, it will be routed over the Green Mountain Railroad (another VRS subsidiary) between Rutland and Bellows Falls, VT. From there, it will be interchanged with Rail America's New England Southern and the Providence & Worcester en route to its final destination of Providence, RI.
Soo Line power appearing on the D&H isn't that unusual- six axle Soo motors have been appearing on coal and grain trains traversing the original 'Bridge Line' since the early 1990s shortly after the Canadian Pacific takeover. However, the appearance of DM&E's blue and yellow SD40-2s (some of them purchased secondhand from Canadian Pacific) is relatively new while still looking right at home in such frigid conditions.
Today's train of thought comes to us with plenty of ice to go around, between the frozen West Fork of the Des Moines River and the reporting marks on equipment from the Illinois, Chicago & Eastern.
The IC&E Predecessor was the I&M Rail Link- a sister company of the Montana Rail Link which purchased the former Soo Line trackage between the Twin Cities and Kansas City and the former Milwaukee line across Northern Iowa and on into Chicago back in 1997. In 2002, the line was purchased by the Dakota, Minnesota & Eastern and renamed the Iowa, Chicago & Eastern before both the DM&E and IC&E themselves were acquired by Canadian Pacific in 2008.
However, one would be hard pressed to tell that CP was running the show for over a year in this shot taken by railpictures.net contributor Scott Marsh. Here, IC&E SD40-3 #6442 is in charge of a plow extra as it cautiously treads its way over the West Fork of the Des Moines River at Emmetsburg, IA on Dec 27, 2009. The train was sent out to clear the line and retrieve any cars along the Mason City line that were left out in the snow. It's slow going on the 90 pound rail, and the crews must also clear any highway crossing they come to by hand, as the accumulated snow there is packed down by passing cars and could cause the plow to derail.
Actually, I think this picture by railpictures.net contributor Tom McNair has alot going for it in terms of composition and activity.
But having said that, it still sucks. Allow me to explain- take a close look at that one-car train on the bridge. That's an Iowa Interstate Maintenance of Way special, and on the flatcar behind the IAIS GP38-2 is a vacuum truck being used to clean up the right of way along the Government Bridge, linking Rock Island, IL with Davenport, IA. Since much of the bridge is inaccessible to the truck, the Iowa Interstate figured it would be just as effective if it put the truck on a flatcar and towed it out across the span. Besides the rail line, the span also features a two lane roadway (visible on the lower deck) and the middle span swings out to accommodate river traffic.
Closer to us is Burlington Northern Santa Fe's Barstow Local with GP38-2 #2034 leading an impressive 6-unit lashup as it tiptoes under Government Bridge utilizing trackage rights over the Canadian Pacific/Dakota, Minnesota & Eastern. The motive power consists of former Burlington Northern and Conrail units as it makes its way south on June 24, 2010.
Today's rather multi-modal train of thought comes to us from the land of Obama Lincoln and gives us a pretty good cross section of the American railroads that Canadian Pacific acquired to bolster its presence in the US Mid-West. [Despite the title and Chicagoland nature of this photo, John Candy and Steve Martin are nowhere to be seen- NANESB!]
Railpictures.net contributor Frank Stachowiak caught this meet between two Canadian Pacific trains at Bensenville, IL on May 16, 2010. The train on the right is a unit ethanol train that originated on CP's newest acquisition- Dakota, Minnesota & Eastern. While the bloom is off that particular rose, ethanol has been something of a blessing for the railroad industry since it's almost impossible to transport ethanol via pipeline. This necessitates lengthy trains of inbound grain and outbound finished product.
Don't let red and white SD40-2 #6089 fool you- that actually is (or was) one approximately two dozen SD40-2s the DM&E purchased secondhand from CP Rail. Yet, before it could even be repainted in Cedar America Holding's distincitve blue and yellow scheme (you can see a hint of it on the unit trailing the 6089 or here) Canadian Pacific acquired the DM&E and sister railroad Iowa, Chicago & Eastern, making repainting a pointless exercise.
While waiting to proceed through Bensenville, another freight train is given clearance to proceed past the 6089 and idling ethanol train. This one consist led by Soo Line SD60 #6024, still in it's 'vintage' white and red scheme (like what's seen here). Many of the former Soo Line SD60s had been put into storage or sold to reigonals like the Indiana Railraod, but with an expected increase in traffic CP has begun pulling units out of storage.
As one of the crewmen on the #6089 inspects the passing train, an American Airlines 737 flies overhead on it's approach to O'Hare airport. The passing traffic on the adjacent highway pays this scene little mind, as this is pretty common on the lines into and out of Chicago.
Almost a year ago to the day, the Canadian Pacific railway acquired the 2500+ mile Dakota Minnesota & Eastern Railway as well as its sister company Iowa Chicago & Eastern. This increased the CPR'spresence in the Midwestern USA considerably (having purchased the Soo line some 20 years earlier) and put it right at the cusp of Wyoming's Powder River Coal Basin- a lucrative traffic source for Union Pacific and BNSF to this day.
The Iowa Chicago & Eastern, previously operated by Montana Rail Link's Washington Group as I&MRL connected Minneapolis-St. Paul with Chicago and Kansas City by way of the Quad Cities. Ironically, Soo Line acquired these lines with their purchase of the Milwaukee Road in the 1980s, but Soo Line's parent company- Canadian Pacific- decided to spin off the Twin-Cities-Chicago and Twin Cities-KC trackage to the Washington Group.
As for the DM&E- it never quite reached the Powder River Basin; should it choose to reach the lucrative Wyoming coalfields, that will be up to Canadian Pacific now. For the most part, its bread and butter [no pun intended] was the wheat, grain, soybeans and other agricultural goods it hauled across former Chicago & North Western lines in Minnesota, South Dakota and parts of Nebraska and Wyoming. Appropriately enough, railpictures.net contributor Bran Kindschy caught SD40-2 #6217 of sister railroad Iowa Chicago & Eastern leading southbound DM&E freight HURC (HUron, SD to RapidCity, SD) over Lance Creek at Wendte, SD just before twilight on September 15, 2008- a little over a month before the CPR took over the regional. With frequent 10 MPH speed restrictions, it takes nearly a whole day for the train to travel the 170 miles between the two towns.
