John_Perkowski wrote: ↑Sat Nov 26, 2022 10:01 pm
eolesen wrote: ↑Sat Nov 26, 2022 9:26 pm
Take a look at Kratville, UNION PACIFIC STREAMLINERS (Kratville Publications, 1975). The short version is ALL the Class Ones wanted out of the passenger business. The losses were deep from the passenger traffic departments.
That may have been a regional sentiment in the Northeast.... I've always heard that the C&O, SRY, BN, DRGW, ATSF and UPRR were still running a decent quality product at the time.
The difference was that the passenger losses of the Class Ones listed above were a much smaller proportion of total revenue than those of PRR, NYC, and NH, and the losses experienced by those other roads were not as apparent to many observers but were just as real. In my personal experience the ATSF and UP kept up their characteristic high standards until the end, since the losses could be borne for a while longer, but for another five years? ATSF (as pointed out in an earlier post) might have been stuck with a choice of either paying who knows how much for access to CUS or having to somehow take over the C&WI and Dearborn Station on its own.
A question just occurred to me: what did happen to the C&WI after 5/1/71? Surely the approach routes continued to be used by the freight railroads. I assume it did well from "adaptive re-use" of Dearborn Station and its approaches.