Wednesday, July 31, 2019

Photos of C&NW Potato Yard and UP/C&NW Global One Yard

Billy Duffing posted several photos as comments on a post about Lincoln Yard. Because the photos cover the C&NW Potato Yard and the UP/C&NW Global One Yard, I'm recording them in a separate post.

Billy Duffing commented on Gary's post
This is where I worked since 1987 when it was Chicago Northwestern wood street yard (global 1)
I'll attach some black and white photo's we have hanging in our hall tomorrow.Billy Duffing In the movie "Hardball " with Keanu Reeves there's a scene where they're walking under the Damon viaduct that passed under the yard, and it's in a bunch of scenes from Chicago PD as the studio is across the street.
The following are the B&W photos that Billy posted as more comments on Gary's post.
[North is at the bottom.]



















Dennis DeBruler We are looking southeast across the spud yard. So that has to be CB&Q's coaling tower. This is the first photo I have seen of that tower.


Tuesday, July 30, 2019

LTV/Jones and Laughlin and their Hot Metal Bridge over Monongahela River in Pittsburgh, PA

(Bridge Hunter; HAER; Historic Bridges, Hot Metal; Historic Bridges, Mon ConPGHbridges3D Satellite)

Out-of-service: May 1979. But the bridge remained because it was carrying 20 utility lines including water, steam, gas and power lines. [PA277B]

There are two truss bridges using shared piers. The Monongahela Connecting RR Bridge is on the upstream side and was reopened for road use in 2000. The Hot Metal Bridge was reopened for trail use in 2007. [PGHbridges] When the Mon Con was converted to street use, they removed a very wide shared truss on the north end. [Historic Bridges]
Bryan Rubican posted
The Monongahela Connecting Railroad Bridge and the Hot Metal Bridge, once part of the sprawling J&L Steel complex.
[The upstream side is on the right.]

Jones and Laughlin Steel continued to expand and thrive until it's peak during World War II. The company was taken over by LTV Steel in 1974, during a downturn in the Pittsburgh-area steel industry. By 1984 the entire former-J&L complex was closed. After several years of planning, the 130 acres of the South Side Works on the southern shore, and the forty acres on the northern shore where the Eliza furnaces once stood were completely cleared for new development, which continues to this day.
Eugene Schiavo LTV was open till 1999 and I was the last man there on south side. I watched them build the open hearth in 1949 and then watched them tear it down.
Debra Lucas-swensrud I Remember the Orange... All over EVERYTHING!!! [So I guess the Gary plants weren't the only ones that used to produce orange "smoke."]
Photo from HAER PA,2-PITBU,65C--6 from pa2798
In 1887, a railroad bridge was constructed to link the the two sides of the operation. The upstream side carried two tracks for the Monongahela Connecting Railroad. The downstream side carried a single track used to shuttle hot metal from the furnaces to the rolling mills. Previous to this direct connection, the metal had to be reheated before being worked....Because the bridges share piers and have similar truss designs, the pair are usually referred to simply as The Hot Metal Bridge. It is more accurate to give this name only to the downstream side. The floor of this side has metal plates lining the floor -- protecting the river traffic and the wooden ties from the molten metal and sparks spewing from the opening in the top of each ladle railroad car. [PGHbridges]
The hot metal bridge was added in 1899. [HAER]
Jones & Laughlin Steel Corporation began a program in 1960 to improve steel production. One of the areas was to replace the fleet of 80 ton submarine ladles with 165 ton ladles. This required considerable work on the Hot Metal Bridge in order for the Mon Con to handle the heavier and longer submarine ladles. The first phase was to reduce the dead load. This was accomplished by removing the heavy fire brick trough that made up the deck system and replacing it with a light steel plate covered with granulated slag. This was necessary to prevent any hot metal splashing into the river. This work was done under traffic by company forces. The second phrase was to strengthen the top chord truss members. This was done by drilling holes in the web of the truss members and bolting with high tensile bolts through reinforcing plates. Over 7,000 bolts were placed. The work was designed by Structural Associates of Pittsburgh and erected by company forces. [PA277C]
Bookline Connection posted
Here are two 1951 photos of the Jones and Laughlin steel mills along the Monongahela River. The photos were taken from near the same location during the daytime and evening, looking across the river towards the South Side. Downtown Pittsburgh can be seen in the distance.
For well over a century, Pittsburgh's steel mills never slept. It was "Hell With The Lid Off" 24 hours a day, seven days a week, year in and year out. Our steel mills helped to build America. They helped to save a Republic and win two World Wars. They defined a region, "The Rust Belt," and gave Pittsburgh a name, "The Steel City."
I can remember a couple times walking along Carson Street from town with a friend to meet his dad at the J&L South Side Works. His father operated one of the large hoists that ran along the ceiling. That seemed like a pretty cool job. On one occasion we were given a tour of the mill. Three words came to mind ... Hot, Dirty and Huge.
I worked there . That’s the stockhouse for the blast furnaces , the furnaces themselves, and beyond that you can just see the Hot Metal Bridge south end if you know what you are seeing. That little white building at the far left half way up the photo is a combination yardmaster office and locker room for the Railroad .years later I worked for the railroad. Monongahela Connecting Railroad .
Love these pictures. My Dad worked at Jones and Laughlin Steel Company for over 40 years as a Cranes Man. I remember the coal smoke being so thick at times you couldn't see downtown Pittsburgh skyline at all.
Steve Cox
 my grandparents grew up in the Aliquippa projects (plan11) all Eastern European immigrants & all steel workers.. my grandfather built a nice 3 bed 3 bath house & a good retirement of drinking, smoking, chewing.. lived a long 73year life before dying of lung cancer.. like all his coworkers..
Steve Cox
 the cancer part sucks but they didn't know what we know now.. all & all tho not bad. Till J&L dissolved & left the pension funds empty.. once again that happening was unheard of at the time.
I worked for USS out of college and always enjoyed visiting the mills. Hot, Dirty, and Huge is a good summary - just add Dangerous.
I spent a month at an iron ore operation 800 miles north of Montreal. My house at the time could fit in the bed of the dump trucks they used. They were Big.
I also spent some time in Duluth with the lake shipping operations. Their boats were like the Edmund Fitzgerald - about 1,000 feet long and a six foot man could stand in the bore of an engine cylinder.
That is from the Second Avenue side of the Mon, looking South toward Southside.

Mick Markowitz Jr. shared
They say smog so bad in 70s street lites stay on all day . Lived so Gary knew when wind outta no. Taste cinder plant/coke batt.
The Eliza furnaces. Always thought these were the most photogenic of all blast furnaces that ever existed.
Is that where the hot metal crossing was?
Ross Patterson
 yes, hot metal went from the blast fce across the Mon. river on the Hot Metal Bridge to the iron mixer which kept it hot and liquid untill the open hearth fces. ordered some after charging scrap steel in the fce.
My father worked at J&L in Cleveland and now I'm working in whats left of it now owned by Arcelor Mittal.
Chris Nemanic I used to be a refractory and taphole clay supplier for USS, Republic Steel, Bethlehem Steel, Inland Steel, Ford, Armco and several others I forget but they seemed to have different cultures from company to company. Some I liked working and some I didn't. Even some mills in the same company were a little different depending on the management structure.
I remember the first time I went to the mills in the Mon Valley back in 1978. I was coming from Carnegie going downtown and while crossing the Liberty Bridge ???, I turned going upriver and seen the J&L-Pittsburgh blast furnaces running and seen the Carrie Furnaces running, Dorothy No.6 running and went to USS-Edgar Tompson Works and did some supervisory work on No.1 Blast Furnaces and I remember No.2 and No.3 running but not sure on No.4. Later in the week I went to USS-Homestead Works to the Open Hearths and was demonstrating gunning a siliceous gunning material on the slag line of the teeming ladles on the pit side. I mostly worked around the USS plants in the valley and never went to J&L - Pittsburgh nor Alequipa but my dad spent lots of time at the blast furnaces at Alequipa.
Our scrap yard now occupies what’s left of J&L in Aliquippa... but I was lucky enough when I first entered the world of trucking to have loaded steel beams out of the J&L building we occupy now. I was also lucky enough to haul tin plate coils from LTV in Aliquippa, and specialty steel from J&L in Midland and haul scrap into the melt shop in Midland until it closed in 2015. Currently we ship scrap to ATI in Brackenridge, and sometimes Edgar Thompson Works as well. I feel privileged to have been to most of the mills in the area including US Steel in Irvin, Weirton Steel when it was still Weirton Steel, Shasta Steel, Koppel Steel in Koppel and Ambridge, EQS in Elwood City, and so many others around here and across the country before they were gone. A lot of folks forget J&L had a small operation in Ambridge at one time that made steel cross members for trailers too. I agree with the person above who said each company has a different attitude and demeanor. You can definitely tell the people who were proud and happy with their company vs those who were not. If anyone has pics of LTV or J&L in Aliquippa, I’d love to relive the memories of being there!
 Three of the photos in These 10 Rare Photos Show Pittsburgh’s Steel History Like Never Before
1. Smoke billows from the Jones and Laughlin Steel Mill in Pittsburgh in this photo from 1900.
Wikimedia Commons/Public Domain

5. A smoky shot of a steel mill in the South Side with the Jones and Laughlin Steel Mill in the background as captured in 1940.
Wikimedia Commons/Public Domain

6. Railroad cars line up along the tracks at Jones and Laughlin Steel Mill in Pitttsburgh in this 1941 photo by John Vachon.

Monday, July 29, 2019

Arthur M Anderson is back in service after a 2.5 year layup

(Update: I discovered it has its own Facebook group.)

She sailed with the Edmund Fitzgerald "maintaining radio and radar contact with each other on their Lake Superior transit through a forecasted storm, taking the longer route following the Canadian shore. This route afforded more protection from the winds and waves for most of the trip versus the more direct route across the lake that would expose them to the full force of the storm." Consequently, she was the last ship to have sight, radio, and radar contact with the Fitzgerald. The next day she joined several other ships to look for her. "Other than the eventual recovery of the [two] severely damaged lifeboats, the extensive search resulted in only the recovery of various pieces of floating debris from the sinking." [BoatNerd]

Entering Duluth Piers for winter lay up, Jan. 15, 2017.  (Chris Mazzella) [BoatNerd]
Because of the economy, this old (1952), oil-fired, steam-turbine ship has remained in Duluth until this (2019) Summer.

David Schauer posted
Tomorrow (Thursday, 7/25/19) should be the day the Arthur M. Anderson enters revenue service once again as she heads for Two Harbors to load. Here the venerable laker rests at Fraser on Sunday, 7/21/19.
Jim Hoffman Looks like that grey stripe needs to be extended downwards and leveled out. Will be interesting to see how she looks when sailing light without cargo...
Chris Mazzella It was fixed
David Schauer posted
Arthur M. Anderson loading on the west side of Dock 6 in Duluth. Minntac pellets for Great Lakes Works. 8/2/19

Glenn Blaszkiewicz posted (source)
Sunset at Fraser Shipyards in Superior with the freshly painted "Arthur M. Anderson". 7/19/19

Michigan Film Photographer Karl Wertanen posted
Shortly after I wrapped up at the Algonac Art Fair Sunday, I was lucky enough to photograph the Arthur M Anderson (1952) as it passed by Algonac headed for Ashtabula Ohio.
The Anderson is famous for being the last ship to be in contact with SS Edmund Fitzgerald before Edmund Fitzgerald sank on 10 November 1975.
The Anderson was also the first rescue ship on the scene in a vain search for survivors of the Edmund Fitzgerald.
The vessel's namesake, Arthur Marvin Anderson, was director of U.S. Steel, a member of its finance committee and vice chairman of the J. P. Morgan and Co. at the time.
Shot with Mavic 2 Pro/Hasselblad L1D-20c Camera
Silver Jfr Bernie Cooper from Port Conneaut Ohio was captain that nite.

(new window)

fred xeje She is 767'x70'x36' and will hold 25,300 tons of cargo. Looking really fine.
Jack Corvette Those seas were that big...they rolled up his deck and he's got a list and the water stays up and it's gonna put his bow down underwater and then when she started down the screw just drove her to the bottom......-Captain Jesse Bernie Cooper [Cooper was the captain of the Anderson when the Fitzgerald went down.]

In the above video, she is leaving Duluth, MN, for her fist docking at Two Harbors, MN, to get a load of iron ore. I wonder if her first docking will add scrape marks to the new paint job.

In 1962 she did a couple of trips on the recently opened St. Lawrence Seaway to carry iron ore from Port Cartier, QC, to Gary, IN. A bow thruster was added in 1966 and a stern thruster was added in 1989. Her original length was 647'. In 1975 120' was added and she went from a 6x7x6 hatch configuration to a 6x12x6 configuration. The self-unloading equipment was added during the 1981/82 winter layup. Both major modifications were done at the Fraser Shipyard, Superior, WI. That shipyard also did the $4m refit starting on April 2, 2019, to return her to service. [BoatNerd]

9and10news has a video of it on the St. Mary's River for the first time in 2.5 years.

Sunday, July 28, 2019

MJ and BRC over CB&Q


MJ = Manufacturers' Junction Railway
BRC = Belt Railway Company of Chicago
CB&Q = Chicago, Burlington and Quincy

Forgotten Railways, Roads & Places posted
Immediately east of Cicero, IL, an abandoned transfer track from the #BNSFRacetrack. Image taken aboard a train. #abandonedrailway #urbex #history #chicago#illinois
Dennis DeBruler Looking south. The tracks still exist. But I can believe they have not been used recently.,-87.../data=!3m1!1e3
Forgotten Railways, Roads, and Places That imagery is from 2017. I actually watched them tear up this track. It's not to say BNSF won't rebuild this section, but as of now the track is gone.
Dennis DeBruler Forgotten Railways, Roads, and Places A "stale" satellite image. Thanks for the update.

Dennis DeBruler That Unilever Best Foods building in the background used to be a very common architectural style in Chicago for industrial buildings.
In this topo map it is clear that Manufaturers' Junction used to have a connection to the east end of CB&Q's Clyde (Cicero) Yard. Since MJ connected to BRC, there were connections between CB&Q and BRC in three of the four possible quadrants.
Dennis DeBruler commented on a post
There used to be (1929 Englewood Quadrant) a lot of industry and spurs in that area. The upper-left corner was Western Electrics Hawthorne Works.

Dennis DeBruler commented on a post
Some remnants of Manufacturers' Junction Railway, including the roundhouse, still exist in a satellite image. That railroad served the Hawthorne Works.,-87.../data=!3m1!1e3
During a commuter trip into town on Oct 21, 2016, I took photos to the south as I went through this crossing.
20161021 6513

Nick Hart posted
BNSF train S LACNSA didn't quite meet the requirements of the height restriction at the BRC bridge in Cicero. 40 cars suffered significant damage and the bridge also suffered structural damage. Cargo is littered on and around the tracks, ranging from paper towels to boxes of cereal. A WSOR grain train is tied down on the BRC main above and likely won't be going anywhere until the bridge is inspected. 02-14-21
Stan Stanovich: word of it this morning John, train destined for Ashland Avenue!!!
[It is nice to see that at least BNSF and NS do a steel-wheel interchange of containers.]

Matt Hovey commented on Nick's post
Wasn't the first time, won't be the last. You see how much lower m4 m5 are at this angle

The are more photos in the comments on Matthew Linhart's post.
Walt Del Calle: This was a through train that normally runs on the Santa Fe.
[I had seen a comment that the crew was unfamiliar with this route. This explains why. It doesn't explain why there wasn't a pilot. But some Facebook comments indicate that the crew had paper work that would explain which tracks to use for double stacks. You would think if they were on a new route they would have been more diligent about reading their paperwork, not less.]

In the comments on this post the opinion is that if a crew gets orders to do something stupid, the crew should push back using a medium (e.g. radio) that will be recorded and if they are still told to do something stupid, they do something stupid. But I doubt if the crew pushed back in this case. If they knew there was a problem, then they would not have pulled 3/4 of a mile of train under the bridge.

Twisted Truckers posted three photos.
Justin Hughes shared
Ridge Abbott: Good to know the pins work .
1, cropped

2, cropped

3, cropped
Keith Huff: It is in our subdivision general notices not to have high wides go under this bridge. We are to take them down main 4 or 5. This was main 3. I was going west bound yesterday with my train and saw this train waiting at an opposing signal about noon. This location is BNSF Chicago subdivision and the bridge is the Belt Railway of Chicago. This is just east of Cicero Blvd. 3/4 mile of train went under and 64 containers destroyed.
Dylan Fadda: Keith Huff so, this would be a dispatching error?
Keith Huff: Dylan Fadda yes, but also the crew's as it is in the written directives not to go under the bridge with high cars. There is also a huge sign 1/4 mike away above the tracks saying this.
Kevin James Cox: Dylan Fadda whether you hit one or 25 the penalty is still the same.
Keith Huff: Terrence Owen about an half mile ahead is a large sign on a pedestrian bridge warning that high car trains not to use main1,2,3. Also, it is in our directive paperwork. The dispatcher is supposed to know and line the train for either main 4 or 5. The crew, if they did their job correctly, would of not took the signal that directed them straight ahead on main 3. They should call the dispatcher to line them for the correct track.
Pettigrew Arriel: I'm just glad the crew wasn't hurt. Not their fault, it's the dispatcher.
Timothy Leppert: Pettigrew Arriel no, the crews fault.
Timothy Leppert: The Belt owns the bridge. The BN lowered some of the tracks and put up warning signs, as well as put it in the Special Instructions. The Crew obviously missed those things.

Keith Huff commented on the third photo, cropped