Consolidated Rail Corporation

Conrail 359012 at the BN yard in Cicero, Illinois on an unknown day in April 1981, Kodachrome by Chuck Zeiler.

Conrail Flexi-Flo 898080 at the BN yard in Cicero, Illinois on an unknown day in July 1981, Kodachrome by Chuck Zeiler. This appears to be an ACF design, called a "Center Flow Pressure Differential Tank Covered Hopper" in the 1966 edition of the Car and Locomotive Cyclopedia. It further states, "Unloads lading by fluidizing and introduction into air stream for conveyance to trucks or storage." The preceding description was for a NYC 70 ton car. This car was stenciled: NEW 3-75 , CAPY 200000 , LT.WT 58400 , H58 . Presumably, this was the 100 ton version of the Flexi-Flo design.

Conrail 269100, location unknown, sometime in February 1982, Kodachrome by Chuck Zeiler. It looks like a C&NW caboose on the right, so it might be in the Chicago area. I did not mark the slide.

Conrail Class X71 166813 at Cicero, Illinois on July 26, 1983, Kodachrome by Chuck Zeiler. This car was stenciled BLT 1-72 and had an ACF logo.

Conrail 719101 ( flat car on the left ) at the BN yard in Cicero, Illinois on July 24, 1987, Kodachrome by Chuck Zeiler.

Conrail SD40-2 6379 and BN SD9 6178 at Clyde, Illinois on December 31, 1987, Kodachrome by Chuck Zeiler.

Conrail GP15-1 1638 at Indianapolis, Indiana on February 4, 1987, Kodachrome by Chuck Zeiler.

Conrail GP15-1 1656 at Akron, Ohio on March 4, 1983, Kodachrome by Chuck Zeiler.

CR GP15-1 1656 at Akron Junction in Akron, Ohio on March 4, 1983, Kodachrome by Chuck Zeiler. The building is Tower AY, the tracks the locomotive is on are former B&O rails between Warren and Columbus, Ohio, and the former PRR's Akron Branch, which split off of the ex-PRR Valley Main at Hudson, Ohio, and ran southwest through Akron and Orrville, ending at Columbus. The tracks below are B&O rails running between Chicago and Pittsburgh. Fred Stuckman offers the following additional information (as of 7/15/2010):<p>In this photo, the train is headed west on the New Castle Sub. which is the Pittsburgh-Chicago line. The tracks below are the old Cleveland line. It originates in Cleveland and winds its way through eastern Ohio and ends at the Ohio River across from Wheeling West Virginia. That line was originally called the CT&V (Cleveland Terminal & Valley, part of the B&O). The line today is abandoned from Urichsville Ohio to the river. CSX still owns a small portion in Cleveland, CVSR (Cuyahoga Valley Scenic Railroad) from Cleveland to Akron, Metro, our bus company, from Akron to Canton. Wheeling & Lake Erie operates the Akron-Canton line for the industries and CVSR runs passenger excursions on it June through August. South of Canton, it's abandoned to Dover. From there to Urichsville is operated by RJ Corman. Finally, the Pennsy, CA&C (Cleveland Akron & Columbus, part of the old PRR) came onto the main just 100' or so to the left of that image at AY interlocking, and ran concurrent with the B&O until Warwick Ohio. (Clinton) From there, it would continue to Columbus. Each company owned one main track between AY and Warwick. From Hudson south, most of it is torn up. The track through Hudson is the Cleveland & Pittsburgh line.

CR GP15-1 1683 at the Chicago Junction Yard (about 47th & Damen) in Chicago, Illinois on March 7, 1987, Kodachrome by Chuck Zeiler.

Conrail GP15-1 1683 and SW900 8634 at 43rd and Damen in Chicago, Illinois on January 1, 1988, Kodachrome by Chuck Zeiler. This location was the former Chicago River and Indiana and Chicago Junction yards, the CR&I was a subsidiary of the New York Cenrtral, pretty much thd switching service for the Stock Yards on the south side of Chicago.

CR GP15-1 1684 at about 47th and Damen in Chicago, Illinois on March 7, 1987, Kodachrome by Chuck Zeiler.

CR B23-7 1906 at Alton Junction in Chicago, Illinois on an unknown day in September 1979, Kodachrome by Chuck Zeiler. I'm guessing that this set of locomotives dragged a transfer run from CR to BN's yard in Cicero and is returning to CR rails with some cars fresh off the hump.

Conrail B23-7 1945 at 18th Street in Chicago, Illinois on an unknown day in May 1980, Kodachrome by Chuck Zeiler. This is a typical transfer run from Conrail's yards on the south side of Chicago to BN's yard on the west side in Cicero. This train will run through the wye at Union Avenue Interlocking and out to Cicero. Usually it will return with transfers off the BN and retrace its route back to home rails.

Conrail B23-7 1945 at about 18th Street in Chicago, Illinois on an unknown day in May 1980, Fujichrome by Chuck Zeiler. I know what you're thinking, but if this situation can be defended, note that the Amtrak train was moving away from the gentleman in the tracks, who had just finished hand-throwing some switches and was heading back to the cabin on the left..

CR B23-7 1946 at Wilmington, Delaware on an unknown day in April 1979, Ektachrome by Chuck Zeiler. I was able to get a cab ride, this was shot from a geep switching around the yard.

CR B23-7 1956 at Jeffersonville, Indiana on November 22, 1987, Kodachrome by Chuck Zeiler.

Conrail RS32 2041 at Chicago, Illinois on an unknown day in October 1979, Kodachrome by Chuck Zeiler. It is pictured here in a remote corner of the C&NW's California Avenue Coach Yard, and likely by this date, it is the property of the C&NW. Built for the New York Central as RS32 8041 (c/n 84184), completed on June 20, 1962 on shop order S-3349, it eventually became Penn-Central 2041, then CR 2041. The following is excerpted from the book, 'A Centennial Remembrance'. by Richard T. Steinbrenner:<p>During this period (1962) EMD did not have a high horsepower locomotive to match Alco or GE. However, EMD did have its turbocharged 2000 hp GP20, which was selling about as well as possible under the (then) current business conditions. With the RS27 not selling, Alco considered its position with regard to a lower cost 12-cylinder Model 251 locomotive, where the RS11 had lost its horsepower edge to EMD. In response, Alco introduced the 2000 hp DL-721 (RS32) in 1960, superseding RS11 production. Powered by a Model 251C engine, at 57 feet, 2 inches in length over couplers, the RS32, in common with the RS27, was slightly longer than the RS11. The 2000 hp was developed by a change in the engine valve timing, a higher engine governor setting to 1025 rpm, a turbocharger of higher output, and a higher capacity generator. This generator required increased air flow cooling, which is indicated by air filters positioned low on the hood sides immediately behind the cab. The RS32 was also equipped with the Type E transistorized control system. The Model 251C (prime mover) was originally equipped with the new Alco Model 600 turbocharger. While the Model 600 produced the higher output pressure required, it did not experience the expected reliability, and it was replaced by an upgrade of the Model 510, designated the 520. The first RS32's, 15 units for the NYC, were built in June-July 1961, immediately after the last RS11's were completed.<p>The NYC's RS32's were initially placed in service on the hotshot Flexi-Van trains that Alco had so coveted for the RS27. Alco's trade-in policy for early First Generation units continued in effect, and the NYC traded in FA1/FB1's on this group of RS-32's. Not until Spring of 1962 did RS32 production resume, when Alco turned out 10 units for the Southern Pacific. They were followed shortly by an additional 10 units for the NYC. The NYC traded in its PA/PB units on this group of RS32's. The SP units had the larger fuel tank option, as did the NYC's second order. Thus the RS32 production ceased after just one year and 35 units built, yet another disappointing result. Both the NYC and SP units had productive careers until they were retired in the late-1970's. The SP units operated in Coast Line freight service, principally in the Bay Area. The NYC units were eventually downgraded from hotshot service, bumped by newer power. They operated in general freight service for the Penn-Central. Sizable numbers of both fleets survived retirement by their original owners. The SP units worked on lease, at least one unit is (maybe) still in operation. The C&NW acquired 10 former NYC units in 1979. They were put into service on the C&NW's Central Division "Alco Line", where they replaced RS3's. A total of three former SP and NYC RS32's continued to operate for shortline owners through the 1990's, incredible for such a rare model.

Conrail GP30 2192 a little south of Gary, Indiana on July 12, 1982, Kodachrome by Chuck Zeiler. This locomotive was completed in August 1962 as New York Central 6119 (c/n 27983), renumbered as NYC 2192, then Penn-Central 2192, and seen here as CR 2192. The numberboard on the engineer's side is interesting; it would appear some shop forces had to improvise when they ran out of the #2 stencil, using a backward and upside down #5 stencil. Also, probably not a good plan to put the big horn right over the door. As I recall, the CB&Q located their GP30 horns between the radiator fans at the rear of the locomotive, which also served to keep them thawed out in the winter.

CR GP30 2193 and GP35 3628 at Proviso, Illinois on an unknown day in October 1979, Kodachrome by Chuck Zeiler.

CR GP30 2198 at Proviso, Illinois on an unknown day in October, 1979, Kodachrome by Chuck Zeiler.

PC GP30 2226 at Selkirk, New York, July 24, 1976, photo by J. H. Nixon, Chuck Zeiler collection. Built in April 1963 as NYC 2226 (c/n 28134) on EMD Order 7643, it became PC 2226 and later CR 2226, sold for scrap to Pielet Brothers in January 1985.

CR GP35 2395 at Fort Wayne, Indiana on an unknown day in May, 1979, Ektachrome by Chuck Zeiler.

Conrail GP35 2395 at Fort Wayne, Indiana on an unknown day in May, 1979, Ektachrome by Chuck Zeiler.

Conrail U23B 2754 at BN's Cicero, Illinois yard on an unknown day in September 1979, Kodachrome by Chuck Zeiler. With only one blue door, this must be Conrail's minimalist period. If it wasn't for the train, this might be a nice Volkswagen picture.

CR U23B 2760 at BN's Cicero, Illinois Yard on an unknown day in January 1979, Kodachrome by Chuck Zeiler.

As the hogger gets clearance and hauls back on the throttle, a conference continues on the front porch of Conrail U23B 2795 at BN's Cicero, Illinois, yard on July 24, 1987, photo by Chuck Zeiler. Built in June 1977 as CR 2795 (c/n 41590), it was retired by CR March 8, 1993 and moved on to other career opportunities.<p>To satisfy railroad interest in a locomotive of intermediate horsepower, General Electric slipped a 12-cylinder FDL-12 into the carbody of the U30B, producing the U23B model. The same modification was used to produce the U23C from the U30C. The generally accepted spotting feature/difference between a 12-cylinder and a 16-cylinder equipped Universal series locomotive is the number of tall carbody doors, which correspond to the number of cylinders per side: a 12-cylinder locomotive has six tall engine room doors per side, a 16-cylinder locomotive has eight tall doors per side, one at each cylinder location. Production ran from August 1968 through June 1977. Conrail bought ten U23B's, the last ones produced, in May-June 1977, road numbers 2789-2798. All told, GE produced 425 USA, 40 Mexican, and 16 export copies of the U23B. This particular locomotive went on to the Providence & Worchester, becoming 2204, and lasted until 2002-2003 before being traded for ex-LMX B39-8's.<p>It is seen here in the company of two MP SD40-2's (3246 and 3282) at the east end of the former CB&Q, and by this photo date, BN yard in Cicero, Illinois. It will be routed to an empty arrival track, cut off its train, run around the yard back to the east end, and pick up a newly sorted train fresh off the hump, and drag it back (as a trailing unit) to home rails.

CR B23-7 2803 at BN's Cicero, Illinois yard on an unknown day in September 1979, Kodachrome by Chuck Zeiler.

Conrail U30B 2841 at Laramie Avenue, Cicero, Illinoios on an unknown day in October 1979, Kodachrome by Chuck Zeiler. Pictured here on an eastbound transfer run at the former CB&Q, former BN, now BNSF yard in Cicero, this locomotive was built in June 1967 (c/n 36380) for the NYC, later became PC 2841, then CR 2841.

CR U30B 2841 at Laramie Avenue, Cicero, Illinoios, October 1979, photo by Chuck Zeiler. Pictured here on an eastbound transfer run at the former CB&Q, former BN, now BNSF yard in Cicero, this locomotive was built in June 1967 (c/n 36380) for the NYC, later became PC 2841, then CR 2841.

CR GP40 3005 at BN's Clyde, Illinois diesel facility on an unknown day in September 1979, Kodachrome by Chuck Zeiler.

CR GP40 3102 at BN's Cicero, Illinois yard on an unknown day in August 1979, Kodachrome by Chuck Zeiler.

Conrail GP40 3028 at Proviso, Illinois on an unknown day in September 1979, Kodachrome by Chuck Zeiler.

CR GP40 3065 departing the east end of BN's Cicero, Illinois yard on an unknown day in October 1979, Kodachrome by Chuck Zeiler.

CR GP40 3104 at Silvis, IllinoisÚnn June 5, 1984, Kodachrome by Jim Altman, Chuck Zeiler collection.

Coorail GP40 3111 at BN's yard in Cicero, Illinois on an unknown day in October 1980, Kodachrome by Chuck Zeiler. This Conrail power had dragged the coal empties to the BN, and was awaiting clearance to pick up their caboose and head back home.

A nice scrap yard photo and Conrail GP40 3126 passing through Union Avenue Interlocking and seen at 18th Street in Chicago, Illinois on an unknown day in September 1979, Kodachrome by Chuck Zeiler. Qhe bridge barely seen in the upper right was the IC/ICG Saint Charles Air Line.

CR GP40 3181 at BN's Cicero, Illinois yard on an unknown day in September 1980, Kodachrome by Chuck Zeiler.

CR GP40 3185 departing easbound at BN's Cicero, Illinois yard on an unknown day in November 1981, Kodachrome by Chuck Zeiler.

Conral GP40 3231 at BN's Clyde, Illinois diesel facility on an unknown day in October, 1979, Kodachrome by Chuck Zeiler. Judging by the splatter, it appears this unit has seen a liquid containment issue.

CR GP40 3271 dragging one load and a bunch of per diem back to the BN at Cicero, Illinois yard on an unknown day in September 1980, Kodachrome by Chuck Zeiler.

Conrail GP40 3271 bringing a transfer under Ogden Avenue and into BN's Cicero, Illinois yard on an unknown day in September 1980, Kodachrome by Chuck Zeiler. The power will cut off after yarding the trrain, run around and pick up a BN transfer and return to its home yard. A BN switcher will grab the caboose and position it on the end of the proper train.

CR GP40-2 3275 at BN's Cicero, Illinois yard on an unknown day in March 1982, Kodachrome by Chuck Zeiler.

CR GP40-2 3285 near Gary, Indiana on July 12, 1982, Kodachrome by Chuck Zeiler.

Conrail GP40-2 3305 at Calumet, Illinois on July 30, 1983, Kodachrome by Chuck Zeiler. Apparently#not a sopular route.

CR GP40-2 3318 at BN's Clyde, Illinois diesel facility on December 28, 1986, Kodachrome by Chuck Zeiler.

Conrail GP40-2 3319 near Calumet, Illinois on July 30, 1983, Kodachrome by Chuck Zeiler.

CR GP40-2 3322 at Franklin Park, Illinois on March 23, 1986, Kodachrome by Gib Allbach, Chuck Zeiler collection.

CR GP40-2 3344 at Lumber Street in Chicago, Illinois on July 31, 1983, Kodachrome by Chuck Zeiler. Hope that lantern doesn't fall off.

Conrail GP40-2 3354 on a transfer run at BN's Cicero, Illinois yard on an unknown day in June 1980, Kodachrome by Chuck Zeiler. Here's my best guess on what transpired here. These units were dragging a transfer over to the BN from CR. There were two possible routes (at the time of this photo): up the old PRR to Union Station and divert at 18th Street through Union Avenue Interlocking, and down the suburban line to Cicero (the likely scenerio) or across on the BRC, either way, it was a lot of 20 mph stop and go stuff, and it probably took the crew a good 8-10-12 hour day (less than 100 miles, round trip), depending on traffic, to complete a turn from CR to BN and return. The units would cut off the train, runaround, and pick up a newly sorted train off the Cicero Hump and drag it back to home rails. I'm pretty sure a BN switcher set the caboose right, not a consideration anymore.