ARKANSAS: LAND OF THE ALeo

IMAGES: ALASKA RAILROAD "SD"s • • •

"SDL39" OMI #5119 MILWAUKEE ROAD Nos. 582-590 SOO LI NE Nos. 6200-6208 ., WISCONSIN CENTRAL Nos. 582-590 {;fr/!7 ------C - i -- f -- - i ------c ------n a -- - - e a P ------h } e - - -- t t h ------Ill r t - -- -- �,,� o a o PACIFIC-r r H e d t RAIL

PACIFIC RAILNEWS and PACIFIC NEWS are regis­ tered trademarks of Interurban Press, a California Corporation. Arkansas: Land of the Alco PUBLISHER: Mac Sebree Ten companies roster over 40 of the rare locomotives in the Razorback State EDITOR: Don Gulbrandsen 2 Barton Jennings ASSOCIATE EDITOR: Carl Swanson ASSISTANT EDITOR: Michael E. Falk 0 CONTRIBUTING EDITOR: Elrond Lawrence EDITORIAL CONSULTANT: Dick Stephenson The Highline: WP Takes the High Road Looking back on the "Wobbly's" segment of the Inside Gateway ART DIRECTOR: Katie Kern PRODUCTION ARTIST: Tom Danneman 24 Ken RaHenne CONTRIBUTING ARTIST: John Signor

PRODUCTION MANAGER: Ray Geyer CIRCULATION MANAGER: Bob Schneider The Highline: The Union Pacific Era Bad times-and good-after the merger RAILROAD COlUMNISTS 3 2 AMTRAK/PASSENGER-Dick Stephenson Bill Meeker 1595 E. Chevy Chase no, Glendale, CA 91206 AT&SF-Elrond G. Lawrence 908 w. 25th St., San Bernardino, CA 92405 I DEPARTMENTS I BURLINGTON NORTHERN-Karl Rasmussen 11449 Goldenrod St. NW, Coon Rapids, MN 55448 4 EXPEDITER 36 CANADA WEST CANADA WEST-Doug Cummings 6 UNION PACIFIC 38 CHICAGO NORTH WESTERN 5963 Kitchener St., Burnaby, BC V5B 2J3 & SOUTHERN PACIFIC LINES 39 REGIONALS C&NW-Michael W. Blaszak 8 211 South Leitch Ave .. La Grange, IL 6OS25 10 SOO LINE 40 BURLINGTON NORTHERN D&RGW-Richard C. Farewell 12 TRANSIT 42 SANTA FE 9729 w. 76th Ave., ANada. CO 80005 AMTRAK/PASSENGER CINSCENE ILLINOIS CENTRAL-David J. Daisy 14 44 746 N. Bruns Lane Apt. A, Springfield, IL 62702 16 SHORT LINES 48 IMAGES OF RAILROADING MEXICO-Clifford R. Prather 18 ILLINOIS CENTRAL PRN CLASSIFIEDS P.O. Box 925, Santa Ana, CA 92702 55 PRESERVATION-Brian L. Norden 19 MEXICO P.O. Box 3012, Industry, CA 91744 REGIONALS-Dave Kroeger 5256th Ave., Marion, IA 52302 PACIFIC RArLNEWS (ISSN 8750·8486) is published monthly by In­ EDITORIAL ADDRESS: Submit all photos, article submissions SHORT LINES-Robert C. Gallegos terurban Press (a corporation). 1741 Gardena Ave .. Glendale, CA and editorial correspondence to: P.O. Box 379, Waukesha, WI 53187 91204. Second·class postage paid at Glendale, CA 91209 and ad­ PAcmc RAILNEWS SOO LINE-Karl Rasmussen ditional mailing offices. POSTMASTER: Send address changes P.O. Box 379, Waukesha, WI 53187 to: PACIFIC RAILNEWS, P.O. Box 6128, Glendale, CA 91225. (414) 542-4900 11449 Goldenrod St. NW, Coon Rapids. MN 55433 FAX: (414) 542-7595 SP/SSW-Joseph A. Strapac SUBSCRIPTION RATES: $30 (U.S.) for 12 issues, $58 for 24 is­ P.O. Box 1539, Bellflower, CA 90707 BUSINESS ADDRESS sues. Foreign add $6 for each 12 issues. Single copy $5 post· :Address all correspondence regarding UNION PACIFIC-Wayne Monger paid from Glendale office (subject to change without notice). subscription and business matters to: 1300Southhampton Rd. #214, Benicia,CA 94510 Interurban Press P.O. Box 6128, Glendale, CA 91225 CHANGE OF ADDRESS: The Post Office does not regularly for­ (818) 240-9130 ward 2nd Class Mail and PACIFIC RAILNEWS is not responsible TRANSIT FAX: (818) 240-5436 for copies not forwarded or destroyed by the Post Office. Re· CHICAGO-Wynne DeCitti placement copieslPO notifications will be billed. Please allow SACRAMENTO-Robert Blymyer MAGAZINE SUBSCRIPTION SERVICE: For all subscription us at least four weeks for any address change. SAN DIEGO-Chris Cucchiara problems and inquiries call: (800) 899-TRACK SAN FRANCISCO/MUNI-Don Jewell SUBMISSIONS: Articles, news items and photographs are wel­ come and should be sent to our Wisconsin editorial office. SAN JOSE-Matthew G. Yurek © 1991INTERURBAN PRESS When submitting material for consideration, include return en­ WESTERN TRANSIT NOTES-Richard R. Kunz Mac Sebree, President/CEO velope and postage if you wish it returned. PACIFIC RAILNEWS Jim Walker, Senior Vice President does not assume responsibility for the safe return of material. Don Gulbrandsen, Vice President CITY SCENE Payment is made upon publication. BAY AREA/CENTRAL VALLEY-Ken Rattenne CHICAGOLAND-Mike Abalos ADVERTISING RATES: Contact Interurban Press, P.O. Box 379, DENV ER/FRONT RANGE-Rich Farewell Waukesha, WI 53187; (414) 542-4900. KANSAS CITY-Wayne Kuchinsky l.A./S. CALIFORNIA-Dick Stephenson NORTH TEXAS-Dan Pope PACIFIC NORTHWEST-Steve Hart COVER: A solid Western Pacific lash-up led by U30B 3055 powers a westbound BN-139 train ST. LOUIS-Scott Muskopf and Paul Fries over Indian Creek on the Highline in June 1977. This was a prosperous time for the WP; merger SOUTH TEXA5-Carl M. Lehman with UP was still a few years away, and the Inside Gateway connection with BN at Bieber, TWIN CITIES-Steve Glischinski Calif., was solid. Ahead lie changes for the railroad and uncertainty for the Highline. Turn to WASATCH FRONT-Dave Gayer page 24 for a look at the colorful past and present of this noteworthy route. Wayne Monger

PAC IFIC RAILNews • 3 Santa Fe's new cabless GP60Bs are finally on the property. On July 26, 1991, units 331 and 330 make up part of one of the first A-B-B-A combinations with the new units. The 198 train is shown westbound on Houlihan's Curve west of Chillicothe, III., about to climb Edelstein Hill. Mark Zaputil

TWO MAJOR SP DERAIL· nomenon known as stringlin­ liquid that is a component of jet MENTS: Southern Pacific was ing or bowstringing, where a and rocket fuels-were carried responsible for two major de­ train grows taut on curving in drums aboard flatcars. Some railments in California this Ju­ tracks and derails, is blamed of the hydrazine spilled and re­ ly. Fortunately no fatalities re­ for the accident. acted with the steel rails releas­ sulted from either accident, The derailment wreaked ing toxic vapors. but thousands were evacuated havoc on the Sacramento River. from their homes and environ­ An estimated 100,000 fish and UP CEO RESIGNS: Michael H. mental damage was extensive. most other organisms were Walsh, chairman and chief ex­ z The first accident occurred killed in this famed trout habi­ ecutive officer of Union Pacific z when a West Colton-Eugene tat. Clean-up efforts and the ef­ Railroad, resigned in early train derailed July 14 in North­ fects of dilution minimized the August to become chairman ern California spilling 19,500 impacts on downstream Shasta and CEO-designate of Ten­ gallons of metam sodium, a Lake, a massive water-supply neco Corporation. toxic weed killer, into the reservoir, but recovery of the Richard K. Davidson, 49, Sacramento River. Interstate 60 river may take several years. the railroad's executive vice was closed briefly and resi­ The second derailment oc­ president-operation, has been dents of nearby Dunsmuir curred on July 28 when SP named president and chief were evacuated as a cloud of train LABAF derailed 14 cars executive officer, replacing gas settled over the area. The at Sea Cliff on the Coast Line, Walsh. Davidson is a career train was negotiating Cantara 18 miles southeast of Santa railroader, who started with Loop when one of the four lo­ Barbara. The accident occurred Missouri Pacific as a brake­ comotives and seven cars directly below Highway 101, man/conductor in 1960. jumped track; coincidentally, forcing its closure. Smoke and June's Expediter featured a toxic fumes from the train led UP AND LACTC REACH photo of the accident location. to the evacuation of about 350 AGREEMENT: On July 24 Preliminary reports indi­ residents and oil field workers. Union Pacific and the L.A. cate that the derailment may The accident was apparently County Transportation Com­ have been caused by six rear caused by a locked axle on a 39- mission signed an agreement gondolas loaded with scrap car L.A.-Oakland train. Haz­ to transfer four miles of vital steel which created excessive ardous materials, including trackage in the central Los drag as the 97-car train nego­ paint, adhesive cement and Angeles area, plus trackage LLI tiated five curves. A phe- aqueous hydrazine--a corrosive rights over 56 miles of Union 4. SEPTEMBER 1991 Pacific trackage to Riverside for $17 million. The agreement provides commuter trains with their own unimpeded route into L.A. Union Passenger Terminal with the purchase of the UP bridge from Pasadena Junction across the Los Angeles River and past Mission Tower connecting to LAUPT. This route has been used by SP freight moves and Amtrak's Sunset Limited since 1971, when UP last operated regularly scheduled passenger service from Union Station. The announcement left un­ specified exactly what improve­ ments UP would make to its line. UP has studied the need for double tracking the route between Montebello andRiver­ side. One attractive aspect of the commuter arrangement is the possibility of joint funding which may see double tracking move forward more rapidly than if left to compete for capi­ tal expenditure dollars with other projects systemwide. The Northwest's newest passenger train made its debut this summer on the Port of Tillamook Bay Railroad; Commuter service on parts the Oregon Coasfline Explorer, descendant of the Oregon Coasfline Express, is shown along Nehalen Bay of the line may begin as early on its July 6 inaugural run. The train matches POTB power with Doyle McCormack's eX-Algoma Central, ex- as October of 1992. 5P Daylight articulated coach. An ROC is scheduled to take over the chores later this summer. Greg Brown

TRANSCISCO TROUBLES: ness-leasing and maintaining ment has been worked out with part of a consolidation that will Transcisco Industries Inc. of rail cars-won't be affected. SP to store the equipment, and eliminate about 300 jobs. The San Francisco put two The remaining Transcisco there are no plans to move the 300 jobs to be eliminated­ units-its Sierra 4ger Express equipment from the luxury train equipment anytime soon. both white- and blue-collar po­ luxury train to Reno and its service, consisting of two loco­ sitions-is out of a total com­ holding company-under Chap­ motives, six ex-gallery cars and SANTA FE CONSOLIDATES: pany work force of 15,200. ter 11 bankruptcy protection to four ex-Scenic Rail Dining cars AT&SF is shrinking its staff in As a result of the consoli­ shield them from creditors. The were moved to SP's West Oak­ Schaumberg, Ill., Albuquerque, dation Santa Fe will close a company said its main busi- land Yard in July. An arrange- N.M., and Topeka, Kan., as roadway equipment repair shop at Albuquerque, Topeka To honor the 50th Anniversary of Mount Rushmore, Dakota, Minnesota & Eastern has had a mural of the will lose about 100 engineer­ famous edifice painted on both sides of ex-Milwaukee 5040-2 6359, now appropriately named Mount ing and signaling positions Rushmore. The unit is shown at Waseca, Minn., on July 9, 1991. William J. Spitzer and track gangs across the system will be limited.

SHORTS: Green Bay & West­ ern and Burlington Northern are planning new freight ser­ vice linking north-central Wis­ consin to all major U.S. mar­ kets. GB&W will construct and manage a facility at Green Bay, Wis., to handle freight containers hauled in BN's in­ termodal service. The service is expected to begin towards the end of the year ... AT&SF has sued Free Fall Bungee Inc. of Tempe, Ariz., in an attempt to put the brakes on bungee jumping from Santa Fe railroad bridges throughout Arizona. In this sport, the ends of bungee cords-which are long, heavy­ duty elastic bands-are se­ cured to a bridge and connect­ ed to a harness worn by a jumper. Santa Fe said the law­ suit is an attempt to stop the practice on its property.

PACIFIC RAILNews • 5 N PACIFIC

Rushing through the deep cut at 42nd Street in Omaha, the ICBCM-ConAgra Board of Director's Special heads west on a round trip to Columbus, Neb., on July 13, 1991. Heading the yellow machine is Desert Victory SD40-2 3593; the unit will haul its last train in its camouflage . pamt on Sept. 25-the North Platte-Omaha River City Round Up Special-then will be returned to standard UP livery. George R. Cockle

units along the 77 miles from Bieber to the icantly in many categories. In comparing UP Plans Highline Reopening connection with the Almanor Railroad, carloadings for early June 1991 with early UP's only on-line customer. Detour trains June 1990, grain was down 33 percent, Following months of studies and quiet ne­ on the BN will continue to move over the petroleum products were down 20 percent gotiations with rival SP, UP has decided SP from Marysville, Calif., to the BN at Kla­ and vehicles down 12 percent. As reported that there is a future in reopening the math Falls. The management of the Mc­ in this column last issue, UP has respond­ 112-mile Highline between Keddie and Cloud River Railroad has also expressed ed by placing part of its motive power fleet Bieber, Calif. (See related article on page relief at the reopening of the Highline as a into short-term storage at points around 24.) Closed in November by an arson fire through route, as that railroad is now the system. As of July 5, the number of lo­ in Tunnel 2, UP has already spent $1.3 heavily dependent upon BN keeping ser­ comotives in storage had climbed to 241 million with Morrison-Knudsen in an at­ vice levels on the Highline at better than units stored serviceable, which represents tempt to reopen the line in December and three times per week. nearly 7 percent of UP's motive power January. According to reports, the UP was Once the Highline reopens, traffic levels fleet. Of these, 162 are considered Catego­ to start accepting bids during the first should average one train each way every ry 1 units and 79 are from the Mexican week of July from contractors to not only day. A plan by a Reno, Nev., company to Fleet of leased units. But in spite of lower reopen what little remains of Tunnel 2 but build a cogeneration plant near Crescent traffic levels for many types of freight traf­ also remove a large part of the mountain­ Mills, Calif., that would use old tires as fuel fic, the UP is showing a 32 percent and a side that remains unstable above the tun­ is the only possibility for new local traffic 21 percent increase in intermodal contain­ nel. UP officials were recently quoted that on the line. The plant could use UP to move ers and trailers, respectively, over last year. the additional cost to reopen the line up to 17 million tons of tires per year. would be nearly $3 million. It is realistic to expect full service to Steam Locomotive Gets Moved and from the BN connection at Bieber to Traffic Levels Down Sharply be operating by Sept. 15. Meanwhile, the Ten-wheeler Union Pacific 1242, the twin UP will continue to operate the once-per­ Reflecting the stagnant economy, traffic to the 1243 that is in the UP historical week Clear Creek Turn with borrowed BN levels on Union Pacific are down signif- collection at Cheyenne, was moved in

6. SEPTEMBER 1991 June to a new location in Cheyenne. This are two or three GP50s, either the ex-MP er in honor of Desert Storm. locomotive, last operated on May 15, units in the 900 class or some of the inter­ The SEGL trash trains between Seat­ 1954, on the Encampment Branch, was changed CNW GP50s that find their way tle/Tacoma and the waste site at Gilliam, donated to the City of Cheyenne on Aug. south. (This is interesting considering the Ore., on the Condon Branch have in­ 23, 1955, and placed on display in Lions rumored decline of the GP50s on the creased operations. These trains are now Park. Since then the locomotive has suf­ C&NW.) For this same service, the SD50s operating five times per week. fered from vandalism and neglect. With are the second choice, the C36-7s are third Radial truck equipped SD60 EMD 3 ar­ the help of Union Pacific and its employ­ choice and the C30-7s/SD40-2s are the last rived on the UP in mid-May. This unit will ees, the Union Pacific Historical Society resort. In keeping with the requirement be used in normal heavy-duty freight ser­ and several local businesses, several that all SD50s and C36-7s be kept east of vice across the western portion of the sys­ dozen volunteers and six pieces of heavy North Platte, Neb., the 9000-class C36-7s tem for the next few months. equipment were used to move the 1242 are the preferred locomotive for chemical The EPA, in a June report to the people on snap track to a new display location trains in Louisiana and Texas and on the of Pocatello, Idaho, stated that a sludge pit near the Old West Museum. The Laramie coal unit trains in southern Illinois. at the UP's Pocatello shops will cost the County Centennial Committee intends to U23B 545 (ex-MP 4511) is now owned railroad $3.8 million to clean up. It is esti­ cosmetically restore the locomotive, by Texas Utilities Mining Company of mated that this Superfund site will take at which was built in 1890, the same year Becksville, Texas. least five years to complete, and that UP Wyoming became a state. To update our list of locomotives that will have to move 4,200 cubic yards of are not yet lettered and painted for UP contaminated material to the USPCI dis­ from last issue, there are five more that posal site west of Salt Lake City. Notes From The Motive Power have gone through the paint shop at The saga continues in the ongoing bat­ Department North Little Rock in early July. They are tle between Union Pacific and the Port of GP40 MKT 213 (UP 583), GP 38 MKT 300 Whitman County, Wash., over portions of In an effort to get better use out of the ex­ (UP 1975), GP 15-1 MP 1532 (UP 1632), the now abandoned Tekoa and Pleasant WP GP40s and GP40-2s that are still found GP38-2 MP 2306 (UP 2306) and SD40-2 Valley branches. UP rejected a $2.5 million on the western end of the system, UP has MP 3226 (UP 4226). Also, a correction offer for the 69 miles of railroad a few transferred three dozen ex-MP GP15-1s from this list last issue should show MKT months ago, and then refused to negotiate (mostly 1550-1590 class) west. These units 377 as a GP39-2, not as a GP38. further with the Port of Whitman County. are also taking over some of the yard jobs Pressure was brought to bear on UP and local switching that up until now have - through the office of House Majority Speak­ been handled by the aging SW10s. By Shorts er Tom Foley, who represents this part of mid-June there were GP15-1s in service in Washington in Congress. In mid-June UP fi­ Stockton, L.A., Elko, Las Vegas, Ogden! In conjunction with American President nally agreed to sell 25 of the 69 miles of Salt Lake City and La Grande, Ore. International, UP was planning on initiat­ lines for $1.1 million, in exchange for the Due primarily to the heavy use of ing an API sprint train for super-hot dou­ Port of Whitman County dropping its law­ pooled SP units through Odgen!Salt Lake, blestack traffic between Los Angeles and suit against UP in the Ninth Circuit Court of in connection with the Rocky Mountain Chicago. UP was estimating start up on Appeals. The Washington D.O.T. is helping Energy LPG gas pipeline being built from July 1 with the train running about four find ways to finance the purchase. Due to Wyoming to California, UP found itself ow­ times per week. This train would require the short distance involved, the Port of ing more than 72 million horsepower­ in excess of 4 horsepower per ton and Whitman County plans to contract with BN hours to SP at the beginning of June. would have priority over everything but to operate the 25 miles of railroad, connect­ The three new road slug sets recently Amtrak trains. ing with BN at Carfield, Wash. released from M-K are working in the The subcontractor for HDR Engineering Container shipper and UP customer Ev­ North Little Rock area on local service Inc. has announced that the feasibility re­ ergreen Marine Corp. is changing ports. while they undergo an extensive testing port on a tunnel through the Blue Moun­ Effective July 3, Evergreen moved its dou­ schedule. The three sets are as follows: tains of eastern Oregon will be ready in Au­ blestack operations from the Port of Seat­ 3004/S-301/3005, 3005/S-302/3007 and gust or September. Depending upon the tle to the Port of Tacoma. UP will operate 3003/S-303/3002. The original "three route for the proposed bypass of the Blue the twice-per-week doublestack service to stooges" set of 3000/S-300/3001 also re­ Mountain grades, the tunnel is projected to Chicago out of Tacoma. mains in the North Little Rock, Ark., area. be from 8.4 miles long to 11. 9 miles long. Thanks to Ken Meeker, Curt Howell, Power utilization for trains on the for­ Very rough estimates of the cost of the pro­ Steve Kalthoff, Roy Lopez, Chris Fry, mer MP and Katy lines is still far from ject put it in the $100 million neighborhood. George Cockle, John Wa lker, Bill Meeker, what is normal on the western portion of UP issued new system timetable No. 8, Robert Forren, THE MIXED TRAIN, FLIMSIESf, the system. For the expedited "Z" and in­ effective April 7, 1991. The timetable is NORTHWEST RAILFAN and Union Pacific termodal "T" trains, the preferred power noteworthy for its red-white-and-blue cov- Railroad.

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PACIFIC RAILNews • 7 UTHERN PACI LINES

SP's Clackamus switcher crosses the Willamette River between Lake Oswego and Milwaukie, Ore., on July 14, 1991. The train-which recent­ ly started Sunday service-is returning to Brooklyn Ya rd after interchanging with the Port of Tillamook Bay in Hillsboro. This line once hosted electrified interurban service; today it also hosts BN trains en route to Eugene and the isolated Hillsboro-Forest Grove branch. Greg Brown

been telling you about contributed to this New Restrictions on Shasta Division problem. Maybe now we can get some­ GP40R Renumberings thing done about them. " As an indication of SP's reaction to the de­ Deliveries of the rebuilt GP40 units contin­ railment at Cantara Loop on July 14 (see ue at the rate of approximately two or three Expediter for complete details), new oper­ SP Labor Accord Reached per week. Morrison-Knudsen's facility at ating restrictions on tonnage and motive Mountain Top, Penn., has been pressed in­ power have been placed in effect. For the SP has reached a concessionary labor agree­ to service to assist Boise; that shop is re­ territory from Redding to Klamath Falls, ment with the Brotherhood of Locomotive building 7129 and above. Note that recent which includes the spill area, northbound Engineers (BLE), one of its 11 unions. SP deliveries from both shops feature not only (railroad eastbound) trains are now limit­ had sought concessions from its unions af­ the new speed lettering but also horns ed to 3,200 tons and a maximum of 6,000 ter a Presidential Emergency Board defined mounted above the radiator fans near the feet in length, with no helpers to be en­ wage and bonus recommendations cover­ rear of the hood, rather than atop the cab. trained in the middle or rear of the consist. ing all rail workers in the nation. The board, These locomotives were ordered in 1990 No four-axle power is permitted and espe­ as part of its recommendations, noted that and are being rebuilt from secondhand cially no GE Dash 8s (which are four-axle, any railroad in financial distress could nego­ GP40 hulls purchased by M-K on the used high-horsepower and not popular with tiate lesser pacts with its unions. SP then locomotive market (under no circumstances crews or mechanical forces in the region) followed suit, explaining that its operating will a former SP unit be used.) They are re­ except on the OAPTT and LABRF trains. loss for the first quarter of 1991 of $64 mil­ built and re-equipped with Dash-2 electri­ The only variance from the weight restric­ lion put SP in the distressed category. On cals and ditch lights. The order was ex­ tions is made for the Pacific Coast Ex­ July 5, SP stated that most of its locomotive tended in late 1990 with the addition of 45 press and the LABRF, which are permitted engineers have ratified a pact that gives more units, pushing the number series 3,600 tons, again with no helper. them a wage increase of up to 8 percent in downward from 7299 to 7100 when aVail­ Crews on the Shasta and Oregon divi­ lump-sum payments over three years if SP able 7200s ran out. Beginning with 7107, sions have been complaining about train meets pre-determined operating income shipped from Boise on March 12, 1991, make-up (where loads were mixed with levels in 1992, 1993 and 1994. As of July 5, units were painted in speed lettering, the empties), the slippery four-axle units and however, engineers that work for Rio first official styling change in SP locomotive the expanded use of flange oilers. One Grande, now an SP subsidiary, had not yet lettering since 1959, when a few units crewman said, "All the things we have ratified the agreement. were painted in sans-serif type as a test.

8.SEPTEMBER 1991 This month's renumbering list slips Arkansas state government officials with sibling D&RGW GP40s 3051 and 3067. around a bit, as our informants gather in­ may be able to issue redevelopment Noted at North Yard as well were D&RGW formation and send it in. We expect to fill bonds to finance continued operation of SD45s 5315 and 5335, their species fast be­ in the gaps in a future column. the SSW facilities in Pine Bluff, a de­ coming rare on the SP system. pressed area which has lost numerous No. Previous Number(s) employers in recent years. Trackwork Projects 7105 CSX 6840, C&O 4085 7106 GATX 3715 B&O 3715 A New Site for SP Action Rio Grande's steel gang has allocated a 7107 CSX 6613, B&O 4038 portion of its summertime trackwork ef­ 7108 CSX 6574, WM 3797 Now that SP trackage along the Santa forts to replacement and upgrading of 7109 CSX 6640, C&O 4065 Ana Freeway (Interstate 5) from Anaheim thrust-side rail on the highly serpentine 7110 GATX 3711, B&O 3711 to Santa Ana in California'S Orange Coun­ alignment on the eastern side of the Front 7112 GATX 3722, B&O 3722 ty has been abandoned and pulled up, SP Range west of Denver between tunnels 17 7113 GATX 3734, B&O 3734 freights use Santa Fe rails between those and 14. Unfortunately, delays of up to 7114 CSX 6508, B&O 3692 two cities. Joining the Santa Fe due east three hours are being experienced by 7115 CSX 6722, SBD 6722, SCL 1567 of Disneyland, near Cerritos and Lewis some crews on unit-coal trains due to the 7116 UP (586), M-K-T 216 avenues, SP trains operate on AT&SF rails trackwork project. Normally, however, a 7117 M-K-T 230 all the way to Santa Ana, where the two traffic window is set up around the ex­ 7118 CSX 6624, B&O 4049 roads are again adjacent. pected passage of Amtrak's operations, al­ 7119 CSX 6505, B&O 3689 Amtrak is also a tenant on these rails, lowing the passenger trains clear passage 7122 CSX 6538, B&O 3762 so formerly leisurely SP locals now have to through the area without delay. 7123 CSX 6777, SCL 1623 run at near-passenger speeds, passing 7124 CSX 6551, B&O 3776 landmarks like the new Anaheim Stadium 7129 GATX 3738M B&O 3738 Amtrak station and the presently closed Steam News 7130 GATX 3737, B&O 3737 AT&SF Orange Depot. 7131 GATX 3712, B&O 3712 On the weekend of October 18-19 Cotton 7132 GATX 3709, B&O 3709 Belt 4-8-4 819 will take a passenger train D&RGW Motive Power Notes from Pine Bluff to the Rose Festival at Tyler, Numbers in parentheses were assigned but Texas. The special will stop at most inter­ not physicallyapplied to the locomotive. Rio Grande's GP30s have continued to see mediate junctions, including Fordyce, Cam­ An Arkansas collision during the last mainline revenue service as well as yard den, Pittsburg, Texarkana and Mt. Pleasant. week of June claimed near-new GP40R assignments. For example, Denver's North A group is being formed to restore Texas 7294. Its remains were written off on the Yard transfer tonnage duo through mid-Ju­ & New Orleans 2-10-2 982 to operating con­ spot. The new unit, along with two others, ly consisted of D&RGW GP30s 3003 and dition from its present display in Houston. was wrecked at Heth, Ark., near Brinkley. 3016. As of April 4, 1991, all of Rio Grande's This engine, a class F-1, was originally SP somewhat cantankerous GP35s, with but (Pacific Lines) 3651, and was transferred to four exceptions, were in cold storage at the Texas Lines in 1922. The contact person is Coal Growth Expected With New Pact road's Burnham shops in Denver. As of July Greg Radler, 15603 Gulf Freeway No. 707, 11, however, at least three of the oft-stored Webster, TX 77598-3835. We wish him luck Through June and into early July mer­ units have been returned to service. and hope to report more in the future. chandise traffic volume over SP's Central D&RGW 3032, 3036 and 3040 were noted Thanks to Dick Stephenson, Ken Division continued at depressed levels. on North Yard's ready tracks, serviced, Ardinger, Richard P. Barnes, Jr. , John Coal traffic, however, was a bright spot, idling and ready for assignment. The trio of Bennett, P. Allen Copeland, Dave Dallner, with unit train traffic running at near­ vintage motive power units were paired Roy Lopez and Bill Maltby. record tonnage figures. Coal traffic from the North Fork Branch destined for deliv­ ery to the West Coast and export to Japan will probably increase in the near future. Another new book from Benchmark Publications, Ltd. On July 8 Mitsubishi Corp. acquired a 15 percent interest in the Orchard Valley coal on mine near Paonia, Colo., on the North Fork Up Clear Creek The Narrow Gauge Branch. The mine produces and ships MODELING THE COLORADO & SOUTHERN about 500,000 tons of coal a year, most of that presently destined for West Coast Up Clear Creek on the Narrow by Harry Brunk ports via SP. According to Donald P. Gauge is the story of the author's ... �. Brown, president of Cyprus Coal Co., ma­ HOn3 model railroad. He based his Union Central and Northern layout jority owner of the mine, this agreement on the Clear Creek District of the 3- defines the first step in establishing a foot gauge Colorado & Southern longer term (and stable) relationship to Railroad that ran from Golden, Colo­ develop a Pacific Rim coal market for rado, to just beyond Silver Plume. steam coal. Mitsubishi acts as a sales rep­ This book is not just a "how-to·do­ it" book - it is rather a book of resentative for Cyprus Coal in Japan. inspiration and motivation reflecting the author's infectious enthusiasm for his modeling and his subject. Up Shop Closing Not Quite Complete Clear Creek is also a history book - modeling the C&S as it was in the 1920s and 1930s required a lot of Apparently the State of Arkansas is at­ research. Theauthor not only describes A collection of 54 articles reprinted from the bi-monthly tempting to forestall a possible closure of the railroad and its equipment, but NARROW GAUGE AND SHORTLINE GAZETIE, January the Cotton Belt diesel shop at Pine Bluff, also the houses, churches, mines, and 1980 . January 1989. Including an introduction, layout plan, home of the SP-SSW fleet of General Elec­ businesses along the line. layout photo album and index never before published. tric diesel units. A move was afoot to shut Whether you are a model railroad· er, railfan or just curious about the Send your order to: down all the system shops (Sacramento, intimate details of the Clear Creek Benchmark Publications, Ltd. Burnham, Houston and Pine Bluff) in favor Canyon area of Colorado, you will P. O. Box 26 $37•25 Postpaid of a new facility, perhaps at West Colton. find something of interest in this book. Los Altos, CA 94023 CA residents add $2.70 Sales Tax

PACIFIC RAILNews • 9 500 LINE

CP Rail System Unit Trains

One of the traditional strengths of the CP/Soo marketing base has been the move­ ment of wheat crops to both coasts. With the acquisition of warm water ports on the eastern seaboard of the U.S. (via D&H), it was inevitable that single-carrier schedules would be developed. The first diversion from the normal NS handling of such grain traffic between Chicago and Buffalo, N.Y., took place in March. A 75-car test train op­ erated on CSX trackage rights between the Windy City and Detroit, while CP trackage was employed across southern Ontario to reach D&H at SK Yard near Buffalo.As was the case with previous trains routed via NS, the terminus of this train was the Port of Al­ bany. A second test run operated in May, using the "Niagara Falls" connection. In a related news item, the CP Rail has designated the 390-series for Soo-originated grain trains which terminate on the D&H in the Empire State. Symbol 392 is used for 6 traffic out of the Dakotas, while 396 desig­ High Iron Travel assembled. s�ven priv�te cars in Ch�cago for a June 29-July rare-mileage 500 6 nates business originating out of Duluth-Su­ trek across the plainS,. traveling primarily over ex-Milwaukee Line trackage. On July perior. The 370-series has been utilized for So� 4301 takes the pOint on the Heartland Explorers V, leading the PVs through Ludlow, Mo . , Jim Asplund grain traffic loaded in the Dakotas and Min­ dUring the Dubuque, Iowa-Kansas City final leg of the trip. nesota and terminating on the Soo proper. wheelers quickly returned to the Canadian eight-day junket included Mason City, In an attempt to better utilize covered border from Chicago, working with SD60 Iowa, Glenwood, Minn., Harvey and Ken­ hoppers dedicated to the movement of dry 6014 on No. 427 out of Bensenville on June more, N.D., Thief River Falls, Minn., St. chemicals, CSX and CP Rail have institut­ 22 and on international train 573 out of St. Paul and Dubuque, Iowa. ed a procedure to move potash and phos­ Paul the next day. phate. Northbound phosphate from Flori­ da is moved to Montreal, with empties Operational News Shorts moved west for potash loading in Soo Hosts Passenger Special Saskatchewan. The loaded hoppers move Sao suffered a ten car derailment on June southeast via CP and Soo to the appropri­ After last fall's experience with passenger 21 at Watertown, Wis., tying up both main ate CSX connections in Chicago or specials down the Mississippi River Valley' lines. Six trains detoured over Wisconsin Louisville for destinations in Dixie. from St. Paul, Soo management agreed to Central between Duplainville and New Lis- After nearly a year of speculation, Soo accommodate an unusual excursion train officially announced that a connection with in late June and early July. Dubbed the BN will be built later this summer at Heartland Explorers V excursion, the sev­ Nashua, Minn. This will allow the reloca­ en-car train left Chicago on June 29 and tion of the Columbia coal trains from the was to terminate in Kansas City on July 6. current Miles City/AberdeeniOrtonville/St. GP30C 4301 provided power for the fol­ Paul corridor. The new route will employ a lowing set of equipment: The Northstar, combination of operations on former NP Cimmaron River, Columbia River, The Na­ and GN lines, as well as the "old Soo" main tive Son , Lebannon Va lley, Sil ver Rapids across Minnesota into the Twin Cities. and Carritas. Overnight stops on the In other coal related news, the Fruit­ land, Iowa, trains have moved back to BN, after a year's receipt of traffic in Kansas City via UP. BN symbols W096/97 will be interchanged at Ottumwa, Iowa, and should retain the new 8881889 symbols. The interchange of Rio Grande originated coal continues at Kansas City, however, using a mix of D&RGW/SP six-axle units through to Chicago. On May 31, a loaded drag was observed at Clinton, Iowa, pow­ ered by SP SD45T 7558, SD40T-2 8532 and SD40R 7302, as well as SSW SD45T-2 9265. On June 10, a similar train was reported at Cotter, Iowa, with Rio Grande SD40T-2 5409 and SD45s 5334/5333 as well as SP SD45R 7520. Not to be outclassed by true foreign power, parent CP got into the act on the 662 train through St. Paul on June 20, with action orange SD40-2 5994 lead­ ing Soo sisters 788/6601. This trio of 12-

10. SEPTEMBER 1991 bon, Wis., (via Stevens Point and Junction at Shoreham busy during the summer 13 SD40-2s have been repainted in the City), including westbounds 423, 425, and doldrums. Former BN GP10s 1401 and simplified scheme since July 1989. 561 as well as eastbounds 200, 570 and 794. 1420 will be repainted for new short line SD60 6016 arrived at Shoreham in mid­ International trains 570 and 573 contin­ TC&W, while Oxford SD40-2s 6365 and June with a serious mechanical ailment and ue to feature a regular diet of CP SD401 6370 will be repainted for lessee DM&E, joined the string of Milwaukee SD40-2s between St. Paul and Portal, N.D. joining sister units in the 6359-64 and GP38-2s awaiting shop attention later this Because of continued tight power on Soo 6384-88 series leased by the regional car­ summer. GP7s 382 and 383 remain stored as well as a reduced amount of grain mov­ rier from Helm. Units 6367 and 6370 serviceable at Shoreham, although the 382 ing on CP into Thunder Bay, more CP units were spotted in New Brighton, Minn., on has been modified with a four-stack mani­ are available for service in the U.S. June 16, while the remaining quartet ar­ fold, something of a novelty for Soo. For a two-week period in late June, Soo rived at Shoreham on July 2. Soo continues to pay back horsepower supplanted its tightly stretched motive MP15AC 1532 has finally been over­ for coal trains by sending SD40/SD40-2s to power fleet with six SD35s leased from hauled and repainted in red, featuring BN and C&NW. The 775 was a conspicuous EMD. The ex-Norfolk & Western "bricks" ditch lights. SD40-2 6606 also received red visitor to Proviso Yard in Chicago on May 28. were used primarily in ballast train and paint during June, with 27 units now re­ Thanks to Mike Cleary, Fred Hyde, terminal duties, although at least one, the done from former Soo or Milwaukee paint. Mike Ki riazis, Dave Kroeger, Tom Robin­ 1565, saw a number of trips in manifest At this writing, a total of seven SD40s and son and Sao Line Railroad. service. Such was the case on June 18, as the husky-looking EMD spliced Soo SD60M 6062 and SD60 6017, leading dead-in-tow GP9 403 and GP9M 4202 on No. 201 into St. Paul. The leased units were all parked again on June 30, with the 1565 being the AN last active unit, trailing SD60 6050 on No. INDI A 572 into Minneapolis on the 29th. Catching Soo's fleet of fuel tenders out on the system continues to be a challenge for photographers, as only the 4000 remains in service as of the end of June. Its three sisters are in storage at Shoreham, perhaps indicative of three ex-Milwaukee Road 4500-series GP38-2s awaiting shopping at Shoreham as of July 1. In better days, the set of '38s 4514 and 4511 bracketing tender 4002 led SD40 753 and SD60 6052 on a 101- car No. 379 at Shoreham on June 9. Soo has brought in more reinforce­ ments from north of the border, this time to bolster trackwork projects underway between Portage and Milwaukee. SD40 745 led 40 cars of CP track equipment un­ to St. Paul on June 19, trailed by CP Cab 434957 (albeit one assigned to Soo service only). CP Ohio derrick 414221 (with ten­ der) brought up the rear of No. 572 into Minneapolis on June 29, perhaps bound for Wisconsin track projects as well.

Motive Power Miscellany

As discussed earlier in this column, Soo placed EMD SD35s 1542, 1554, 1555, 1557, 1558, and 1565 into active service between ention the name "Indiana move on to consolidation, introduction June 10 and 15. After working out the bugs, M Railroad" and many things leap of the famous "highspeed" cars, the all six units were moved back to Shoreham, to mind: Sam Insull's rescue of nearly ups and downs of the 1930s, and the shut down and had their stacks capped by the entire central Indiana traction net­ downhill years leading to the end of July 2. These units had been stored for work just as the Great Depression set­ rail passenger service. We're proud to EMD in Minneapolis since late March. tled in ...35 orange "high speed" cars announce this, the latest annual of the which revolutionized trolley travel but Central Electric Railfans' Association, During the last half of June, Soo shop failed to stem the tide of automobiles. authored by George K. Bradley. 224 forces expended considerable effort mov­ .. the enormous Indianapolis Traction pages, over 300 illustrations-includ­ ing locomotives around Shoreham, group­ Terminal playing host to hordes of ing photos, timetables, and promotion­ ing similar types for further disposition. Hoosiers ... trolley freights crawling al materials, some of them in The 1500-1531 series MP15ACs have through the countryside in the dead of color-beautifully printed on acid-free been arranged in groups of eight for fur­ night.In this fabulously-illustrated paper, and durably smythe-sewn and ther evaluation and eventual preparation book you'll learn about the magic and hardbound with a full-color dustjacket. for movement off the property. Many un­ why it was so wonderful to Another traction milestone, ready in serviceable units, including all the ex-BN watch-while it lasted.We start by tak­ September. SD45s and a large group of GP9s have ing a look at the companies comprising BX77 55.00 been assembled into long strings on the the Indiana Railroad System, then east end of the shop area. It has been speculated that some of these derelicts TOLL-FREE ORDERS CM-F 9-5 PST): INTERURBAN PRESS 1-800-899-8722 will be sold to Pielet Brothers for scrap. P.o. Box 6444 Add $3.50 plh first item, $1.00 each additional. Soo has successfully garnered enough Glendale, CA 91225-0444 Californians, please add sales tax. repair and paint work to keep its forces

PA CIFIC RAILNews • 11 TRANSIT PRN STAFF

- Senior citizen and disabled passengers Cruz would rather be without. Motorists MUNI would be hit with a 500 percent increase on congested state Highway 17, which in their regular fare and Day Pass, rising links the two counties, saw another poten­ LRV BIDS REVIEWED: As of June 30 the to 50 cents and $1 respectively. Their tial traffic solution eliminated. bids for new LRVs were still being evalu­ monthly Flash Pass would fly from $3 to RIDERSHIP REPORT: The completion ated by MUNI's consultants, with rumors $10. The agency claims that these increas­ of the 21-mile light rail system has seen that the original four bidders have been es are needed to chase after inflation and massive increases in weekday ridership, reduced to two finalists. The decision would be comparable to those charged by and weekend ridership has risen expo­ and order for these cars is expected in other California transit agencies. The cur­ nentially as well. The average number of October, but the exact number of cars to rent fare structure is among the lowest in Sunday riders has rocketed 420.9 percent be ordered will be determined by the the state. since the opening of the South line, while cost per car. MUNI is still hoping for a TOXIC WASTE WORRIES: The pro­ Saturday passenger loadings have in­ first order of 50 cars with later additions posed fare increases would definitely help creased 169 percent, both totaling about as new funds become available. pay a $2 million fine levied against the 17, 000 riders. F-MARKET STREETCAR PROGRESS: agency for unlawful toxic waste handling, TASMAN EXTENSION DECISION: On Track construction for the new F-Market storage and disposal at its three motor July 23, the Santa Clara County Transit streetcar line is now planned to begin in coach maintenance yards. An additional $9 District Board of Supervisors is sched­ January 1992. The work to bring rails million is needed to clean up this mess of uled to make its final decision on back on upper Market Street starts from battery acid, lube oil and diesel fuel. No whether to route the extension west the existing track at Duboce Avenue and such problems were identified at the Light from Tasman station in Santa Clara to ei­ includes the new terminal loop at Castro Rail Division yard, however. ther Sunnyvale or Mountain View. The Street. On Market Street the track will be NO LIGHT RAIL TO SANTA CRUZ: The SAN JOSE MERCURY NEWS publicly en­ installed in the center traffic lanes with Transit District has reversed its previous dorsed the Mountain View route, which raised concrete passenger boarding is­ stance which had supported eventual ex­ also serves Sunnyvale. Since the Sunny­ lands at the major intersections. The ac­ tension of the light rail system to Santa vale route is significantly more expen­ tual end of the line will be on 17th Street Cruz County. This policy change was due sive to construct due to the lack of an at Castro. During 1992 work should also to opposition from none other than the existing right-of-way corridor, Mountain begin on reconstruction of the old track­ county's Board of Supervisors, who felt View officials hope that the funding is­ age on Market Street between 11th Street that bringing light rail to Santa Cruz sue will prove to be the deciding factor and Duboce Avenue. If both of these pro­ would benefit only those who commute to in a favorable decision. jects hold to the current timetable, actual Santa Clara County, people that Santa Ma tthew G. Vurek revenue service on the new F-market streetcar line should begin in late 1993 with the newly rebuilt PCC cars. The pre­ sent trackage on 17th Street between Noe and Church streets will be retained for F Line pull out and pull in runs with new switches to be installed southward at Church Street for a direct route on the J Line to Geneva Car House. PHILADELPlllA PCC CARS: MUNI's plans to acquire up to 20 PCC cars from Philadelphia for the new F Line are pro­ gressing, as bids were opened in April for rebuilding these cars to Muni stan­ dards. The total number of the PCCs that MUNI will buy depends on how many will be made available and their present condition. If 20 such cars are not ac­ quired, then the two Toronto PCCs that MUNI now has (numbers 4404 and 4472) $10.95 single copy price (p ostpaid in U. S.) (Canadian and foreign add for first calendar. for each additional) will probably be included in the rebuild $3.00 $1.00 program with the Philadelphia cars, as Sp ecial Offer: order additional calendars and save money well as a couple of MUNI cars, to get this Buy twofor th reefor fouror more: each fleet up to the approximately 20 cars $ J9.95; $28.95; $9.60 NOTE: Offer valid for any mix of calendars Ifordered needed to cover the F-Market line. The at one time and shipped to a single address evaluation of these bids should be com­ pleted shortly and the contract awarded soon thereafter. Don Jewell

San Jose

LARGE FARE INCREASE PROPOSED: For the first time in four years, the Santa Clara County Transportation Agency has pro­ posed increases in bus and light-rail fares. The weekday mid-day service and Super Illinois residents please Express fares would double, while basic add 6-3/4% sales tax service would increase from 75 cents to $1

12. SEPTEMBER 1991 I o AMTRAK/PASSENGER

Expediter. Both occurred on the route of pecially if the train is already late, oper­ Trailblazing with the Pioneer the Coast Starlight. After the Dunsmuir ate through to Santa Barbara with nine wreck, the Starlight was terminated at Kla­ cars and two units, reducing the time The reroute of the Pioneer seems to be math Falls southbound and Oakland north­ necessary to separate the train and make going well. In the initial days aft er the bound on July 14, and a stub train was op­ an air test in Los Angeles. Besides, busi­ June 17 change, delays were common, es­ erated from Oakland to Los Angeles with ness is often so brisk on the weekend pecially eastbound, where travelers could spare Horizon Fleet cars from the San that the extra seats are welcomed. not always count on having the full three Joaquin pool, plus private car Native Son . In general, equipment was taxed to its hour and 40 minute layover in Denver. The possibility of rerouting the Starlight limits during August with Del Mar race­ First-class passengers are offered a com­ via UP's Highline was out of the question track in operation. August is traditionally plimentary tour of the city and dinner at with that line still out of service. the heaviest month for San Diegan travel, Furr's Cafeteria, which is sometimes ab­ As far as Amtrak was concerned, the with almost 200,000 tickets lifted (ifthey breviated when the train is late. Other derailment at Seacliff on July 28 was more can get to everyone holding one). dining options include restaurants near serious in that it also closed the route of An earthquake on June 28 in Southern the depot, or the Pioneer's diner-lounge, the Santa Barbara San Diegans for nearly California also disrupted Amtrak service. which remains open during the layover. five days. All trains over the line were an­ San Diegans 572, 579 and 581 were an­ A mail car has been added to the Pio­ nulled west of Los Angeles, with passen­ nulled, and other trains operated up to neer, rerouted from the Empire Builder to gers bused to and from Santa Barbara, three hours late. No. 3, the Southwest operate from Seattle via Wyoming to Chica­ and to and from San Luis Obispo to con­ Chief, was closest to the epicenter (which go. During July the material handling car nect with the Starlight. was eight miles north of Sierra Madre), (Ambox) was not seen on No. 26 every day. Even before the wrecks, other prob­ and passengers were bussed from Pasade­ The connecting bus between Ogden lems had been plaguing Amtrak. The San na, while the equipment operated the last and Salt Lake City has been extended Diegan's schedule was badly disrupted on eight miles into L.A. late that morning af­ south to service Provo and Orem (Brigham June 22 when signal failure between San ter track and structures were inspected. Young University). The extension of the Juan Capistrano and San Diego tied the On Santa Fe and SP tracks Amtrak move­ service to Provo had been slated to start railroad in knots. The CTC was down for ments were reduced to restricted speed July 1, but was delayed. It is possible to more than 12 hours, one of the longest until everything had been checked. connect from the Desert Wind to and from outages in recent years. A split switch at the Pioneer in both directions, should San Diego the same weekend did little to someone want to ride the Wyoming route. improve matters, and No. 587 on June 22 Short Stuff was made up by using No. 784's equip­ ment with passengers taxied from the sta­ Amtrak will operate another Bike Special Operational Problems tion north a few blocks to board their from San Diego on September 14 at 4 p.m. train. No. 587 was 5 112 hours late that This year'strain will unload at Irvine station. Both June and July were marred by a num­ night, recalling days when there was Catellus Development Corporation (a ber of operational glitches, resulting from overnight service on the Coast. member of the Santa Fe family) has an­ mechanical problems, acts of nature and For weeks, renewed mechanical prob­ nounced development plans for a mixed­ SP derailments. The biggest rail news in lems with the cab cars caused some de­ use commercial project on the east side of the West in July revolved around the two lays on the San Diegans. It is not uncom­ L.A. Union station. The $250 million plan major derailments detailed in this month's mon to see No. 783 on the weekend, es- to build twin office towers is in partner-

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14. SEPTEMBER 1991 still not final. A July announcement from Amtrak indicated that it is looking at a number of locations outside of L.A. in or­ der to obtain better parking, access, and lower lease payments. A 70,000-square­ foot building in Moreno Valley is a serious contender. A decision is expected soon, as the current lease expires at the end of this year. About 250 employees would be affected by the move. Look for a number of private car moves to and from Chicago related to the AAPRCO annual convention in Ashland, Wis., on Sept. 13-14. The cars will be moved to and from Ashland out of Chicago as a special train called the Wi sconsin Laker on Sept. 12 and 15 (a 15-hour trip each way), via Stevens Point.

Santa Fe Specials

A June 27 special from Los Angeles to San Diego and return was operated for Honda It's hard to think of a better way to view the West than from the platform of a PV, though to­ Motors (and their guests) and included an day's clients aboard the Ye rba Buena and Montecito have forsaken the open deck for the interesting use for the baggage car that dinner table. Amtrak No. 6 is passing through Lockwood along the Truckee River on June 30, was part of the consist-it carried the 1991, having just crossed the Sierra on the SP. Donovan Michael Gray guests' golf bags. The train did have three ship with the Southern California Rapid mileage locomotive on Amtrak at this time, Regal-series cars, which were used by the Transit District. Beside provicling head­ an indication of how units get around. It crew, and by officials and guests on two quarters for the RTD, this would make worked for a long time on San Diegans, but other segments of that trip, which includ­ available office space expected to be within the last two years it has more often ed Albuquerque-to-San Bernardino and leased by other transportation-related en­ been found on long-distance trains. L.A.-to-Ft. Worth, Texas. The consist of tities such as the L.A. County Transporta­ Filming done on June 20 at L.A. Union the special was Dash 8-40BWs 553/532, tion Commission, Joint Powers Authority station with an F40 and five Superliners baggage car 77, sleepers Regal Crest, Re­ (commuter rail) and consulting firms. A was for the movie Grand Canyon. Addition­ gal Hunt and Regal Manner, business cars big selling point for the location is ready al location shots at or near the Grand 51-Topeka, 53-John S. Reed, cliner 61- access to rail passenger service and the Canyon were planned, but were cancelled. Fred Harvey, lounge 62 and track inspec­ Metro Rail Red Line subway (after 1994 or Don't be surprised to see specials on the tion car 89- Wi lliam Barstow Strong. so). The public transportation issue is Grand Canyon Railway, as that operator A Director's Special will operate made all the more important by EPA and looks for other revenue sources and ways to September 22-25 from Chicago to Phoenix local air quality goals which encourage lo­ capitalize on the unique attraction it serves. with a total of 16 cars expected (all of the calities to increase transit usage. F69 451 was expected to see service business cars except 58). This provides a The eastbound Southwest Chief collided during the summer on the Sunset Limited, rare opportunity to see a passenger train with a car on the tracks at Saltus Road in augmenting the P30s. The F69 was re­ on the Peavine line between Williams Amboy, Calif. , in the desert east of Barstow. leased from EMD La Grange on June 26, and Phoenix. The vehicle was dragged about a half-mile and operated a number of shakedown trips. Six passenger cars operated on the rear after being struck. About $200,000 in dam­ Effective July 29, the Cardinal started of freight trains 198 and 891 between age was done to F40 222, which was re­ serving Cincinnati Union Station. This saves Kansas City and L.A. and return July 24- moved and replaced by a Santa Fe locomo­ a back-up move to and from River Front Sta­ 28. Santa Fe has made extensive use of tive . The Amtrak unit was moved in freight tion which consumed about 20 minutes. their passenger fleet this year to show service to Beech Grove Shops for repairs to While we previously reported that Am­ customers the railroad. the pilot and nose. Unit 222 (built by EMD trak would relocate its L.A. reservation Thanks to Bill Farmer, John Arbuckle, in 1976), has more than 3 million miles to its sales office to Moreno Valley, near River­ Ed Von Nordeck, Selwyn Allard, Glen Fra­ credit. The unit is reported to be the highest side, 60 miles east of L.A., this action is zier, Fred Drebbin and Rich Brown.

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PA CIFIC RAILNews . 15 an emergency clause that allowed the gaming bill to become law immediately, rather than after a customary 90-day wait­ ing period. As a result, the FEVR was able to operate a gambling train to Hooper, Ne­ braska's Fourth of July celebration.

A New Twist on the Old Sierra Railroad

The Friends of the Sierra Railroad, an orga­ nization dedicated to the preservation of the entire Sierra Railroad, continue to cause controversy over the 6.2 mile Tuolmne Line. This section, maintained by the Friends of the Sierra Railroad, has not seen a train for many years as the Fiberboard Corporation ripped out connecting trackage through its mill site several years ago. The Friends hope to operate more than just an occasion­ al speeder trip over their trackage. And that day may be just around the corner. The Friends have acquired two surplus General Electric 45-ton siderod diesels from the U.S. military at Ogden, Utah. The units were acquired by the FSR acting as an agent of the Tuolmne Park and Recreation District, owner of the track over which ex­ cursions will eventually operate. The two Mine trains still roll on the route of the former Mojave Northern, now known as Southwest Port­ units, U.S. Army Nos. 7406 and 7417 (sin land Cement. SWPC GP40 412 (ex-Conrail) and SDP35 411 (ex-Seaboard 111 1) cross Stoddard 15722 and 15778) were constructed in 1942 . Keith B. Ogle Wells Road northeast of Victorville, Calif , bound for loading at Sidewinder Mine. and remanufactured in 1954. The units were shipped to the Modesto area and ways , owner of several other shortline and stored until the Friends can afford to ship New Locomotive for Ventura County regional railroads throughout the U.S. them to the Tuolmne site. The units are Of course, all of this will affect the op­ ' stored at a confidential site as there is much Chrome Locomotive has leased ex-Cotton erations of the Star Clipper Dinner Trains opposition to FSR's proposed operation. Belt 2253 to Ventura County Railway. The which used CVAR trackage. The trains, Thanks to Friends of the Sierra Rail­ switcher, still painted gray-and-red, was operated by Trains Unlimited (itself in road, Dave Kroeger, Dick Stephenson, Ed­ delivered to the VC in Oxnard, Calif., on Chapter 11 bankruptcy) were scheduled to die Sands and Fred Drebbin. July 12. It is being leased at least through serve dinner at Waverly, but were not al­ the end of 1991 to assist VC's ailing Aleo lowed to operate over the CVAR; the fu­ fleet, which got a good workout during ture of this operation is also unclear. Operation Desert Shield/Storm serving the U.S. Navy base at Port Hueneme, Calif. The EMD switcher is the first model from Gambling Fever that builder which has had GE, Whitcomb and Alco products previously. Another dinner train, Nebraska's Fremont & Elkhorn Valley-the operating arm of the Nebraska Chapter of the National Rail­ Cedar Valley Rail Woes way Historical Society-has been granted permission to offer gambling on its trains. Here's an update on the woes of Jack Ha­ These operations were made possible by ley's Cedar Valley Railroad which quit oper­ ations on May 22 because of a lack of oper­ ating money. The end of operations appar­ ently came so quickly that a 50-car loaded Relaxation and great family grain train was stranded on the line. The fun in the heart of railroad's problems stem from a default on CRAFTSMANSHIP the scenic redwoods. two bank notes, one for $2.9 million from in N, HO, S and ° A perfect day's adven· the National Bank of Waterloo and another ture aboard the historic for $250,000 from the St. Ansgar State trains or motorcars of the Bank. As a result of the cessation of service famous Skunk Train. Leave the Association of American Railroads has Fbrt Bragg on the Mendocino placed an embargo on the railroad. or Willits Depot on Hwy 101. Efforts to restart operations with the Fbr brochure or reservations, consent of the banks proved fruitless and write or call the Skunk Train, the ICC handed down an order for the p.o. Box 907P ,Fbrt Bragg, CA 95437. Chicago Central & Pacific to begin service (707) 964·6371. over the line beginning onJune 5 for 60 Open Ye arRound! GREENWAY DISPLA Y CA SES days. Meanwhile, five potential buyers are R1 244J ' Ligonier, PA 15658 looking at the CVAR including Kyle Rail- Ride the (412) 238-7329 • We ship the 48. Skunks

16. SEPTEMBER 1991 w

GERALD M. BEST'S 1927 STEAM ODYSSEY The From Chicago toNew York's CAMELBACK COUNTRY HASSAYAMPA SPECIAL Featuring the New York, Ontario & Western of the GRAND CANYON RAI LWAY Noted rail cinematographer Gerald M. Best is well-known for his early Steam toPhoenix via Santa Fe's "Peavine" films of Western railroading, such as those appearing in the best-selling Join us for a rare event as we fol low a steam excursion from Williams to video California Limiteds (also avaHable from Interurban Videos). But in Phoenix, Arizona, over Santa Fe's "Peavine" line. In February 1991, Grand 1927, Gerald decided to go home to Port Jervis, New York, and on that trip pho­ Canyon Railway 2-8-0 No. 18, a water car, and three vintage coaches made a tographed Eastern railroading as you have never seen it before. rare omine trip to Phoenix to help the Arizona Rail Passenger Association promote rail awareness. Our train departs from Williams, Arizona, for a two­ Best starts his trip in Chicago and works east, along the New York Central's day, 205-mile journey over freight-only trackage. Enjoy the ever­ famed Water Level Route mainline. But the real stars of changing scenic grandeur of Arizona as our train descends from his camera are the Camelback steam locomotives of the New York, Ontario & Western and the Erie. "Mother pine-covered mountains to the desert city of Phoenix. Along the Hubbards," they called them, and you'll see them working way we pass through Ash Fork and Little Hell Canyon, and then through some beautiful New York State countryside! over the spectacular Hell Canyon Bridge.

See them here: Chicago & North Western; Rock Island; After stopping for the night in historic Wickenburg, we enjoy the Erie; New York Central; Delaware, Lackawanna & stark beauty of the Arizona desert along the Hassayampa River, Western; and of course the "Old & Weary" in the fe atured then our four car steam train makes a grand entrance into role. Get set for some very rare fo otage of some very rare Phoenix Union Station. Produced in glorious color and natural railroading in the year 1927! Black & white, with artfully­ sound by Dan McEachern of Max Media, and marketed by added sound and narration. Interurban Videos.

FR553,Time 20:00 (ready August) ...... $19 .95 FR554Time , 23:00(ready August) ...... $19.95

1k STANDARD For 125 years, the Pennsylvania Railroad was the leader of its industry and proudly called itself the Standard Railroad of the World. The mighty Penrisy was well documented in fo otage and photos, and now Bill Warrick RAILROAD O� lk brings it all together into a superb video biography of this great railroad. You'll see steam, diesel, electric, even doodlebugs ... Penn Station and Washington Union ...the Broadway and Congressional Limiteds ...K-4s and GG-ls, 4-4-4-4 T-ls and shiny E units ... WORIJD Northeast Corridor (including the Long Island Railroad) and commuters ...Inclined planes of the 1830s ... Horse Shoe Curve, Rockville Bridge, and Enola Yards ...the wreck of the Fe deral Exp ress and the birth of the Metroliners.

Producer and director Bill Warrick spent years poring through miles of rare archival fo otage and data, and the result is this milestone pro­ ��w.. duction. If you liked Bill's New York Central documentary Water Level Route, you'll love this video. In color and black & white, with narration.

FR555, Time 60:00 (ready August) ...... $39.95 ILLINOIS

trak built a new facility on the northwest cleaned of the green paint the ICG used Illinois Central Line Sale to Indiana side of Fulton. The replica is to be used for during the 1970s. Large parts of the funds Railroad a future museum for the area in an effort to to restore the building are being supplied revitalize the town's railroad heritage and by the City of Carbondale. The non-profit A federal appeals court has declined to in­ to provide meeting rooms for civic organi­ group, Station of Carbondale Restoration tervene in the sale of the illinois Central zations. Committee, is also raising funds to help lines in southeast illinois from Newton, Ill., The former IC passenger station in Car­ out and working to see that the station is east to Sullivan, Ind., and Newton, south Ill., bondale, Ill., now owned by the City of correctly restored. A June visit to Carbon­ to Browns, , to the Indiana Rail Road. Ill. Carbondale, is undergoing restoration to dale confirmed that the building is start­ The three-judge panel rejected argu­ return it to the way it looked around 1930. ing to look like it did with an IC passenger ments from a labor union, two Crawford This summer the slate roof is being re­ train stopped on the adjacent main line. County communities and a grain elevator stored and the exterior brick work is being The City of Tuscola, Ill., and a local rail- operator who said the 90 miles of trackage in Illinois and Indiana should remain the property of the Illinois Central Railroad. Opponents said federal regulators dis­ regarded a hearing officer's opinion that the Illinois Central Railroad could operate the line better than the current owner, In­ diana Rail Road. The Indiana Rail Road is not very well liked by some shippers that Montecito have had to deal with the railroad. They AND SANTA BARBARA also contended that the Interstate Com­ merce Commission failed to follow rele­ vant transportation laws when the sale was approved last year in August. "The court disagreed, " according to the attorney from the United Transporta­ tion Union, that represents the train crews on the IC. In its decision Friday, June 28th, the appeals court said that the Interstate Commerce Commission correctly ap­ proved the sale after deciding that the deal between Illinois Central and Indiana Rail Road would not harm competition. The commission adopted the detailed factual findings of the administrative law judge, who considered the evidence and Volume II: THE DAYS of the GREAT ESTATES found that the grain shippers would have oin author David Myrick as he takes us envisioned these beautiful gardens the reader more transportation options after the line on an historical journey through will meet the people who built and maintained sale, while other shippers on the line J Montecito's years of transition-from a them. Many photos of these gardens are, of would not be affected. As a result the peti­ sleepy seaside town to today's vibrant, wealthy course, handsomely reproduced. tion for review of the line sale was denied community, in Volume II of Montecito and Beyond the history of the great estates are by the federal appeals court. Santa Barbara. This portion of the story cen- the supporting characters in the history of ters on the era of the Great Estates, continuing Montecito. These include the men and women The Illinois Central sold the line in Au­ on into the present time. It is a story of transi- who built, molded, and taught at the schools in gust, 1991, to Indiana Rail Road for $5 tion, as the influx of wealthy fa milies contin- the Montecito area; the story of how Montecito million. Indiana Rail Road then turned ued to change the physical, social, and eco- established and maintained a stable water around and sold the line from Newton, Ill., nomic tableaux of Montecito. supply; the Fire Department; the construction south to Browns, Ill. , to Indiana Hi-rail for This is the story of the families that carne to of Montecito's system of roads; telephone ser- $1 million. Indiana Hi-rail had purchased Montecito to build great estates for their winter vice, shopping centers, hotels, churches, and the ex-IC line from Browns, Ill., south to visits. This too is the story of the people who golf and tennis clubs. Evansville, Ind., several years earlier from carne only to visit and who paid for the privi- This profusely illustrated work, with over lege to stay at some of these great estates. 250 photographs and illustrations, also con- the Illinois Central Gulf. Author Myrick takes the reader through the tains the bibliography and index for both vol- Robinson and Palestine are the Craw­ entire history of selected estates-from concep- urnes. The book that all of Montecito has been ford County communities that are fighting tion to destruction in some cases-and pro- talking about is now complete! Ready August. the sale, along with the UTU and several vides the fa mily history of many of the estates' shippers. It looks like these groups may fo unders as well as the successive owners. The Montecitoand Santa Barbara, Volume II. 312 still try to find some way of getting the reader will sample some of the great, fe stive pages, with nearly 300 photographs and maps, line sale cancelled. parties given during this era, and learn of the masterfully printed on acid-free paper, occasional tragedies that befell area families. smythe-sewn and durably hardbound, 8112 x The construction and development of 11" with handsome full-color dustjacket. A fit­ Montecito's great gardens also receive ting complement to Volume 1. Depot Projects detailed attention. Along with the people who Publisher's stock number B300. $54.95

Currently plans for building a replica of the STILL A VAILABLE ... IDIL-F,REEORDERS: former Illinois Central passenger station in Montecito and Santa Barbara, Volume I. 232 1-800-8w:.8722 (M-F 9-5) Fulton, Ky., are moving ahead of schedule, pages, nearly 300 photographs and maps, Add $3.50 plh {i rst item, $1.00 each additional. according to Fulton Lions Club President, manufactured with the same care and dura­ Californians, please add sales tax. bility outlined above. Publisher's stock num­ John Curtis. The old IC passenger station ber B283. $4495 that was no longer used by the railroad INTERURBAN PRESS Available fr om your local bookseller. or direct, P.O. BOX 6444,GLENDALE, CA 91225-0444 was razed in 1979 by the ICG, after Am-

18 . SEPTEMBER 199 1 road club are trying to save the IC inter­ nois is hitting the grain elevators, the IC road Waterloo Railroad initials WLO and locking tower, which is to scheduled to be locals are spotting large numbers of car numbers assigned to the IC system closed when the IC finishes its CTC pro­ leased covered hoppers from Soo Line and covered hopper fleet. At present it is un­ ject on the mainline. The tower is still in other railroads besides its own cars at var­ clear if the IC is short or long term leaSing daily use on its original site at the cross­ ious elevators. Such a large variety of dif­ these two groups of cars. Current IC prac­ ing of the IC, CSX and UP and is the only ferent covered hopper types or variety of tice seems to be to use the Waterloo sub­ remaining manually operated IC interlock­ different owners/leasers has not been sidiary for freight cars that are on short­ ing signal system in downstate Illinois. seen in recent years at elevators on the IC. term lease. This IC subsidiary is the for­ The City of Tuscola hopes to be able to Quite possibly the IC is short of 100-ton mer Waterloo Railroad that was located in move the tower to a nearby area where covered hoppers for grain loading; several Iowa and ran from Waterloo to Cedar visitors could photograph trains at the grain elevators that have not shipped Rapids and Cedar Rapids to Manchester. crossing of the three lines. Currently the much by railroad in recent years returned After the sale of the IC's former Iowa Divi­ Tuscola tower sees over 34 trains per day to IC as customers. sion to Chicago Central which includes being routed through its plant. Coal traffic slowed down over Illinois the former trackage of the Waterloo rail­ Central during the last week in June and road, the IC assigned several miles of the first week of July due to the annual va­ branch line trackage in Mississippi be­ Car Loading cation period of most of the coal mines in tween W.v. Junction (just north of Grena­ southern Illinois. da, Miss.) and Bruce Junction to the Wa­ The IC is once again moving large terloo railroad. amounts of coil steel loads south from the In the locomotive department, the IC is steel mills in the Chicago area to various Equipment News working on a deal to add several former locations in the South on the IC and other Burlington Northern SD40-2s to the roster railroads. On June 27th, at least 30 cars of Several former Southern Pacific 50-foot after they have been upgraded by VMV at coil steel were observed heading south on boxcars have been spotted in active ser­ Paducah, Ky. three IC freight trains at Paxton, Ill. , on vice on the IC with their SP letters and car A reminder: if you have any IC news the main line. Grain traffic is picking up initials and numbers freshly painted out items or newspaper articles just mail them fast as the wheat harvest is getting under­ and lettered with IC initials and numbers. to me at 746 North Bruns Lane, Apt. A, way in the Midwest. Large blocks of load­ Several former Alaska Railroad 100-ton Springfield, IL 62702. ed Soo Line covered hoppers of wheat covered hoppers in blue-and-yellow are have been spotted moving south in mixed now in grain service on the IC and have Thanks this month for information to: freights over the IC to ports on the Gulf had their Alaska Railroad initials and car Robert Daisy and the Illinois Central His­ coast. As the wheat harvest in Central Illi- numbers replaced with IC subsidiary rail- torical Society. c. R. PRATHER MEXICO

runs. Most of the Star Service passenger few years ago and now the discontinu­ Passenger System Threatened trains will continue to operate. ance of express shipments will eliminate The Mexican government under presi­ the need for regularly scheduled train A significant portion of the FNM's passen­ dent Carlos Salinas has a program to im­ service on many branchlines and to small ger service may be eliminated in an effortto prove the efficiency of state-owned busi­ stations. reduce costs and focus resources towards nesses. To reach its goal, the government The picture in Mexico is similar to that freight operations. It has been proposed to has modernized, sold to private investors of the U.S. in the 1960s when the railroads close the FNM's nationwide express service or closed many major operations. The rail­ lost mail and express business : The locals and discontinue many secondary passenger road is seen as an important part of the and secondary passenger trains were cut­ nation's freight system, but most passen­ off, while the name trains continued to op­ ger service can be better handled by Mex­ erate until the passengers deserted them ico's extensive bus network. for the airlines and autos. The purpose of most secondary pas­ In the Chihuahua area, it is proposed SOUTHERN PACIFIC senger and mixed trains has been the that only one pair of trains will operate on Across the Southwest movement of mail, express and to pro­ the former CRP lines. El Chihuahua Paci­ By Wesley Fox vide transportation for the poor. Most of fi co between Chihuahua and Los Mochis the mail was removed from the trains a via the Copper Canyon will continue to op­ erate with four station stops added. The Photo essay of the SP's busy Chihuahua star train El Rapido de La Golden State and Sunset Routes; Frontera would be discontinued. Progress is needed to keep a business From Tucumcari, NM to West A NEW VIDEO RELEASEI * * healthy, but it is too bad that the days of Colton, CA; Doublestacks, pigs, express wagons waiting on FNM station merchandisers, Amtrak ... MI55A 8S IIA I1. 5 platforms with loads of express of all A system-wide look at the kinds will be gone. The sight of baskets of fresh strawber­ Hardbound; x pages, Duluth Missabe & Iron Range RR 8 1/2 11; 80 ORE TRAINS . FREIGHTS . YARDS . PASSENGER ries being loaded onto No. 1 at Escobedo photos ...... & PLANT · ALL-RAIL · ORE DOCKS . SHIPS 120 B(W ...... $ 34.95 will be sadly missed. 2 Hours • VHS • Color Live Audio • Narration - Colo. residents add 7.2% tax. Plus '2.50 Shorts $44 • 95 Shipping resilents add 5% sales tax DEALER TERMS AVAILABLE The regular sleeping car service between Nogales and Mazatlan was discontinued again on June 1. Four sleepers will be FOX PUBLICATIONS kept at Nogales for special movements ... P.O.BOX 26976 Dept P The new rebuilt port at Topolobampo was LAKEWOOD, CO 80226 officially opened in June.

PA CIFIC RAILNews • 19 ARKANJfSAfS lAND Of 1�� or many years, the pursuit of the unusual and rare has The A&M and the D&R been an objective of railfans. Near the top of this list is the hunt for locomotives from long-dead builders such as With all the recent coverage of the Arkansas & Missouri Baldwin, Fairbanks-Morse, and especially, Alco. In recent Railroad, little needs to be said about this gem in the Ozarks. years, North American Alco hunters have found just small pock­ A review of the March 1990 PRN article on the A&M will make Fets of the units in the West, with relatively large concentrations it pretty clear why most Alco fans start their visit to Arkansas in New England-where a number of small and medium-sized on this line. Unlike most railroads, the A&M practically wel­ companies have assisted each other in keeping the venerable comes railfans on the property, peddling chase maps, timeta­ engines running-Canada and Mexico. bles and souvenirs from its Springdale headquarters. The 25 But lately, the national rail media's attention has been mov­ locomotives on the A&M roster (owned by DMV Company and ing south and west with respect to Alco action. Most notable leased to A&M) are all Alcos : five T6s, two RS 1s, an RS32, 12 has been the heavy coverage of the Arkansas & Missouri Rail­ C-420s, two C424s and three C425s. Two road freights and road of Springdale, Ark. While the A&M Alcos in their Cornell­ three local jobs make up the schedule though not all work ev­ inspired paint scheme are certainly worth a visit, anyone com­ ery day. Check in at Springfield for the day's line up. ing to Arkansas just for the A&M is missing the rest of the sto­ After a day or two of photography on the A&M, the next ry. Unknownto many, there are nearly a dozen other opera­ step of the Alco adventure should be to head east on Inter­ tions in the state using products of Schenectady's Alco factory, state 40 from Van Buren (the south end of the A&M) to Rus­ and most are easily photographed. Maybe an Arkansas Alco sellville. By heading south on Highway 7 to the Arkansas Riv­ Adventure is just the kind of trip you've been thinking about. er, another Alco user will be found. During your travels you could expect to see everything from Though not as fancy as the A&M, the Dardanelle & Rus­ the first S3 built to the last RS3 built, from a fleet of C420s to sellville Railroad is making its own place in Arkansas rail­ isolated pockets of S2s. All in all, nearly a dozen different mod­ road history. Long an area favorite, the line was near aban­ els are represented among the 40 or so Alcos in the state. donment when a former Rock Island conductor, William K.

BY BARTON JENNINGS

20 . SEPTEMBER 1991 OPPOSITE PAGE: Powered by a quartet of the railroad's storied Alcos-C420s 44, 62, 46 and T6 12-Arkansas & Mis­ souri's Fort Smith Turn heads south at South Fayette, Ark., on Dec. 31, 1990. Almost as rare as the Alcos is the snow that covers the ground. Bob Plough RIGHT: While the A&M Centuries get most of the attention, Arkansas is also a haven for Schenectady switcher power such as little Rock PortAuthori­ ty's Relco-owned 52. The yellow-paint­ ed 1017, an ex-Erie Lackawanna unit built in 1947, is shown working at little Rock in May 1989. Barton Jennings

Robbins, Jr., bought the line and began to rehabilitate and relative secrecy at the plant. Owned by Relco and operated as breathe some new life into it. One of his first acts added the No. 1016, it is currently stored at the paper mill awaiting me­ D&R to the Alco ranks when ex-Cadiz S1 NO. 9 and S3 No. 10 chanical repairs. In late 1990, Relco replaced No. 1016 with No. (the first of that model built) were purchased and renum­ 1056, a freshly painted S4. This locomotive is used at night to bered 18 and 19. work the paper mill's loading docks, and on rare occasions, dur­ When not in use, both locomotives can usually be found at ing the day when the Little Rock & Western is greatly delayed. the state supplied "locomotive shed" (the Highway 7 bridge As already mentioned, access is very limited and security is over the small North Dardanelle Yard). The crew goes on duty tight at the paper mill. at 7 a.m. and makes a run to the Union Pacific at Russellville, picking up outbound cars on their way. Inbound cars are then More S2s-and Privately Owned Alcos spotted at the industries along the line on the way back to the office. On occasions, both Alcos will be used at once as Following the LR&W on into Little Rock, the next Alco rail­ the 20th Street grade is nearly 2 percent and trains with a road is found on the southeast side of town. Here, the Little Rock dozen or more cars regularly get a helper unit over the five­ Port Authority Railroad uses an ex-Erie Lackawanna S2 owned mile line. Though not yet painted in D&R colors, the switch­ by Relco and numbered 1017. The railroad works Monday ers look good with no noticeable banditized paint blotches. through Friday, tieing up inside the engine house when done.

Centuries on the LR&W

Continuing southward on Highway 7 and then turning east on Highway 10 will take KANSAS & MISSOURI you to Perry, home of the Little Rock & West­ ern, a C420 user operating a part of the for­ mer Rock Island's Memphis-to-Tucumcari ARKANSAS route. At Perry is the railroad's central office and shop complex, and usually at least one of the line's two Alcos. The railroad's regular ALCDS daytime train operates out of Little Rock o (leaving by 6 a.m. on most days) and runs to Russellville Perry and back each day of the week. An al­ ODARDANELLE & RUSSELVILLE most-daily train also operates to a poultry feed mill west of Perry at Danville after ARKANSAS KRAFT swapping cars with the Little Rock train. Since their arrival on the line, the two LITTLE Little Rock units have been painted in a simple all­ & WESTE�RN 0 LITTLE ROCK PORT AUTHORITY green scheme, but recent concerns over grade crossing visibility have caused the PETER SMYKLA fleet to start to receive white ends and trim. As of yet, No. 102 hasn't received this new o '6Pine Bluff paint but should be receiving it soon. r FFOR The main reason for the line's operation is GI D HILLO Arkadelphia the large Arkansas Kraft paper mill located GEORGIA PACIFIC 0 POTLATCH PAPER several miles east of Perry. Here, while work­ 0 McGehee ing the many tracks inside the mill (and far O Tle xark ana " from the general public's view), the LR&W nO EI Dorado .. will pass another Alco locomotive. For years, a & former Kansas City Terminal S2 has worked in '-EL DORADO WESSON

PACIFIC RAILNews . 21 LEFT: Georgia Pacific in Ash­ down, Ark., stables two Alcos; RS I 250, wearing primer red paint and emblem of former owner Nekoosa, enters the mill on July 8, 1989. Also working at the mill is 53 No. 259. Barton Jennings BELOW: The fate of the state's second-largest Alco RG\A fleet is questionable. EI Dorado & Wesson 52 24 is the only unit )LlN of five Alcos still in service; the other four, including Nos. 20 and 21 are in various states of disrepair. EMD power has re­ cently been acquired by the shortline. Barton Jennings

Again, a morning person does very well with this railroad. Further down Highway 65 is the small agricultural town of From Little Rock, head southeast on Highway 65 to Pine McGehee. Located east of town on Highway 4 is yet another Bluff for the next pair of Alcos. These units are unique in that Arkansas Alco. Here, Potlach Paper, like Arkansas Kraft, uses they are owned by a private individual. Both are heavily pro­ a Relco leased switcher. Also like Arkansas Kraft, this 82, No. tected; the R83 is located in the Pine Bluff Arsenal and is pro­ 1044, is heavily protected by fencing. However, while the unit tected by both military and private guards, and is difficult to usually works the out-of-sight chip yard, on occasions it will photograph. However, a telephoto lens can be used to get the come out to the UP yard to get a needed car. The best time to R83 from the adjacent Union Pacific right-of-way about a mile catch this move is during the late afternoon hours . north of the Jefferson County Industrial Park. The second Alco, a rebuilt R8C2, is located in the industrial park at a wood treat­ E&W's Endangered Alcos ment plant. Please get permission from the plant and the loco­ motive owner before exploring this unit. By the way, Pete 8myk­ Halfway across the state at EI Dorado is Arkansas' sec­ la, owner of the two Alcos, does occasionally run them and they ond biggest concentration of Alco power. Here, the EI Dora­ make for some interesting photography when in action. do & Wesson Railway has a roster which includes five 82s,

22 . SEPTEMBER 1991 though only one is currently active. While two of the Alcos rebuilt S3 with Blunt trucks ! Both 10comotives-S3 No. 1 and have been on the E&W for many years, three of the locomo­ RSl No. 2-are in a primer-colored red paint and are num­ tives were acquired from the Kentucky & Tennessee several bered with small white numbers. The former Nekoosa name years ago. Two of these units are still in K&T paint with El and emblem are no longer on the units, really making the lo­ Dorado & Wesson lettering, while the third has retained its comotives look like they are waiting for their final coat of Big South Fork Scenic Railway appearance. paint. Operations are just about any time during daylight On the E&W, the daily train goes on duty weekdays at 7 a.m. hours and generally only one unit is used at a time. The sec­ and makes several trips over the line each day. The scenery ond locomotive will usually be stored out of sight inside of varies from industrialto rural and can make for an enjoyable one of the large warehouses at the mill. day of chasing. The Alcos not in use will be found around the Photography along the country road will result in nothing shop area in El Dorado or locked up in one of two nearby engine more than a few questions from the crew, but don't go near houses. There has been some vandalism along the line so ask­ the paper mill itself or try to enter any of the gates. Security is ing permission to be on the property is highly recommended. very heavy and a major plant expansion makes the plant a A sad note must be added here about these units. Though dangerous place to be for railfans. Anyway, all of the good photo this is the second largest Alco fleet in the state, it is unfortu­ locations are outside of the plant along the rail yard. nately also the most vulnerable to retirement. Two recently re­ ceived SWTs have become the line's primary units, and if suc­ Little Rock & Western C420 No. 101 runs long-hood forward as it en­ cessful, will probably fully replace the Alcos . ters the UP main line in Little Rock. The ex-Erie Western, ex-Long Is­ land unit built in 1964 displays a fresh coat of paint as it works near Heading northwest will eventually take you to Antoine, the the Little Rock Amtrak depot on Feb. 9, 1991. Barton Jennings site of one of many Gifford-Hill quarries in Arkansas. Like most, it has its own locomotive to work the loading facilities. In this case, the power is former Black Hills Army Depot No. 7450, an S2. Easily photographed from Arkansas Highway 26, the unit is used on an as-needed basis, generally weekdays only.

Overlooked Alcos in Ashdown

Further down the road is the last of the Aleo users in the state. Ashdown has long been an area favorite of railfans due ��;���_�ii;J.fIii;.L:;::;:::----,,- to the number of railroads in town. Today, with Kansas City Southern, Kiamichi and Graysonia, Nashville & Ashdown rail­ roads, it is little wonder that the former Nekoosa (now Geor­ gia Pacific) paper mill is generally ignored. However, to those who know what treasures it holds, no trip to Ashdown is complete without a swing by the mill's rail yard. Unlike other paper mills in the state, the rail yard here is easily accessible. Located along the north side of a country road, almost every move can be photographed. And even better, every one of the half dozen tracks into the plant have to cross this same country road. And what is there to photograph? How about an RSl and a

. ARKANSAS ALL-ALCO LINE-UP Arkansas & MiSSOuri-Springdale, Ark. Georgia Pacific Paper-Ashdown, Ark. For roster information, see March 1990 PAcnc RAu.NEWS 1 S3 cn 78785 built 8/51 Former Ideal Portland Cement 51 ; Graysonia, Nashville & Ashdown 51 Arkansas Kraft-Perry, Ark. 2 RSl en 77837 built 12/49 Relco 1016 S2 Former Chicago & Western Indiana 259 Former Kansas City Terminal 53 Relco 1056 S4 en 81973 built 7/56 Gifford Hill Quarry-Antoine, Ark. Former Grand Trunk Western 8196 No number S2 Former Black Hills Army Depot 7450; U.S. Army 7450 Dardanelle & Russellville-North Dardanelle, Ark. 18 Sl en 75901 built 11/48 Little Rock Port Authority-Little Rock, Ark. Former Cadiz 9; Miles Lab 100; Union Starch & Ref. 100; Relco 1017 S2 en 75550 built 12/47 East St. Louis Jet. 100 Former Erie Lackawanna 530 19 S3 en 78140 built 6/50 First S3 built Former Cadiz 10; Fordyce & Princeton 662; Georgia Pacific 101; Little Rock & Western-Perry, Ark. Feather River 101; Oregon, Pacific & Eastern 101; 101 C420 en 84729 built 2/64 Hammond Lumber 101 Former Erie Western 207; Long Island 207 102 C420 cn 3467-01 built 8/66 El Dorado & Wesson-El Dorado, Ark. Former Louisville & Nashville 1306 20 S2 en 69382 built 11140 Former Newburgh & SouthShore 1, rebuilt 12/57 and Potlatch Paper-McGehee, Ark. renumbered to 601, later 1015 Relco 1044 S2 cn 72908 built 6/48 21 S2 en 70059 built 11/43 (?) Former SCL 49; SAL 1433 Former AT &SF 2335 (7) 22 S2 en 70184 built 9/43 Peter Smykla-Pine Bluff, Ark. Former Kentucky & Tennesse 101; D&RGW 110 5 RSC2m en 75129 built 1/47 23 S2 en 72052 built 5/44 Rebuilt with derated 251 engine 10/65. Lettered Big South Fork Scenic Railway 103. Former Brillion & Forest Jet. 5; Kettle Moraine 5; CMStP&P 578 Former Kentucky & Tennessee 103; D&RGW 119 No number RS3 en 81900 built 8/56 24 S2 en 77816 built 11/49 Last RS3 built. Former Kentucky & Tennessee 104; Delaware & Hudson 3028 (?) Former Mich. North. 1554; C&NW 1554; Litchfield & Madison 303

PACIFIC RAILNews • 23 TA KES THE HIGH ROAD

ABOVE: On July 6, 1980, a BN-170 Highline job drums upgrade on the horseshoe curve at the west end of James Siding, 19 miles east of Oroville, Calif. RIGHT: A BN-137 glides westbound through the double bridges that are as much a trademark of Feather River Canyon as the Keddie Wye bridge. The date is Sept. 9, 1981, and a trip down the Hlghline has just been completed. Yesterday this train departed BN's Inter­ bay Yard in Seattle and by the end of today the manifest will be interchanged to Santa Fe in Stockton. Both photos, Ken Rottenne

rthur Curtis James was a smallish man, sporting a place that was relatively quiet before the cOming of James' King Edward Beard and graced with a keen sense of rails. While construction along the steep rock walls of the Sierra business. A.C. James has been called the last of the and the volcanic plateaus of Northern California was as difficult great railroad financiers of the Twentieth Century, as anything the Feather River Canyon offered, construction and in fact he was a man who at one time sat on the board of methods had greatly improved over those used when the Aseveral significant railroad companies-simultaneously! In the transcontinental route was built in the early part of the century. bustling year of 1926, this corporate giant was a board member With the aid of modern equipment, nine tunnels were holed on of, among others, Southern Pacific, Great Northern, Northern the route, all completed within one year and by the same crew! Pacific, Chicago Burlington & Quincy-and Western Pacific. The idea behind the NCE was to promote competition with Two years previous , in 1 924, James sold his EI Paso & the Southern Pacific and offer shippers an alternative trans­ Southwestern to SP for a fortune in stocks and bonds, putting portation solution. Eventually teaming up with the Santa Fe, him in the enviable position of being the largest SP sharehold­ Great Northern and Western Pacific initiated a run-through er. In the tradition of railroad moguls past, James used his as­ agreement referred to by marketing types as the "Inside sets to purchase the World War I weary Western Pacific, a Gateway. " Traffic was expedited between the triumvirate by company known to many as the "Wobbly. " James had big Santa Fe from its Southern California connections and handed plans for his Wobbly-in addition to administering a face lift to over to WP at Stockton, where it was rushed north to the the physical plant James wanted to add more revenue-produc­ Great Northern, then later successor Burlington Northern for ing miles to the system map. While WP had purchased several Pacific Northwest destinations. WP was the critical middle California short lines between 1916 and 1922, the most ambi­ link-a bridge line in the strictest sense. tious undertaking to date would be the building of a northern The fascinating aspect of modern Highline operations was extension to connect the railroad with James' Great Northern the parade of pool power running down from the BN at Kla­ in Oregon. This would turn the company into a north-south math Falls. Locomotive pooling originally started in 1953 with bridge route and give SP a run for its money. James even envi­ an arrangement between GN and WP allowing WP power to sioned a San Francisco section of the Empire Builder! run through from Bieber to Klamath Falls starting on May 31 of Called the Northern California Extension, or NCE, Western that year; in August 1956 the agreement extended to Bend, Pacific and Great Northern had quite a fight on their hands win­ Ore. The newly merged Burlington Northern was only in exis­ ning permission from the ICC to build their line. It was finally tence 11 months when a run-through agreement was initiated obtained on June 30, 1930. Western Pacific built north from Ked­ on March 20, 1971, with WP units running as far north as Seat­ die for 112 miles through very rugged terrain, while in Oregon, tle and BN units as far south as Stockton and the Bay Area. On Great Northern built south from Klamath Falls, laying 88 miles Nov. 20, 1982, as a result of their displeasure with the impend­ of right-of-way. The two railroads met in a mosquito ing merger of Western Pacific and Union Pacific, BN infested spot in California called Bieber (Bee-ber), a KEN RATTENNE terminated all locomotive pooling with WP.

24. SEPTEMBER 1991

In its heyday Keddie had a station, roundhouse, turntable and service fa­ cilities. WP employed 2-6- 6-2 and 2-8-8-2 articulat­ ed giants for use in the Feather River Canyon and Highline, and Keddie was their port of call. On Aug. 17, 1945, engine No. 210 awaits a clear block for another run up the High­ line. The plow mounted on the pilot was always a dead giveaway that these maulers worked in snow country. The arrival of the diesel made an impact not just on steam pow­ ered locomotives but also on the work force needed to service them: In 1947, Keddie's roundhouse _ work force stood at 38-by 1953 it had dropped to four. Guy Dun­ scomb, Ken Rattenne col­ lection

KEDDIE

ntil 1974, Higbline train crews changed at Keddie before continuing either north or south on the railroad (engine crews changed until 1978). For as long as Western Pacific existed, the tiny town of Keddie was synonymous with WP and the Feather River Canyon. Before dieselization, Western Pacific's crossing of the Sierra Nevada was like the old good news , Ubad news joke: the good news was the ruling grade of 1 percent, or under, and the light snowfall; the bad news was the winter rock slides and washouts which often kept crews from reaching the end of their runs before going dead on the law.

Three decades of emerg­ ing railroad technology poised Keddie for more change. With high-hood GP20 2007 on the other end, four Burlington Northern Alco Century units hustle towards the Highline's Tunnel l, a short bore linking the two tracks crossing Spanish Creek Trestle to form the famous Keddie Wye. Wearing the colors of pre­ decessor Spokane Port­ land & Seattle, the four visitors will team up with the 2007 to shoulder ton­ nage along 111.8 miles of tortuous railroad to keep their connection with the BN at Bieber, and contin­ uing the age-Old compe­ tition between the "Wob­ bly" and business rival Southern Pacific. Tom Moungovan, Ken Rat­ tenne collection

26 . SEPTEMBER 1991 ROCKY ROAD

he miles between Keddie and the Higbline's Indian Valley were some of the most rugged on the entire Western Pacific ; the first five Twere literally benched into the sheer granite walls of the Spanish and Indian Creek canyons. The line was supported by several bridges and snaked through five tunnels while maintaining a steady 1.5 percent grade to climb out of the Feather River Canyon.

ABOVE: Rolling southbound at milepost 7 on November 26, 1982, WP Extra 3520 West makes its way towards Moccasin, less than a mile further down the line. This power set, made up of GP40s 3520, 3521, 353 1 and 3503, ran to Bieber the previous night as a light move to pick up the BN-137 train left by the Burlington Northern. It's been six days since BN terminated its run-through agreement with WP, making power moves like last night's a common event. Ken Rattenne LEFT: When the Northern California Extension was originally built, nine tunnels were constructed on the line, but by December 1982, tunnels 7 and 8 had been bypassed and tunnel 9 daylighted. Of the remaining six, five were within the first four miles of track. Snaking its way into Tunnel 3 ca­ boose 474 waits its turn to plunge into 62 1 feet of dark­ ness in the last summer of Highline operation under WP ownership. Ken Rattenne

PACIFIC RAILNews • 27 CRESCENT MILLS

estled on the floor of Indian Valley, Crescent Mills was once a bustling little lumber town that not only hosted the WP but between 1917 and 1937 saw the steam engines of the Indian Valley Railroad. The 21-mile IVR was a copper-hauling short line that had close ties with Western Pacific, sharing a depot with its big neighbor at the Feather River Canyon lo­ Ncation of Paxton, and an interchange at Crescent Mills. In modern times the town was-like most lumber communities-sub­ ject to the rise and fall of that commodity's price.

28 . SEPTEMBER 1991 LEFT: Approaching Crescent Mills from the west a BN-l '38 lugs tonnage on Nov. 26, 1976, with GP40 35 19 leading a BN GP30, U33C and S045. With Burlington Northern's in­ credibly varied roster, photographers flocked to the Feather River Canyon and Highline to see consists like this. Most "WP men," both railroaders and railfans, consid­ ered WP's green-and-orange scheme an abomination and longed for the bright Zephyr colors of silver-and-or­ ange. The 35 19 wears the original Perlman Green paint scheme applied in the early 1970s. Units painted during 1976 would lack the tiger stripes on the nose, which were replaced by a Spartan "WP" and single safety stripe Wayne Monger BELOW: In July of 1982, a mixed bag of Western Pacific and Burlington Northern power leads the BN- 138 just north of town along Wolf Creek in the summer of 1982 when Crescent Mills had but one mill left to show for its past glory. Ken Rattenne

PACIFIC RAILNews • 29 GREENVILLE TO BIEBER

miles up the line, Greenville was another town whose livelihood depended on a healthy lumber market. Somewhat big­ ixger than Crescent Mills, Greenville managed to hold onto its depot past WP's demise. In 1983 the structure was sold to the city for a dollar with the understanding that it be moved from UP property. It took seven years for the financially Sstrapped town fathers to finally relocate the structure, and the depot was trucked away from its lot in August 1990. The grade between Greenville and the siding at Almanor, some 11 miles upgrade, was a stiff 2.2 percent; in steam days this meant a helper on every northbound train out of Keddie. Once at Almanor, northbound growlers snaked through the S-curve of 7,914-foot Almanor siding and began briefly running along the sparkling waters of Lake Almanor. A little over 35 miles north of Keddie WP connected with the tiny, 13 mile-long Almanor Railroad at Clear Creek Junction. Owned by Collins Pine Lumber Company, the Almanor rosters a single locomotive, GE 70 tonner No. 166. Today, the Almanor is the Highline's only on-line customer and is served by whatever Union Pacific freight happens to be going in the direction the Almanor's traffic is destined for. After traveling north 76.5 miles, and only 36 miles from a hot meal and warm bed at the Bieber dormitory, northbound crews encountered the unmanned station and siding of Halls Flat. Rather descriptive of the surrounding terrain, the line of­ fered little resistance to Bieber-bound freights with a .40 percent uphill grade until milepost 77. Hoggers then got a thrill as they drifted downhill for a mile with a gradient of 1.40 percent, after which the descending grade increased to 1.80 percent all the way through the old sidings of Jellico and Willow Springs.

Extra 920-0 West passes in front of the Greenville depot in a cloud of dust on the afternoon of June 18, 1968, taking its cue from the clear or­ der board as it rolls south for Keddie. This is the combined GWS-CAL (Great Northern- Western Pacific-Santa Fe and CaMornia) and features a common consist for the day: two F7 As, two F7Bs and a GP9. The GWS originated on the Great Northern in Seattle and terminated in Stock­ ton, where it was handed over to Santa Fe; the CAL's traffic originated at Va ncouver, B.C., and offered shippers a through connection to Oakland. Tom Taylor, Ken Rattenne collection

Portions of the text in this feature were excerpted fr om Ken Rattenne's latest book, FEATHER RIVER ROUTE Two : KEDDIE TO SALT LAKE CITY. This book, together with the first volume, FEATHER RIvER ROUTE ONE, provides fans of Western Pacific a very personal photographic tour of one of the West's most-beloved railroads. Both volumes are available fr om In terurban Press.

30 • SEPTEMBER 1991 Back in January 1979 se­ vere storms swept over Donner Pass and forced SP to bring out their heavy guns in the form of rotary snow plows. By the time this intense weather front drifted over the northern Sierras, the storms had blown themselves out and were quite mild. Illustrating the light snowfall the route ex­ perienced is the BN-138 of Jan. 16 of that year, drum­ ming upgrade at Clear Creek Junction with GP40 3538 passing through snow that has drifted only lightly along the rails. Kyle Brehm POSTSCRIPT

rom Halls Flat, Bieber was only an uneventful 90 minutes away-or longer if trouble occurred. At Little Valley the north­ bound grade once again forced trains to fight gravity for another seven miles until milepost 103. From there on, a crew could drift down into Big Valley, where near milepost 109 and the siding of Pit River, the line flattened out to for the last twoF and a half miles to Bieber. At milepost 111.8, Western Pacific's Highline ended: Upon entering the smail yard at Bieber, WP trains were now on Burlington Northern property. Weary crews would climb down from their cabs and wait their · 12 hours off for another run home. Burlington Northern would forward trains 88 miles north to Klamath Fails, Ore., where they continued with another crew up the Oregon Trunk to points north. Aside from offering Californians their only chance of seeing Cascade Green machines in the Golden State, the High Line was honest competition at work. Up until the Union Pacific merger in December 1982, the original idea of the Inside Gateway was a vision made real. Once Union Pacific took over, the line would fall into disfavor and a series of events would cloud its future.

In the su mmer of 1982, over­ head light plays havoc on the angular profiles of a team of high-horsepower EMDs lead by GP40 35 10 as they lead Western Pacific's priority BN-138 train past a location that featured the rail­ road's last water plug as late as 1980. Ken Rattenne

PACIFIC RAILNews _ 31 ABOVE: The last rays of sunlight glisten off the flanks of UP locomotives leading a train southward off the Highline at Keddie. It's November 1983 and the merger is almost one year old; yellow SD40s now rule where green GP40s once trod. RIGHT: A westbound BN connection train pauses at the west switch at Robbers Creek in November 1983 while the crew calls the dispatcher.

hen Union Pacific took over the Western Pacific in Centralized Traffic Control (CTC) had been installed by WP late 1982, things were already looking bleak for the on the southern half of the line, and plans were in the works Highline. The decline in the lumber industry had to extend CTC all the way to Bieber. After the merger was hit the line hard, and prospects for the future did consummated, UP quickly cancelled those plans and then di­ not look good. Where three trains daily in each direction (plus a verted as much traffic as possible away from the Highline and Wlocal) once ran, traffic was down to one short train a day. It was onto an all-UP routing via Salt Lake City. If that were not not uncommon to see a southbound leave the Burlington enough, BN, displeased with a merger it had loudly protest­ Northern connection at Bieber with a paltry 35-40 loads, a far ed, began to cooperate more closely with Southern Pacific, cry from the heydays of the 1970s. further reducing the number of cars that moved over the In the months counting down to approval of the merger, Highline. The end result was a line virtually bereft of traffic. speculation ran rampant as to what would happen to the High­ Things surely couldn't get much worse ...but they did. line. UP already owned trackage as far south as Bend, Ore., on BN's portion of the Inside Gateway. It certainly seemed logical * * * at the time to think the UP might have big plans regarding the Highline, perhaps even purchasing the remaining portion of uring the mid 1980s, most of the remaining on-line traffic BN's line to form a new competitive "north-south" route from D dried up as a number of lumber mills shut down. Soon there the Pacific Northwest into California. Almost everyone, at least was not even enough business to warrant a daily train. UP's outside Omaha, was predicting an increase in traffic on the BRST and STBR (Bieber-Stockton and Stockton-Bieber) trains fading line. It soon became obvious that this was not the case. were replaced by a local symbol operating out of Oroville on an l1-IEUNIO\I PAO RC Ew\

32 . SEPTEMBER 1991 up-one-day, back-the-next basis. On some days no train ran. now arrived at Bieber, the crew had to pull the power off the In order to fully understand the demise of the Highline, one train and wait for a BN connection to come down from Klamath must reach back into history. In many ways, the Highline was Falls. If a BN train arrived at Bieber and the WP connection had emblematic of all of Western Pacific's historical disadvantages. not yet arrived, the BN would pull its power off and return to Being the last railroad built everywhere it went meant that the Klamath Falls on a cab-hop. No longer running through to Seat­ WP continually had to play catCh-up. Its lines always took the tle or Spokane and Stockton, trains would sit for hours at second-best route and seldom had much on-line traffic. The Bieber awaiting power and crews. WP, obviously caught off parallel Southern Pacific line connecting California and Oregon guard by the BN's announcement, was forced to reactivate was shorter and quicker than the Highline and didn't require stored locomotives to meet the increased power needs, as well connections with two other railroads to complete the haul. as shuttle light engines from Stockton to Bieber when neces­ Always a formidable competitor, SP forged alliances with sary. Big delays once again existed at both ends of the line. shippers and also with Great Northern (and later BN) that The state of the Highline as it entered the UP family was not made it difficult for WP to capture much of the traffic coming good. out of the Pacific Northwest. For every train BN gave the WP to move south, it gave the SP three or more. * * * To make matters worse, the WP was always at the mercy of it's connecting railroads. On the Inside Gateway, things t's easy to see why by the mid-19S0s little traffic re­ were no different. Connections at Bieber and Stockton were Imained on the Highline. Temporarily, there was hope that frequently late and it was impossible to keep any sem­ the proposed SP-Santa Fe merger would allow UP to gain blance of a regular schedule. Frustrated WP officials found access to Southern California via trackage rights in the their counterparts at GN/BN and Santa Fe somewhat apa­ Central Valley on the merged railroad. This would have put thetic with regards to Inside Gateway traffic, just a tiny the Highline in a position of greater importance, as the UP part of their business. But to a small company like the WP, would have direct access to Los Angeles from Northern Cal­ it was a big deal: Inside Gateway traffic sometimes ac­ ifornia without having to hand over traffic to the Santa Fe counted for 20 percent of all WP operating revenue. at Stockton. This fleeting hope, however, was dashed when WP and BN pooled power for many years, with agreements the ICC nixed the proposed merger in July 19S6. dating back to GN days. This agreement had helped alleviate A few months later a relatively unnoticed incident oc­ some of the delays that occurred at meeting points and termi­ curred which demonstrated UP's attitude toward the High­ nals . In late 19S2, just prior to the merger, power-short BN line. A collision between a northbound Bieber turn and a log abruptly ended the power pool agreement. To BN, there was truck at a grade crossing took out the west switch at Robbers just not enough traffic on the line anymore to justify the pool­ Creek, the last CTC controlled siding on the Highline and an ing of power. Some suspected the BN did it out of distaste over important meeting place in the days when there were a lot of the impending merger. Whatever the reason, when WP trains trains running. UP did not even bother replacing the switch,

TEXT AND PHOTOGRAPHY BY BILL MEEKER

PACIFIC RAILNews • 33 UPs Highline

and instead took the siding out of service. It was becoming ing goods from the Southwest to the Pacific Northwest. This apparent the UP was not willing to put any more money into was similar to an agreement signed by SP and BN almost a the upkeep of the line. In August 1988 UP ripped up the CTC decade before and allowed some shippers to get a Single-price from Keddie to Robbers Creek and installed it on a needy Mis­ quote for shipments moving over the Inside Gateway, bypass­ souri Pacific line. The entire Highline had become "dark". ter­ ing the usual hassles of dealing with three different railroads. ritory, governed by Track Warrant Control (train orders). This was the first good news to come out regarding the High­ Surprisingly, in mid-1990, the Highline's fortune's appear to line in a long time. But just as quickly as news of the agree­ take a drastic turn for the better when a Voluntary Coordina­ ment spread, disaster struck. Within a span of two weeks, tion Agreement was signed by UP, BN, and Santa Fe for mov- three separate derailments occurred on the line. When UP offi-

Looking out of place on the High­ line, Dash 8-40C 9259 crosses over the WP-marked Wolf Creek underpass in June 1989. The bridge, which crosses Highway 89 north of Greenville, looks as if it was built for much-smaller lo­ comotives. Bill Meeker

34 . SEPTEMBER 1991 LEFT: Tonnage moves up the Highline in October 1983: UP 3096/3 167/ 2407, a typical post­ merger consist, crosses the spectacular high bridge east of infamous tunnel 2 north of Keddie. Bill Meeker BELOW: The current state of affairs on the Highline: Borrowed BN 2088 powers UP's Clear Creek Turn-which serves the north end of the line-on July 16, 1991. The GP38-2 rolls through the remnants of Westwood Ya rd with just four cars in tow, a week's worth of loads of the Alamanor Railroad. Bill Meeker

cials went in to inspect, they found the entire line to be in poor anything but certain since it would have to be approved by the shape and ill-equipped to handle any increase in traffic. Work ICC. The line serves as a potential alternative to SP when its began immediately to shore up the line and bring it up to stan­ own route is shut down due to a derailment or other problem. dards that would allow UP to satisfy its portion of the VCA. Amtrak has also detoured on occasion over the Highline. Ribbon rail was laid and some 80,000 new ties were installed. Inside the UP, opposing factions clashed over whether to re­ Once again, there appeared to be a glimmer of hope on the open the line or close it permanently. UP's Marketing Depart­ Highline's horizon ...but a tragic turn of events once again ment was trying to convince top management to reopen the thrust the line into the spotlight and onto the endangered list. line, while the Operating Department wanted to swing the axe and kill the line once and for all. A decision was put off indefi­ * * * nitely, pending negotiations with the SP. Through the first half of 1991, the line sat in limbo. It was the 11th hour, and this n the night of Nov. 25, 1990, an incident occurred which time a last-minute reprieve did not appear to be forthcoming. could have sealed the fate of the Highline. Tunnel 2, just Just when it appeared that all hope was lost, a sudden northO of Keddie, caught fire and burned during a pouring turn of events proved that a 112-mile stretch of railroad could rainstorm. The fire-of suspicious origin-completely de­ have more lives than your average cat. Around June 28, 1991, stroyed the timbers inside the tunnel, shutting down the trackage rights negotiations with the SP fell through and UP Highline until repairs could be made. Morrison-Knudsen was announced it would immediately begin soliciting offers to re­ called in, and plans were made to daylight the bore. Mean­ build Tunnel 2 and reopen the line. Resumption of service while, UP started detouring Highline trains over the SP be­ was tentatively scheduled for Sept. 15. Once again, the re­ tween Binney Junction (near Marysville) and Klamath Falls. silient Highline had survived what seemed to be a fatal blow. To serve the one remaining on-line customer, the connection Th e author would like to thank Pete Norgaard, Harold with the Almanor Railroad at Clear Creek Junction, UP leased Meeker, and Ken Meeker for their helpful information which a BN unit to run a weekly turn out of Bieber. The southern made this article possible. end of the line was silent. As work on the tunnel progressed, the U.S. Forest Ser­ vice intervened in the project, concerned that daylighting the bore would cause the side of the mountain to collapse. UP, annoyed at this government intrusion and wavering as costs of the project threatened to skyrocket, nonetheless agreed to a compromise plan to partially daylight the tun­ nel-only to have the Forest Service's fears about the insta­ bility of the slope proven correct when the rest of the tun­ nel collapsed on Dec.14. The situation looked bleak for restoring the line. A new tunnel would probably be re­ quired, and costs of $2.5 million or higher were estimated. UP officials began to have their doubts if the Highline was really worth this kind of investment. Quietly, UP began to negotiate with SP for a trackage rights agreement that would have seen Highline trains running per­ manently over SP's Shasta Route. The fate of the Highline ap­ peared to rest with these negotiations. A long-term trackage rights agreement would have allowed the UP to seek abandon­ ment of the Highline, although abandonment would have been

PACIFIC RAILNews • 35 CANADA

line opening on June 28, 1991 ...Alcan's SW900 1003 returned to Squamish in June for more repairs. The unit had been in Squamish for several weeks earlier in the year, but apparently Alcan opted for only band-aid repairs at that time ...The ex­ VIA RDC2 6211 entered service during May as BC Rail's BC23 ...As of the end of June the ex-CN 4-8-2 6060 had not arrived in North Vancouver, as was expected, to act as a standby for ex-CP 4-6-4 2860 on the Royal Hudson excursion train.

Burlington Northern

BN has announced plans to apply to aban­ don 25 miles of trackage from Salmo to Nelson, B.C. It will continue to serve Salmo from Kettle Falls (Washington) on a twice-weekly basis. BN did not have its own facilities in Nelson, but connected with CP just east of town and ran over CP trackage into the CP yards at Nelson.

- CP Rail BC Rail Dash 8-40CMs 4605 and 46 12 are joined by RS 18 626 to lead a southbound extra down the Fraser River Canyon at milepost 167.5 north of Fountain, B.C., on June 22, 1991. When CPR was built through the Rockies to Seventy cars back in the 98-car train (and visible in the distance) is another new GE, the Vancouver in the 1880s, alltunnel s, bridges 4617, operating under remote control. John C. Iliman and other clearances were built to the stan­ dards of the day. When CN was built - shop, and was the last surviving building through to the coast some 30 years later, it BC Rail from the original PGE shop complex. The also was built to those standards, which by exact age of the building has not been de­ then had become more generous. As a result BC Rail has announced plans for its own termined, however the oldest documents CPR has always had the more restrictive entry into the luxury rail market. Four cars located to date show it to have been on line, forcing many dimensional and tight have been refurbished for Summit Service, site at least by 1919. However it could be clearance shipments to go by CN by default. a charter service available with a choice of (and likely is) a few years older than that. Over the years CP has slowly been im­ motive power (steam is extra) or stationary The W.C.R.A. has engaged a professional proving its line, but clearances will not al­ use for meetings. Cars-outfitted with ma­ building moving contractor to move the low doublestack container traffic and this hogany trim, polished brass and period fur­ building. The actual move was expected inability to handle container traffic has fi­ niture include : Discovery, a 1922-built to take place about the middle of August. nally forced CP to embark on a program to business car; Caribou and Northern Sum­ The W.C.R.A.'s collection includes several remove restrictions (about 40 still exist) by mit, both business cars ; and MacPherson, cars that were built in this very building. the end of 1992. Most of the restrictions are a 16-section sleeper. Trained staff and Few museums will be able to say they not tunnels, which will have to be made larger. porters are both available. For more infor­ only have preserved the cars but the origi­ CP received authorization April 19th to mation call BCR at (604) 984-5245. nal carshop too. abandon 13 km of trackage between Out­ All three units involved in the milepost Repairs to the B.C. Rail main line follow­ look and Conquest, Sask. 708 sinkhole derailment were shipped to ing the Cale Creek trestle fire were com­ Thanks to Ed Von Nordeck and Dick Squamish dead-in-tow (but separately), in pleted slightly ahead of schedule, with the Stephenson. CN detour trains. The 751 , which had only minor damage, was quickly repaired and returned to service. The 608 was immedi­ RAn.. ately entered into the Caterpillar rebuild FLIMSIES - NORTHWEST FAN program, in place of the 610 which had Burlington Northern FLIMSIES is a small rail magazine that been the next unit scheduled for conver­ Locomotive Directory 1990 comes out every two weeks, and covers • • • • • • • • • • • • • • sion. The 610 was expected to get the Al­ CA-AZ-NV and vicinity. Send $30 fo r co engine from the 608 (which was a low "The new standard reference a year's subscription (26 issues) . Or just mileage one), and may run now for several for BN motive power." try it out with 10 issues fo r $12. years before finally entering the program. Single line roster entry with R/N, BIN , BID, The 767 was still in Squamish at the end former owners, remarks and dispositions for NORTHWEST RAILFAN is another b&w of June undergoing repairs . each locomotive owned or on long term lease magazine, covering WA-OR-BC-ID-MT from January 1, 1982 to December 31 , 1990. At the end of June BC Rail vacated the on a monthly basis fo r just $ll/year. Or � Photograph and technical data old Pacific Great Eastern carshop building you can sign up fo r both magazines for for each model. at the Squamish shop complex and work � 112 pages, over 15,000 entries, $40/year. began to ready the building for move­ $15.95 postpaid. Act now: Send three stamps or $1 fo r ment-literally across the street-to the � Order Now - Immediate Delivery � Dealer Inquiries Invited a sample of each magazine. West Coast Railway Association's muse­ um site. In recent years the building has GNP PUBLICATIONS Western Lines Productions, P.O. Box been used for storage and as a carpentry Rt. 4, Box 627-A Bonners Ferry, 10 83805 6776-P, Orange CA 92613.

36 . SEPTEMBER 1991 Annual

OMING �OUR WAY CHICAGO & NORTH WESTERN

decal on the nose (the C40-8s were deliv­ ruptions for the North Western, in addition New Power in Old Paint ered with nose heralds). The six-inch to the destruction of the Cowboy line in CNW initials which appeared on the noses northwest Nebraska, reported last month. July 1 saw the first unit of the North West­ of the earlier C40-8s and recent repaints Heavy rains during the nighttime hours of ern's third order for C40-8 locomotives will be dropped as redundant. The new or­ May 30 resulted in a 125-foot washout of emerge from the paint shop of General der of C40-8s will have Diamond Grade the Powder River Subdivision at Myles, Electric's Erie, Pa., plant. The prototype dark yellow Scotchlite frame stripes, Wyo. Train NWNAX2-13, a consist of coal unit, the 8543, is mechanically identical to matching the old yellow-and-dark-green empties, derailed when it encountered this the C40-8s from C&NW's 1990 order (8531- Scotchlite hood numerals in the current ten-foot-deep washout early on May 31, 8542), with one important exception. This C&NW style (hood numerals on the first closing the coal line. Seven other washouts unit and its 34 siblings from the compa­ two C40-8 orders were painted). were discovered when the sun rose. Un­ ny's 1991 order will feature different paint. able to detour trains around the washouts North Western had applied its tradition­ because Burlington Northern was short on al yellow-and-dark-green colors to diesel Return From the Dead? crews, C&NW stopped all coal loading and locomotives from the 1939 delivery of the held empty consists at distant points as it E3s for The 400 through the early 1980s Apparently Nebraska politicians and their rushed trainloads of ballast from both with just a few exceptions, including South Dakota counterparts have generat­ C&NW and UP sources to fill the holes. At freight F-units delivered with wide black ed enough heat over C&NW's proposed least two ballast trains were bridged from stripes on the sides and some experimen­ abandonment of the western end of the Fremont to South Morrill via UP. The coal tal solid green repaints in the mid-1960s. Cowboy Line to soften the railroad's posi­ line was reopened by June 2. However, after adopting high visibility yel­ tion. On June 13, North Western filed an The same storms dumped several inch­ low paint in place of the traditional yellow amendment to its Dakota Junction, Neb.­ es of rain in Iowa. At McCallsburg, north for its cabooses, C&NW began using the Crandall, Wyo., abandonment to "elimi­ of Nevada, Iowa, the crew of another train brighter paint on locomotives in 1981, and nate its request to abandon the segment of coal empties sensed something was the North Western's SD50s, SD60s and first from Dakota Junction to Crawford" and amiss and applied the brakes. When they two C40-8 orders were delivered in that announced that this 20.3-mile segment, emerged from SD60 8027, they were color. Officially, the new color was titled which links the rest of the Cowboy to amazed to find the heavy unit suspended Pentone or Sunburst yellow by the paint Burlington Northern, would be restored to 25 feet in the air over a washout, support­ manufacturers, but many observers re­ "minimal, safe-operating conditions." ed by just the welded rail and ties. Lucki­ ferred to it as Zito yellow in reference to C&NW said the cost of repairing this track ly, no injuries or serious damage to the former Vice President-Operations, Jim Zito, would be around $700,000 and would pre­ train resulted from this incident. one of its primary proponents. serve most of the traffic formerly handled The same could not be said for train The problem with high-visibility yellow west of Dakota Junction, including ben­ PRNPB, which derailed 15 cars at Chelsea, was that it didn't wear well. Exposure to tonite headed for western destinations. Iowa, at 12:40 a.m. on June 30, blocking intense ultraviolet radiation, particularly Meanwhile, C&NW Chairman Robert both main tracks of the east-west line. on the Wyoming range, caused the pig­ Schrniege wrote Nebraska Governor Ben One track was opened by 11 p.m. that ment to fade to a chalky yellowish-white Nelson in mid-June to announce that the night. Damage to the lading was exacer­ within a couple of years. To improve the railroad was ready to reopen negotiations bated when vandals reportedly broke into appearance of the fleet, and to stretch the toward sale of the Norfolk-Chadron segment an auto rack in the rear portion of the life of locomotive paint jobs, the North of the Cowboy line. While state officials ex­ train, which had been pulled back to Otis Western elected to return to the old yellow pressed relief at the railroad's changed (near Cedar Rapids), unhitched several with its 1991 order for 35 new C40-8s. stance, the Nebraska Legislature failed to Cadillacs, started them up and began The old color willalso be applied to ex­ appropriate any money to buy the line in its smashing them into each other while still isting C&NW locomotives. Among the first recently-ended session, which leaves the on the railroad car. This train reportedly to receive the old yellow will be the C40-8s state willing, but not able, to rescue the line. was at least 250 cars in length and in­ from C&NW's earlier orders. Units 8501- structions have been issued to Proviso 8542 will be sent to Mid-America Car in Yard personnel to avoid potential train Kansas City for painting, starting in mid-Ju­ Disasters of the Month handling problems by keeping trains un­ ly and continuing until the end of the year. der 199 cars or 12,000 feet in length. A welcome addition on repainted EMD Extremely wet weather during May and A C&NW police officer fatally shot a units will be application of a C&NW herald June resulted in a number of service inter- suspected thief near Wood Street Yard in

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38 . SEPTEMBER 1991 Chicago on July 4 after he had observed apply ATC paraphernalia to them as soon tween Chicago and North Platte have tak­ two men removing freight from a boxcar. as possible. The ATC material will come en a toll, causing the company to replace While the officer was arresting the from 25 of the ex-New York Central the GP50s with some of the new C&NW thieves, one of them allegedly pushed him GP40s (from the 5500-5537 series, some and UP C40-8s in this service. and caused his gun to discharge. of which have been retired and sold) and We reported earlier (PRN 331) the re­ ten other stored locomotives. In June, moval of CCS equipment from the 24 odd­ C&NW switched 5502, 5503, 5506, 5516, numbered GP50s, which are not equipped Fight in South St. Paul 5533 and 5537 out of storage lines at Pro­ with event recorders. Since then, CCS has viso, deadheaded them up to East Min­ been removed from most of the even-num­ Fur is still flying in South St. Paul as local neapolis, where their ATC equipment bered GP50s as well. These units can still politicians fight expansion of C&NW's was removed, and returned them to stor­ be seen occasionally on the east-west line, South St. Paul Yard. The economically de­ age at Proviso. but generally in a trailing position. Many pressed city wants to see a $65 million- ma­ With AT C, the new C40-8s will be able of the GP50s are paying back horsepower rina and housing development on its Mis­ to lead trains on the Chicago-Council hours on UP's Chicago-Dallas stack trains, sissippi River waterfront, but the develop­ BluffslFremont main line. The older C40-8s while a few others are hauling general ers claim expansion of the yard would kill weren't delivered with ATC and could not freight in northern Wisconsin. that project by blocking access. Among serve as lead units on the east-west main. other tactics, the local state legislators Ultimately, though, C&NW plans to put were instrumental in promoting a new law AT C equipment on them as well. lOOth Column which would allow a city to condemn rail­ Also significant is Union Pacific's deci­ road property with environmental problems sion to equip 25 units from its next order This marks my 100th North Western col­ if the city will clean it up in five years. The of wide cab C40-8s, due to ship from Erie umn for PACIFIC RAlLNEws. The first column, politicos have dubbed their anti-railroad ef­ this fall, with AT C as well as UP's stan­ which coincidentally reported C&NW's fort "Operation Railroad Storm. " dard Coded Cab Signal equipment. This adoption of Pentone yellow as the railroad's will permit UP units to lead trains over primary locomotive paint, was published in C&NW's east-west main line. PRN 234 in March 1982. I would like to New Units to Get ATC thank all of those readers who supplied in­ formation for this column over the years, The most significant mechanical change GP50s Fading from the Main and also those C&NW employees who pro­ in the new C40-8 order is that provisions vided invaluable, if anonymous, assistance was made for the addition of Automatic Those stack-train stalwarts of the 1980s, by verifying or correcting field reports. Train Control equipment. As C&NW re­ North Western's 48 surviving GP50s, will Thanks to Jim Sea crest, Michael M. ceives the new units (seven to come in be demoted to secondary roles as the Bartels, Jeff Hendricks, Dave Kroeger, July, 12 in August and 16 in September 1990s unfold. Eleven grueling years of Karl Rasmussen, Bruno Berzins and THE under the current GE schedule), it will hauling heavy intermodal consists be- MIXED TRAIN. REGIONALS

Chicago Central Operates the CVAR WC Ladysmith Line Purchase Moves Excursions on the IAIS? Forward At 12:01 a.m. on June 5, Chicago Central A group out of Rock Island, Ill., is planning was issued a 60-day direct service order Wisconsin Central and Soo Line have to run football excursions over Iowa Inter­ fromthe ICC to operate Cedar Valley Rail­ reached a sale agreement for the 102-mile state's main to Iowa City this fall. Should road (a one-time parent road of CC) from Ladysmith-Superior, Wi s., line; the pur­ this happen, it would be the first such ex­ Mona Junction, Iowa (outside of Waterloo), chase price is $15.75 million. The deal set­ cursions since the early 1970s, when Quad to AlbertLea, Minn., a distance of 109 miles. tles litigation between the two companies. Cities travel Agent Bill Butterworth orga­ Immediately CC stopped operation of the If the ICC agrees to the sale (possibly as nized such trips for Iowa Hawkeye home StarClipp er dinner train out of Waverly due soon as this fall), WC will have two lines games. Tentative dates for these runs are to liability concerns, but later it was decided into the Twin Ports, including a route just Sept. 7, Sept. 28 and Nov. 9. to allow the dinner train to run east on purchased from C&NW. WC plans to com­ Iowa Interstate's operations are still CVAR 's ex-CGW line to near Readlyn. The bine portions of both routes and upgrade curtailed on weekends as of early summer. first CC train ran on June 7, with the power the resulting line, which could become Eastbound No. 012 does not run out of consisting of Geeps 1601, 1669 and 1602. very busy. The new sale agreement with Council Bluffs on Friday and Saturday In other Chicago Central news, coal Soo allows WC to overcome restrictions on nights, nor does No. 011 out of Blue Island traffic continues to increase, thanks to the overhead traffic put in place as part of the on Saturday afternoon. No. 011 is held on addition of a second Commonwealth Edi­ railroad's 1987 purchase agreement. arrival at Newton, Iowa, on Saturday, and son train for Rail to Water transfer in In another development, WC has departs Sunday at 3 p.m. The Newton­ Chicago. Union Pacific delivers this train awarded a contract for upgrading work based turns to Pella and Des Moines do to CC at Council Bluffs from Black Butte to its international bridge at Sault Ste. not run on the weekends either. Mine in Wyoming. Once it arrives in Marie, Mich. When the project is com­ Interstate Tidbits ...Alco RS-36 900 was Chicago it is delivered to Belt Railway of pleted later this year, the structure will still at the Council Bluffs Shop as of mid­ Chicago. Loaded trains are symbolled accomodate 100-ton loads. This route June. The long hood was removed, and the RTW-empties are symbolled WRT. could be potentially used by CP Rail for unit is awaiting a used main generator ... Shorts ...GP 18 9400 is the latest re­ access to Chicago. Five ex-UP (formerly MoPac) U23Bs were built out of the Waterloo Shops. It now has In carloading news, Wisconsin Central moved from Council Bluffs to National Rail­ a chopped nose and a new number, the has been affectedby the economy this year, way's Silvis Shops in mid-May. 1700. However, the unit still is in old IC but not nearly as badly as other railroads. We welcome new Regionals columnist black, and has yet to be repainted ...Helm While nationally rail loadings were down Dave Kroeger. Please clirect news items to 2045 was the last of the leased ex-MoPac 6.4 percent for the first 22 weeks of 1991, him at the address listed on page 3. GP 38-2s to leave the property in June ... WC traffic grew by 0.3 percent. Much of this Thanks to Wi sconsin Central, THE Out of the six GP38s, only the 2003 was in growth can be attributed to booming inter­ MIXED TRAIN, Rik Anderson, Allan Hunt, Monongahela paint as of July 1 modal loadings at Green Bay and Neenah. Kurt Michaelson and George Wi dener.

PACIFIC RAILNews • 39 BURLINGTON NORTHERN

Water and steel rails form a pleasing mix in beautiful northern Idaho, as a westbound Burlington Northern freight crosses Lake Pend Oreille on July 6, 1991. About to negotiate the busy "Funnel" into Spokane, Wash., the train has just made its way through Sandpoint, junction of the ex-GN line from Bonners Ferry and the ex-NP now owned by Montana Rail Link, a BN tenant into Spokane. Steve Glischinski

first-time venture with a truckload carrier three days later resulted in much more A Bad Ye ar Gets Worse will commence on August 1. Traffic will be serious damage, as ballast train CB3 moved in Hunt trailers and may expand to rear-ended a standing C&NW coal train After reporting the first quarterly loss in other corridors in the future. Hunt current­ on the Power River Basin joint line. The many years during the first calendar quar­ ly has a similar (and successful) relation­ engineer was killed and the three loco­ ter of 1991, BN announced its intent to take ship with Santa Fe in the Southern Califor­ motives likely will be retired (GP40M a special charge of $700 million against sec­ nia to Midwest corridor, moving freight 3555, SD40G 7302 and SD40-2 6921). ond quarter earnings. Realizing that the under the Quantum Service banner. Another very unusual, but expensive ac­ yearwould result in a relatively meager cident took place south of Fountain City, profits anyway, directors decided to set Wis ., on July 8. Train 104/402 with 120 cars aside dollars for several liabilities expected Wrecks Take Their Toll hit a washout and derailed into the adja­ in the near future. Some of the special cent Mississippi River, hitting a barge and charges include a reserve for personal in­ Due to a combination of unusual factors, towboat in the process. GP20C 2000 (third jury costs, separation pay for nearly 3,200 BN has suffered hardship during the past of three engines in consist) as well as the employees impacted by the Presidential six weeks because of wrecks. The first seri­ first 28 cars in the train were seriously Emergency Board's crew consist recom­ ous incident to report took place at Carrier, damaged. Loads of butter and lurnber from pay mendations as well as a separation Okla., on May 26, when an 86-car No. 74 the freight cars ignited in the river, causing plan for certain exempt employees. Other derailed in two separate locations, involv­ a huge mess that shut down traffic on the than these charges (which result in an after ing at least 16 cars. Although several of the waterway. Initial reports indicated that the tax loss of $435 million), BN expects to derailed cars contained chemicals, no seri­ washout was caused by backwash from break even for the quarter ending June 30. ous problems occurred during the ensuing the towboat, which was working to free a cleanup. Carrier is located on the old Frisco stuck barge. BN rerouted priority traffic Avard Gateway, west of Enid. Speaking of over the parallel Soo main between St. Paul Intermodal Alliance With J.B. Hunt the former SLSF, the second mishap to re­ and La Crosse, Wis., for at least two days. port this month occurred at the aptly In late June, BN announced an agreement named town of Frisco, Texas , where No. with J.B. Hunt Transport to move inter­ 151 hit three hopper cars which ran over a Engineering News Update modal traffic between the Midwest and derail and were parked on the main tracks. Pacific Northwest. Truckload shipments GP40M, B30-7 As 4017 and 4082 as well as Though seemingly tied up with wreck and will be handled on existing long-haul SW1500 21 were damaged in the pileup, washout cleanup work during June, BN did trains operating between Chicago and but all are expected to be repairable. make some progress on other projects dur­ Seattle/Portland. It is planned that this A major accident at Logan, Wyo., ing the month. In eastern Washington, BN

40 . SEPTEMBER 199 1 has completed the removal of the northern al manifest trains, however, with the 759 seven units are pending disposition, in­ end of the former SP&S line to Fish Lake. working No. 212 into Dilworth on June 22. cluding 44 6700-series SD40-2s (to be bro­ Because of budgetary problems, removal of Sister 737 trailed the colorful string of kered by Helm Leasing) as well as the southerly portion of the line from mile­ GP38-2s 2364/2368/2366, GP40-2 3056 and SW1200 165, GP9 1851 and SD9 6166. Re­ post 270 to Ainsworth Junction will be de­ Dakota, Minnesota & Eastern SD40-2 6362 cent sales included SW1200 186 to Mid­ ferred until 1992. In construction work on No. 131 at Sioux City, Iowa, on June 24. west Loco Services (Atwater, Minn.), GP10 which will result in immediate payback, BN The three BN 38-2s were part of a fifteen 1417 to DMV&W and GP9 1777 to Great willraise clearances on its Burlington, unit move of2351-69 class units from Den­ Western RR GP9s 1726 and 1782 as well Iowa, crossing of the Mississippi River to ver to Northtown, these units being re­ as SD9s 6131, 6147, 6174 and 6200 were accommodate doublestack containers. placed by additional 2800-series GP39Ms sold to Pielet Bros. U30Bs 5794-5796 and at the Mile High City. 5799 were also sold to Pielet, which resold In other pool power news, GTW fur­ the quartet of boats to Kyle Railroad at Operational News Shorts nished a pair of SD40s to BN for the month Norton, Kan. SD40 6035 was sold to Cle­ of July to balance horsepower-hourts ac­ burne Railway Service while SDP40 6394 Despite the recent accord with the Soviet crued on Toledo, Ohio, coal trains. was sent to M-K at Boise, Idaho. Union for exporting additionalgrain, BN re­ Some unusual sightings of home road 1991 rebuild plans have been scaled ported that demand for its covered hopper power included the assignment of C30-7s back, with EMD and M-K to produce 20 fleet would be only at the 9,000 car level for 5051 and 5598 to No. 142 between Superi­ units each. EMD has assembled NS the month of June, about 50 percent of its or, Wis., and Northtown on June 29. The GP30s, 2532, 2547, 2549, 2556, 2563, available fleet. Nationwide, it was reported leased GATX SD38-2s have been wander­ 2564, 2577, 2581-2583, 2585, 2591, 2592, that more than 20,000 cars of an 128,500 ing from their customary Minneapolis to 2597, 2599, 2623, 2630, 2636, 2904 and car fleet were in storage as of June 1. Grand Forks, N.D., haunts, including trips 2909 at La Grange for the GP39E project. With a continued weak demand for to the Twin Ports on Nos. 141/142 and The SD20C project is shaky at this writ­ American-made automobiles and trucks Chicago on 107/142. Perhaps the most no­ ing, with SD9 6225 currently at Babbitt, in the Pacific Northwest, BN dropped table power consist of the month was No. Minn., with the 6159, 6166 and 6219 set symbol 33 during June. Auto racks are 224 into Lincoln on June 24, with Desert aside as possible candidates. now moved on train 15 out of Chicago, Storm SD60M 1991 leading Oakway SD60 Heavy maintenance work on locomo­ with an advance section operated on 9028, Santa Fe SD40-2s 5187 and 5121 and tives continues, with 16 B30-7ABs re­ heavy days. With the elimination of trains sister SD40 5010 as well as CR SD60 6811. turned from Montreal as of mid-May. 41, 42 and 46 between Minneapolis and Methane conversion SD40-2 7890 was due Dilworth, Minn., BN has dropped symbol out of CEECO in early June, with a modi­ 43 as well, with No. 41 now operating dai­ Motive Power Status Report fied paint scheme to tout its "Gas-The ly between Chicago and St. PauL Mark of Efficiently" image. Modification of The flow of foreign units on BN rails has A mid-year check finds a total of 2,084 BN 102 units-50 GP50s and 52 SD40-2s­ slowed considerably from earlier months of and 271 leased units active on the proper­ with the LARS system is complete, with 1991, with most sightings related to coal ty, compared to 1,994 BN units and a simi­ SDs 7151 and 7877 also equipped for trains. Recent pool activity found Conrail lar leased unit status on June 1. This re­ ARES controL These units were repainted SD40-2 6420 on No. 101 in Minneapolis on flects a drop in stored units from 266 to by LRC in the "stripe " modification report­ June 9, while Norfolk Southern SD60 6633 172 during the course of June (serviceable ed last month. This pair of EMDs is as­ was used on the 48-RC262 into the Mill units only). BN has elected to restore most signed to taconite trains out of Superior, City on June 23. The biggest GM power of the SD40-2 and C30-7 fleet to duty, Wis. Another paint scheme variation may available is commonly interchanged by while several former CB&Q and C&S SD9s be in the works for the next order of other pooling partners, with Soo SD60s have been restored. The major categories SD60Ms (ACs?) due in early 1993. 6019/6003 handling the 74-CC274 out of of units listed as serviceable on July 1 in­ Thanks to La VerneAndreessen, John Forsyth, Mont., on June 30. On the same cluded 28 U30Cs as well as 27 each of the Baukus, BN, Mike Cleary, Fred Hyde, day, a wayward Kansas City Southern 722 venerable GP9 and SD9 classes. Thirty lo­ Mike Kiriazis, Dave Kroeger, Wes Leathe­ worked the 51-TT006 out of Mandan, N.D. comotives were classified as unservice­ rock, NORTHWEST RAiLFAN, Tom Robinson, Soo SD40/SD40-2s were assigned to gener- able at mid-year, including 17 GP9s. Forty- Mi chael Sawyer and TRAFFIC WORLD.

Feather River Route-Part Tw o A Geographical Tour: Keddie to Salt Lake City It·s been seven years since the Western Pacific Railroad lost its independence by merger into the Union Pacific System. In this. the second of a two-volume set. author Ken Rattenne takes you from the tiny railroad town of Keddie. deep in the Feather River Canyon. into the starkly magnificent desett country of Nevada and Utah. to Salt Lake Ciry. Along the way. you'lI see a salon of the railroad and its trains ...from the 4·6·0s on the Feather River Exp reJS to FP7s on the. California Zephyr, and from the "Fabulous Four" F·units to green-and. orange GP40-2s along the Humboldt. And it's done with spectacular photography and sensitive prose. For Western Pacific fa ns. this is THE book! The Feather River Route is not meant to be an all-encompassing historic volume (though you will find much history). nor a technical treatise on motive power and rolling stock (though much of the railroad 's hardware is presented). It is meant to convey the fe eling of the railroad .. the relationship between people and machines. and the battle they waged against nacure and economic setbacks to keep the trains running. A Trans·Anglo book. 168 pages, 324 and 24 co o photos,THE FEAT10'1, HERx 8';'" RIVER album ROUTE-PART format. hardbound TWO. with dust jackeB&Wt. l r 8303 ...... color...... San Francisco to Keddie, 144pages, 275 47.95 andSTILL AVAphotos,ILABLE-PART hardb und. ONE. B&W q1color ...... o...... G.�

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First GP60Bs Arrive

The first units of Santa Fe's 34 cabless GP60s were released from General Motors' London, Ont., shops in early and mid-July. The first GP60B, unit 325, left London on Ju­ ly 4-by mid-July it was the sole "Super Booster" on Santa Fe rails. On July 18 it be­ came the first GP60B to appear in Southern California, arriving on a 198 train in the cen­ ter of a solid Super Fleet GP60M consist. Santa Fe expected 17 units to be released in July, and the final six to arrive on AT &SF rails in August.

Worth the Wait: 3751 Steams Up

On June 23, San Bernardino Railroad His­ torical Society officials lit the fires of ex­ AT &SF 4-8-4 3751, placing the Northern under steam for the first time in nearly 30 years. But after almost ten years of plan­ ning and hard work, and a heartbreaking decision to cancel the planned inaugural The 98 and 95 lead AT&SF special at Roosevelt Road in Chicago on June 17. run to Railfair '91 in Sacramento, SBRHS spirits were anything but dim. "It's a major milestone," said SBRHS Santa Fe Operates Private Dinner Trains President Scott Brittin, "after 28 years of si­ lence to finally hear that whistle blow he ghosts of the Chiefs came to life for three days in mid-June as Santa Fe oper­ Tated a private train on an unusual circle route around Chicago. again." Brittin said 3751 is in the finetuning At the special request of an important customer, Santa Fe arranged to operated the train from Chicago Union Station to Joliet on its own rails, from Joliet to Eola on Elgin, Joliet & Eastern, and from Eola backto Union Station on Burlington Northern. The rail­ road assembled a spotless train of business car equipment which included sleeper Re­ gal Arms, dome lounge 60, diner Fred Harvey and lounge 62 for this service. FP45 loco­ motives 98 and 95 in the red/silver passenger paint scheme were assigned to the train. You should have professional The train left Union Station upon arrival of the railroad's guests at or shortly after help to select the best one. 7:05 p.m. on June 17, 18 and 19 and headed out to Joliet. making the run in about Servingthe Rail Fan community 55 minutes. At Santa Fe's Joliet Yard (the trains did not operate to Joliet Union Sta­ for 10 years, we stock industrial tion), the power ran around the consist, which then headed north up the EJ&E con­ quality portable, mobile, and nection and over the Sanitary & Ship Canal lift bridge. Unfortunately, the rare oper­ home receivers. ation of Warbonnet diesels and passenger eqUipment over the J took place after WRITE OR CALL FOR MORE INFORMATION. sunset, although the sight of this ghost of the Chief rolling past the J's wooden Plain­ field depot must have astounded any onlookers. At Eola, the trains used the north wye to back down into BN's yard, pulling for­ SOUTHWEST ward from there onto the three-track main line. Arrival at Union Station was be- ELECTRONICS tween 10:15 and 11 p.m. Elson Rush P.o. Box 1099 • Prescott, /I\l86302 (602) 445-1942 ��..;::�-< "'t's smart to buy from an t""hJ.iri�J""

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42 . SEPTEMBER 1991 stage, and probably won't be steamed up but did not overturn, while lead unit 3447, a original 1910 wooden depot was given to again until August. At that point the 4-8-4 GP39-2, derailed its rear truck only. The de­ the city in 1982. willbegin break-in runs, and finally exitthe railment, located on the Panhandle Subdivi­ However, the depot at Alva, Okla., is California Steel grounds which have been sion at the Texas-Oklahoma border, closed faring less well. One AT&SF signal its home for several years. the line for most of the day; as a result three maintainer currently occupies the build­ With the restoration (which has cost westbounds and four eastbounds were ing, but is scheduled to be moved out in approximately $300,000 as of late June) forced to detour around the site via the La the near future. Once that happens, the now nearing completion, Brittin says the Junta Sub to Amarillo, Texas. The east­ depot is expected to be demolished. SBRHS is turning its attention to where bound 1-891-19 had already passed Amaril­ In a final depot-related note, the con­ and when the 3751 will travel as it begins lo at the time of the derailment; it ran to crete depot at Shattuck, Okla., was recent­ its new life. Plans already call for a Cali­ Pampa, Texas, where the power ran around ly given to the city of Shattuck, and moved fo rnia Limited-style train, to replace the the train and brought it back to Amarillo. a half mile away from AT &SF rails. To ac­ trip canceled in May (ticket holders for the Other detouring trains included the east­ complish this the depot was first split into original trip will have space reserved for bound 1-861-18, the l-SLACH-18, and the 1- two halves, moved and then rejoined. them on the new trip). After that, the 3751 0LANY- 19; westbound detours consisted of is expected to attend the NRHS Conven­ the 1-189-19, 1-198-19 and 1-398-20. tion at San Jose in July 1992, and SBRHS New Santa Fe Symbols is also talking with the NRHS's Southern California Chapter to firm plans for a trip Depot Doings June 24 marked the debut of the 781 train, to Barstow in the near future. an overflow train for traffic normally car­ Incidentally, fans wishing to hear Barstow, Calif., is planning to restore its ried on the El Paso-Chicago 791 train. The 3751 's whistle (it's already being labeled a classic Harvey House depot. In mid-July 781 train runs on Mondays only, originat­ classic) can do so by calling the SBRHS in­ the city approved an agreement to re­ ing in El Paso, and like the 791, carries formation line at 1-800-321-3751. store the 80-year old depot and restau­ Ford Motor parts bound for Detroit. rant and authorized $1.25 million to refur­ Also making its June debut was the new bish the building and turn it into a transit symbol 563, an intermodalJgeneral marLifest Troubles in Texas center. The city also awarded a contract train running once a week between Dallas to restore the Spanish-Mediterranean­ and Kansas City. The train, which began Santa Fe experienced two derailments in style facade. running in late June, originates at Dallas the Texas Panhandle during a six-day peri­ The work is being partially financed and departs on Sundays only. od in mid-July. The first occurred when 25 by a $1.7 million transportation grant A new doublestack service in early Ju­ cars of a westbound 199 train derailed at from the state. Once the planned restora­ ly-the SKCLA and SLAKC trains, carrying Bovina, Texas, on AT&SF's Hereford Subdi­ tion is complete (the city has targeted a K Line doublestack containers between vision. The July 15 derailment, caused by a fall 1991 completion date), the Harvey Kansas City and Los Angeles. The west­ broken axle on trailing unit GP50 3823, sent House will be converted into a trans­ bound SKCLA departs Kansas City at 11:30 14 trains detouring between Texico and portation center for Amtrak and regional p.rn. on Thursdays, arriving in L.A. Satur­ Canyon via the Plainview Subdivision be­ bus services. The west wing will house a day evening. The eastbound train departs fore the Hereford Sub was reopened. waiting room for travelers , a baggage L.A. at 9 p.m. on Sundays. The first west­ The second mishap occurred on the room and gift shop, while the main build­ bound departed K.C. on July 4, while the mOrning of July 20 at Higgins, Texas, when ing will house a coffee shop, dining room, first eastbound left L.A. July 7. the trailing two units of a westbound 1-368- retail shops and a museum. 19 derailed and turned over, spilling seven The current AT&SF depot at Waynoka, cars. The overturnedlocomoti ves, B40-8 Texas, may become an inn later this year, 7413 and GP60 4039, caught fire and re­ when the railway moves its last people Colorful Cowl Consists ceived major damage. The second unit of out of the structure. The depot's reading the four-unit consist, GP35 2927, derailed room serves as the current depot ; the While its safe to say that Santa Fe's fleet of cowl units are approaching the twilight of their colorful careers, its also a fact that the ARTICULATED STEAM LOCOMOTIVES entire fleet is still going strongon the Santa OF Sierra/Rockies Spectacular Fe's main lines more than 20 years after NORTH AMERICA Join us on our private car trip Oakland/Denver Oct. 5-9 thru their delivery in 1967-1968 (with the excep­ VOLUME II the Sierra and Rockies during the Fall Colors in daylight tion of FP45 5944, which was destroyed in a onboard our open observation, dome and sleeper. Day trips, wreck in 1981). And withthe addition of the overnight & oneways OK. Call or write for information. N ex-Amtrak SDF40-2s in 1984, cowls contin­ Trains P.O. Box 1997 Portola, CA 96122 ues to provide a strong presence in 1991. UnI" unite " d • Tours E (916) 836-1745 Keeping the economic realities of the 1990s and the advanced age of the six-axle W F-unit fleet in mind, however, its always worth an extra effort to photograph AT&SF's classic cowls before it's too late. B And in recent months, sightings of 5950s ��;'���J and 5250s, and 90-class power on the point of trains have steadily risen. But it is still o Western Railroad Memories: A collection unequalled in its an event when Santa Fe puts together an rarity from SF and SP. Steam locomotives being streamlined and repaired, safety tips for the right of way workers and all-F consist-and on June 26, two solid $24.95 o numerous workshop scenes. 55 min. COLOR & b/w cowl consists were spotted. The first, at Union Pacific Memories. For lovers of steam engines. See Panhandle, Texas, consisted of the servicing, washing, heavy repairs. Go for a ride with the engineer K in the cab. Also see the CTC boards, conductors, passenger 5258/97/5251 (SDF40-2/SDFP45/SDF40-2) COMPLETES THE IllSTORY OF INVENTION trains and freight yard footage. 50 min. COLOR $24.95 AND DEVELOPMENT OF leading the eastbound 2-976-23; the sec­ Them Thar Trains #1 . Rare train films from the steam days 10,000 ARTICULATED LOCOMOTIVES featuring the Nickle Plate Road and the Missouri Pacific. See near ond lashup, seen later in the day, fea­ 370 PHOTOS, 256 PAGES wrecks with 1930s cars, torpedoes, signals and safety tips from tured the solid SDF45 trio of 5980, 5978 $29 an old timer with lots of train action. 50 min. COLOR $24.95. • POSTPAID USA VHS or BetiJ. $3.SO shipping on any size order. VISA I Me I AM EXaccepted. and 5970, leading the westbound 1-668- More Unique Releases .... 26 train through Amarillo, Texas. �Sl1NDANCEPUBLICATIONS ffiIriIPL. Free Catalog-Contact Thanks to Jay Hawk, O.R. Bixler, Jim 250 Broadway, Denver, CO. 80203 . MOVIECRAFT . P.O. Box 438 ' Orland Pari<, tl 60462 Grey, Scott BrittinlSBRHS, Starpacer, San­ \:::(��i Telephone 303 - 777 - 2880 (708) 460-9082 (708) 450 9099 ta Fe Railway and the SAN BERNARDINO SUN.

PACIFIC RAILNews • 43 CITY SCENE

Just weeks before the merger into Union Pacif­ ic was formalized, a northbound Katy train rolls into the south throat of Rosedale Ya rd, utiliz­ ing its BN trackage rights in July 1988. Wayne Kuchinsky

from a long period of hard times to become an effi­ The Border Tier and Miss Katy cient money-making machine and attractive merger candidate. As happened quite often in its history, Stifled by the Civil War, railroad construction in the the MKT was in financial difficulty. Under the com­ Kansas City area exploded in the decade following mand of John Barriger, the Katy was slowly emerg­ the conflict. The arrival of the Missouri Pacific in ing from more than a decade of existing on the Kansas City in 1865 signaled the beginning of a brink. The MKT was also in the merger picture, but tidal wave of rail development that laid the founda­ it was lOOking for a partner, not being courted. With tion for one of America's major rail centers. One of traffic to both the Southeast and Southwest, the the pioneers in this movement was the Kansas & Frisco was the dominant carrier with 20 trains a Neosho Valley, locally and colloquially known as the day, while the MKT generated three each way per Border Tier Line. The Border Tier metamorphosed day. Two harbingers of the future, unit coal trains into the Missouri River, Fort Scott & Gulf and made and run-throughs, were already running as Frisco a race with the MK&T and the Leavenworth, trains. SLSF pooled power with the UP and later Lawrence & Galveston to reach Indian Territory. SCL on trains such as NWF (Northwest Forwarder) The MRFS&G actually reached Indian Territory first and had a unit coal train out of Oklahoma to the but failed to enter at the right location. Thus, the Missouri Public Service power plant at Sibley, Mo. Katy was awarded exclusive rights to cross Indian In addition to the run-through power, it stabled F­ Territory en route to Texas. By 1888, the MRFS&G units, first and second generation hoods from EMD had continued its chameleon act, changing into the and General Electric U-Boats in a mix of old black­ Kansas City, Fort Scott & Gulf. The Katy was emerg­ and-yellow paint as well as the newer Mandarin­ ing from nearly a decade of being pillaged by Jay and-white. The MKT's all-EMD roster dressed in De­ Gould and was looking for access to Kansas City. ramus era red, featured numerous hybrids in Alco Colonel Robert Stevens, first General Manager of and Baldwin shells, F-units andfirst generation MK&T, had built 95 miles of railroad called the Geeps and sprinkling of GP40s purchased by the Kansas City & Pacific Railway from Parsons to a Barriger Administration. Though the traffic density connection with the KCFS&G at Paola, Kan. Stevens was moderate, the majority of this potpourri of mo­ acquired trackage rights to Kansas City over his old tive power and color schemes appeared in daylight nemesis and leased his railroad to his former em­ hours with long periods of inactivity during the ployer. The former Border Tier eventually came into night. This combination of traffic distribution and the Saint Louis-San Francisco camp while the interesting railroads with a rather eclectic rosters of Kansas City & Pacific (including the trackage rights) motive power, made for an attractive choice for was absorbed by the Katy. The scope of this article train watching during this era. will be limited to the northern portion of the track­ Fastforwarding through the 1970s found the age shared by these two long-time foes. Katy gathering traffic primarily from Union Pacific. Bringing the scene forward to the late 1960s: Lit­ UP power began to appear on MKT trains ; this cre­ tle has changed except for the early end of passen­ ated an identification crisis when Armour yellow­ ger service on both railroads. Frisco had emerged clad units led the train and a UP caboose brought

44 . SEPTEMBER 1991 Southbound on the ex­ Frisco Border Tier line in 1986, Burlington North­ ern 5125 and two GE brethren pass an MKT train of mixed pigs and auto racks using its trackage rights to Paola, Kan. Wayne Kuchinsky

up the rear. The influx of traffic from the Union Pa­ better choice. Wedd Street, a dead-end off 75th, offers cific boosted Kathy numbers into the double-digit an elevated shot for afternoon trains. Marshall Drive range per day without affecting Frisco numbers. reaches an attractive photo area at 81st Street called Both roads pruned first generation power offof Lenexa Hill. Note the concrete ties used in this area. their road freights if not their rosters. MKT debuted Further south along Santa Fe Trail is another a new green paint scheme early in the decade and area full of potential photo locations. For the next leased power from the DM&IR to add more color and variety to the line. Both railroads survived the 1970s as independents-barely. The 1980s brought numerous changes to line and the railroads running on it. In November of BN's 1980, BN absorbed the Frisco, temporarily creating a more kaleidoscopic array of color schemes than Ex-Frisco before. The UP pooling with the SLSF continued for a short time after the merger, creating some colorful if not color-coordinated lashups of Line

SLSF/BNIUP power. The MPIUPIWP merger in 63rd St. 1982 shut off much of the traffic the UP was inter­ changing to the Katy. However, the Katy was able to get some additional traffic in run-throughs from 67th St. C&NW and Milwaukee Road to soften the blow. Much of the new traffic came from former all-Rock Island movements now moving via the new owner of the Spine Line, C&NW. The addition of units from the MKT's new partners again spiced up the 75th St. spectrum of colors moving down the line. After the last of Frisco engines was repainted, much of the Note: Industrial spurs in mid-1 980s was status quo. Only the Conrail units Lenexa not shown due to running on the MKT provided some new variety. space limitations After several false starts, UP purchased the Katy and eventually absorbed its operation. Let's look at current operations on this still­ 87th St. bustling line, focusing on trackage from the south throat of what was Rosedale Yard to the end of the double track at Moss. After crossing Southwest Boulevard, the former SLSF line ducks under Inter­ state 35 and heads southwest with Merriam Lane and 1-35 bracketing either side of the double track. It 95th St. should be mentioned that until recently, the double track was not a pair of equally maintained tracks. Due to moderate traffic and Frisco's economic trou­ bles, only the west pair of rails was maintained to mainline standards. Thus, quite often crossover "C" in Lenexa was a waiting place for trains switching over to the more western set of tracks. The line veers to a more southerly direction after crossing Antioch Road. Both 1-35 and Merriam Lane (now named Merriam Drive) follow suit, though Mer­ riam Drive ends at 63rd Street. 1-35 is perennially un­ der construction through affluent Johnson County and as a result the Interstate is not a particularly fast track to pursue the BN; surface roads are probably a

PACIFIC RAllNews • 45 two miles, numerous settings are available to cap­ of the double track at Moss. ture the 30 or more trains that ply the line in a 24- The BN provides the bulk of the action on the line hour period. An especially scenic spot is old down­ with the UP currently running only a handful of town Lenexa. The original Frisco station was re­ trains. The vast majority of UP action moving be­ cently replaced by an attractive brick depot with a tween Kansas City and the South and Southwest us­ clock tower, used by BN personnel servicing a es the former MoPac line to Paola. UP traffic running seeming plethora of industrial parks located in over the BN consists primarily of unit coal and grain Lenexa. Another potential photo spot is the Mar­ trains. When the upgrading of the Katy south of Pao­ shall Drive bridge, the former location of crossover la is completed there are plans to operate the MoPac "C." Due to being located on a short straightaway and Katy lines as a widely separated double track. between two curves, crossover "C" was moved a This could mean an increase in traffic exercising the half mile south and renamed Charlie. Still used as a MKT trackage rights over the BN. The BN route to meeting and passing location, the signals at Charlie Paola is 10 miles shorter than the ex-MoPac routing, are useful in advance warning of approaching thus along with the 30 mile advantage on the MKT trains. The crossover is also used by the Lenexa Lo­ south of Paola, there is considerable savings in train cals to access the various industrial leads. miles using an all-MKT routing into Oklahoma. Santa Fe Trail becomes Kansas City Road and While UP runs rather typical lashups of Armour follows the track to Olathe, Kan. However, it is cur­ Yellow-clad units, the BN features a variety of Cas­ rently closed at 119th Street due to construction on cade Green paint as well as LMX sharks. Oakways, adjacent I-35. I-35 parallels the BN to Olathe before leased power, and various foreign line power. crossing it on the south edge of town. If you wish to Throw in some attractive settings, and the photog­ follow the line further, the U.S. Highway 169 exit rapher or train watcher has a good recipe for an en­ will provide the answer to your wishes to the end joyable experience.

Things are busy at Tay­ lor, Texas, in July 1990 as a northbound Georgetown Railroad gravel train, pulled by a pair of Conrail units (6353 and 6385), passes a UP train waiting to de­ part Taylor Yard on the ex-MP main line. In the distance, a southbound Georgetown gravel train sporting SP power waits for its turn to move. The northbound gravel train will negotiate the inter­ change track and enter the ex-Katy line crossing in the background. Carl M. Lehman

the outskirts of town you will see the sign for Busi­ Taylor, Texas ness 79; take this to Main Street and turn right. In one block you will need to veer to the right of the Taylor, Texas, is where the old Missouri Pacific (MP) overpass and go to the grade crossing below it. main line from San Antonio to Little Rock and the This is a perfect spot to watch and photograph Midwest crossed the old Missouri-Kansas-Texas north and southbound trains, and it offers shade on main line between Houston and Ft. Worth. The MP hot Texas summer days. had trackage rights on the Katy from Taylor to Ft. A six-track yard ends under the Main Street over­ Worth. Now both roads are part of Union Pacific, pass, and trains stop for crew changes. From a and traffic is still very heavy. pedestrian walkway on the overpass you can get Taylor is about 25 miles northeast of Austin, and very good photos of southbound trains. Because the driving there you initially follow I-35. At Round walkway is only on the north side, and is fenced, Rock, exit the expressway and go east on U.S. 79, in you cannot get shots of northbound trains in the the process paralleling the Union Pacific (ex-MP) yard. The UP main line south of the Taylor yard goes main line most of the 17 miles to Taylor. The speed up a hillthat is very good for morning photos of limit for freight trains through here is 60 mph. On southbound trains. You can get to the road that par-

46 . SEPTEMBER 1991 The north end of the yard at Taylor as viewed from under the Main Street underpass in June 1990. Three trains wait to depart northbound on the ex-MoPac line, while a southbound is just entering the yard. Carl M. Lehman

allels the yard and leads to the hill by continuing on at Round Rock through Taylor on the UP also de­ Main Street and taking the first right turn onto Oak serve photographic attention. They use Thrall grav­ Street. Oak ends at Doak ; take a right. Doak Street el cars, gondolas and the Georgetown's conveyer curves to the left and parallels the yard and the main belt equipped "Dump Train " car sets. Georgetown street for about 5 miles, including the hill section. also has sets of gondolas that are articulated, like Just north of Main Street, along First Street, is the doublestack cars, and are open for their entire small building used by the UP crews. It looks similar length. The gravel trains frequently run with sold to an Amtrak passenger station, and it is where the consists of the Georgetown's own units, or mixed Texas Eagle stops, but it has no provisions for pas­ and solid consists of Union Pacific, Southern Pacific sengers ; they wait in their cars. Keep going north on and even Conrail units. First Street, and you will cross the interchange track. The switch on the ex-Katy is "Transfer Jct. " This track is used by the passenger train, the San Antonio unit coal train, and freights between Ft. Worth and San Antonio. The old Katy passenger station is be­ tween this track and the Katy main line, and since To it's closed, you can park in the shade under its eves. Good photos can be taken of southbound trains on the ex-MP main and northbound trains on the ex­ Katy main from the crossing by the station. About a third of Union Pacific trains use the inter­ change track and take the ex-Katy line to the north ; the other two-thirds follow the ex-MP main line to the northeast. The old Katy line south from Taylor to Smithville is used mainly by another unit coal train that serves the Lower Colorado River power plant just to the east of LaGrange. Radio frequencies heard in Taylor are : MP Road 160.410, MP Yard 160.470, UP PBX 160.815 and MKT Road 160.590. The 72 miles of UP main line from Round Rock through Taylor to Hearne run right beside U.S. 79. With frequent fast trains, slightly hilly wooded coun­ try, and the crossing of four main lines (ex-Katy at TAYLOR Taylor, Santa Fe at Milano, UP at Va lley Junction and SP at Hearne), and connections with two short lines (Georgetown Railroad at Round Rock and the Rock­ dale, Sandow & Southern at Marjorie), it's a great place to railfan. Valley Junction and Marjorie are not on any Texas maps, they are a crossing and siding, respectively, on the UP system. Valley Junction is 3.8 rail miles west of Hearne on U.S. 79, and Marjorie is 15 rail miles east of Thrall, again along U.S. 79. The Santa Fe runs many different types of trains thru Mi­ lano, including unit grain, potash and coal trains. The SP also runs unit coal trains and some fast, time-sen­ Taylor, sitive freights, including the " Memphis Blue Streak," through Hearne. Amtrak's Eagle runs north and south in daylight between Roundrock and Taylor. Texas If you go south from Roundrock 4 liz miles to Mc­ Neil, there is an interchange with a third short line, the Austin & Northwestern. This is the line that c: o should soon be running excursions with a rebuilt '" � Southern Pacific 2-8-2 steam engine. T The Georgetown Railroad unit gravel trains that run several times each day from their interchange

PACIFIC RAILNews • 47 t � -- ______�--ft--·-j �� -A -L-A--S-K-A R- A--I-L-R-O -A--D------_ OF RAILROADING r..-- J

ABOVE: One of the wonders of the Alaska Railroad is the Mears Memorial Bridge over the Ta nana River at Nenana. The river was one of the last obstacles to the completion of the railroad, and when the bridge was finished so was the ARR. President Warren G. Harding came to Alas­ ka and drove the Golden Spike during a ceremony at the north end of the bridge on July 15, 1923. The bridge is one of the largest non-sup­ ported through-truss bridges in the world. GP49 2804 peeks its nose out of the north end of the huge structure en route to Fairbanks with a northbound Express on June 8, 1990. RIGHT: To the north of Denali is the treacherous Nanana River Canyon, where the rails curve along the edge of the canyon wall, limiting train speeds to about 15 mph. A southbound Express has emerged from Moody Tunnel en route to Denali .

Al aska ! The last railroad frontier in the United States . This remote state, the largest in the Union, is served by two railroads : the White Pass & Yukon, which is now essentially a tourist railroad, and the state-owned Alaska Railroad, which stretches from Seward, on the Gulf of Alaska through Anchorage to Fairbanks, with a branch from Fairbanks to the end of the line at Eielson Air Force Base, near the appropriately named town of North Pole. For a relatively small railroad-536 route miles-the Alaska possesses a variety of equipment to interest any rail-oriented visitor. In addition to freight trains, the road offers extensive passenger services with RDCs, domes and brand-new coaches and food-service cars built in Korea.

PHOTOS BY STEVE GLiSCHINSKI

48 . SEPTEMBER 1991

ABOVE: GP39 2807 leads a northbound Express at Eklutna, Alaska, on June 3, 1990. Run­ ning daily during the summer months, the trains carry an ex­ UP dome, plus former-AT&SF Big Domes and the ex-SP com­ mute bilevels rebuilt into luxuri­ ous Ultra Domes for Princess Tours. RIGHT: In 1990, Alaska Railroad still utilized cabooses. Cab 1076 passes through Dome, 14 miles east of Fair­ banks , on a southbound freight. Since the ARR tracks run slightly north out of Fair­ banks, Dome carries the dis­ tinction of being the most northern point reached by rail­ road tracks in North America.

50 . SEPTEMBER 1991 ______OF RAILROADING rr-I I �t �-�I A--L-A -S---KA--R-A--I -L -R -O--A-D------­

ABOVE: Amtrak's Auto Train has nothing on the Whittier Shuttle. The only way to Whittier is by ship or rail; the Alaska helps out by transporting passengers and their cars between Portage and Whittier. Passengers ride in their vehicles or in a coach if they want to visit the town on foot. Here, the Shuffle is heading east out of Portage on its 12-mile trip; the complement of cars, rental trucks and campers is pulled by GP40-2 3004 wearing the old black-and-gold ARR paint. RIGHT: The Alaska's ROC service to the Port of Seward, 114 miles south of Anchorage, is increasing in popularity-in part because of the scenery along the route. The first 64 miles hug the water's edge on the Turnagin Arm of Cook Inlet, then the tracks plunge inland through rugged mountain ter­ rain with tunnels and horseshoe curves. Seward-bound ROCs 702, 712 and 711 are shown at Moose Pass on June 2, 1990.

PACIFIC RAILNews • 51 52 . SEPTEMBER 1990 Denali National Park, 225 miles north of An­ chorage, is the prime destination of Alaska's Ex press passenger trains. Lucky passengers on the route can catch a glimpse of 20,320- foot Mt. McKinley, the tallest peak in North America. LEFT: Having just departed Denali Park station, a southbound Express crosses the trestle over Riley Creek, then makes a sweep­ ing curve to the east. ABOVE: A little further down the road a southbound Express ap­ proaches Summit, 35 miles south of the park, on June 6, 1990.

RIGHT: Fairbanks is the northern terminal point for the Alaska Railroad. The town's economy relies on tourists, the University of Alaska and income from two area military bases to keep going, but industries in the area also generate traffic for the Alaska to haul. On June 7, 1990, an intermodal train leaves the Fairbanks pig­ gyback yard bound for Anchorage.

� -- ______t ------�--.,--�- �� -A--L A S-K-A R A-I -L-R-O A-D -- ­ OF RAILROADING

PACIFIC RAILNews • 53 bus companies who would profit from the sales of scrap. Into this picture stepped a young entrepreneur named Jay Maeder who saw a future in what was left of the line. His creation, called Speed ra il, was a valiant attempt to mod­ ernize the lines to Waukesha and Hales Corners. Progress was dramatically stopped on September 2, 1950, the day a tragic head on wreck killed ten riders, many of them railfans. This pathetic tale of transit gone awry is painstakingly told by Larry Sakar of the Milwaukee Electric Railway & Transit Histo rical Society. The narrative is illustrat­ ed by 40 black & white and 22 color pho­ tographs, maps, newspaper clips, timeta­ bles, and tickets. 64 pp., 8 '/2 x 11" softbound. By 1950, the once vast and successfu l Interurbans Special 117. Milwaukee Electric Railway and Light Co. Bl 17 (Ready July) 19.95 was a pale shadow of its former self poised for abandonment and takeover by

Milwaukee's last Rapid Transit?

JW��=if!!!9!!l1!�ifIIAvailable fr om your local ... bookseller, or direct. TOLL-FREE ORDERS: The long Beach line Then-And Now. It's been 30 years now since the last surviving Ii 1-800-899-8722 (M-F 9-5) the once-great Pacific Electric Ry. gave up the ghost. In this colorful new book, author Jim Add $3.50 p / h first item, $1.00 each Walker provides us with background of the line, then we depart from the downtown additional. Calif- tion for a trip down the Long Beach Line during its final years. But there's a happy a- ornians, please tion, with the emergence of the new Metro Blue Line-and all indications point to success! The add sales tax. author's camera is joined by the photography of Ira L. Swett, Don Brown, Bob McVay, and others, in a pleasing selection of 55 B&W and 28 glorious color views, yesterday and today. 48 pages, 8 '/2 x1 1" softbound, with color cover. Inte rurbans Special 118. Bl 18 $15.95 PRN CLASSIFIED ADS AWARD-WINNING

RATES: 45C a word/40C a word for ads running ORIGINAL KODAK PROCESSED KODACHROMES: Quality PRODUCTIONS three or more months/$10 per issue minimum. Pay­ roster shots of locomotives and cabooses from eighty FROM ment in advance. WE reserve the right to edit all diifferent companies, List, two samples, $2.00. James copy and refuse any listings. Ads cannot be ac­ DuBose, 23 Northridge, Sherman, IL 62684 333-335 knowledged, nor can proof copies be sent. Closing date: two months before issue date. Count all num­ EIESENBAHN KURIER VIDEO now available in the bers, name and address. Home/office street address N,lS.C.-VHS format for use in the USA and Canada. and telephone number must accompany order. The best in professionally made international video. German narration only, Send LSSAE for free brochure, GANDY'DANCER Green Board Railroadiana, Dept. N, JFK Airport Sta­ �VIDEOS OLD STOCK CERTIFICATES! Catalog plus three beauti­ tion, P.O. Box 30451, Jamaica, NY 1 1430.9991 334 ful certificates (including railroad) $4.95. Also buy! Ken Prag, P.O. Box 53 1 PR, Burlingame, CA 9401 1. MAP RR OF CONTINENTAL US 36' x 58' unfolded 4-col­ * (415) 566-6400 325-336 or, 548 rail companies shown, Amtrak highlighted, S 12 CONVERSION OF 3985 map plus $3 shipping/handling, Outside US add $ 1991 Northern Colorado Media WANTED: Railroad books, paper collections, Cyclope­ S1.20, VISA, MC, checks accepted, Pay to Railroad Professionals First Place Award dios, equipment registers, operating manuals, pocket Information Services, P,O. Box 1429, Georgetown, colendars, lanterns, china, railroadiana. Steve Botan, Texas 78627. The only contemporary RR (US) wall fo r "Best Videography." 19822 Lexington, Huntington Beach, CA 92646, map available. 334 Step by step conversion of UP 3985 (714)962-1126 326-337 to oil, and test run, pulling APL train. 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