ThePoW'er o£the 80~s • • •

Foto Ojenus GENERAL ELECTRIC Power Line-Up . .. Pulling For You . Left: Atchison, Topeka & Santa Fe " Dash 8- 40B" Nos. 7410-7429, OMI #5152; Center: Conrail "Dash 8-40B" Nos. 5060-5089, OMI #5141 ; Right: Southern Pacific "Dash 8-B39" Nos. 8000-8039, OMI #5134. Suggested retail $334.28.

'ii;; .;;. ,...... -:­ !!:::::::H:!:!}:~ "" .,.,,',!!: ~~,! ,

M.rdan Photography CHESSIE SYSTEM

PACIFIC RAILNEWS and PACIFIC NEWS are regis­ tered trademarks of Interurban Press, a California Corporation.

PUBLISHER: Mac Sebree EDITOR: Don Gulbrandsen Of Geeps and Cadillacs ASSOCIATE EDITOR: Mike Schafer ASSISTANT EDITOR: Elrond Lawrence A last encore for Rio Grande's first-generation power CONTRIBUTING EDITOR: Jim Walker R, C. Farewell EDITORIAL CONSULTANT: Dick Stephenson 2 2 ART DIRECTOR: Mark Dannema n CONTRIBUTING ARTIST: John Signor PRODUCTION MANAGER: Ray Geyer CIRCULATION MANAGER: Bob Schneider Winter on Donner RAILROAD COLUMNISTS AMTRAK/ PASSENGER-Dick Stephenson SP battles the elements to keep trains rolling through the Sierra 655 Canyon Dr .. Glendale, CA 91206 AT&SF-Elrand G. Lawrence 28 Richard Steinheimer P.O. 8ox6128, Glendale, CA 91225 BURLINGTON NORTHERN-Karl Rasmussen 11449 Goldenrod St. NW, Coon Rapids, MN 55433 CANADA WEST-Doug Cummings 5963 K~chener SI.. Burnaby, BC V5B 2J3 I DEPARTMENTS I C&NW-Michael W. Blaszak 910 N. Sherwood Dr.. LaGrange Pork , IL 60525 4 EXPEDITER 21 ATCHISON , TOPEKA & SANTA FE D&RGW-Richard C. Farewell 9729 w. 76th Ave .. ANada, CO 8COJ5 6 SOUTHERN PACIFIC LINES 39 REGIONALS ILLINOIS CENTRAL-David J. Daisy 8 BU RLI NGTON NORTHERN 41 TRANSIT 746 N. Bruns Lane Apt. A, Springfield, IL 62702 10 ILLINOIS CENTRAL 44 SHORT LINES MEXICO---Clifford R. Prather 12 UNION PACI FIC 45 MEXICO P.O. Box 925, Santa Ana, CA 92702 15 CHICAGO & NORTH WESTERN 46 CITY SCENE PRESERVATION-Brian L. Norden 16 AMTRAK/PASSEN GER 52 IMAGES OF RAILROADING P.O. Box 30 12, Industry, CA 91744 55 PRN CLASSIFIEDS REGIONALS-Allen Meyers 19 SOO LINE 15056 Binney St .. Hacienda Heights, CA 91745 SHORT LlNE5-Robert C. Gallegos P.O. Box 379, Waukesha, WI 53187 PACIFIC RAILNEWS (USPS 862840) is published monthly by Interur­ EDITORIAL ADDRESS : Submit all photos, article submissions SOO LINE-Karl Rasmussen ban Press (a corporation). 1741 Gardena Ave., Glendale, CA and editorial correspondence to: 11449 Goldenrod St. NW, Coon Rapids, MN 55433 91204. Second-class postage paid at Glendale, CA 91209 and ad­ PACIFIC RAIL NEws ditional offices. POSTMASTER : Send address changes to: PACIF­ P.O. Box 379 SP/ SSW-Joseph A. Strapac IC RAlLN EWS, P.O. Box 6128, Glendale, CA 91225. ISSN 8750-8486. Waukesha, WI 53187 P.O. Box 2268, Huntington Beach, CA 92647 (414) 542-4900 SUBSCRIPTION RATES: 530 (U.S.) for 12 issues, $58 for 24 is­ FAX: (414) 542-7595 UNION PACIFIC-Wayne Monger sues. Foreign add $6 for each 12 issues. Single copy $4.50 post­ 1300 Scuthhampton Rd. #21 4, Benecla. CA 94510 paid from Glendale office (subject to change without notice). BUSINESS ADDRESS: Address all correspondence regarding subscriptions and business matters to: TRANSIT CHANGE OF ADDRESS : The Post Office does not regularly for­ Interurban Press ward 2nd Class Mail and PACIF IC RAlLNEWS is not responsible P.O. Box 6128 CHICAGO-Wynne DeCitti for copies not forwarded or destroyed by the Post Office. Re­ Glendale, CA 91225 LOS ANGELES-Norman K. Johnson placement copieslPO notifications will be billed. Please allow (818) 240-9130 SACRAMENTO-Robert Blymyer us at least four weeks for any address change. FAX: (818) 240-5436 SAN DIEGO-Chris Cucchiara SUBMISSIONS: Articles, news items and photographs are wel­ © 1990 INTERURBAN PRESS SAN FRANCISCO/MUNI-Dan Jewell come and should be sent to our Wisconsin editorial office. Mac Sebree, President WESTERN TRANSIT NOTES-Richard R. Kunz When submitting material for consideration, include return en­ Jim Walker, Vice-President velope and postage if you wish it returned. PACIFIC RAILNEWS does not assume responsibility for the safe return of material. CITY SCENE Payment is made upon publication. BAY AREA/CENTRAL VALLEY-Ken Rattenne CHICAGOLAND-Randy Olson ADVERTISING RATES: Contact Interurban Press, P.O. Box DENVER/FRONT RANGE-Rich Farewell 6128, Glendale, CA 91225; (818) 240-4777. KANSAS CITY-Wayne Kuchinsky L.A./S. CALIFORNIA-Dick Stephenson PACIFIC NORTHWEST-Steve Hart COVER: Th e heavy snows of Donner Pass have long proved a challenge for Southern Pacific. In ST. LOUIS-Scott Muskopf and Paul Fries 1983, a maintenance-of-way gang clears snow from a pair of SD9s prior to coupling the units to SOUTH TEXAS-Carl M. Lehman a Jordan spreader. On page 28, Richard Steinheimer tells the story of winter on Donner Pass ,and TWIN CITIES-Steve Glischinski SP's battle to keep trains running in the worst of conditions. Ri c hard Steinheimer

PACIFIC RAILNews • 3 The third week of December was an eventful one for Amtrak's San Joaquins. On the 17th, the third Oak­ land-Bakersfield train made its debut; inaugural No. 704 is shown southbound at Modesto, Calif., that day. Behind F40 371 are five new Horizon Fleet cars, the equipment that made this service expansion possible. Unfortunately, celebration turned to tragedy just two days later when another San Joaquin slammed into a truck at a grade crossing near Stockton killing three people and injuring 64 others. Ken Rattenne

UPS AND DOWNS FOR THE scaled that figure down to $2.2 120 operational miles-with SAN JOAQUINS: On Dec. 17, million. San Joaquin service cash payments, a profit shar­ Amtrak debuted its third San was disrupted only until Thurs­ ing plan and other benefits for Joaquin between Oakland and day; in the interim, trains used BLE members. The agreement Bakersfield, giving California the parallel SP right-of-way and is seen as an important one for rail proponents plenty to feel connected with Amtrak depots Santa Fe, which had chosen to happy about. Memories of a using buses. negotiate separately with its weekend whistles top tour to Though two witnesses unions, and may become a inaugurate the service were claimed they didn't think the model for the rest of the rail in­ still fresh in mind when the grade crossing warning equip­ dustry. National Railway Labor Amtrak service train was thrust ment was working, investiga­ Conference talks are currently into the national spotlight after tors found evidence that the bogged down and other carri­ a tragic grade crossing accident warning flashers and gates ers may soon be following San­ felled one of the three trains were operating and that the ta Fe's lead and undertake • a near Stockton on Dec. 19. Run­ truck driver-who was also their own negotiations with ning in heavy fog at 70 mph on killed in the accident-may unions. AT&SF rails, southbound No. have crashed through the 708 slammed into a tractor­ gates in the heavy fog. Santa DOUBlESTACK NEWS: Ever­ trailer rig carrying a load of Fe officials announced that the green Marine Company is in Hershey's chocolate syrup, signals had been inspected the process of testing dou­ killing two trainmen in a fiery just six days before the acci­ blestack routes to the Midwest explosion and injuring 64 pas­ dent and were found to be in and East from Seattle's new on­ sengers as the locomotive and working order. The National dock railyard. If tests are suc­ all five cars of the train de­ Transportation Safety Board cessful, the trans-Pacific con­ railed. The chaos was exacer­ will continue to investigate the tainer hauler will begin send­ bated by a thick, slippery layer accident. ing more large-capacity ships of chocolate syrup that covered to the Pacific Northwest which much of the accident scene. BlE RATIFIES SANTA FE should greatly increase the The charred F40, which explod­ ACCORD: The Brotherhood of number of doublestack trains ed after crashing into a track­ Locomotive Engineers agreed originating in Seattle. The Port side ditch, was a complete to a five-year labor agreement of Seattle built the new facility loss; Two of the five new Hori­ with Atchison, Topeka & Santa after other West Coast ports zon Fleet cars were also seri­ Fe Railway on Dec. 19. The began aggressively marketing ously damaged. Amtrak five-year contract coupled on-dock rail access and after spokesman Art Lloyd initially work rules concessions-in Sea-Land moved to Tacoma to estimated damage to exceed $5 particular, extending the defi­ take advantage of that port's LLI million, though later estimates nition of a workday from 108 to wharf-side trackage . . . More 4. FEBRUARY 1990 on-dock railyards and a consoli­ dated rail corridor appear to be what the L.A. Harbor area needs to prevent air pollution and traffic gridlock in the coun­ try's largest container complex, according to officials of the three railroads that serve the area. The neighboring ports of Long Beach and Los Angeles have lagged behind the Pacific Northwest in providing dock­ side rail loading despite that fact that 3.5 mi1lion containers moved through the area last year. Santa Fe President Michael Haverty recently com­ mented that loading one dou­ blestack train at a dockside yard takes about 280 trucks off the highway. In addition, UP and AT&SF will probably be negotiating with SP for access to the harbor area along SP's right-of-way, another move that will simplify traffic movement in and out of this congested Burlington Northern's "CAT-20" rebuilds have had ashaky introduction, but reportedly the bugs are getting area of Southern California worked out. Number 2000 is shown eastbound at Downers Grove, III., on Nov. 26, 1989, on the point of a . .. Santa Fe and Maersk have pig-laden No. 50 having just emerged from yet another round of shopwork; sister unit 2001 was also in BN signed a two-year contract ef­ service in November and other units are forthcoming. The 2,OOO-h.p. units rebuilt from GP20s with Caterpil­ fective Jan. 1, 1990, that calls lar prime movers hold a lot of promise, but in initial testing have proven unreliable. Mel Finzer for doublestack service be­ tween the AT&SF intermodal Change is undoubtedly on vision, knowledge of operating Sacramento depot had been facility at Richmond, Calif. , and the horizon for BRC , with a rules and knowledge of the ter­ terminated. The buyer, AKT In­ Chicago, Memphis, Dallas, major shift in ownership likely. ritory over which they would vestments, pulled out of the Houston, New Orleans and be­ And, even with several roads operate. Also, outside factors deal because of uncertainty yond. Santa Fe's tunnel en­ trying to escape Clearing Yard, such as motor vehicle records over government approval of largement project in Franklin at least one may be trying to would be examined to deter­ clean-up plans for contaminat­ Canyon (due to be completed find a new way in: Late re­ mine a candidate's fitness for ed soil on the property. SP is early this year) made this pact ports indicate that Soo Line is the job. The FRA would like confident that another buyer possible. looking at the BRC yard as a these unprecendented stan­ will be found in the near fu­ possible relocation site. Such a dards in place by the end of ture. BELT RAILWAY WOES: Chica­ move would allow Soo Line to this year. go terminal carrier Belt Rail­ vacate Bensenville and sell the UP PURSUES C&NW TRACK· way of Chicago saw a precipi­ valuable real estate on which SP NEEDS RESTRUCTURING?: AGE RIGHTS: The Interstate tous decline in business at the that yard sits. An article in the Dec. 8, 1989, Commerce Commission invited end of 1989-a decline that left WALL STREET JOURNAL implied comments during December on BRG's Clearing Yard virtually CP AND SOO LINE REACH that Southern Pacific was con­ Union Pacific's bid to acquire empty and BRC Alcos in stor­ MERGER ACCORD: Canadian sidering financial restructuring trackage rights over Chicago & age. The slump started when Pacific Limited has agreed to in light of possibly missing a North Western's east-west one owner road, Grand Trunk pay Soo Line $21.50 (U.S. debt payment due Dec. 31. The main line between Fremont, Western (BRC is owned jointly funds) a share for all outstand­ reason: Cash-raising real es­ Neb., and Chicago. UP original­ by several carriers including ing shares of the U.S. carrier. tate sales in California were ly contracted for the rights AT&SF, BN, CSX, CR, IC , UP, CP already owns owns 56 per­ progressing much slower that when it entered into the acqui­ NS and Soo) , shifted its covet­ cent of Soo Line; Soo Line expected. Rumors have sition of C&NW with Black­ ed auto parts traffic to connec­ Chairman Donald Swanson has abounded that Rio Grande In­ stone Capital Partners. The tions afforded by Indiana Har­ already stated that the sale is dustries' highly leveraged buy­ ICC has labeled UP's applica­ bor Belt. The move prompted a in the company's best interest. out of SP might be finding the tion as a significant transac­ mass exodus from the BRC by If the sale is approved by the rough road of other recent junk tion of regional and national other roads, some merely try­ ICC, Soo Line will be merged bond-financed buyouts. SP importance. ing to maintain GTW connec­ into Canadian Pacific as a Vice Chairman Bob Starzel tions, but others apparently wholly owned subsidiary. quickly replied that, yes, real MX MISSILES TO RAILS: The trying to avoid bearing the estate sales were not going as Department of Defense has an­ brunt of a switching tariff sys­ MINIMUM QUALIFICATIONS well as expected and yes, mak­ nounced that 50 MX nuclear tem that increases as fewer PROPOSED FOR LOCOMOTIVE ing the Dec. 31 , might be diffi­ missiles now stored in carloads move through Clear­ ENGINEERS: The Federal Rail­ cult, but restructuring was def­ Wyoming silos will be moved ing Yard. Late reports indicat­ road Administration has pro­ initely not being considered. to 25 trains-two missiles per ed that NS was possibly the posed establishing minimum Instead, SP asked for tempo­ train-that officials say will only major carrier still using standards for locomotive engi­ rary relief from its creditors to make them less vuInerable to Clearing; conversely, !HB was neers, that would requiring ob­ allow SP time to close a couple attack. The trains will be enjoying considerable new taining federal certificates for of key California land sales. stored at U.S. Air Force bases business. Some roads-for ex­ operating locomotives every In a related development, in seven states: Wyoming, ample IC and BN-avoided three years. To obtain the cer­ SP announced that its much­ Texas, Louisiana, North Dako­ Clearing by establishing direct tificates, engineers would have ballyhooed $50 million sale of ta, Washington, Arkansas and transfers. to pass tests for hearing and the property surrounding Michigan.

PACIFIC RAILNews. 5 UTHERN PA IFle LINES

CM&W Purchased by RGI

On Nov. 8 (at about 5:25 p.m.), officials of Rio Grande Industries signed documents giving them possession of the bankrupt Chicago, Missouri & Western's 282-mile line between Chicago and East St. Louis. The first train to move under the new ownership on Nov. 8 was a Chicago-East St. Louis Sprint train, with two CM&W units (3009 and 3012), six loads and eight empties. It departed at 10:40 p.m. The first northbound freight was another Sprint, which left East St. Louis at 11 : 10 p.m., with Cotton Belt GP40s 7656 and 7270 and 10 loads. Official arrival of the first Southern Pacific Lines freight train in Chicago was noted at 8: 10 a.m. on Thurs­ day, Nov. 9,1989. After more than a century of waiting, Southern Pacific bought its way into the Chicago market for the bargain price of just $21. 5 million in cash, along with assump­ tion of $11 million in loans (mostly from government agencies). SP has pledged a budget of $36 million for roadbeds and rail improvements, as well as hiring some 170 former CM&W employees. (At this point, we do not know how much of CM&Ws lo­ comotive fleet is being used by SP.) Over a thousand shippers and 300,000 annual Am­ trak patrons are served by the "new" line. Things continue to move slowly with regard to the 532-mile Kansas City-Chica­ go line which SP also hopes to purchase from Soo Line. The sale is the subject of an application presently before the Interstate Commerce Commission; reports indicate that hearings will probably begin in the spring, and a final decision is expected by mid-summer.

Chicago Line Operational Notes A couple of interesting operations on the St. Louis-Chicago line have commenced since the SP takeover. First, SP is running The first Denver & Rio Grande Western/ANSCO Ski Train of the 1989/1990 season climbs Col­ a Bloomington-Springfield (Ill.) turn under orado's Front Range near tunnel 1 on Dec. 2, 1989, on its trek to Winter Park. A trio of GP40s the symbol SFBL; SF apparently stands for powers the train, while SP office car Oregon brings up the rear. The ski train operated Satur­ Santa Fe, the interchange partner for this days only during December, then began running both Saturday and Sunday the first week­ train. (Santa Fe is currently operating the end in January. Ronald C. Hill remnants of the CM&W as a voluntary di­ rected carrier and looks to become the Bloomington, Ill. , where they are held in will be the Sacramento shops where 201 long-term operator of the line should it be that city's yard until the grain terminal the employees will lose their jobs. This per­ purchased by investment group Wertheim train is bound for, Cahokia Marine in East sonnel move may signal an end to SF's on­ Shroder.) SFBL operates from Bloomington St. Louis, is ready to accept the loads. going locomotive rebuilding program to Springfield on an as-needed basis; Power for this job, along with other housed at Sacramento. loads are exchanged with AT&SF at K.C. through trains on the new line to Chicago, Except for a single Communications Junction in Springfield and the train re­ is dominated by the 7700- and 7800-class Department employee, SP has abandoned turns to Bloomington in the same day. GE B36-7s and B30-7s. the Pacific Electric Building at Sixth and Power for the job is generally a SSW Main in Los Angeles, a building that has GP9U, though a GP38-2 may occasionally contained rail offices continuously since get the call. Administrative News 1905. All of SP's remaining downtown Los Another new job using the St. Louis Angeles offices (most operating functions line is a Soo Line-originated grain train SP is downsizing its workforce yet again have been quartered for some years at that is handed over to SP at Blue Island, with the announcement of 332 layoffs of Taylor Yard) were moved in mid-November Ill., via Indiana Harbor Belt. In December, mechanical personnel. The moves were to a new home in suburban Monterey Park. the trains were running as often as every scheduled to take place on Dec. 15. In October, Rio Grande began utilizing other day. A typical scenario sees the Though the job losses will be felt across the data processing services of Southern trains running down the St. Louis line to the entire RGI empire, most heavily hit Pacific in San Francisco, known by the

6 • FEBRUARY 1990 acronym of TOPS or Total Operations Pro­ well as 165 and 167 south. Now we have been moved adjacent to the new repair fa­ cessing System. Rio Grande clerks had to PUDVM (PUeblo to DenVer Merchandise) cility. learn new input routines, and train report­ or DVPUM. Run as needed. Arghh. ing began using SP-style symbols. Even the D&RGW locomotive roster now ap­ Motive Power Notes pears as part of SP publications. The net Doublestacks Through Moffat Tunnel result will be better integration of the two Rio Grande GP9s active in the Denver area railroads, as another step is taken toward A movement containing doublestacks was include D&RGW 5903, 5904, 5913, 5922 a full merger of the properties. operated over the Moffat Tunnel main line and 5942. Moreover, SD9 No. 5313 remains Along with the expected new standard­ during November. The traffic including the Denver's resident Top End Yard switcher. time timetables, SP issued new pages for doublestacked containers was derived The run-through pool with SP has contin­ its operating rulebook, eliminating most from a KCDVT (Kansas City to Den Ver ued to contain D&RGW GP35s and SD45s. references to train-order operations and Trailers) transfer. The run west was oper­ Minor maintenance has been performed at banishing the familiar signal-indication il­ ated as an ultra-hot No.lll (DVROT of Denver for these units; albeit a bit cantan­ lustrations to the pages of the timetable. late) and was restricted to mainline pas­ kerous, all of the vintage units remain in The new rulebook, actually a set of loose­ sage only. This operation successfully service. leaf pages, is considerably thinner than its tested the track-level lowering accom­ For the first time in years, SP has re­ predecessor; the next edition, expected plished in tunnels 22 and 23 to accommo­ painted diesel units at Los Angeles. A pair when locomotives all carry satellite-signal date the passage of doublestacks. of GP35s were given the full treatment, in­ transponders for absolute, positive location cluding a surprising orange LOS ANGELES on and identification, ought to be even small­ the cab to indicate their home mainte­ er yet. Significantly, Rio Grande did not L.A. Light Rail and the San Pedro Branch nance point. adopt the new rulebook format (which has become common to most of the large West­ The impending startup of light-rail pas­ ern roads), so in that respect the Central senger operations between Long Beach D&RGW Narrow Gauge Region of SPfD&RGW continues to march and Los Angeles has brought enormous to its own drummer. change to the once-sleepy branch line Members of the Cumbres & Toltec Scenic south of Los Angeles. Once again, there is Railroad Commission appeared before a four-track segment, from Washington state lawmakers during November to out­ Operational Changes on the 'Grande Boulevard to Slauson, with light rail using line their plans for next year. Those plans the westernmost pair of tracks. Four happen to include putting ex-D&RGW K27 Rio Grande's pre-merger patterns of semi­ tracks pick up southward at various points No. 463 back into operation. Number 463 scheduled freight operations resulted from where SP must serve freight customers on was last shopped by D&RGW in 1949, many years of evolution based on need, both sides of its line. New flyovers have then assigned to the Durango-Silverton economics and a good dose of reality. Be­ been installed, and SP trains will benefit segment of the 'Grande's narrow-gauge cause of this semi-scheduled nature, one from the installation of continuous welded empire as the winter plow engine. A par­ usually had a good idea of what Rio rail. In short, there have been more physi­ tial overhaul of No. 463 by a private con­ Grande was going to run and when they cal improvements to SP's Long Beach and tractor was started in 1970, but a contrac­ were to run it. Of late, however, much of San Pedro branches in the past five years tual disagreement put progress to a stop the way things had been done in the past than in all their previous history. partway through the effort. The estimated has been cast to the wind. Now present in cost to put No . 463 back into service is Rio Grande land are SP-style train opera­ $265,000. Donations are expected to pick tion reference destinations (numbers) and APL SP's Second-Largest Customer up most of the tab; however, the states of an SP-style way of keeping those blocks of Colorado and New Mexico, the actual traffic moving. For example, Rio Grande Word is out to SP crews working dou­ owners of the C&TS line, are being asked used to run its early-morning BN connec­ blestacks that management wants to to kick in a portion of the total cost. In ad­ tion along with locally derived traffic west know when and why these important dition, the C&TS operating plan for next as D&RGW train No . 187. If the BN connec­ trains are being delayed. Even if normal year includes the rehabilitation of seven tion was late, No. 187 was late. Rio Grande reporting channels are bypassed, crews passenger cars and repair of one of the made up for the lateness with a quick two­ have been encouraged to document all de­ abutments of the Chama River bridge. step boogie across the intermountain lays on major symbol trains AXAVT, desert. Now, however, BN's transfer ton­ AVAXT, AXMFT and HOAXT between EI nage becomes BNROT or BNROM (EN con­ Paso and the ICTF at Los Angeles Harbor. SP Steam News nection to ROper Yard Trailers or Merchan­ These trains provide much of the impor­ dise). If BN is going to be late, then the tant service for American President Lines, Three decades after its official demise as Denver-derived part of the traffic is quickly which is now SP's second-largest cus­ workaday power on Southern Pacific, dispatched west as an ultra-hot DVROT tomer. It is somewhat ironic that many (Den Ver to ROper Trailers) directly from APL executives are former SP railroaders, D&RGW's piggyback ramps. The BN con­ but the concerns are real. Landbridge con­ nection contribution is then run west tainer traffic is hotly competitive, and SP whenever it arrives Denver and is normally can't expect a guaranteed share of the T assigned DVROM for reference. There's business, hence the effort to obtain input more. Rio Grande used to run secondary from the crews. traffic west from Denver whenever there was tonnage to run. If dispatched before noon, the tonnage was assigned train No. New Wheel Shop in Denver 183 ; after noon, it was No. 181. If there was not enough tonnage, then there was A new wheel and brake rigging change­ no train. Now we have the DVROM replac­ out shop complex has been built at North SEE PeG'S IN AcnON-59 MINUTES ing Nos. 183/181 and run only on connec­ Yard adjacent to the piggyback yard. This $2.3.00 postpaid tion. That connection is usually SLDVT or frees up the old wheel shop located fur­ VH$ - BETA - VIDEO 8 KCDVT (St. Louis or Kansas City to Den Ver ther south near the North Yard tower to be 24 HOUR ORDER LINE 215(632·4600 Trailers) routed west to Pueblo, thence utilized for more of the minor locomotive many more to choose from, send S.A.S.E north up the Joint Line to Denver. Speak­ maintenance that was already being done CARSON HOME VIDEO ing of the Joint Line, say good-bye to there. Relatedly, the wheelset and brake BOX 42582, Phil a., PA 191 01 D&RGW train Nos. 166 and 168 north as rigging storage area at North Yard has

PACIF IC RAILNews • 7 steam continues to make news. A dedicat­ sion service to Felton. Local news reports an enclosed building with an overhead ed group out in Woodland, northwest of cited "worries about safety" in Wat­ crane is available. Present plans, accord­ Sacramento, has taken a displayed 0-6-0, sonville's sudden interest in seeing 2706 ing to ASTA Chairman (and longtime SP SP 1233, under its collective wing and re­ leave. fan) Joe Dale Morris, envision a passen­ stored it to operating condition. For the Perhaps the biggest news of all comes ger service west into Texas hill country first time since the 1950s, 1233 has been from Texas, where the Austin Steam perhaps as far as Llano on the onetime steamed up and is occasionally operated Train Association has negotiated a lease Austin & Northwestern narrow gauge. on "snap track" at the fairgrounds in Wood­ with the City for Texas & New Orleans The City already owns the trackage, and land. Perhaps 150 miles to the southwest 2-8-2 No . 786, which was built by Aleo in civic leaders appear to be enthusiastic of 1233, 2-8-02706 has been moved from 1916 and donated to Austin 40 years lat­ about prospects of a steam tourist opera­ its 30-year site at Ramsay Park in Wat­ er. If all goes well, 786 will be removed tion. sonville, preparatory to a move to Santa from display and taken to the shops of Thanks to Scott Muskopf and Dick Cruz and possible restoration for excur- the nearby Georgetown Railroad, where Stephenson. BURLI NNORTHERN

Merger Options Under Study

Faced with growing competition from both domestic and international marketing forces, BN has been investigating poten­ tial merger and acquisition candidates to bolster its position in the transportation industry. At this time, such initiatives ap­ pear to be concentrated in the realm of in­ termodal expansion, although other rail­ related options are being considered. The potential target mentioned most often in the trade press is Santa Fe, although the regulatory hurdles to overcome in such a formal alliance would be substantial. The expansion of the SP empire east to Chica­ go has a major bearing on BN interest in further expansion at this time.

Capacity Expansion Plans

BN is near the point of traffic saturation on its two Single-track main lines across North Dakota. The former GN "High Line" from Williston to Fargo is handling heavy Only a handful of m~nifes! freights tr~k into the heart of Burlington Northern's Powder River amounts of intermodal, manifest and unit Basl~ coal .country, including the dOily No. 122, shown eastbound at Kiewit, Wyo. (west of grain movements, while the poor-profiled Shendan), I~ Ma~ 1989. On the point of this mixed-manifest priority train are a paif 01 LMX ex-NP line from Dickinson to Fargo is B39-8s repainted In the (apparently) higher-visibility red-front scheme. Kirk Petty bogged down with unit coal drags and a fair amount of manifest traffic. In order to This line is owned by the State of South expand its traffic base across the northern News From Nebraska tier of states, BN is considering ways of in­ Dakota and operated under contract by BN. creasing operations on the former Milwau­ The biggest inhibition to heavier use of kee Road main line running east of Terry, this corridor is the need to operate over After three years of litigation with Lincoln Mont., to a point near Ortonville, Minn. Soo trackage once within Minnesota. The Electric System, BN has settled the rate shortest connecting line for BN is at Ap­ dispute over the delivery of low-sulfur coal pleton, Minn. , located 21.8 miles east of to the Gerald Gentlemen station operated the state line at Ortonville. This line has by Nebraska Public Power District. The seen little maintenance for the past 10 original court action was based on charges RAILROAD years and of late has been pounded by that NPPD paid twice the rate given to GIFT -~ grain trains bound for the West Coast. An­ Omaha Public Power District for deliveries other attractive alternative for BN is the to OPPD's Nebraska City power plant. ITEMS ~~ connection at Granite Falls, located 57 NPPD still plans to build its own rail spur miles east of the state line. This would to access UP trackage at Sutherland, facili­ THOUSANDS of railroad items in provide a tie to the rehabilitated former tating competitive bidding in future years. our well-stocked Gift Shop - Hats, GN main line between Willmar, Minn., and The Benedict Farms Coop Grain Asso­ T-Shirts, Books, Mugs, Buckles, etc. Sioux City, Iowa. There are also several ciation and BN completed a $650,000 reha­ Gift Shop sales help fund our large grain elevators and sugar beet re­ bilitation of the 9.5 miles of spur from York museum restoration work. fineries located east of Granite Falls on to Benedict in mid-October. Improvement Send $1.00 for our new 16-page the Soo to which BN would like to obtain of trackage and expansion of the terminal access. It is unclear at this time how much facilities in Benedict will allow the future catalog - refundable on first order! of the 172-mile Ortonville-Minneapolis line loading of 54-car unit trains. In celebration PORTOLA RAILROAD MUSEUM BN is interested in obtaining, although it of the "spike pounding" for this project, BN Feather River Rail Society is reported that CP Rail has been negotiat­ ran GP39M 2823 and business cars Mis­ P.O. Box 8, Portola, CA 96122 ing a possible sale of the line should it ac­ souri River and Meramec River up to quire total control of Soo Line. Benedict on Oct. 17.

8 • FEBRUARY 1990 Service to End on Bolivar Branch SAN FRANCISCO BAY AREA Burlington Northern has announced its in­ -RAILROADING- tentions to abandon 34 miles of former­ Frisco trackage between Springfield and Bolivar, Mo. Service on this branch is cur­ THE CROOKfDfST rently operated on an as-needed basis, serving lumber yards and a fertilizer dis­ RAILROAD IN Tf1f WORLD tributor. This stub line is a renmant of the old Springfield-Kansas City main line, NORTH OF SAN FRANCISCO THERE is a half-mile-high mountain rising seemingly from the water. It is held in affection by all , and so is the memory of the now- vanished Mt. Tamalpais & Muir Woods which was severed with the construction Railway which scaled it. of Truman Reservoir. Some mighty impressive statistics back up the claim of " The Crooked est Railroad." Imagine 281 curves, which made 42 complete circles in 8 liz miles of track! Add to that a 7 % maximum grade, a fl eet of Shay and Heisler geared steam locomotives , and dozens of little " Gravity Cars" which glided Washington State Intermodal Update all the way from the Summit Tavern of Mt. Tamalpais down ro verdant Muir Woods-named for the famous naturalist-an d yo u have a most unusual, and very spectacular mountain railroad. And it was In an apparent economy move, symbol 18 almost within sight of San Francisco! Told by authors Ted Wurm and Al Graves, and now bac k in print. was abolished by BN ; this schedule was THE CROOKEDEST RAILROAD IN THE WORLD. 136 pages, 8 III x II' softbound, 216 photos, maps, originally set up to handle pigs moved and 17 scale drawings of locomorives and a variety of passenger coaches, gravity cars, and motor cars. south from Vancouver, B.C., on No . 17, B263 (add $2 p /h) ...... $24.95 east for connecting schedules at We­ natchee. With the elimination of 18, pigs THE are forwarded east of Seattle on No. 600. ~~~ When pig traffic out of Vancouver is par­ ticularly heavy, an Advance No. 600 is op­ ~t~ KEY ROUTE erated on the old schedule of No . 18. PRECIOUS LITTLE REM AINS TODAY OF the wonderful rail transit network which connected Oakland and the surrounding communities with San Francisco , first by ferryboat, later by rails laid across the lower deck of the San Francisco-Oakland Bay Bridge. Developments of the Fuel Fro nt In 1903, however, few enterprises seemed to offer so much promise of riches as the San Francisco, Oakland & San Jose Railway (nicknamed the Key Ro ute) when it inaugurated electric train and ferry steamer service between Berkeley and San Francisco. But by the time the Key Route was a well­ In an effort to reduce the $400 million established pan of the Eas t Bay's transponation system, its promoters were broke. spent on diesel fuel in 1988, BN hopes to Although the company battled the rise of the private automobile with Streamlined orange-and­ start testing locomotives powered with silver trains running across the Bay Bridge, decentralization , encouraged by freeways and bridges , liquified natural gas (LNG) in 1990. Com­ doomed the rail system . Today, BART serves the areas that the Key Route (later Key System) once did, pany chief research engineer Steven Dit­ albeit in a much different fas hion with a much bigger budget. meyer reported that firms located in Allen­ THE KEY ROUTE-Parr One. Now back in print, covers the history of the train, ferry and bus system . town, Pa., and Tacoma, Wash., are build­ 174 pages, 8 11l x 11' hardbound, over 200 historic photos, detailed bibliography and roure and track ing LNG fuel cars and engine converters maps . By Harre Demoro. _ to allow existing units to utilize the alter­ B95 (add $2 p /h) ...... $39.95 native fuel source. Based on current mar­ ket prices, LNG could reduce prices paid THE KEY ROUTE-Parr Two . Tells how the railroad operated, covers shops, interlocking towers, for fuel by up to 20 percent. power system, signals, terminals, and rolling stock. 178 pages, 8 11l x 11' hardbound, over 250 rare Burlington Northern is considering us­ illustrations, official scale drawings of cars, index for Parts One and Two. By Harre Demoto. ing LNG fuel on unit coal trains operating B97 (add $2 p / h) ...... $35.95 out of the Powder River Basin in Wyoming and possibly into the adjacent fields of AND WATCH FOR-Oakland Streetcars, coming Spring 1990. Vernon Sappers' tale of the Key's local southern Montana. Natural gas prices in streetcar system in Oakland, which fed commuters to the transbay system. that area are among the lowest in the country and would allow evaluation of lo­ comotives employed in a "captive" pool. ~etch ~etchcY and After considering options such as electrifi­ cation and coal-fired steam locomotives, its~am~ilroad BN hopes the LNG-powered diesel loco­ THE CITY AND COUNTY OF San Francisco owns and operates a water and power system in which its motives will be a financially sound experi­ residents take great pride. The conception and achievement of this system made up an engineeringf eat ment. One of the major issues yet to be re­ of great magnitude, a contriburion to the welfare and t~ e general metropolItan area of San FranCISCO. solved is the safety of LNG transport and But this was not always the case. Until 193 0, the CIty s water was furnIshed by a pnvate utllIty, a company that occasionally ran out of- water and charged h:gh rates fo~ the servIce . ThIS Inadequacy of its volatility. supply was brought strongly to San Francisco 's attention when the CIty was largely deStroyed by fire, While BN is considering the economic fo llowing rhe earrhquake of 1906. . . . impact of liquified natural gas-powered lo­ There were problems of rights-of-way , water rights, funding, and Opposltlon from .thepnvate comotives, it has been gradually retiring water utility and conservatio nists as well. The major problem of Just g e ~t1n g men and materIals Into the its fleet of green-and-black fuel tenders, wild Sierra Nevada Mountain areas had to be overcome by the bUIldIng of a marvelous raIlroad, the renumbering same into the 973000-series Story of whose quaint operation and unusual equipment fills a major parr of this book. The entire and placing them in company fuel-haulage construction job, completed over a twenty-year period, was one of the biggest attempted up to that service. When sighted in road service, the time; this book shows how hard-working men and women bro ught Hetch Hetchy In to being WIth the remaining tenders are quite often seen limited but fascinating machinery and tools avail able at the time. Long OUt of prim, this classic by with the small-capacity LMX B39-8s. The author Ted Wurm is once again available. tenders are also used in pusher service on HETCH HETCHY AND ITS DAM RAILROAD. 298 pages, 8 11l x lIN hardbound, 170 illustra tions, the coal lines due to the desire to avoid re­ maps, roster of motive power, bibliography, index. mote refueling stations. B293 (add $2 p / h) Ready March ...... $54.95 See your local dealer first ~ INTERURBIIN Pool Power Update California residents add 6 Y4/6 %% tax , PRESS Write for free color catalog . _ . ' PO Box 6444, Glendale CA 9 1225 As reported last month, power-short BN - .. • 18 18) 240·9130 FAX 18 181 24 0·5436 has accepted loaner units from any and all

PAC IF IC RAI LNews • 9 GP30s gone, BN has been sending the GP38 2166 has received a special connections during the fall months of "100th Anniversary Celebration" emblem 1989. It is expected that several of the newer GP35s to EMD at La Grange, Ill. , for upgrading to the 2925-series. By the end behind the cab, marking the centennial wandering foreigners are paying off coal celebration of South Dakota in 1989. The pool horsepower-hour credits of 1989, the company planned to have only owed BN, al­ other extreme in decorating found HL though the trio of Conrail SD40/SD40-2s 11 active "straight" GP35s in active ser­ vice. The remaining 3000-series GP40s GP40 878 at Northtown on Nov. 4, in Soo's belie that theory. An even more illogical bandit scheme, sans any owner identifica­ move found CR Dash 8-40C 6043 on the have also been leaving the roster quickly, point of No. 100 out of Minneapolis on with M-K rebuilds noted as high as 3518 tion. during November. Burlington Northern In correction to earlier information in Nov. 26. this column, SD9s 6240 and 6241 are for­ Meanwhile, Santa Fe power was com­ sources indicate that despite their tardy mer DM&IR SD9s 132 and 145, rebuilt by monly observed across the northern end of delivery to the property, the EMD rebuilds the system, culminated by the presence of have been more reliable than their M-K the Livingston Rebuild Center in Liv­ three units on different trains at North­ counterparts. ingston, Mont. GPCAT 2001 was in local town on Nov. 24. SD40-2 5152 worked The repainting of units into the "white­ service around Galesburg in early Novem­ with CR SD40 6321 and a quartet of BN face" image continues at a rapid pace, ber, while sister 2000 remained off-line at Geeps on No . 131, while SD45R 5401 and a with high mileage units such as SD40-2s Babbitt, Minn., undergoing more modifica­ trio of BN SD40-2s handled an NT401 out and GP50s receiving top priority. Burling­ tions. Number 2000 was back in service by of town, and sister 5322 and GP40M 3518 ton Northern contracted with Indepen­ late November with all modifications com­ worked No . 107 in from Chicago. dent Locomotive Service of Bethel, Minn., plete (see the photo in this issue's Expe­ Soo SD40/SD40-2s have been spotted to give the tiger-striped GP50s a quick diter). everywhere across the system, with one face lift. By late November, units as high In early November, BN moved 14 SD40s of the oddest assignments being roster­ as the 3143 had been spotted in the new and 19 GP7/9s purchased by LRC from unique SD40B 6450 and SD40-2 771 trail­ attire. Chicago & North Western stock for use in ing BN GP40-2 3044 on No . 101 into 'North­ Leased units continue to show up in future rebuilding programs. Former town on Nov. 25. unusual applications, the fleet bolstered C&NW SD40s 868, 880, 884, 887 and 928 by GATX GP40 3717 in a fresh blue paint were the first to leave Minneapolis on job. The former B&O Geep trailed Helm Nov. 4, bound for Laurel, Mont., on the Motive Power News Leasing GP38-2 2039 on No. 241 into St. point of No. 19. Paul on Nov. 2, while trailing LMX B39-8 Thanks to LaVern Andreessen, Mike All of BN's unrebuilt GP30s have been for­ 8530 on No. 15 three days later. HL GP38- Bartels, Burlington Northern, Mike mally retired from the roster; most have 2s 2045/2022 also looked out of place trail­ Cleary, Fred Hyde, Rick Knutson, N ORTH­ been sent to Morrison-Knudsen at Boise ing Oakway SD60 9000 on No. 151 at WEST RAILFAN, Steve Smedley, Ken Thomp­ for reincarnation as GP39Ms. With the Galesburg on Oct. 29 . son and TRAFFIC WORLD. ILLINOIS CENTRAL

still find ex-GM&O/lCG GP30s and GP35s the lC roster are either in the new lC black Ie Locomotive Roster Overview in GM&O lettering). The units left are scheme or in one of the two lCG lettering GP30 No. 2250 (ex-GM&O No. 500), GP35 schemes. In the next few issues I will be reviewing No. 2520 (ex-GM&O No. 622) and GP26s The lC switcher fleet is now down to the Illinois Central locomotive roster by Nos. 2600 and 2601 (rebuilt from wreck­ just basically one model: lC SW14s 1400- covering different groups of units each damaged ex-GM&O GP30s Nos. 502 and 1511, units that were rebuilt from the for­ month. This month we'll start by looking 514). All four are in the current lC black mer lC switcher fleet of SW7s SW9s at the ex-GM&O GP30s and GP35s, the scheme, No. 2520 having just been re­ NW2s and SWls. The SW14s ~s reb~ilt by current switcher fleet, the remaining painted in fall 1989. Both 2250 and 2520 lCG were painted as follows: 1400-1413 switcher-slugs on the roster and the ex­ were heavily wrecked-damaged units that orange/white, 1414-1415 solid orange and lCG SD20s. lCG repaired (rebuilt would almost be a 1416-1511 orange/gray. Currently, only 87 Of the once-large fleet of GM&O GP30s better term); both have had electrical of these units are in active service with a and GP35s that were on the lCG roster, equipment upgraded during repairs. Of large percentage repainted in the last year there are now just four of these units left other GM&O units brought into lCG by the into lC black. Several SW14s have been on the lC ; all others have been retired or merger, 20 ex-GM&O SD40s and 44 ex­ sold to the regionals spun off from the lCG sold to new regionals, including Paducah GM&O GP38s are still on the roster as of system in the last few years. The only & Louisville (P&L is the only place you can fall 1989. All the ex-GM&O units still on non-SW14 switchers on the roster are three SW13s (1302, 1310 and 1311), early rebuilds before the SW14 program com­ menced. Of these, only 1311 is in active TERMINAL RAILROAD ASSOCIATION service; the other two are stored, bad or­ OF ST.LOUIS dered". Of the once-growing roster of lCG GIII!fi~ HISTORICAL AND TECHNICAL SOCIETY switcher-slug (booster) units, there are on­ From Bullets to BART ly three left, units 50, 55 and 59 , all paint­ by William D. Middleton ed in the new lC black. Number 50 is the oldest of all the lC slug units on the roster, The record of electric traction in built by lC in 1952 from wreck-damaged North America during CERA's first SWl 9017 into slug unit Class BU-l and half century-1938-88. Its 176 pages numbered BU-l. BU-l was renumbered by are packed with 271 photos and with lCG in 1981 to No. 50 and painted in lCG Bill Middleton's text, a masterful orange-and-gray. Numbers 55 and 59 are historical document. Hardbound, $35. P.O. Box 1688 parts of the BU-2-class (units 51 -59) built Cerz.traJ EJectfic [email protected]· u/ssociatiorz. St. Louis, Missouri 63188-1688 by lCG in 1981 from ex-lC SW9s ; all were C ERA I S iltl IllinOiS nOI·(or.profit corporatI on painted in lCG orange-and-gray. SW14s Post Office Box 503 Chicago. Illi nois 60690 Regular Membership : $15 1481-1493 were equipped to run as moth­ Member prices available er units with the slugs. All of the other

10 • FEBRUARY 1990 In the shadow of Chicago's Sears Tower, an empty Illinois Central ribbon-rail train waits, ready to help with the IC single-tracking project. Shortly offer this photo was taken in late August, the train went into action as rail was pulled in CTC-controlled sections in the Chicago area. Erik Coleman

seven units have been retired and sold for south to Evansville, Ind. This purchase make a few changes in the signal relays scrap in the last year or so. will add 91 miles to INRD's growing sys­ and move a few signals over in the field The former ICG SD20 fleet (2000-2041) tem and give it direct access to CIP's pow­ and things are ready to go. The surplus that the ICG Paducah, Ky. , shops created er plant. The future looks good for the IC­ rail is being sold to finance the cost of the between 1979 and 1982 from 38 ex-South­ owned section into Newton from Effing­ new CTC equipment for areas not so ern and ex-Union Pacific SD24s and four ham; if CIP stays with Illinois coal or equipped. Some observers have pointed CSX SD35s are all still on the roster. As of switches to Western coal to help lower out that the newer rail was being re­ fall 1989, three units, 2008, 2014 and emissions, IC will get part or all of the moved, presumably because of its higher 2024, were out of service due to heavy road haul either way. resale value. The IC 1989 track-reduction bad-order problems (a few others may The former-ICG Joliet-St. Louis line program has been done on the following join this group due to wrecks). Thirty­ that was sold to Chicago, Missouri & sections of the system: In Illinois, four of the 42 units are in the new IC Western was taken over by Southern Pa­ scheme; the other eight are still in ICG cific Nov. 8. As a result of the sale of the orange-and-gray: 2002,2011, 2022, 2028, CM&W trackage, IC has lost all trackage 2031, 2034, 2035 and 2040. The SD20s rights over the CM&W trackage in the St. were the only group of road-class locomo­ Louis area. IC used to service several tives on the former ICG system to be to­ large chemical customers in the Wood Riv­ GANDY·DANCER tally painted in the ICG orange-and-gray er and Alton, TIL, area. YIDIOS scheme. IC and Burlington Northern have The Union Pacific Railroad opened a new direct-service interchange DIESELS to reduce interchange time in the Chicago • Cheyenne-West Part I line Sales and Operational Changes terminal area and increase the revenues Cheyenne to Sherman Hill - $49.95 on traffic handed off in the Rail Capital. Ef­ • Cheyenne-West Part II IC has decided to complete a deal initiated fective Monday, Nov. 27, IC and BN initiat­ Sherman Hill to Laramie - $49.95 before the Prospect Group takeover and ed a direct connection between BN Clyde • Cheyenne-East, Part I sell more of its former IC Effingham (Ill.)­ Yard and IC Glenn Yard, eliminating the Cheyenne to Sidney over Archer Hill- $49.95 Indianapolis (Ind.) line to Indiana Rail use of Belt Railway of Chicago as an inter­ • Cheyenne-East, Part II (INRD) . Indiana Rail Road already mediate line. Sidney to North Platte down the fm Road track. - $49.95 owns the ex-IC line from Indianapolis to Sullivan, Ind., on the state line. The new • Steam Specials 'S9, Part I sale-for $5 million-will extend INRD Single Tracking of IC Main line The power and eJcitement of ownership from Sullivan west to Newton, 8444 &; 3985 - $49.95 • Steam Specials 'S9, Part II Ill., site of a large coal-fired Central Illinois As reported in past issues of PRN, IC has Experience the glory and majesty Power Company plant. Also included in been eliminating sections of double-track of 844 - $49.95 the deal is the northern end of the ex-IC main line. Initially, this is being accom­ Each tape; 120 mino. quality coler aDd JDIlDd; VRi Ord ... from: c..,dy 0.- ProcIucti ..... Evansville District from Newton, Ill., to plished in territory that's already CTC­ 1430 4ht A.m.... Greeley, CO 8063t Browns, Ill., where INRD will connect with equipped, allowing the track to be (30S) SSl.m58. Check ... Money Order. Indiana Hi-Rail. Indiana Hi-Rail operates removed without major investment in sig­ Pi .... add $3 ~ per order. the ex-IC Evansville district from Browns nal equipment; all that is needed is to Co/OIYldo ,..,ido/IU odd 3lIo ta/t, 1=

PACIFIC RAILNews • 11 Homewood (milepost 23 .7) to Stuenkel cause of very poor on-time performance of IC Traffic Shorts (milepost 31.4) the former northbound Amtrak's four daily trains over IC, particu­ passenger main and track No . 4 was re­ larly trains 58 and 59, the City of New Or­ leans. According to a reliable source, the The crew at Brushy Creek Mine at Harco, moved (in the Chicago area the main line Ill. (on IC's Edgewood Cutoff), reports was four-plus tracks wide); between northbound City was rarely on time be­ tween mid-May and October. that the mine, after a week of not loading Stuenkel (milepost 31.4) and Peotone any trains, has scheduled to load 30-plus (milepost 40 .0), track No . 4 was taken out unit trains during December. Miners are of service from milepost 31 to milepost 34 working three shifts, six days a week to and track No.2 removed from milepost Interlocking Towers Closing produce the needed coal to load the 31.4 to 40.0.; between Otto (milepost 60 .3) trains. This means that, since Brushy and Ashkum (milepost 72.8), track No . 2 Concurrent with single-tracking activity, some manned interlocking offices in Illi­ Creek does not load on Sundays, the was taken out of service and removed dur­ mine was loading two trains a day sever­ ing October. On the Fulton District in nois have closed, with the interlocking al times during December. January's Tennessee, IC removed the southbound plant switched to remote control from the main between Polk (milepost 287.2) and IC dispatching center in Chicago. Mt. Pu­ schedule also looks to be good for trains milepost 288.7; the northbound main was laski interlock station was closed Aug. 28, from this mine. taken out of service between milepost and Effingham interlock with Conrail was Traffic levels on the IC system were 288 .7 and North Obion (milepost 292.5) . closed Oct. 18. quite high at times in the late fall, with The southbound main was taken out of The new Norfolk Southern trackage reports of trains being held in Chicago service between North Fork (milepost 316) rights from Harvey (Chicago area) to Gib­ and Memphis while waiting for available and South Fork (milepost 320.7). Next son City, Ill. , on the IC will result in the crews. Trains also have been held at ma­ spring, single-tracking on currently non­ closing of the Gibson City interlocking jor yards due to a shortage of motive CTC sections should start as soon as CTC tower; reports indicate that it will be de­ power. According to some people, a pow­ equipment is in place. molished in the near future. Its functions er shortage is hard to understand consid­ Amtrak and IC are at odds over the sin­ were to have been taken over by Chicago ering IC has over 50 GPs and SDs that are gle-tracking project. Amtrak currently is dispatchers prior to the end of 1989. Af­ stored serviceable at locations such as trying to block anymore track reduction ter this change takes place, the Gilman Centralia and Chicago, Ill., and Memphis, projects in 1990 on the Chicago-New Or­ line between Gilman and Springfield, Ill. , Tenn. leans main line. Amtrak has eliminated will be virtually 100 percent CTC-con­ Thanks to Mark Miller, Jon Roma, Erik the on-time incentive payments to IC be- trolled. Coleman and a few unnamed others. UNION PACIFIC

$25 million by the time it is complete in It should be noted that an increased One Up, One Down 1993. The first phase of construction is ex­ level of cooperation between UP and the pected to have the new intermodal facility Tex-Mex Railroad has also led to increased The last half of the 1980s has seen the im­ done by June 1990 at a cost of $10 million. levels of traffic by way of Laredo. As a re­ portance of Union Pacific's rail connection The design of the new facility is unique sult, some of the invited guests at the to Mexico through Laredo, Texas, increase and is a result of a legal settlement with ground-breaking ceremony included the beyond anyone's expectations, as well as the previous landowner. Instead of being president and other officials of the Tex­ the capacity of the facilities of both UP parallel to the UP main line and Interstate Mex. and the Texas-Mexican Railroad. Now, af­ 35, the three-mile-long facility will be per­ Meanwhile, as construction for the new ter nearly two years of planning and hear­ pendicular to the freeway and main line. facility at Laredo gets underway, UP, Tex­ ings, Dec. 5 found UP Chairman Mike When complete, the yard will have 58 Mex and Mexican national railway FNM Walsh joining with several local and state tracks to handle the ever-increasing flow still must keep the Laredo gateway fluid. political figures at the ground-breaking of traffic through Laredo. To help empha­ To this end, new agreements with ship­ ceremony 12 miles north of downtown size the importance of this gateway for pers and the customs services of both Laredo, where 530 acres of land will be UP, Chairman Walsh remarked that cur­ countries are now finding pre-cleared turned into a major new facility for all rently 70 percent of UP's traffic to and from blocks of cars attached to the AIZ auto modes of freight traffic. This new switch­ Mexico flows through Laredo and that parts trains going south into Mexico, thus ing and intermodal facility, which has Laredo traffic represents as much as five avoiding the normal customs processing been dubbed "Port Laredo," will cost UP percent of the UP's total business. now going on at Laredo or San Antonio.

THE LITTLE DEPOT

A tradition in Southern California for over 20 years

The latest in books, videos, collectibles and models. In Hobby City ... between Disneyland and Knott's Berry Farm .

1238-A S. Beach Blvd. Anaheim, CA 92804 (714) 828-5080 OPEN 7 DAYS A WEEK

12 • FEBRUARY 1990 Utah has become a hot spot for seeing UP's new SD60Ms. In October 1989, D&RGW No. 735 approaches Spanish Fork with its standard trio of SD60Ms; soon it will move to UP trackage for a trip to the Intermountain Power Project near Lynndyl, Utah. This job loads on the Pleasant Valley branch and is one of three daily coal trains (two D&RGW, one Utah) using the Soldier Summit line that are handed off to UP. Duane D. Davis

According to press reports, these efforts plan to move all through-train traffic to the sion train on a regular basis over this por­ have paid off, with transportation time be­ shorter and flatter parallel ex-Katy route. tion of the branch. tween Dallas and Monterrey being cut In October, UP announced that instead of Thanks to the sheer numbers of ca­ from two weeks to less than one week. consolidating all traffic on one line, most booses that UP has given away since the To transport railroad officials, invited northbound traffic will move over the for­ middle of 1988, I have only occasionally guests and the press to and from the mer-Katy main line through Parsons, Kan., mentioned a few noteworthy waycars. As ground-breaking ceremony, UP employed while most southbound trains will move the number now approaches 200, we part of its passenger fleet kept at "Fox over the UP main line through Coffeyville, should note that MKT cabooses have be­ Park" in Council Bluffs, Iowa. The passen­ Kan. Normal days will see 20-25 trains come popular and in demand by civic or­ ger train was moved to Laredo under the each way over these lines. ganizations and historical groups. As of symbol SCBLD (Special Council Bluffs to At Parsons, Kan. , Neosho Rail Services early December, 16 Katy cabooses have Laredo) and returned after the ceremony Corp. is preparing to reopen the former­ been donated: MKT 6 to the Gulf Coast as the SLDCB. Katy diesel shops as an independent rail Chapter-NRHS in Houston, Texas; MKT 24 On the opposite side of Texas, UP is equipment repair shop. This is part of the to the City of Denison, Texas; MKT 61 to completing the shut-down of a former ma­ deal UP had to make with the City of Par­ the Iron Horse Historical Society of Par- jor yard complex that was important to sons to get the city to withdraw its oppo­ Missouri-Kansas-Texas. The yard and sition to the UP-Katy merger. The deal shop operation at Denison has been found UP giving the diesel facilities to "streamlined," with the workforce reduced Neosho, $250,000 for renovations and a IN THE MIDDLE OF THE from 200 to just 30. Local switching will promise to provide Neosho with enough ACTION AT THE PASS still be handled out of the former Katy repair work to sustain a work force of 15 yard, but only a few of the yard tracks will people for five years. It was expected that be used. the repair facility would be up and operat­ ing by the end of December. ECONOLODGE­ In October, UP participated in operat­ CAJON'S BEST Katy News and Cabooses ing an "excursion train" between El Reno and Yukon, Okla.-a total of 13 miles LODGING VALUE Due to high traffic levels over both the for­ -over part of the ex-Katy Shawnee mer Katy main line and UP's Coffeyville branch. The Shawnee branch extends 147 EconoLodge and Van Buren subdivisions through east­ miles between El Reno and McAlester by 8317 Hwy. 138, Cajon Pass ern Oklahoma, UP had decided to keep way of Oklahoma City and saw its last UP both main lines between Paola, Kan., and through freights on Nov. 1, 1989, when Corner of 1-15 & HWy. 138 Wagoner, Okla. In PRN 308, I discussed Nos. 122/123 were terminated. Now, local Phelan, CA 92371 concerns in towns along the UP Cof­ business and civic leaders in El Reno and (619) 249-6777 feyville and Van Buren subdivisions over a Yukon are pushing to establish an excur-

PACIFIC RAILNews • 13 week. These are all numbered in the high sons, Kan.; MKT 109 to the City of Os­ photos on Dec. 18, but did not make it. GE wego, Kan.; MKT 110 to the City of Apple­ faces a penalty if it cannot deliver all 50 800-class, with the latest, UP 877, arriving ton City, Mo.; MKT 126 to the Streetcar units by the end of January, and in an ap­ Nov. 28 . At North Little Rock, the paint shops have now reached the half-way Restoration Association of Fort Smith, parent move to placate UP has offered the Ark.; MKT 129 to the 610 Foundation at railroad several lease units to use at no point in repainting and renumbering the Palestine, Texas; MKT 130 to the City of charge until the Dash 8s are on line. The former-Katy GP40s from 194-210 into UP Windsor, Mo .; MKT 132 to the Railroad lease units are all ex-Santa Fe 8000-series 500-516. Already completed are the 503, Museum of Enid, Okla.; MKT 138 to the C30-7s; 8035 and 8021 were the first units 505,507-510 and 515. It should be noted Chamber of Commerce of Nevada, Mo. ; on the property, noted in service in mid­ that the 500-series has always been an MKT 140 to the Railroad and Pioneer Mu­ December. When the 9406 finally arrives "unlucky" number series on UP, usually re­ seum at Temple, Texas; MKT 202 to the on the railroad, UP will have 306 Dash 8- served for locomotives that will not be City of Muskogee, Okla.; MKT 205 to the 40Cs in service. around for long. Previous units that have Landmark Preservation Society of Checo­ The fruits of GE's efforts to enter the lo­ occupied the 500-series have included the tah, Okla.; MKT 206 to the City of Clinton, comotive rebuilding market finally arrived ex-Rock Island U25Bs and the ex-WP Mo .; MKT 209 to the Historical Museum in for testing on Union Pacific on Nov. 11 U23Bs, among others. Itasca, Texas; and, finally, MKT 210 to the from BN. The three GE testbeds for the News of the newer EMDs on the roster Depot Committee of Waurika, Okla. Super Series 7 program-C30-SS7s GECX of Union Pacific finds that, as of mid­ 3000/3001l3002-were immediately sent November, the SD60Ms have broken west to Green River, Wyo . For two weeks through the "invisible barrier" west of Salt Voters Defeat Cheyenne Museum Plans in November, the rebuilt GEs slugged it Lake City and are now frequently being out on the most demanding service for lo­ seen on trains into Los Angeles and Oak­ In PRN 313, we started off the UP news comotives on the UP, the soda ash trains land. Meanwhile, at the Jenks Shops in with what appeared to be a solid plan to between Green River and North Platte, North Little Rock, Ark., the entire fleet of turn the historical UP passenger depot in Neb. The orders from GE were to run SD50s are going through a heavy over­ Cheyenne into a Wyoming transportation these units until they failed-and the 3001 haul program. As the SD50s come out of museum run by the State. But in early was the first to drop on Nov. 27 , in west­ the Jenks Shops, they have been relet­ November, the "all or nothing" proposal for ern Nebraska. The 3000 and 3002 then tered from Missouri Pacific to Union Pa­ a new museum, of which a renovated de­ teamed up and went west to Salt Lake cific. pot would have been one half, was sound­ City to power doubles tacks on the ex-Los There are two other notes of interest ly defeated by the citizens of Cheyenne Angeles & Salt Lake line. The 3002 failed this month from the Jenks Shops. It has when a one percent sales tax proposal to just outside Salt Lake City on Dec. 2, but been reported that UP is now using a help finance the museum project was re­ the 3000 was reportedly still operating as lighter shade of yellow in painting locomo­ jected. The defeat of this proposal has of Dec. 9. tives. Union Pacific has experimented with thrown the future of the Cheyenne depot Union Pacific made a very unusual the color mix of the Imron paint in the into limbo, with UP planning to remove move in the motive power department on past. Also, on Dec. 8, the shop forces the remaining personnel from the building Nov. 15. In this column we previously not­ moved DDA40X 6938 to its final resting soon. But, despite the defeat, within a ed the retirement of all SD40s (both UP place by the south entrance to the Jenks week following the vote, UP spokesman and MP units) from the company's roster Shop complex, rolling over panel track to John Bromley was quoted in Wyoming between June and October. Also included the desired spot. The 6938 was also paint­ newspapers as saying, "We have commit­ in this massive retirement were GP40s of ed in the aforementioned lighter yellow ted to the governor to give the depot to both MKT and Rock Island heritage which paint. the state. As far as we are concerned, the had been sent to after-retirement service commitment stands, regardless of the on FNM in Mexico. On Nov. 15, the UP mo­ election." tive power department had a "change of Developments on the Highline heart" about all these pre-Dash-2 EMD units Sitting stored around the railroad Looking forward to another cold and Motive Power News and "reinstated" them to the active roster. heavy winter in the Blue Mountains of We are not talking about just a few dozen eastern Oregon, UP is in the process of Late reports indicate that GE is falling be­ locomotives, but a grand total of 121 units. qualifying crews on its Feather River Divi­ hind in its Dash 8-40C building program; Already, many of these former-retirees are sion to handle detour trains via Bieber, consequently, the 50 units due UP (num­ showing up on secondary trains at all Calif., on the ex-WP Northern California bered 9357-9406) equipped with the re­ ends of the UP system. extension (the "Highline"). During last designed "super-cab" may not be delivered The GP40s running around the UP are year's severe winter and heavy traffic, the between Jan. 2 and 31 , 1990, as promised. also making news. The rebuilt GP40s UP Blue Mountains became a serious bottle­ The first two units of the order were to ar­ is leasing from Helm for five years contin­ neck to traffic in and out of the Pacific rive in Omaha for inspection and company ue to arrive on UP at an average of one per Northwest, and at times there were over 40 trains delayed awaiting their turn over the Blue Mountain grades. As an alterna­ tive route, UP detoured severallow-priori­ ty trains around the blockage by using the ex-WP line to the south. The long-term future of the former-WP Highline between Bieber and Keddie is very uncertain. The line does not carry much traffic, with an average of one train each way each·day, and it is thus hard to justify the heavy maintenance it needs. In 1989, the Highline saw more than its share of multi-car derailments. There has been talk over the past five years of sell­ ing this line to another operator, but who would want to buy 112 miles of railroad that has only one customer? Like other portions of the former WP, the Highline is a bridge route in almost pure form which now suffers from light use.

14. FEBRUARY 1990 Spring Garden, Calif., is now laid with $20 million to clean up the contamination. Short Yellow Items concrete ties. Completing work in north­ It has been estimated that over the years, ern California, the concrete tie gang head­ the railroad has spilled and lost nearly one Union Pacific, in conjunction with SP and ed for the old Los Angeles & Salt Lake at million gallons of fuel into the ground and BN, operated an Operation Lifesaver spe­ the start of November, working mostly in that there may be 100,000 gallons of fuel cial in the Pacific Northwest. On Nov. 30, the Meadow Valley Wash area near "floating" on top of the groundwater under the 15-car passenger train ran from Port­ Caliente, Nev. the site. land to Seattle, with a return trip the next An update on the ongoing problem Shortline operator RailTex and UP held day. BN supplied one car, SP supplied four with establishing a new switching yard in talks in November on the possible sale of and UP supplied the remaining 10. The the Las Vegas area: Since the railroad was the 173-mile-Iong Bonham Branch in train was pulled each way with GP40Xs UP rebuffed by local citizens on their plan to Texas. This line extends from Texarkana, 92 and 95, plus SD45T-2R SSW 6884. build a new yard north of Las Vegas, there Ark., west to Whitesboro, Texas. Union Pacific's concrete tie program is now opposition to a planned yard to the Thanks to Dave Dodds, Frank Frisch, made great advances during fall 1989. One south of Las Vegas. Meanwhile, environ­ George Cockle, Ken Meeker, John Walker, month was spent with the concrete tie mental tests of the soil and groundwater Matt Richie, Bart Jennings, Randy Keller, gang in the upper reaches of the Feather at the current downtown yard site have Roy Lopez, Union Pacific Railroad, THE River Canyon. All of Williams Loop near found that it may take years and nearly MIXED TRAIN, N ORTHWEST RAILFAN and LARK. CHICAGO & NORTH WESTERN

More SD40s to LRC

The parade of North Western SD40s from Oelwein, Iowa, to the Livingston Rebuild Center continued into December. Fourteen more of the elderly locomotives were seen at East Minneapolis on Dec. 3, as follows : 867,871, 873, 876,879, 881 , 883,885,893, 894,921, 922 , 925 and 927. The 921-series units were built for Chicago Great West­ ern. Following this latest movement, only three of the company's SD40s had not been spotted on their way to Montana.

Skokie Subdivision Cut Fulfilling years of speculation, North West­ ern removed its Skokie Subdivision from service between mileposts 7.1 (Lincoln­ wood) and 12.6 (north of Skokie) on Nov. 10. The Skokie Subdivision connected Chicago & North Western has managed to abandon most of the original Chicago Great Western lines it acquired when the two railroads merged in 1968. This August 1989 photo at C&NW's New Line Subdivision, which Fairbank, Iowa, shows one of the last regular operations on ex-CGW trackage, an Oelwein­ links Milwaukee with Proviso Yard, to Cedar Rapids train that uses the old CGW line from Oelwein to Waterloo and the Iowa North­ 40th Street Yard and the old general shops ern the rest of the trip to Cedar Rapids. Jim Ford on the west side of Chicago. 40th Street Yard was closed in 1980; thereafter, the line was used primarily by coal trains orig­ his favorite small passenger station in his to buy the line and forced an Interstate inated on Illinois Central Gulf. That busi­ then-regular column in the May-June 1983 Commerce Commission determination of ness has fallen off, however, eliminating PASSE NGER TRAIN JOURNAL and is delighted its price. Following its purchase of the any necessity to retain the Skokie Subdivi­ that this excellent example of typical line, NCRA evidently contracted with sion as a through route. Chicago Transit North Western architecture is to be pre­ CC&P to run it. CC&P connects with this Authority's Skokie Swift line, a rerrmant of served. Hopefully entrepreneurs will step trackage at Ackley. The line was cut at the Skokie Valley Line of Chicago North forward to renovate and preserve other Hampton in November, with CC&P and Shore & Milwaukee, parallels this line for distinctive North Western stations, such C&NW end-of-track markers inserted at a distance through Skokie, and it's not out­ as those in Oconto and Oshkosh, Wis., and that point to delineate the property line. side the realm of possibility that the CTA Belle Plaine, Iowa, before the ravages of C&NW still provides service on the Mar­ service may be extended along the C&NW time and weather force their demolition. shalltown Subdivision north of Hampton right-of-way sometime in the future. with an as-needed local switcher that also serves customers on the rerrmant of the CC&P Assumes Operation of ex-CGW main which crosses the ex­ Renovation of Fond du Lac Station Ex-C&NW Branch M&StL at Hampton, but trains rarely oper­ Commences ate as far south as Hampton on the old Chicago Central & Pacific has commenced M&StL anymore, since access is available Renovation of C&NW's long-vacant Fond operations over the portion of C&NW's from C&NW's paralleling ex-Rock Island du Lac, Wis ., passenger station began on Marshalltown Subdivision between Hamp­ Spine Line. Nov. 16. The property is now owned by a ton and Steamboat Rock, Iowa, 27 .8 miles. corporation in Madison which is managing North Western received authority to aban­ the $1.5 million construction project. The don this segment of the old Minneapolis & Nebraskans Advance Line Purchase Plans depot, to be known as the Brooke Street St. Louis main line between the Twin Station, will eventually be the site of of­ Cities and Peoria on Feb. 16, 1989. North In our last colurrm, we reported that a fices and retail space. As an aside, this Central Railway Association, a local ship­ group of Nebraskans led by Wade Wobig, writer named the Fond du Lac depot as pers group, then announced its intention a C&NW microwave technician, had been

PACIFIC RAILNews. 15 formed to save the North Western's "Cow­ employees, Wobig and Dave Fox, general the bentonite mines which provide the boy" line between Norfolk and Chadron, foreman of the Chadron enginehouse. baseline traffic for the Norfolk-Chadron which C&NW has indicated it wants to WHRS planned to meet with C&NW offi­ operation. While C&NW is generally sup­ shed. During November, Wobig and his as­ cials during December to commence dis­ portive of WHRS's efforts, it wants to sell it sociates formed Western Horizons Rail cussions toward purchase of the line. only the Norfolk-Chadron line and not the System, Inc., a Nebraska corporation, as A possible stumbling block in these ne­ Chadron-Colony line. the corporate vehicle for acquisition of the gotiations is that WHRS wants to buy both Thanks to Don McCombs, Michael M. line. Elected to the board were two ship­ the Norfolk-Chadron line and C&NW's con­ Bartels, Jim Seacrest, Carl Swanson, Todd per representatives, a UTU local chairman, necting line from Chadron through Rapid Werner, Karl Rasmussen and Donald E. two economic advisors and two C&NW City, S.D. , to Colony, Wyo ., the location of Vaughn. AMTRAK/PASS

Alcos in the vineyards! Despite continuing controversy, the Napa Valley Wine Train rolls on, hauling passengers through California's wine co~n~ry between Napa and St. Helena. Former VIA FP4As 70 and 71 pass the Robert Mondavi winery on Nov. 4, 1989, with a southbound tram m tow, not far from Oakville. Ken Rattenne

same rate as in this past decade, Amtrak, equipment was on order for delivery be­ Changing Times as it enters the next century, should be vi­ tween 1981 and 1983. Auto-Train was fal­ brant and making an important contribu­ tering under private management and As the 1980s end, a number of factors are tion to the national transportation scene. soon would fold , returning later under at work changing methods, procedures Consider: Amtrak management as one of the suc­ and policies within Amtrak. While work­ • On-board crews were outfitted with cess stories of the decade. In the West ing with limited budgetary resources, Am­ smart, new uniforms in late 1989. San Diegan and San Joaquin service w'ere trak has been making modest progress in • The use of china and table linen in Am­ greatly expanded as riders found new us­ improving and expanding its service. If trak dining cars, tested on the Capitol es and meaning in the intercity rail ser­ changes continue to take place at the Limited and Coast Starlight, is to be ex­ vices subsidized by the State of California. panded during 1990. One of the best measures of the health of • The yield management program for Amtrak can be found in its cost recovery TRACTION reservations is in place, and the computer ratio, that is, what percentage of costs are Prototypes and Models has become a tool for revenue enhance­ recovered from revenues. This has grown ment. steadily the past 10 years, from 44 in 1980 " The magazine for the traction enthusiast" • Reserved seating on Amtrak trains will to 72 in 1989, an indication that Amtrak • Great Ph otos • Book Reviews be making a return. Also, a program to has been taking care of the business of • 36 to 44 pages • Hints running the business. Total revenues are • Letters • Maps guarantee those with reservations that they will have a seat or be compensated is at record levels, and prospects for the next being put in place (possibly at the ex­ few years are good. Continued funding pense of pass riders, however). from Congress is still required, however. • An order for new long-distance equip­ SUBSCRIBE TODAY ment is being considered, depending on 6 Bi-monthly Issues $16 budgetary conditions. New Equipment Order Discussed Only ...... 00 These are current examples of ways in which Amtrak is improving its services. The shortage of Superliners certainly is 12 Issues Only . . . . $3000 Mail to: Box 526, Canton, Ohio 44701 Consider that just 10 years ago it was not news. If anything, between required Dealer Inquiries Welcome phasing out the last remaining steam­ maintenance work, growing business lev­ heated equipment and that Arnfleet II els and BN derailments, it is surprising

16 • FEBRUARY 1990 DIESE OUNTAIN SOUL that a move has not been made sooner to trains. It is not a new problem, but it equipment were used in Hiawatha ser­ acquire more of the double-decker cars. brings up an interesting jurisdictional vice, while a set of Superliners found its Recently, Bombardier acquired the rights question. Amtrak claims that state laws way to Detroit. Buses were used to sup­ to the Superliner patents held formerly by on the subject are superseded by Inter­ plement some of the Michigan service. Pullman-Standard. While not successful in state Commerce Commission laws govern­ Trains to Quincy and Carbondale ran long, convincing the Canadian government to ing the topic. It says that federal studies as they usually do on the holiday week­ place an order for long-haul cars, there show the practice does not threaten the end. San Joaquin No. 708 was of gigantic have been discussions about an order for environment or public health. proportions, with two F40s and 10 cars. about 170 more cars for Amtrak. Due to a What may be at stake for Amtrak is Some of the new Horizon fleet coaches currently unclear budget situation, Amtrak bigger than the fines levied by Oregon were used in the Midwest, while 11 of the can only say the situation is being stud­ and Florida, in that all of their cars may new cars helped carry the crowds in Em­ ied. Many questions remain, including ad­ have to be retrofitted with holding tanks pire service. After the holiday, a number of ditional Horizon Fleet cars, or Viewliners, (such as Arnfleet cars have) that do not the new cars were deadheaded west to which may be important in replacing Her­ discharge waste and must be pumped out. California for re-equipping the San itage equipment that is getting very tired. It could cost millions to refit the cars. Joaquin service. The trains that would likely be re­ In a related move, legislation was intro­ equipped if and when the new cars were duced in Congress to remove Amtrak's ex­ delivered include the City of New Or­ emption from the Public Health Law and Equipment Notes leans, Capitol Limited and Auto-Train. The to require holding tanks. A surcharge on news cars might also allow upgrading the tickets would finance the work, which The first rebuilt ex-VIA baggage car, No. Sunset Limited to daily service, as well as would take more than two years to com­ 1000, was released recently from Texas provide additional cars for the Coast plete. Southern shops in San Antonio. The car Starlight and California Zephyr. now is HEP-compatible. It soon visited Los Angeles on the Southwest Chief. Six simi­ San Diego Trackwork lar cars are expected out of the shop soon Eagle Services Realigned .. . By early December Horizon coaches up As reported earlier, Phase III of the track­ through 54071 had been delivered, as well A further improvement of service on the work on the San Diego Corridor began on as five of the snack-bar coaches. Equip­ Eagle route is the addition of daily service Nov. 26 . Some of the delays and opera­ ment for the San Joaquins will be rotated between Chicago and San Antonio/Hous­ tional problems experienced during so that the assigned cars can be placed ton effective Jan. 15. With this change November were due to vandals who just there as they are delivered, but the re­ comes a change in the day of departure of couldn't resist using tie plates and other equipping took place as scheduled in De­ the Sunset Limited eastbound from Los materials to cause problems. Work on cember, freeing up Superliners for Texas Angeles, from Wednesday back to Tues­ crossings and switches will continue dur­ Eagle service, plus holiday duty . .. Notes day. The Houston section (Nos. 521-522) is ing the first half of 1990. Rail work was for your car roster: Track inspection car contributing its sleeper to the San Antonio slated to be completed south to Sorrento 10001-Beech Grove was rebuilt from Am­ section so enough cars will be available. by Dec. 21 . fleet coach 21222, while sister car 10002- Amtrak crews will take over the Dallas­ On Sunday-Thursday nights when the Corridor Clipper started life as il191 be­ Houston portion of the run from Southern trackwork is being done, trains 586 and fore being wrecked and heavily rebuilt at Pacific personnel. (This leaves the Cardi­ 587 are represented by buses south of the Beech Grove Shops . .. An interesting nal as the only train still operating with Santa Ana. The trains run normally on Fri­ private car visited Los Angeles in late railroad crews, due to its continued tri­ day and Saturday nights. Santa Fe freight November, an ex-CN business car now weekly operation.) SDX eastbound from San Diego has been named Friendship and numbered MM2 . While many fans would like to see daily rescheduled to leave San Diego about 5 This car is a modernized heavyweight, service on the Sunset Limited (and it has a.m. Normal operations should resume still carrying the old CN colors. been discussed in each of the 18 years when the trackwork is completed Dec. 21. Amtrak has been in existence), there still is not sufficient equipment. Read on, how­ CalTrain Changes ever. Thanksgiving ... The Big Weekend CalTrain added two weekend-only trains The Thanksgiving weekend is the busiest Amtrak Cited for Dumping Waste effective Dec. 16. One is an 11 a.m. depar­ four-day period of the entire year for Am­ ture from San Jose, and the other is a trak. Throughout the system a number of A number of states have resoundingly de­ 12 :01 a.m. run out of the city. These new additional cars were utilized; extra sec­ trains operate Saturdays, Sundays and nounced Amtrak for its practice of dump­ tions of some Eastern trains were operat­ holidays only. ing waste (treated or not) from moving ed. In the Midwest, two sets of Metra A disastrous trainlbus grade crossing

PASSENGER TRAINS: Don't get left behind! Nonh America is experiencing a rail passenger boom, and PASSENGER TRAIN JOURNAL Passenger Train Journal is here to report it-and has been Name ______for over 20 years. Not only do we cover the development of Street ______Amtrak's new Viewliners, or why Burlington's E unit­ City ______powered passenger trains are so successful, we also savor State ______Zip ___ the misty memories of the passenger train past. With dazzling photography, detailed maps, useful rosters and plenty of good reading every month. o Check enclosed o Charge to 0 MasterCard 0 Visa Exp. Date ______(I) INTERURBAN Card Number ______.~ ' . PRESS ' .:::::_ '...... , PO Box 6444, Glendale CA 91225 :. r.! !!~ !ii !'- ' , 0 $3011 year 0 $58/2 years (OutSide USA add $6 per year) Signature ______

18 • FEBRUARY 1990 accident on Nov. 27 in South San Francisco surance. Available funds would have been structure closed. The official solution: claimed the lives of two bus passengers consumed by insurance, leaving nothing build a crackerbox shelter somewhere to when the bus was blocked by traffic and for operations. The reopening of the Bay the west near the South Platte River. Put could not clear the crossing. The train's Bridge on Nov. 18 also served to dampen the reason for the hassle on Denver Plan­ F40 sustained moderate damage to the pi­ further interest in additional rail service. ning Director Bill Lamont's shoulders. Ac­ lot and some equipment on the right side, cording to Amtrak's federal charter, such as steps and ladders torn off. The lo­ though, Amtrak's passenger service can­ comotive was removed to Roseville for Denver Union Station Blues not be kicked out of its Denver Union Sta­ evaluation of damage and repair. tion home until 1996 at the earliest, so Temporary (post-earthquake) service One of the remaining great terminals, someone in Lamont's office has not done that had been proposed to operate from Denver Union Station, has again been tar­ their homework. Oakland to San Jose using CalTrain (or geted for closing. Presently, Amtrak is its Thanks to Bill Farmer, John Arbuckle, leased) equipment never got off the major customer; however some Denver R.G. Farewell, Marvin Maven, Norm Pe­ ground due to problems with liability in- Planning Commission politicians want the terson, Ed G. Dobbs and Harry Stone. 500 LINE

will lose most of its remaining interchange Dubuque. This 170-mile district has often Trackage Consolidation Plans traffic received from Duluth, Winnipeg & been a bottleneck for the company, with Pacific (CN) at Superior. With the change the swapping of blocks and motive power Top Soo management has spent the fall months developing contingency plans to of grain marketing form the Great Lakes to commonplace at Marquette's small yard. ocean ports over the past 25 years, Soo In 1990, this work will likely be shifted to further "rationalize" the company's physi­ will encourage the movement of traffic by Dubuque to provide better classification of cal plant, based on changes in the overall all rail routes to the East Coast rather than traffic bound for SP/SSW, Chicago or on­ market as well as its relationship with short hauling itself to either Duluth of Su­ line customers within the Kansas City cor­ connecting carriers. Two aspects of this perior. Manifest traffic will be received in ridor. "command emphasis" were mentioned in Minneapolis from either BN or WC . By the middle of November, Soo had last month's column, but require additional extended the northern terminus of the discussion to properly relate to other news River Division CTC installation to milepost developments. Operations Improvements 385.8, called Vermillion in the timetable. On Sept. 15, the formal application to While signal hardware has been erected ICC was submitted outlining the proposed In conjunction with the welded rail place­ over the remaining 5.3 miles to the Missis­ agreement with Rio Grande Industries rel­ ment reported above, Soo has made ef­ sippi River bridge in Hastings, it is doubt- ative to the conveyance of the Kansas City forts to expedite operations in northeast­ line to the Anschutz organization. What ern Iowa and hopefully reduce crew dis­ has been somewhat unclear is the pro­ tricts in the process. With the proposed posed local service rights Soo is to retain opening of access to SP/SSW interchange RUTLAND RAILROAD over the 532-mile corridor west of Elgin, at Dubuque next year, Soo has made Ill. In a thorough report to stockholders, changes to increase the importance of this Soo management reports that it will be al­ old industrial city on the banks of the Mis­ lowed access over the entire route, to sissippi River. St. Paul-Kansas City trains serve customers with carloadings generat­ 222 and 223 will no longer change crews ed from the balance of the system. With at River Junction, Minn. (located across the garnering of long term, multi-car grain the river from La Crosse, Wis.), establish­ contracts into the Kansas City metropoli­ ing a new 239-mile crew district north of tan area in recent years, one can coincide Dubuque. This move was also aided by that Soo motive power and operations will the completion of CTC facilities between remain fixtures throughout the majority of River Junction and Hastings, Minn., aimed the route. With this revelation in mind, it at expediting the movement of trains on is likely that Soo will retain Nahant (Dav­ the northerly half of the run. enport), Iowa, as its intermediate termi­ Concurrently, Soo plans to eliminate nal, rather than moving to Savanna, Ill., as Marquette, Iowa, as an intermediate crew had been earlier speculated by sources. change point between Mason City and Conductors Cap Badge only On the northerly end of the system, the (Repro. - mfg. date stamped on back) ...... $35.00 company announced plans on Oct. 23 to Conductors Cap wlSripes abandon the segment of the Brooten line (Cap only - no badge) ...... 28.00 extending northeast from Genola, Minn., Conductors Cap wlo Stripes to Saunders, Wis., a distance of 102.58 (Cap only - no badge) ...... 28.00 miles. With this application, Soo will offi­ Conductors Cap wi Badge ...... 55.00 Baseball-Style Cap (NYBM Lines logo) ...... 6 .95 cially sever its Dakota-Head of Lakes grain Baseball·Style Cap (Gateway logo) ...... • . . . . 6.95 conduit and will be forced to use BN track­ ~~!~!~~ri T·Shirts (NYBM Lines fogo) ...... • . . .. 8.95 age rights between Superior, Wis., and ei­ 01 the T·Shirts (Gateway logo) ...... 8.95 ther the Twin Cities or Bemidji, Minn. Any CALIFORNIA STATE RAILROAD MUSEUM Rutland Notepads ...... 4.00 remaining local traffic on the Brooten­ Over 1000 Titles Always In Stock! Genola stub will be serviced out of Glen­ NEW RUTLAND RR T-SHIRT ...... CALL US FIRST! ~ FEATURING wood, Minn. RS-1 locomotive . ..$9 .95 each This decision also lends credence to Milepost t and the State Railroad Museum the school of thought that Soo may not be are open 7 days a week 10 AM - 5 PM To Order: Please specify style. logo. size. etc. Add $3.00 shipping & handling per order. Vermont residents add a long-term tenant of the Twin Ports. Its PHONE ORDERS (916) 447-9665 VISA/Me 4% sales tax. No P.O. addresses. Street ad ress required only remaining physical link to Superior, 115 "I" STREET' OLD SACRAMENTO, CA 95814 for UPS delivery. Send check or money order to : Wis. , will be via the circuitous routing of SEND $1 .00 FOR CURRENT CATALOG Ladysmith, Wis. It is likely that with the Depot Hobbies & Antiques suspension of the interchange restriction PA Cif iC CO ASl CHAPJ[R RAIlWAY &lOCOMOll V[ HISlORICAl SOCI UY. IN C. 43P Hemlock Rd., Milton, VT 05468 on Wisconsin Central in October 1991 , Soo

PACIFIC RAILNews. 19 ful that the work will be done during 1989, Mason City to Marquette, Iowa. The By mid-November, the five-unit order of with the onset of snow and cold weather. pounding received from grain trains and super-cab SD60Ms were ready for delivery For those readers familiar with Soo's Indiana-mined coal has compelled Soo to from London, Onto Sporting a modified red tradition of conservative expenditures for lay welded rail in several locations be­ paint scheme (due to the unusual shape of track plant and signal systems, the tween Charles City and Calmar. Track the wide nose), the 6058-6062 series units northerly end of the River Division pro­ crews completed the installation of 112- left London by Nov. 16. The 6058 and 6059 vides a true departure from the past. The pound rail in the worst locations just arrived in St. Paul on the 21st, while the end of single-track operations occurs at . prior to the annual movement of corn Oc­ 6060 was spotted ready for service at the Blackbird (milepost 382.8), resulting in 8.3 tober and November. Traffic between Ma­ same location three days later. The 6059 miles of bidirectional double track into son City and Marquette has been three worked with SD40-2 6623 on No. 940 out Hastings. The remarkable aspect of the trains each way per day during fall of of St. Paul on the 24th. project is that double crossovers will be 1989, consisting of Nahant-Mason City placed at both Vermillion and East Hast­ through trains 230 and 231, local freights ings (milepost 388.8). This facility should 630 and 631 , as well as grain extras 484 Equipment Shorts give Soo dispatchers much flexibility in and 499. lining up trains before or after operating A considerable amount of grain traffic GP39-2 4598 was repainted at Shoreham on the joint trackage with BN between St. formerly moved north from Austin, Minn., on Oct. 20, ready for road service at St. Paul yard and St. Croix tower. to the Twin Cities is now handled south­ Paul on Nov. 2. The bright red, ex-Ken­ As intimated in last month's column, east to either Savanna or Nahant. With di­ necott Geep worked No. 248 on Nov. 5 Soo has reinstituted a switch engine at rect interchange to SP/SSW at Dubuque, with GP38-2 4420, complete with SP ca­ Glenwood, Minn., to better block traffic Iowa, probably available by mid-1990, a boose 1904 on the rear of the drag . .. bound for CP Rail connections at Noyes, new marketing plan for Gulf Coast grain GP38-2s 4500-02, 4504-05 have been Minn., or Portal, N.D . The immediate ben­ will likely be developed. It is also unclear shipped to Livingston, Mont., for overhaul efit of this decision has been the reduction what interest Soo retains in the C&NW­ by LRC for new owner Oxford Leasing. It of congestion at St. Paul yard, with trains owned Spine Line, which could provide is unknown whether the Geeps will be 940 and 941 operating through on most much easier access to Kansas City for used on Wisconsin Central or placed into days. Block swapping on these CP run­ southbound grain (without cutting Soo's the lease market with the ex-N&W SD45s, through trains usually occurs at Humboldt share of the revenue pie). During early as well as the ex-UP SD40s picked up by Yard in Minneapolis, allowing trains to op­ November, it was rumored that Soo direc­ Oxford ... SD60 6013 has been outfitted erate near the desired 120-car maximum tors were to operate an inspection train with ditch lights, similar to sister 6008. without a trip over the hump in St. Paul. over the Spine Line, but nothing firm has These units were spotted at Shoreham on Train 950 now handles shorts from 940 out developed yet. Nov. 4 in multiple with fuel tender 4002, of Glenwood, along with the normal inter­ pending possible future testing between modal traffic out of Winnipeg, resulting in Chicago and Winnipeg and possibly a train which seems to always be at the SD60 Deliveries Complete Toronto or Montreal . .. Delivery of the maximum car limit as well. A colorful ex­ new coal hoppers began in October, start­ ample of this catch-all concept was 950 in­ By the second week of November, the last ing out in the 61900 series. The bottom to St. Paul on Nov. 25 with SD40-2s of Soo's third order of SD60s was in ser­ dump rotary equipped cars had reached 767/66171772, GP38-2s 451114512 and fuel vice, allowing the bevy of leased units to 62195 by late November and have been tender 4001 leading the typical 120-car be parked at Shoreham, while adding a spotted primarily on the Indiana coal drag, including no less than 26 cars of large splash of red to the point of principal trains (bound for WC destinations or trailers and containers. trains. Continuing from last month's re­ Northwestern States Portland Cement in port, units 6046 and 6047 arrived St. Paul Mason City, Iowa) ... WC will be return­ on Oct. 29, while 6056 was noted at Shore­ ing 250 leased covered hoppers to Soo Upgrade for Iowa Grain Line ham shop on Nov. 4. By the 11th, all six Line in coming months as a similar group SD35s and eight active SD45s leased from of new cars will be delivered to the former The company has devoted Significant re­ EMD were stored at Shoreham, along with road. sources to the improvement of the former­ the 6349-6358-series, ex-Milwaukee SD40- Thanks to La Verne Andreessen, Mike Milwaukee Road line extending east from 2s leased from GATX. Cleary, Fred Hyde and Soo Line Railroad. Santa Fe Railway, 1968 In 1968, the Santa Fe Railway produced a film to commemorate its 100th anniversary, and the beginning of the railway'S second century. Included in this "cen­ tennial documentary" are all operations of the railway, from the latest freight-car tracking systems to the intro­ duction of welded rail. Today's railfan will delight in the many views of pre-' 'yellowbonnet" blue-and-yellow diesels roaming the Santa Fe system-including SD45s, GP30s, and SD24s. You'll also find rare views of Fair­ banks-Morse switchers, RSD15 "Alligators" . .. even the first run of the" Super C"! For Santa Fe diesel fans, this is the tape for you! Color, sound. FR547,27min ...... (add$1.25p/h) ...... 24.95

CALIF. RESIDENTS ADD ~ INTERURBAN 6Yo /6';'% TAX , PRESS SEE YOUR DEALER FIRST. . . po Box 6444. Glendale CA 91225 WRITE FOR FREE CATALOG . - .. • 1818) 24 0·9130 FAX (818) 240·5436

20 • FEBRUARY 1990 With this issue, we place the Santa Fe column in the capable hands ofPRN As­ sistant Editor Elrond Lawrence. Please feel free to contact Elrond in our Glen­ dale, Calif., office with any AT&SF news. Thanks are extended to departing colum­ nist Paul Schneider for his efforts; Paul has decided to concentrate his energy on writing full-length features for a variety of railroad publications. Look for his byline in future issues ofPRN, as well as sister publication PASSENGER TRAiN JOURNAL.-D.G.

Santa Fe Authorized to Operate CM&W

On Nov. 13 at 12 :01 a.m., Santa Fe Rail­ way began directed service over the Chicago, Missouri & Western's east-west line between Kansas City and East St. Louis/Springfield for 60 days under an In­ terstate Commerce Commission order re­ quested by CM&W bankruptcy trustee Daniel Murray. Under the agreement with Murray, Santa Fe will manage the opera­ tion of the line (plus several assorted branches) using CM&W employees; re­ sponsibilities will include routine mainte­ nance, revenue collection and payment of expenses. The railroad will not receive federal compensation for providing ser­ vice. "This is an interim measure to meet a transportation emergency," said AT&SF President Michael Haverty," to ensure CM&W's east-west line stays open until Wertheim Schroder & Company can com­ plete sale negotiations and take owner­ ship." To carry out operations, Santa Fe set aside 33 CM&W locomotives for exclusive use on CM&W trackage. This group in­ cluded GP38s 2020-2033, 2036-2040 and 2042-2048; GP40s 3008, 3013, 3019 and 3025; and SW1500s 1501, 1502 and 1504. Once the sale is complete, Santa Fe's status will follow the terms of the haulage agreement negotiated with Wertheim Schroder guaranteeing a specified carload level into St. Louis-and also guaranteeing a consistent revenue base.

And Then There Were Six Dwarfed by the "skyscrapers" of rural America, redbird GP35U 2814 makes a setout at the Santa Fe's "Super Fleet" increased to a to­ Burdett, Kan., elevator on Sept. 28, 1989. The train is Santo Fe's LKK37, the Great Bend-Jet­ tal of six units in early December, when more (Kan.) turn (though this day running only to Burdett) , and is usually called every Mon­ FP45 5997 emerged from the San day and Thursday at 10 a.m. The train on this day was heavy due to the fall groin rush and Bernardino shops' paint bay as red-and-sil­ rated a GP39-2 in addition to 2814 to haul its string of hoppers. Mel Finzer ver 105. As of Dec. 6, the warbonnet was still lurking about the shops (having been San Bernardino, rumors already abound as Speaking of the 100-class, a quartet of spotted by your Santa Fe editor on both to the fate of the classy cowl units once warbonnets found themselves racing back the 5th and 6th). but was expected to be the red-and-silver GP60s and Dash 8-40Bs and forth across the system during late back in service by the end of that week. arrive in early 1990. Relax-Santa Fe offi­ October and November, much to the de­ Santa Fe was hoping to have the final cials have no plans to repaint or retire the light of railfans lucky enough to encounter two units, 5993 and 5995, painted red and six-axle F45s in the near future. As one them. On Oct. 27, the 1-893-26 was spot­ silver by the end of 1989, although it ap­ AT&SF official put it recently, "We didn't ted heading east through Canyon, Texas pears the last unit, 107, will probably be just spend thousands of dollars on them (southwest of Amarillo), with FP45s 100, completed in January 1990. And even as just to paint them back [into blue and yel­ 101 , 103 and 102 in charge. Then, a sec- the warbonnets continue to emerge from loW] ." Continued on page 38 •

PACIFIC RAILNews. 21 A Last Encore for Rio Grande's First-Generation Power

TEXT AND PHOTOGRAPHY BY R.C. FAREWELL io Grande's early GPs and SDs arrived at the time we found that our moment was gone, lost to what we \ the railroad's .beloved steam power was being sent thought were more important matters. The 1980s went R\ to the scrap lmes. In our mad rush to record the by, sales to used-locomotive dealers and Colorado win­ last steam, we paid little heed to the new cab and hood ters took their toll on those delegated to Burnham Shop's units arriving on the scene; indeed, we figured that we dead lines. Birds found sanctuary where hogheads used had lots of time to give the new arrivals their due after to peer; a family of squirrels made a sheltered annual steam was gone. Unfortunately, when mainline steam dis­ home in windblown debris around an SD7 traction motor appeared completely and the time came to pay note to the case. As the 1980s drew to a close it seemed that the first diesels, other things were still more important: the fate of the dead units was sealed; it was only a matter of fading narrow gauge, the expected and eventual demise time before the price of scrap went up or secondary loco­ of the Rio Grande Zephyr and other crises that we simply motive buyers would return to look over the remaining had to record. oxidizing black carcasses. Years went by and Rio Grande's cab units went back Then came the unexpected, as an indirect result of the to EMD as trade fodder; first-generation hood units fad­ Southern Pacific/Rio Grande merger. SP's motive power ed into branchline local chores. They simply lost their shortage became a D&RGW/SP problem. Corporate eyes glitter and drifted into the shadows. Then the 1980s turned to the lines of the very dead at Burnham. Could the came and the early hood units were sent to the dead old units be fired up again, could they release more-mod­ fines, to be individually pulled when a buyer came look­ ern D&RGW power from low-priority switching and other ing, or, on very rare occasions, temporarily reactivated slow-speed mundane tasks? The answer for many of the when power needs dictated. Thus, when we finally early hoods was positive. And for the railians who over­ turned to look, to record Rio Grande's early GPs and SDs, looked these vintage units until it was too late, another,

22 • FEBRUARY 1990 LEFT: Rio Grande GP9s 5954 and 5951 were temporarily reactivated in May 1983 and assigned to slag-hauling duties with F9s 5762 and 5771. The quartet is shown enjoy­ ing a short rest in the thin air of Leadville, Colo., on May 27 while their crew ate lunch. RIGHT: At the end of their active careers, D&RGW GP9s were commonly found in work train service, such as on Jan. 22, 1977, when 5934 led a string of used­ rail flatcars west toward a track-renewal project high in the Front Range.

but perhaps brief, chance presented itself. Here then, is a Moreover, no fill-in units have been added, only deletions short ovation to these unheralded workhorses, a celebra­ due to wrecks, retirement and/or subsequent sale. tion of their history and resurrection. To the Dead Lines GP9 Background By the early 1980s, Rio Grande's GP9s were delegated Rio Grande ordered GP9s from EMD for delivery in 1955 to locals, work trains and some yard switching, displaced and 1956 as a component of its last stages of total from the main line by a mass of second-generation, more­ dieselization. An initial 12 GP9s arrived during the first half efficient, turbo supercharged EMDs. Following 1982's fall of 1955. The GP9s were expected to be operated in four­ traffic rush, a system-wide traffic slowdown occurred. unit sets. Road numbers assigned to these GP9s reflected During that slowdown, when GP9s came due for shop­ their membership and respective position in each four-unit ping, they were shut down and stored. About half the GP9 set and followed a similar numbering hierarchy already es­ fleet was pushed onto dead-storage tracks at Burnham tablished for Rio Grande's cab units. Thus, the first delivery Shops in south Denver while the remainder of the group included road numbers 5901-5904, 5911 -5914 and 5921- were towed to Top End Yard in northwest Denver and tied 5924. More units arrived during the middle of 1956. Includ­ down. A short respite from storage occurred for Nos. 5951 ed were road numbers 5931-5934, 5941 -5944 and 5951 - and 5954 during late May 1983. The duo was reactivated 5954. Following completion of this second and last deliv­ to help haul slag ballast from the Eilers pits near Ten­ ery, Rio Grande's GP9 fleet stabilized at 24 units. Road nessee Pass to various dumping locations on Rio Grande's numbers as initially applied to the GP9s have been carried system as part of the summer track maintenance season. on through the years; no renumbering has taken place. By late fall, however, the pair was back in dead storage at iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii POWER PROFILE ____

PACIFIC RAILNews • 23 Woke up birds, rest time's over . .. LEFT: 1989 brought a surprise re­ vival for several of Rio Grande's "Cadillacs." A late October day finds SD9 5313 working the south end of North Yard in Denver, un­ blocking a cut of reefers deliv­ ered by No. 182. OPPOSITE PAGE: Other Grande SDs have not been so lucky. The indicator boards on SD7 5302 form a handy home for a family of sparrows (TOP) while missing cob gloss, peeling paint and spreading rust on 5300 (BE­ LOW) point toward a bleak future for some Rio Grande first-genera­ tion diesels in dead storage among the tumbleweeds at Burn­ ham Shops.

Burnham. The following year, 1984, found No. 5924 pulled 1989, assigned to break-in service at North Yard. The duo from storage and teamed with all three ex-Rio Grande had been given a thorough shopping in an effort to help Zephyr F9s during early June and mid-August to haul detect any problems induced by years in Colorado cold fresh slag ballast to spreading sites on the Moffat Tunnel storage. Initial performance and reliability of the resurrect­ main line. After its summer in ballast train service, ed duo was encouraging; by early March GP9s 5931 , 5942 though, No. 5924 was returned to cold storage. Departures and 5954 had also been reactivated, shopped and returned from the ranks of stored GP9s via sales and combination to service. Early April found GP9 5904 re-entering service; exchange deals took their toll; by October 1988 only 13 of it was quickly followed by sibling 5903. On April 13, Nos. the original 24 were left. The survivors remained stored 5941 and 5942 were pressed into service as movie "extras" very dead and in seemingly poor condition; it was thought when they were temporarily decaled for "Pacific Rim RR." they would never be operated by Rio Grande again, being A complete train was assembled for this caper, with Nos. kept on the property until the price from resale or scrap 5941 and 5942 performing motive-power duties for filming was right. in Glenwood Springs and La Veta Pass. After the filming assignment was completed, the duo's decals were quickly Motive Power Crunch removed. There were no ill effects noted to their coat of vintage black paint and "small" Rio Grande lettering. Both The subsequent D&RGW/SP merger brought with it a units were returned to normal switching service; No. 5942 need for every motive power unit available to be put into was teamed with No. 5904 to form the assigned North service. The question was raised whether some of Rio Yard transfer-service duo. In the meantime, Nos. 5931 and Grande's dead GP9s could be put back into service to free­ 5951 were thought to be reliable enough that they were up valuable mainline-worthy GP30s and GP40s then ac­ assigned to Pueblo; most other reactivated GP9s worked complishing mundane switching and local chores. Ques­ close to home in Denver. During this time interval, No. tions are one thing, however; the scope of what occurred 5913 was shopped and returned to service. By the time Ju­ next was quite unexpected. GP9s 5941 and 5951 were ly rolled around, then, all remaining Rio Grande GP9s, pulled from the dead lines, reactivated and, on Feb. 13, with the exception of Nos . 5912, 5924, 5934 and 5953, had

24. FEBRUARY 1990 GP9s were dispersed to distant duty locations on the combined D&RGW/SP system. For example, a trio of reac­ tivated Geeps was dispatched from Denver west to SP's general yard at Roseville, Calif. Unfortunately, the venera­ ble units could not pass California's stringent emission standards, nor did they have state-required spark ar­ restors. As a result, the trio was shuffled dead to Los An­ geles, thence east to Tucson, Ariz. There the Geeps found a temporary home, with one unit working the old PFE yard, while the other two worked the main Tucson yards. Retained for switching duty at Denver's North and Top End yards as of Oct. 28 were Nos. 5903, 5913, 5922 and 5954. The disposition of the Geeps as of Nov. 1, 1989 is shown in the roster on page 26.

S07/S09 Background Rio Grande received five SD7s from EMD in May 1953. All five units received extra ballast; they were targeted for Utah Division heavy-tonnage coal mine service. Road numbers assigned to the five were 5300-5304. July 1957 saw the arrival of 10 SD9s, also targeted for use on Utah coal drags. Road numbers assigned to the SD9 order in­ cluded D&RGW 5305-5314. Note that the numbering ap­ plied to both the SD7s and SD9s underscored the fact that the SDs were not expected to be normally operated in four-unit sets. Rather, it was expected they could be oper­ ated singly as well as in any combination required by train tonnage. The years were good to the SD7s and SD9s ; however, in April 1972, No. 5305 was involved in a collision in Pueblo. It was rebuilt by Rio Grande with an EMD chop-nose kit and released back into service in September of that year. As the 1980s arrived, most units were still operating, see­ ing heavy switching service as well as secondary mine drags. By 1982, however, SD7 No. 5301 had been set aside at the Burnham Shops, turned into a parts source to keep its siblings running. Times changed; business dropped off. By the end of 1985, all Rio Grande SD7s and SD9s were stored on the Burnham dead lines or at Top End Yard. The lone exception was chop-nose SD9 No. 5305, by then the resident Grand Junction, Colo., hump yard switcher. All units, with the continued exception of No. 5305, were to remain in cold storage at Burnham or Top End through Oc­ tober 1988.

How About the Cadillacs? Rio Grande noted that GP9s reactivated in early 1989 were performing above expectation. Thus, why not reacti­ vate some of its SD9s from Burnham's dead lines to free-up some of the GP30s yet remaining in yard service and put the GP30s into the power-hungry D&RGW/SP run-through pool? Putting thoughts into actions, SD9 5309 was fired-up and run through Burnham Shops to cure cold-storage ills . By March 31 , 1989, No. 5309 was in heavy-duty switching service at North Yard. Number 5314 was the next unit to been returned to service. Late fall found Nos. 5924 and be reactivated and shopped and was noted on April 2 5953 pulled from the dead lines for reactivation evaluation. working south toward Pueblo with SD45 No. 5317 as the Nov. 1, however, found the pair back in cold storage on the motive-power set assigned to train No . 165. April 7 found west side of Burnham Shops. No . 5309's North Yard break-in period cut short when it was hurriedly assigned to help boost train No . 183 west Across the O&RGW /SP System up the Front Range and on toward Grand Junction, Colo. Shortly thereafter, SD9 No. 5307 was reactivated, shopped Reactivation bugs were quickly ironed out; the GP9s and sent to North Yard for break-in evaluation. On May 5, proved themselves quite hardy considering their years in No. 5307 was added to Rio Grande's Railblazer motive­ the weeds. As fall 1989 turned toward winter, some of the power suite for a little added tractive effort and was ob- iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii PO WER PROFILE iiiiiiiiiiiiiiiiiiii

PACIFIC RAllNews • 25 Denver's North Yard has become a Mecca for high-hood lovers, Here on Oct. 4, 1989, transfer-service Rio Grande's 1st Generation Geeps and 50s Today GP9s 5913 and 5922 were recorded at rest during a lull between assign­ GP9s ments, while in the background SD9 No. Disposition Current Status No. 53 13 was at work assembling a 5901 Traded to EMD, 1972 Scrapped . tardy westbound No. 187. 5902 To Mid-America Car, April 1984 To Railtex; Austin & Northwestern 22 5903 Retained by D&RGW In 'service; North Yard 5904 Retained by D&RGW . \ In ·service· ! 5911 To Mid·America Car, April 1984 •.•To Railiex; Austin & Northwestern 33 5912 Retained by D&RGW Dead 'storage, ,Burnham shops 5913 . Retaifjed by D&RGW In service, North Yard , 5914 ; To Mid·America C'rr, April 1984 . Rebui'lt to LORAM 401 , 5921 ,To Mid-America Car, April 1984 To Hailtex; San,Diego & Imperial Valley 5911 5922 ' Retained by D&RGW In service, North Yard ,

5923 To Utah Power & Light, Jan, 1977 CasUe Gate power plant, Utah T 5924 Retained by D&RGW Evaluated late 1989; returned to storage 5931 Retained by D&RGW In-service , 5932 To Mid·America Car, April 1984 To Railtex ; Austin & Northwestern 55 5933 ' Wrecked; to Ite! May 1977 ,. Rebuilt; then to IGC 8203 5934 Retained by D&RGW \ Dead storage, Burnha~ shops 5941 Retained by D&RGW ··i' In se(Vice, including 'm~inline duties 5942 ,. Retained by D&RGW . In service, Nortl;1 Yard. 5943 Wrecked; to Itel May 1977 " . Rebuilt; then t6 IGC 83?3 5944 To Mid-America Car, April 1984 To Railtex; Austin &'Northwestern 44 5951 Retained.by D&RGW In service, North Yard , 5952 To Mid-America- Car, April 1984 To Railte ~; Austin & Northwestern 11 5953 Retained by D&RGW Evaluated lale 1989, returned to storage. 5954 Retained by D&RGW In se,rvice, Nor;th Yard

NOTE: O&RGW transferred seven GP9s ptus GP7 5t08 to M i d·A ~ er ica ,C a r in Aprilt 984 as partial payment for setting-up an d paint· ing ex-Conrail GP40s leased (and later purchased) by O&RGW, as well as for set' up work on D&RGW's (then),new 8050s,

S07s and S09s '1 No. Model Status !:,ocation 5300 SD7 , Stored Bqrnham S~ops !

26 • FEBRUARY 1990 TOP: Reactivated GP9 5903 shown at North Yard on Aug. 6, 1989, models "new image" lettering featuring the orange-on-black nose lettering. MIDDLE: SD7 5303 shown in-service in January 1981 at North Yard. Note that the zebra striping on the SDs wraps slightly around the carbody, while it stops flush with the vertical joint on the GP9s. BOTTOM: A colli­ sion at Pueblo, Colo., in 1972 prompted installation of an EMD short-hood kit on SD9 5305. The chop-nose unit has long been the hump yard switcher at Grand Junc­ tion, Colo., and is the only D&RGW SD to avoid time in dead storage.

served blasting up the Front Range with the 'Blazeis trail­ perspective, the status of D&RGW SD7s and SD9s as of ers and containers in tow late that afternoon. Somewhat Nov. 1, 1989 is shown in the roster on page 26. J unnoticed, No. 5313 was returned to service prior to July Thanks are in order to Robert R. Harmen for furnishing and was subsequently assigned to North Yard. Number data on sold/traded GP9 units and their new owners and 5314 was returned to the Denver area and v-as noted to Joseph A Strapac for details on reactivated Rio Grande working at Burnham as well as Top End Yard during late GP9 wanderings throughout SP's western operations. July and August. Number 5309 was also brought home, Several very-thorough publications are available that but unfortunately was returned to the dead lines during deal with diesels owned by Rio Grande. Included in these mid-July. As of November 1989, SD9s 5305, 5307, 5312, references is all pertinent EMD information, including se­ 5313 and 5314 remained out and running. rial numbers, for each Rio Grande SD7, SD9 and GP91oco­ As 1989 drew to a close, Rio Grande continued to rely motive listed by D&RGW road number. This reference list on its reactivated SD9s to perform heavy-duty switching. includes: LOCOMOTNES OF THE RIO GRANDE, Colorado Rail­ Additionally, the units have been tuned to the point that road Museum, 1980; RIO GRANDE DIESELS, VOLUME 1, by their exhaust is relatively clean; thus they can continue to Strapac, J.A, Shade Tree Books/ Centennial Publications, see use at North Yard, deep in the heart of Denver's 1983; and RIO GRANDE DIESELS, VOLUME 2, by Strapac, J. A, "Brown Cloud" winter smog country. To put everything in Shade Tree Books/Centennial Publications, 1984.

PACIFIC RAILNews • 27

SP's annual wintertime baffle against the heavy snows of Donner Pass is engaged in full in 1978 as SD45T- 2 tunnel motors between back-to-back rotaries blast out of the Norden sheds with a smoke plume that would do justice to the steam ro­ taries and cab-forwards of a previous generation. Dick Dorn

TEXT AND ORIGINAL BLACK & WHITE PHOTOGRAPHY BY RICHARD STEINHEIMER

PACIFIC RAILNews • 29 Winter's Professionals

atching the snowfighters of Donner Pass is like watching professional linemen in a Super Bowl-those guys who get pounded into the mud every play so guys with clean jerseys can win the game. With these "Winter's Professionals," SP shippers are the guys with clean jer­ seys who get dependable trans-Sierra transportation. Occasionally even UP sends a few Wtrains over Donner when rain or snow brings down slides in the Feather River canyon. The first moves in the game take place in summer, with maintenance-of-way, bridge and building, and signal crews doing their summer repair work and preparing for winter. Sheds are rebuilt, new rails are laid and the two 70-ton Jordan spreaders are shopped. Winter begins with arrival of the first storms of September and October, ending in April or May after an average annual snowfall of around 37 feet. The first snows are generally light, only pencil notations on a dispatcher's train sheet. But superinten­ dent Mike Irvine and his staff are paying close attention to winter forecasts and have several SD9 or GP38-2 flanger sets ready at Roseville before the first good storm hits. The duty of the flangers is to keep packed snow from accumulating between the rails where it can lift air hoses or locomotive fuel tanks. They aren't called until there's at least 15 inches of snow on the rails. The maintenance-of-way crews of Charlie Drinnon at Truckee and Ray Chavez at Colfax stay on alert, shoveling out any affected mainline switches. Between Emigrant Gap and Truckee, all CTC crossovers be­ tween the two mains are protected by concrete snowsheds-Shed 47 above Donner Lake, Norden at the top ofthe pass, Shed 10 below Cisco and the 1-80 underpass at the Gap. Everything is based on keeping ahead of changing weather conditions. When forecasts ~ay the storms will continue, another flanger rolls out of Roseville. With their locomotive pilot plow and flanger blades they can handle up to three or four feet of snow as long as there's a place for the snow to go. By then, Drinnon is preparing to make a pa'lS across the mountain with his double-ended spreader set, to clear snow from the right-of-way so the flangers can either return home or operate more efficiently. When a series of storms starts piling up 3 to 10 feet of new snow, spreader crews keep removing the "core" between the parallel main lines and pushing snow away from the right-of-way. Why this heavy use of spreaders rather than rotary plows? The spreader is a super-efficient mover of snow up to around five feet deep. When Drinnon's crew comes rolling down the track at 20 mph with the arms spread to clear a 40-foot swath, shoving snow with a water content of 34 percent, every second they're moving about 125,000 pounds of snow from the rails. That's about 7.5 million pounds of snow a minute. No other machine can match that. The four wide-wing SP rotaries kept at Roseville are still important because high winds combined with a heavy storm, or series of storms, can form snowdrifts 10 to 30 feet in depth. Spreading gets real tough in snow deeper than 10 feet, so this is where the rotaries really shine. They move in slowly, cutting a trench 16 feet wide, easily handling 12-foot drifts. Rotaries can handle even higher drifts by plowing in a short distance and then backing up, allowing the overhang to collapse before moving forward again. But in ac­ tual practice, bulldozers are already at work clearing off this excess snow and pushing snow away from the rails to give a place for flangers and spreaders to toss more snow. Like spreaders, rotaries are generally run in double-ended sets, with two or three big motors in be­ tween for tractive effort. That way crews can always fight their way back out of trouble. Names of workmen from the past century like Toy, Lee and Ling are gone from the mountain in the 1990s, replaced by men with names like Jimenez, Martinez, Carrillo, Drinnon and Mahon. They work here because it's what they want to do, taking care of business on a railroad that for 125 years has been the ultimate proving ground of men and their machines.

30 • FEBRUARY 1990 OPPOSITE PAGE : Brother, can you spare a jacket? On Oct. 31, 1978, the weather door slams shut at Norden for Bridge and Building crews doing shed maintenance; the B&B gang and its crane and other equipment will soon be heading for warmer SP climes. ABOVE: After a late-March 1980 storm a Jordan spreader powered by an SD9 leaves a 40-foot clear swath; behind, a rotary follows, tossing snow off into the trees. Spreaders usually work in back­ to-back pairs, but on days when timing is critical they will work with a rotary or a second spreader to clear both tracks with a single westbound passage. LEFT: An interlocking operator inside the Norden sheds inspects a westbound as it crosses over to the No. 1 track in preparation for a winding descent of the west slope.

PACIFIC RAILNews . 31 ,/

ABOVE: Oh, no! Another employee's vehicle bites the ice in a land of 400-inch-per-year snowfalls when cars are at the mercy of nature, RIGHT: In the 1960s, F7s were still dependable winter power for Donner trains, such as this morning eastbound approaching the Don­ ner sheds and an 8-foot snowpack. Both photos, Richard Steinheimer/DeGolyer Library BELOW: The wa­ tery sheets of a spring melt on the Norden sheds that dominated the view from the cookshack when a new structure was built in 1966.

32 • FEBRUARY 1990 ."

, '

ABOVE: It's spring, but an eight-foot snowpack buries the Norden living quarters and pedestrian and train snowsheds in this 1972 scene. BELOW: Blurry episodes of Bonanza were often the only solace for weary J. V. Moan Co. cooks in the old cookshack on cold winter nights like this one in 1965. Both photos, Richard Steinheimer/DeGolyer Library

The Norden Experience

orden was a unique way of life for employees and visitors from its birth in the age of Sierra doubletracking, on March 10, 1926, until its end on Sept. 6, 1985, in the age of microwave communications. For railroaders, living at Norden was Heaven or Hell, and sel­ Clom anything in between. The beautiful mountain atmosphere with its constantly changing weather patterns and small-town way of life in yel­ low wooden company houses was paradise to those who chose to live in "God's country" and avoid the distractions of big-city life. Nearly every railroad craft was represented among its residents, including operating, mechanical, signal­ ing, track maintenance, bridge and building, water service, telegraphy and even food service. The nearest shopping center was the one-room Norden Store and Post Office, up across old U.S. 40. No automobile ever reached Norden in winter. If you wanted to "go to town" it meant getting on half the clothes you owned and huffing and puffing up the hill inside a steep, icy pedestrian snowshed, to finally emerge at the headhouse near old U.S. 40. The few areas for parking were usually buried beneath the winter snowpack. Many employees, discovering their cars buried to the roof, would turn around and wait to catch a ride on the Pacific Limited or other train willing to pause for passengers in the dark Norden sheds. Because of the nearly 7,000-foot elevation, rare was the tenderfoot who didn't see a few stars and pinwheels as he n eared a heart attack in trying to make this

PACIFIC RAILNews • 33 34 • FEBRUARY 1990 LEFT: Not every winter day at Norden is wet and gloomy, as evidenced by the east­ ward thrust of these new 5045 and 5040 units in March 1973 on the No.2 track. ABOVE: Buried under the 10-foot or deeper snow drifts at Norden were a series of pedestrian snowsheds that allowed a safe but dark, damp passage between the town's buildings.

climb up to the highway after a heavy meal prepared by Fong Quong at the com­ pany cookhouse. Ifthere was a center oftown it was that SP cookhouse, conveniently located between passing trains on the No.1 and No.2 tracks, where on and off-duty em­ ployees, family members and a few knowledgeable skiers would rub elbows be­ neath the warning sign saying train and engine crews will be served first. The windows of the building usually lay beneath the snowpack, except for those on the soutn side conveniently overlooking the sheds of the No. 2 track, where the flickering lights of passing cab-forwards and passenger coaches could be seen through cracks in the shed timbers. In the diesel age there would be a gap be­ tween the sheds so diners could look directly out the window at the passing pa­ rade of first generation F -units. Naturally, a few people considered their life at Norden worse than a prison sentence to another galaxy. They felt besieged in a world where snowstorms rage in June, rain falls every month, wolves and bears roam a granite landscape, coy­ otes feast on household pets, employee automobiles regularly get wrecked by plows, and where every six months the entire community falls into primeval darkness under the prodigious snows of a past ice age. The SP's "Snowball Special" ski trains to Norden and the adjacent Sugar Bowl resort didn't resume after World War II. As diesel locomotives took over Donner Pass, Norden began a slow decline. The always-ready fire train went away, along with all the craftspeople whose work was tied to steam technology. The depot and most of the wooden sheds went too, in a 1961 fire started by a foreman's overheated Long Johns. But even in its latter-day role as a residence for track and signal mainte­ nance people and telegraph operators, Norden cast its unique spell on a genera­ tion of employees and railroad fans.

PACIFIC RAILNews • 35 The Rotary Chaser

ABOVE: A massive double-ended rotary set dwarfs the crewmen supplying it water and fuel for a morning's work in 1980. RIGHT: Below Soda Springs crossing a rotary set finishes its cleanup of the No. 1 westbound track. The snow in the foreground will be removed by bulldozers to assure adequate space in the cut for more snow.

ne of those persons in whose heart the now-vanished Norden will always live is Dick Dorn, who with his wife, Chris, is a school teacher in Yuba City. Here he tells how his love affair began with this granite area of the Sierra summit: "I can still remember my first ride over Donner Pass when I was ten years old. We were o on a cross country trip on Highway 40 and I can still vividly see a freight train with a Cab­ forward on the front and another back in the train as a helper. As a teenager I remember my first sight of a rotary plow at Roseville, vowing someday to photograph one in operation. "Living in Marysville around 1972, with my first full time job, a new car, and some money, photograph­ ing Donner Pass became my number one priority. As a person who has always loved nature, the top ofthe pass was wonderful. When the weather was good in summer, it was fun to hike into remote and scenic lo­ cations to shoot the SP diesel operations. "This is about the time I met Albert 'Shorty' Teal, the second trick telegraph operator at Norden. We be­ came very good friends. Many days were spent at Norden with Shorty telling stories of his lifelong railroad career. During the winter, he'd let me know when flangers and other snowfighting equipment were mov­ ing on the mountain. "Though one of my big goals was to photograph the elusive rotary snowplows I never seemed to get the chance, even in the winter of 1975 when a heavy snow pack was left on the summit. I went up the Feather River Canyon and caught the Western Pacific spreaders operating in the four feet of snow around Keddie. Later in the weekend I tried to get into Norden but found that the old road off 1-80 was completely blocked by skiers who had run off the road and into each other. After several hours of waiting I got free from the traffic jam and headed for home. On the way I checked out Roseville and found the rotaries gone-obvious­ ly back up on the mountain! "But a month later, Shorty called to tell me the rotaries were being assembled in sets again at Roseville and would be heading up the mountain the first thing in the morning! Music to my ears! "The terrible storm scared most drivers away from the mountain that night, so I was actually able to get into Norden and stay over with Shorty and his wife in the basement they had fixed up for visitors. "The next day was truly spectacular! With three flangers, a spreader set, and the rotaries all run­ ning-how could I miss? "Stepping out of the Norden sheds in early morning as the snow let up, I shot the spreaders, and then a pair offlangers powered by SD9s. The rotaries showed up later, stopping inside the cavernous Norden sheds so the crew could go to beans. Their next job was to plow east on the No.1 track which had not seen traffic for 24 hours and was covered by about 3 feet of fresh snow. "Here was a chance to photograph them in deep snow working hard, I hiked, or really waded, up through the deep snow outside the sheds, and backed up against a vertical cut. "I figured I'd be safe because they would be throwing snow away from the rock wall. But this was inac­ curate, because they came out ofthe sheds throwing snow my direction! I knew I was far enough from the tracks to be safe, and I clicked away and got some great shots. As it passed the snow thrown against the cut came down and buried me up to my shoulders. "Then the rotary stopped and extended its wings, which scared the heck out of me. I was far enough away to be safe, but I'd learned a big safety lesson by the time I stepped out ofthe snow and realized how potentially dangerous it is to be around snow fighting equipment. "Of all the memories of Donner Pass, none can compare with those of Norden. The little depot was built

36 • FEBRUARY 1990 j ~-.,-.¥'"

. :- -...

... .

outside the north wall of the concrete shed so its doors opened into the shed where crossovers join the east and west main lines. Inside, the operators controlled a CTC board they called an interlocking, which han­ dled signals and switches between Truckee and Emigrant Gap. • "Connected to the depot by hundreds of feet of pedestrian snowshed 'chutes' were the employee resi­ dences, a two-story dormitory for snow crews and officials, a beanery and a number of equipment rooms. The whole area was usually off-limits to the general public and railfans, mainly because the employees didn't want the distraction and people could easily get hurt walking around in the dark sheds. Also, in winter, tempers tended to get short as the long season wore on. "I had permission to be there so I got to know the operators and many of the officials who made Norden their headquarters when storms complicated operations. It was a real luxury to be able to sit inside a heated office in a comfortable chair and watch the progress of a train on the CTC panel so I could wait un­ til the last minute to get out into the storm and find a place to shoot the train. The text in this article was excerpted from the newall-color Interurban Press book, DIESELS OVER DON­ NER-THE MOUNTAIN SO UL OF SOUTHERN PACIFIC by Richard Steinheimer and Dick Darn.

PACIFIC RAILNews ~ 37 Continued from page 21 cember, Santa Fe officials noted that the ond quartet was seen passing through buildings probably wouldn't be used as a Canyon on Nov. 19 as 102, 101, 100 and shop complex anymore. So get your pho­ Carl Loucks 104 led another 893 train, plus Super Dome tos now ...... SELLING RAILROAD TIMETABLES 60 and lounge 61 on the rear. On this occa­ 199 Wayland St., North Haven, cr 06473 sion the 100s went as far east as Kansas City, then returned west to Barstow. The New Trains, New Symbols SPECIALS OF THE MONTH .•. same quartet was seen again in Novem­ a few of the more than 250,000 items in our ber, this time with 104 leading an 893 train As of Dec. 4, 1989, train symbol 158 stock, We do NOT sell any reprints. All are up Southern California's Cajon Pass on (Chicago-Southern California) was original railroad issue. You'll learn about rail­ Thanksgiving Day and passing through changed to new symbol 178, in an effort to road operations from these ... Wellington, Kan., on the 25th. relieve heavy tonnage running on the 168 train. In its place will be a new 158, which UNION PACIFIC SAFETY RADIO & GENERAL RULES - will run in place of the 168 train, except 1985 edition, hardcover binder, covers every­ So Many Units, So Little Time ... that it will leave six hours earlier than the thing from how to couple cars to sending train 168. The "new" 158 departs Chicago at 1 orders by radio. With a number of locomotives awaiting a.m. and is scheduled to arrive in Los An­ SPECIAL ...... $12. their turns in various shops around the geles at 1 p.m. two days later. Although system, Santa Fe is beginning to divert it's not scheduled to make pick-ups at EMPLOYEE TIMETABLES: the workload to places that normally don't Galesburg, it will make pick-ups at Ft. The best way to learn about railroad opera­ see much in the way of locomotive mainte­ Madison, but only when the previous tions. Line by line, branch by branch complete nance. A good example of this is at day's traffic has not moved on the 123 or details. Wellington, Kan., which will now begin 133 trains. ATSF-Western Region 1989 ...... $12. performing 90-day inspections on locomo­ The 168 train will still operate on an "as ATSF-Texas Division 1988 ...... $ 9. tives to relieve some of the strain on Santa required" basis, such as a second section CN-Prairie Region 1988 ...... $10. Fe's Argentine (Kansas City) and Barstow of the 158 train. CSX-Florence Div 1987 ...... $ 9. shops. At the end of October, more than Got all that? There'll be a quiz next is­ CSX-Tampa Div 1987 ...... $ 9. 200 locomotives systemwide were await­ sue ... NS-Eastern Div 1988 ...... $ 9. ing repairs, and roughly 100 units were NS-Georgia Div 1988 ...... $ 9. still in need of 90-day inspections. NS-Kentucky Div 1989 ...... $ 9. In the meantime, Santa Fe's classic Santa Fe Shorts NS-Pocahontas Div 1985 ...... $ 9. Barstow shops is about to be retired with PC-Southern Region 1989 ...... $ 8. honors. The building complex, located at Yet another new train emerged in late Oc­ SP-Eastern Region 1986 ...... $10. the eastern end of the Mojave desert clas­ tober when the 931 train began operations SP-Western Region 1986 ...... $10. UP-System 1986 ...... $12. sification yard, is about to be replaced by between Northern California and Chicago. ANY FIVE ABOVE FOR JUST .. $35. a modern shop facility at the yard's west It's used primarily as an "overflow" train for end. Construction on the massive shop the 961 and 971 trains and has been run­ PUBLIC TIMETABLE SPECIAL: building was expected to be completed by ning an average of four to five days per the end of 1989; the actual opening date The history of your favorite road told in time­ week. So far, the 55-mph train has been tables. One from the 1940's, one from the for the new shops, however, will be some­ carrying mostly "less-than-hot" traffic . .. 1950's, one from the 1960's ... 3 System time­ time in early 1990, as many hardware After much opposition from local farmers tables for only $15.00. Choose from ATSF, items had yet to arrive in December. Of and business people, AT&SF has agreed ACL, CB&Q, D&H , DL&W, CV, C&O, B&O, IC, course, this will result in the closing of the to cancel plans to shut down its piggyback GN, NH, NYC, N&W, NP, PRR, LV, WAB, UP. old shops-which were constructed in the service in Bakersfield, Calif. The railroad Six sets of 3 - 18 Timetables for $60.00. early 1920s-and an uncertain fate. While now says the ramps will remain open in­ no disposition had been decided as of De- definitely .. . As for the planned closure of EMPLOYEE TIMETABLE service to the desert town of Blythe, Calif., STARTER KIT: hearings were held in the last week of Ideal for the new collector. Ten employee November, but no decisions are expected timetables, hours of interesting reading about Own a Piece of History until at least January .. . System railroad operations. One each from the SP, from the Timetable No.1 went into effect on Oct. UP, ICG, SBD, SOU, ATSF, BN, MP, L&N, 29, 1989, the railroad's first systemwide and GN. Great Name Trains timetable .. . A broken axle on GP50 3819 All ten for $35.00 was blamed for a derailment in Wood­ MAJOR RAILROAD ward, Okla., on Nov. 6. The 2-169-05, led EMPLOYEE TIMETABLES by GP60 4018 and the 3819, derailed 13 You'll receive seven different ETTs covering cars and the GP50 at about 45 m.p.h., various divisions of these major lines. Random blocking the main line for seven hours ... dates from the 70's and 80's. Choose from : With the close of shifts on Oct. 20, the San ATSF ...... 7 ETTs for ...... $30. Bernardino yard crews completed one full CN ...... 7 ETTs for ...... $30. year with no accidents. In addition, San ICG ...... 7 ETTs for ...... $30. Bernardino crews have worked safely for L&N ...... 7 ETTs for ...... $30. 20 months since the last lost-time injury N&W ...... 7 ETTs for ...... $30. occurred ... Wellington, Kan., along with SP 7 ETTs for ...... $30. other on-line facilities, has been cleared to ANY FOUR SETS FOR ...... $100. The Real Thing work on "power by the hour"-maintained From ori9inal artwork. By original mfg. General Electric units, as long as costs New Catalogue Issued Monthly By original all· hand process don't exceed $200 or take more than 90 Sent with each order or SSAE All glass with can and lighting minutes ... Speaking of the agreement, Send SSAE for price list Santa Fe GEs are showing up with new maintenance stations stenciled on their Carl Loucks front side sills. Instead of "Argentine" or ... SELUNG RAILROAD TIMETABLES "Barstow" as before, the assignments now read "GEM" for G.E. Maintenance. 199 Wayland Sr., North Haven, cr 06473 2490 E. Colorado Blvd., Pasadena, CA 91107 Thanks to Santa Fe Railway, Jay Hawk '------(818) 796-7791---...J and Chris Launer.

38 • FEBRUARY 1990 REGIONA

WC's Green SD45s and Five for Oxford WISCONSIN CENTRAL LTD. How many of Wisconsin Central's ex­ Burlington Northern SD45s have been re­ LOCOMOTIVE ROSTER painted from BN Cascade green, white and black into WC's current maroon-and­ Model/No. we Heritage Model/No. we Heritage cream paint scheme? Some WC-watchers Paint? Paint? optimistically say that there are fewer and SW1 5045 fewer green units powering WC through 1 No PC 8480 6517 No BN 6517 SOl39 6522-23 (3) Yes BN 6522-23 freights; other malcontents complain that 582-83 No MILW 582-83 6524 No BN 6524 there aren't enough WC-painted SD45s 584 Yes MILW584 6526-27 No BN 6526-27 around and that they invariably turn up 585 No MILW 585 6530 No BN 6530 trailing the big green monsters. GP30 6531 Yes BN 6531 Who do you believe when it comes to 700 No S00700 6532-35 No BN 6532-35 the ex-BN SD45s traveling on the 2,036.53- 703-04 No SOO 703-04 6537 No BN 6537 mile-long regional railroad? Check out the 706-10 No SOO 706-10 6538 Yes BN 6538 WC locomotive tally in this month's col­ 711 Yes S00711 6539 No BN 6539 umn, count the units painted in WC colors 712 No S00712 6541 No BN 6541 713 Yes SOO 713 6543 No BN 6543 (they're marked with an asterisk) and de­ 715 Yes S00715 6548 Yes BN 6548 cide for yourself. By the way, WC colors 716-19 No S00716-19 6553-54 No BN 6553-54 means the current scheme with the invert­ 721 No S00721 6559-60 No BN 6559-60 ed pine tree on the nose, not the V-stripe­ GP35 6572 No BN 6572 on-the-nose scheme originally applied to 723-24 Yes SOO 723-724 6655 (4) Yes BN 6655 the 4000-series GP35Ms and the early 726 No S00726 6660 No BN 6660 SD45 repaints. In addition, WC repainted 728 Yes S00728 6677 Yes BN 6677 SD45 6655 sports "Oct. 11, 1988-0ur First 731 No SOO 731 6690 No BN 6690 Anniversary" and repainted sister 6523 SW1200 1230 Yes MP 1107 Richard B. Ogilvie. 1231 Yes HBT 31 OXFORD GROUP UNITS Wisconsin Central locomotive-leasing 1232 Yes MP 1278 SOl39 affiliate Oxford Group, Inc., has acquired 1233-34 Yes HBT 33-34 586-90 Yes MILW 586-90 five ex-Soo Line (ex-Milwaukee Road) 1235 Yes SP 2260 SW1500 GP38-2s (ex-Soo 4500-4504, ex-Milwaukee 1236-37 Yes SP 2287-88 (5) No SP 2487 350-354). All five units (Milwaukee Road's GP35M 1551 Yes SP 2505 first order of GP38-2s, delivered without 4002 Yes MP 2603 1553 Yes SP 2578 dynamic brakes) have been shuffled off to 4004-09 Yes MP 2608-13 1554 Yes SP 2594 4010 Yes MP 2614 1555 Yes SP 2640 Livingston Rebuild Center in Livingston, 4011 Yes MP 2616 1556 Yes SP 2652 Mont. , for sorely needed mechanical work, 4012 (1) Yes MP 2602 1557 Yes SP 2665 but the question is whether they'll emerge 4013 (2) Yes MP 2605 5045 in Oxford Group paint (like Oxford's lease­ 5045 1701 Yes N&W 1701 fleet of former Missouri Pacific SD40s) or 6417 No BN 6417 1718 Yes N&W 1718 WC colors (like Oxford's ex-SP and ex­ 6494 No BN 6494 1724 Yes N&W 1724 N&W SD45s). 6498-99 No BN 6498-99 1744-46 Yes N&W 1744-46 6501-02 No BN 6501-02 8939 Yes SP 8939 6504-08 No BN 6504-08 8993 Yes SP 8993 6510-11 No BN 6510-11 9093 Yes SP 9093 Wisconsin Central's Kinda Town we total: 86 units. Oxford total: 21 units BN Burlington Northern The Wisconsin Central map in the current HBT Houston Belt & Terminal Notes: RAILWAY issue of THE OFFICIAL GUIDE shows (1) Originally 4001. MILW Milwaukee Road the railroad's south end terminating at (2) Originally 4003. MP Missouri Pacific Forest Park, Ill. (the junction with CSX's (3) Named Richard B. Ogilvie. N&W Norfolk & Western Baltimore & Ohio Chicago Terminal Rail­ (4) Wears OCT. 11 , 1988-0UR FIRST ANNIVERSARY. PC Penn Central road several miles northwest of Chicago), (5) Not in service. SP Southern Pacific with a dotted line indicating trackage Source: Wisconsin Central Ltd. 500 Soo Line rights into Chicago itself. But how exactly does WC hook up with connecting rail­ roads within the sprawl of the Chicago eastbound to CSX at night and westbound to 48th Street, the junction with BRC , then Switching District? It depends on which back to Forest Park in the early morning. head south down the Belt to BRC's huge connection you're talking about. East light on sunny mornings can make Clearing Yard in Bedford Park. The east­ Wisconsin Central trains headed for shooting westbounds tough, but check out bound train to Clearing operates at night, CSX's Barr Yard in the south suburb of Forest Hill crossing (about 11 miles south­ but the westbound train back to Forest Riverdale, Ill., connect with CSX (B&OCT) west of downtown Chicago near the inter­ Park can be seen in the late afternoon. Ac­ trackage at Forest Park and head east to section of 75th Street and Western Av­ ceptable photos can be had at Belt cross­ Western Avenue Junction, a tangle of Con­ enue) where the CSX line crosses the Belt ing (where BRC crosses the east end of rail (ex-Pennsylvania). C&NW and CSX Railway of Chicago and Norfolk Southern, Chicago Central and the west end of the tracks on the southwest side of Chicago. or Ash crossing (about four miles south­ IC's old Iowa Division). especially in spring From there they head south down the CSX west of downtown) where the same CSX and autumn. (B&OCT) line to the connection with the line farther north crosses the Santa Fe Like trains headed for CSX, trains des­ B&OCT-Indiana Harbor Belt line at Blue Is­ main and what used to be Illinois Central's tined for Illinois Central stay on the CSX land, Ill., before swinging east into Barr Iowa Division. (B&OCT) line to Western Avenue Junc­ Yard. Photographing these trains can be Trains headed for Belt Railway of tion. There they head south and east on difficult at best, insomuch as they operate Chicago take CSX (B&OCT) trackage east C&NW to BN's Union Avenue interlocking

PAC IFIC RA ILNews • 39 urban line). If it's sunny shots of this train you're after, I'd suggest shooting it rolling off the Air Line at Union Avenue interlock­ ing with the Chicago skyline in the back­ ground (not to mention BN's brick inter­ locking tower and the chance of a passing Metra commuter train hauled by a BN E­ unit) or headed west on the CSX (B&OCT) line along the 1-290 Eisenhower Express­ way (shared with the CTA's Congress­ O'Hare rapid-transit line). The latter is also a fine location from which to shoot the westbound WC train headed back to For­ est Park from the BRC in the late after­ noon (when the lighting on the train is ideal) ; try the street overpass at Austin Avenue for a view that encompasses B&OCT, CTA, the freeway and the Chica­ go skyline. Wisconsin Central's two intermodal trains use the Chicago Intermodal Termi­ nal (a Union Pacific facility shared with C&NW intermodal trains and switched by Chicago Rail Link) at 26th and Canal just Wisconsin Central No. 6-a Twin Cities-Stevens Point, Wis., job-crosses the spectacular span west of 1-94 on Chicago's near-south side. over the St. Croix River just north of Stillwater Minn., on Oct. 18, 1989. Powering the mixed­ Leaving the terminal after the 7:30 p.m. manifest train are three of WC's ex-BN SD45s-though on this day only one of the three units cut-off time for trailers, train 219 (bound for rated WC paint; currently, only seven of 39 WC-owned SD45s have been repainted into ma­ roon and cream. John Leopard WC's newest intermodal facility at Neenah, Wis.) heads west, then north, over Con­ rail's old Chicago River & Indiana "Chicago and a connection with the BN/C&NWIIC bound train back to Forest Park is called at Junction" line to Western Avenue Junction, St. Charles Air Line. At the east end of the Markham Yard at 11 a.m. and is generally where it regains CSX (B&OCT) trackage Air Line, WC trains head south down the out and running by noon. Yes, this train back to Forest Park (trailers off sister train IC main to Markham Yard in south subur­ does operate in the shadow of mainline 218 are available at Chicago Intermodal ban Markham, Ill. Although the eastbound electrification (the IC freight main north of Terminal by 9:30 a.m.). Unfortunately for train to Markham runs at night, the west- Markham parallels the Metra Electric sub- photographers, these schedules dictate

40 • FEBRUARY 1990 that both trains operate under cover of maze of the Chicago Switching District: and BRC at Cragin on the north side of darkness in the Chicago area unless Franklin Park crossing, approximately 13 Chicago) and connects with the north end 21B-heaven forbid- is late arriving from miles west of downtown Chicago, where of the Indiana Harbor Belt main line (used Wisconsin. Your best bet is to grab your WC's main south of Soo Line's Schiller Park by Soo, GTW, CSX and Conrail). tripod and electronic flash units and head yard crosses Metra's Milwaukee-West sub­ Thanks to Pete Briggs, C. R. Getzel­ for the one spot where you can see these urban line (also used by freights between man, Tim Sasse, Paul Weller, Bruce Fox­ and every other WC train headed into the Soo's ex-Milwaukee Road Bensenville yard ton and Rick Buckler. PRN STAFF TRANSIT

the $752-million Long Beach light-rail line ners will have available in the coming Sacramento before it even starts to run. Members of decade. The higher cost-ranging from $500 million for a bare-bones surface sys­ CONTINUED RIDERSHIP GROWTH: Each the Los Angeles County Transportation new month seems to bring ridership in­ Commission and the Southern California tem that would run only from North Holly­ wood to the Sepulveda Basin to $3.5 bil­ creases on the Metro light-rail system. Rapid Transit District are far apart in ne­ Passenger counts in October showed all gotiations on how much it will cost to op­ lion for a cross-Valley subway-led some county transportation planners to predict time highs of 19,200 boardings per week­ erate the 22-mile line between Los Ange­ day. Peak period ridership accounts for les and Long Beach, which is scheduled to that the proposed line will not be built un­ about 64 percent of total weekday trips. begin operations next summer. The com­ til well past the turn of the century, if ever. Total daily boar dings on the Folsom line mission is paying for and overseeing con­ The $2 .1-million environmental impact are 11 ,000; B,200 per day ride the WattlI­ struction of the line, while RTD is sup­ report was commissioned by the LACTC , BO line. posed to operate it. The two agencies are which plans to use it as a basis for picking negotiating an agreement in which the a Valley mass transit route next March to DOUBLE-TRACK CONSTRUCTION: Con­ commission would subsidize the line for connect with the Metro Rail subway in struction began in December on the sec­ the first two years, but they are in dispute North Hollywood. Although the report ond of three double-track projects slated over how many people will be needed to studied 10 options along two routes, at­ for the WattlI-BO line. This project, which run the rail route. tention is expected to center on a compro­ is the last remaining section in the down­ RTD officials say they will need 276 op­ mise plan that would extend Metro Rail town area, in on 12th Street from Richards erators, maintenance workers and security partly by subway to the Sepulveda Basin, Boulevard to H Street. A new track will be officers, while commission members esti­ where travelers bound for the West Valley installed just west of the existing track for mate 137 people could run the line. There would switch to buses. County rail plan­ inbound trains; the current track will then is an outside possibility, officials say, that ners say no more than $600 to $800 million become the outbound track. The first dou­ the RTD may refuse to operate the line will be available for a Valley line over the ble-track project, completed in May, was once the commission has finished con­ next decade. Christine Reed, chairwoman the area east of Marconi station. The third struction. If that happens, the LACTC may of the LACTC, said that if Valley leaders phase of double tracking will be the Arden hire someone else. The dispute over light "continue to insist on subway, it's clear Way area from Swanston station to Ar­ rail is part of a larger power struggle be­ from this report that nothing will be built denlDel Paso station, scheduled for mid- tween the two bodies, in which commis­ for a long time, maybe 15 years." 1990. Once all three projects are complet­ sion members have lambasted the RTD for ed, the running time between WattlI-80 cost overruns on the Metro subway while LOOP CONSTRUCTION SPEEDED UP: and downtown Sacramento will be re­ RTD members have complained that the Loop construction in Long Beach is accel­ duced by 3-5 minutes. LACTC is trying to dismantle the RTD. At erating to avoid leaving downtown in the the root of the dispute is a quarrel over dust. A decision was made in late October LIGHT RAIL EXTENSION STUDY: Steps which agency should oversee future rail that virtually guarantees that the down­ are being taken to increase the interaction projects in the county. town loop will be completed concurrently between the SP depot project, a major ho­ with the rest of the Long Beach light-rail tel/office/shopping complex plan on the VALLEY RAIL MONEY WOES: A long­ line when it opens next July, according to site of the current SP yards, and the RT awaited report on San Fernando Valley the LACTC's public affairs officer. Con­ Systems Planning Study which is evaluat­ rail-route options released Nov. 15 sug­ struction crews are working six days a ing light rail extensions in the Sacramento gests there would be enough riders to week and longer hours, sometimes around area. An important component of that in­ support the proposed east-west line, but the clock, in order to meet the new dead­ terface is for the conceptual design of the that even a shortened version of the line line. Original construction plans had put Natomas-Airport light rail line to be in­ would cost almost twice what transit plan- the date of completion for the loop well cluded in the SP site design. Light rail's popularity continues to escalate in the capital city area. The Systems Planning Study has recently been expanded to in­ Robert L. Bartholic clude the cities of West Sacramento and Attorney-At-Law Davis, and the University of California at II. Davis. The three Yolo County additions II' will contribute $60,000 to be among the •••~ corridors studied for possible rail exten­ ..IJa'-.... PACIFIC NORTIIWEST sions. ~ Robert W. Blymyer ...... HEADQUAR1ERS FOR: 30 Years of Excellence MODEL TRAINS Railroads. Transit. Ught Rail • lands Los Angeles Rights-ol-Way • Titles • Acquisitions Valuations • Dispositions • Regulation BOOKS Condemnation • Operations FEUD MAY DELAY RAIL LINES: A long­ Environment VIDEOS simmering feud between Los Angeles County's top two transit agencies is 26 West Dry Creek Circle, Suite 600 725 ROW RIVER ROAD threatening to delay construction of the Littleton, Colorado 80120 COTTAGE GROVE, OR 97424 (303) 797-8991 Los Angeles Metro subway and may idle 1..:;;;;;;;;;;;;;;;;;;;;;;;;; (503) 942-5117 ;;;;;;;;;;;;;;;;;;;;;;;;;;!J

PACIFIC RAILNews • 41 behind the rest of the line, which is ex­ annual "Draconian Days" fooforaw, CTA has For MUNI, diesel buses were pressed pected to be finished in March. recommended ending owl service on the into service to replace disabled streetcars, Meanwhile, construction of the double­ North-South main line south of Roosevelt, cable cars and trolleys. As power returned track line down Long Beach Boulevard a similar truncation on the Lake-Dan Ryan later in the evening, streetcars and trolley continues with several stations past the line west of Clark-Lake, as well as on the coaches returned to their storage yards. mid-point of erection. North of Willow entire Evanston branch, and the dropping Some trolley coaches and most of the ca­ Street, where the right-of-way begins, of Saturday Skokie Swift operation. Some ble cars had to be towed home. Limited RTD continues acceptance testing of new­ auxiliary entrances to 'L' and subway sta­ service was provided on Wednesday, ly delivered light-rail cars. tions would be closed at various times, and though power was still not available in the (Thanks to Bob Bellinger and Jim Walk­ 20 rapid-transit stops would be shut com­ Marina district and parts of downtown. By er.) pletely (including at least one currently be­ Thursday, service was back to normal ex­ Norm Johnson ing completely rehabilitated). cept for minor reroutes in the Marina Dis­ trict. SAVING THE SOUTH SHORE (AGAIN): Actual damage to MUNI facilities was Chicago The bankruptcy judge overseeing the tan­ minimal. The Market Street subway and gled affairs of the Venango River Corpora­ both streetcar tunnels were fine and most DOLING THE DOLLARS: The Chicago tion has given the green light to the bid of storage yards had no damage. However, area is to be the recipient of more than the Anacostia & Pacific investment group the office building at Geneva Car House a $100 million for various transportation-re­ to acquire the troubled "last interurban." survivor of the great 1906 quake was lated projects. The Southwest Rapid Tran­ The complicated deal involves spinning off structurally damage and is now con­ sit line to Midway Airport continues to re­ the passenger service to the Northern In­ demned, dashing plans to restore this his­ ceive funding for the ongoing project, as dian Commuter Transportation District toric building. well as the proposed downtown light rail (and Metra, as overseer of the Illinois On a more positive note, reconstruction line. The latter has received support from side); the latter agency has no funding to of the streetcar tracks on Market Street many important quarters with the estab­ purchase its portion, but Indiana's Gover­ between Fremont and 11th has been com­ lishment (including the mayor's office); ex­ nor Evan Bayh (a strong supporter of pleted. A small ceremony and ribbon cut­ cept for fatuous comments from one alder­ CSS&SB's vital passenger service) has ting was held on Tuesday, Nov. 21, and man urging that suburbanites be made to promised to help out with a bit of financial several historic streetcars made a run to pay its full cost (since they will be the only legerdemain strong-armed through a officially christen the new trackage. There ones to use it, he says), the project seems largely unwilling legislature. After almost­ is the possibility of some streetcar service to be moving ahead, albeit slowly, toward yearly crises, this time the solution seems during the Christmas season. completion in the mid-to-Iate 1990s. at least semi-permanent. Don Jewell The Chicago Transit Authority in Octo­ Wynne DeCitti ber opened bids for some 200 rapid transit cars needed to replace the last of the 6000 San Diego series (St. Louis, 1950-60). and most, if not -MUNI all of the 2000s (Pullman, 1963). The low DOWNTOWN DATA: Construction began bidder was Morrison-Knudsen-in the re­ The earthquake of Oct. 17 resulted in an recently on the Great American Plaza pro­ builder's first foray into construction of en­ immediate shutdown of all streetcar, cable ject, a two-block complex between C tirely new equipment. Once the contract car and trolley coach operations when the Street and Broadway near Kettner Boule­ has been awarded, it will be two years be­ utility company, Pacific Gas & Electric, lost vard. A doomed trolley stop is included in fore a prototype even reaches the property all electricity to San Francisco. Fours the plans and, while its walls and roof are for testing. hours after the quake, after safety inspec­ going to be owned and maintained by oth­ tions had been made, PG&E began to ers, MTDB will be spending $1.2 million to BUT ON THE OTHER HAND: Short some power up its system in the city on section buy the land and tracks within the bound­ $10 million from its requested funding for or district at a time. By midnight, electrici­ aries of the station. Anticipating the Bay­ 1990, CTA has released yet another laun­ ty had been restored to all parts of town side Line's July 1990 start-up, MTDB's dry list of proposed service cuts needed to except the hard-hit Marina district and agreement with Great American Savings balance the budget. In the version of its downtown. Bank and Starboard Development calls for

Pacific. To most people, the term conjures up visions of a sunny California seashore, filled with swimmers and surfers. But to railroaders­ PACIFIC: especiall y Southern Pacific railroaders-the term revives memories of 4·6-2 locomotion, snarling in a mist of steam and exhaust while preparing to 2472's FAMILY ALBUM depart cities such as Oakland ... Los Angeles ... Houston ... on the point of classic passenger trains such as the San Joaquin Daylight, and the Sunbeam.

This is a pictorial of these famous 4·6·2s-from their early development to the later years of streamlining, and from a roster of 146 locomo· tives systemwide to only three survivors today.

Noted rail author and photographer Kenneth G. Johnsen takes you on a tour of the Espee's Pacific fleet , from passenger to freight operations, and from streamlining to WWII·era basic black. Included is a look at Pacific 2472, the most notable of the three Pacifics currently undergoing restoration to operable condition . If you 're a Pacific fan, a steam fan, or simply an Espee fan , PACIFIC is the book for you!

CALIF. RESIDENTS ADD 6 %/6'/,% TAX SEE YOUR DEALER FIRST. PACIFIC: 2472's FAMILY ALBUM. 136 pages, WRITE FOR FREE CATALOG. 218 B&W photos, 8 Y,x11 " softbound. TAB 292 (Ready Feb.) ...... add $2 p/h . . . . . 24.95

42 • FEBRUARY 1990 the structure to be completed by April 30, 1990, to allow time for testing the line. The buildings, housing offices, a hotel and retail space, should be ready for occupan­ cy by 1991 ... Work on the Bayside Line is progressing. Motorists on Harbor Drive can see ribbons of rail ready for installa­ tion and shiny, new catenary poles are lined up awaiting a connection to over­ head wires .. . Despite construction de­ lays, San Diego's new convention center opened its doors to the public with a three-day community celebration that be­ gan on Nov. 24. When the Bayside Line gets going, trains will be stopping across the street from the center's main entrance on Harbor Drive. TRACKWORK AND IMPROVEMENTS : Be­ fore the Great American Plaza station opens for business, the trolley's tracks will have to be realigned from India to Columbia streets so new crossovers can be installed between Columbia and State streets and State and Union streets .. . Up C Street, platforms at City College station will soon be extended to give passengers better access to trains. Additionally, sub­ stations in center city will be beefed up to handle the extra LRVs once the Bayside Line starts rolling ... Moving on to San Ysidro, the crossover into the border sta­ tion has become a candidate for replace­ ment. Lately, the switches have been un­ reliable and Trolley officials are con­ cerned that the crossover may fall apart in the near future. With eight years of con­ tinuous use, it's the oldest crossover on the system. Instead of patching up the problems, it was decided that building a new double crossover would be a better investment. That project will be combined with the Tijuana Junction curve straight­ ening job and should be done by mid- 1990. Sacramento is just one of several California cities with passenger-rail fever. After only two years in service, the RT Metro light-rail system is carrying almost 20,000 riders each weekday COMMUTER RAlL NEWS: The brouhaha and expansion is in the works. On the WaH/I-SO line (shown above in downtown Sacramen­ to) the second of three double-tracking projects (which together should reduce running over where Amtrak passenger trains will time on the line by up to five minutes) is currently under way. Robert W. Blymyer stop in Del Mar once the commuter trains start running sometime in 1992, almost caused former state senator James Mills to Mills, it would make more sense to have 18-mile DART Commuter Rail Line from to quit his post as chairman of the Los An­ all the rail and transit services in one cen­ Dallas to South Irving, scheduled to begin geles-San Diego Rail Corridor Agency. At a trallocation. Besides, he contends that the service in 1991. The agency now owns Nov. 1 LOSSAN meeting, the board voted limited parking at the Del Mar station 65 .4 miles outright and has trackage 3-2 to wait until its December session be­ would be inadequate, even if Amtrak de­ rights over 40.5 additional miles in the fore determining whether or not to shift cided to stay. DallaslFt. Worth area. Only 10.5 miles re­ Amtrak service to the proposed commuter Chris Cucchiara main to be purchased for the proposed rail station off Lomas Santa Fe Drive in light rail system. Solana Beach. The representatives ques­ tioned the amount of research done on the Western Transit Notes BART BUSINESS: After languishing on the subject. Mills was incensed and said, "I back burner for some nine years, a link to don't want to have three jerks from out of DALLAS DICKERS: The Dallas Area Rapid Oakland International Airport from BART's the county tell me what to do." He was re­ Transit Board of Directors has approved a Coliseum station is again under active ferring to three agency members from Los $39 million agreement with Union Pacific consideration. BART directors have gone Angeles and Orange counties. Mills went for DART's outright purchase of 31 .5 miles on record as supporting an updated study on to say, "If the elected officials in San of rights-of-way, plus trackage rights on of a monorail or "people-mover" to assist in Diego know what they're doing, I don't 40 additional miles. When added to similar coping with the 6 million passengers the think people in San Diego need Los Ange­ property acquired from Southern Pacific in airport is expected to generate in 1992. les and Orange County to tell them what 1988, the agency will have ownership and The agency is also moving ahead with to do." Del Mar officials view the delay as operating authority on 79 percent of its preliminary plans for an extension of rail a victory that gives them extra time to try combined commuter and light-rail sys­ service north- and eastward from Rich­ to convince Amtrak to continue stopping tems. mond to Hercules in western Contra Costa at the historic seaside station. While they This acquisition also provides DART County; top priority is still being given to aren't interested in commuter service for operating and dispatch rights on the 34- new service to Dublin, West Pittsburg and their town, locals feel Del Mar's economy mile RAILTRAN railroad corridor between Warm Springs. would suffer if Amtrak leaves. According Dallas and Ft. Worth, which includes the Richard R. Kunz

PACIFIC RAllNews • 43 ORTLINES

C&IMSold

Chicago & illinois Midland, a central illi­ nois short line which survives mainly by hauling BN- and C&NW-originated coal trains from Peoria south to the Illinois Riv­ er terminal town of Havana, should have been sold by the time this reaches your hands. The $40 million deal with illinois utility company Commonwealth Edison was scheduled to be completed by Dec. 19. Reportedly, excursion and dinner trains might soon be operating over the C&IM (a Springfield-Petersburg routing has been suggested) under the auspices of C&IM's new principal investor, Ross Rowland, a well-known steam en­ trepeneur. (Note: The railway is very heavily built to handle unit coal trains and could easily accommodate Rowland's sta­ ble of large steam locomotives. Rumors have even suggested that occasional steam-powered coal trains in Peoria may be in the offing.) In a move related to the sale, C&IM's Powerton agency will be closed effective Jan. 2, 1990.

If It Doesn't Fit, Send It Back McCloud River Railroad's SD38s are probably best known for their forays into Class I railroad­ ing as lease units-currently, Nos. 36 and 37 are working helper service for SP in Northern Way back in October, a rather interesting California-but on this July 1989 day No. 38 was on home rails powering the Mt. Shasta movement took place in the Seattle/Taco­ switch job at the Signal Butte switchbacks. The Itel-owned short line connects lumber mills at ma area. The Army has an Alco MRSl Burney and Hambone, Calif., with the SP main at Mt. Shasta. Greg Brown based at Ft. Lewis, Wash., near Tacoma. The B-2070 needed to have its wheels Mande and west to Ordill. In 1977 the rail­ High School's colors), works as needed, al­ turned. The people at Ft. Lewis contacted road purchased the line from ICG and be­ though this usually tends to be in the BN about doing the necessary work at its gan offering freight service over it using morning hours. When the unit is not Interbay roundhouse in Seattle and, on the steam locomotives on hand. The rail­ working, it is kept indoors in the diesel Oct. 7, the unusual unit moved under its road made headlines in the railfan press house at Marion. Up the road in Herrin, own power from Ft. Lewis to Interbay. during the following few years and, by the the 1136, wearing the orange-and-black If this had been any ordinary American early 1980s, most enthusiasts had heard of colors of that town's high school (and locomotive, the unit would have had its the "Crab Orchard & Egyptian Steam Rail­ Marion's arch rivals), also works as need­ wheels turned on BN's wheel lathe and road." CO&E even went so far as to letter ed with operations tending to be in the af­ gone on its merry way, but the locomotive its "Pig Hogger" piggyback trailers with a ternoons. The 1136 is stored within the in question was an MRS1. MRS110como­ logo depicting its steam locomotive. In confines of a steel fabrication plant on the tives, built in two versions for the military 1987, CO&E's steam roster was beginning east side of town. As for photography, (one by EMD and one by Aleo), were de­ to show its age and the decision was both lines run east-west through neigh­ signed to operate on any track gauge from made to dieselize the operation, much to borhoods, and extra care should be taken three feet to five feet six inches; hence, the dismay of the local railfan populace. to avoid kids and dogs when following the B-2070's extra long axles wouldn't fit Two ex-Missouri Pacific SW1200s were CO&E trains. The CO&E is small-town on BN's wheel lathe. The immaculate Alco purchased and have been the road's pri­ backstreet railroading at its best and defi­ was run back to Ft. Lewis under its own mary power ever since. nitely worth a visit. power in charge of a BN engineer and pi­ Operationally, today's CO&E is a bit dif­ lot on Oct. 14. ferent as the railroad has added a second portion of trackage to its system. In 1987, Short Stuff ... the railroad purchased part of another ex­ New Track, Different Power and ICG branch running five miles west from Louisiana & North West (see PRN 309) Rival Schools the new BN interchange in Herrin (about has set aside its fleet of F-units and is now seven miles north of Marion) . Also, this operating with some ex-Santa Fe GP7Us in Not much has been written about the past summer CO&E placed into service a their place .. . Ex-Milwaukee Road E9 384 Crab Orchard & Egyptian Railroad since new interchange track near Ordill, where has moved from its long-time place of resi­ the line sold its ex-Roberval & Saugenay CO&E crosses BN on an overpass, allow­ dence at Minnesota Commercial's round­ 2-8-0 to Boone & Scenic Valley Railroad, an ing shippers a choice of either BN or UP as house at Midway, Minn., to Wisconsin & Iowa tourist operation, a few years ago. connecting carriers. Southern for use on its Scenic Rail Dining Today, the all-diesel CO&E operates over Operations on today's CO&E center operation. The unit reached Milwaukee on two disconnected pieces of trackage in around its customers needs. From a rail­ Dec. 5 and was forwarded to WSOR shops southern illinois. fan's standpoint, this means that trains in Horicon for rehabilitation ... Minnesota Back in 1973, the CO&E began as a can be operating on either line at any Valley Railroad has acquired an ex-L&N steam tourist operation over an ICG time. In Marion, the 1139, painted in a SD35 from dealer Steel Processing ser­ branch running from Marion east to sharp blue-and-yellow scheme (Marion vices. For you number grabbers, the unit

44 • FEBRUARY 1990 is MNVA 4508 and was CSXT and L&N owned by Helm Leasing and slated to go ern in Green Bay, Wis. Green Bay & West­ 4508, ex-L&N 1216 ... Ex-WP GP7 711 has to Mexico ... "Pumpkin," an ex-Bessemer ern should have released the first unit by been chop-nosed and is now working for & Lake Erie SD38-2 traded to Duluth, the time this appears in print. The 'gators Great Western Railway out of Windsor, Missabe & Iron Range, another ex-U.S. will reportedly be lettered for sister rail­ Colo. The unit has been given the name Steel road, has finally been numbered into road Fox River Valley and be used on FRV "Peggy" ... Chehalis Western, a Weyer­ the Missabe's roster as DM&IR No. 215. between Green Bay and Milwaukee ... Fi­ hauser operation, has sent two of its B&LE, EJ&E, Union Railroad and DM&IR nally, add to your list of rare critters !M­ GP38-2s to another Weyerhauser opera­ are all now owned by Transtar Inc., a CO's Plymouth CR4 operating at Houma, tion in the South, Golden Triangle Railroad transportation holding company which op­ La. This roughly 60-ton unit, of which only ... Ketchikan Pulp & Paper has received erates all of U.S. Steel's transportation sub­ a handful were built, is in service at this an ex-Soo SW1200 at its isolated operation sidiaries ... ADM Gromark at Ama, La., location along with a Plymouth MDT, nei­ in Ketchikan, Alaska. The unit is now the has an ex-Frisco GP7 in service. This unit, ther of which are numbered. 6600, ex-Soo 2125. Also on hand at this lo­ formerly SLSF 581, was previously operat­ Thanks to Ken Ardinger, Tim Hensch, cation is an ex-SP Baldwin S12 No. 5321 ed Farmer's Export No.2 at the same loca­ Roy Scrivner, Dean Ferris, Crab Orchard and an unnumbered Whitcomb 44-tonner tion. The unit is painted blue and white & Egyptian Railroad, Green Bay & West­ ... Utah Railway has received another ex­ and still carries the number 2. Also on ern Railroad and all of the people report­ SP SD45, No. 8938. This unit should help hand at this location is a 35-ton GE critter ing in THE NORTHWEST RAILFAN AND Loco­ fill the gap caused by the recent departure ... Lake Superior & Ishpeming has sold MOTIVE NOTES II and THE MIDWEST RAIL of ex-BN SD45s 6400 and 6518, both its five Aleo RSD15s to Green Bay & West- SCENE REpORT. c. R. PRATHER MEXICO

West Coast Motive Power

The merger of Pacific Railway (FCP) and the Sonora-Baja California (SBC) into the National Railways of Mexico (FNM) has not resulted in major motive power changes. Some units have been repainted into FNM colors, but there has been no renumbering into the FNM system. Traffic on the former SBC line to Mexi­ cali continues to be handled by the fleet of EMD GP18s, GP35s and GP40-2s that were owned by SBC. Some former-FCP units were used on the line immediately after the merger, but recent observations report none of these units on the line to Mexicali. The shop at Benjamin Hill is still home to partly striped SP 9119 (SD45) and retired FTs 2203A-2203B. The former FCP shop at Empalme has a large number of locomotives that have Powered by PA4 DH-19, a U23B and an RS11, No.1, the Del Pacifico, had a heavy consist to been stripped of parts to keep the rest of contend with on Nov. 26, 1989, as it made a stop in Hermosillo, Sonora, while on its north­ the fleet operating. Shop officials indicat­ bound trip. In addition to the train's regular cars, an extra coach for a Let's Travel Tours Em­ ed that most of these units will be rebuilt palme excursion and six private cars for a Banana Fish Tours Copper Canyon trip brought up and placed back into service as soon as the rear of the train. Dick Stephenson new parts are available. Two notable units that have been overhauled are RSll 501 gales plus a baggage car between Ben­ struck FNM 6761 (another C30-7) with (the only RSll purchased by FCP) and PA4 jamin Hill and Nogales. On Nov. 26 , Del such force that both units were sent to DH-19. A recent modification to the Aleo Pacifico departed Empalme with PA4 DH- Empalme shops still attached to each oth­ passenger unit was the addition of train 19, U23B 9125, RSll 501 and, plus the reg­ er. indicators to the front end, on either side ular cars, an extra coach for Let's Travel Work has begun at the Aguacalientes of the headlight, so that the locomotive Tours' Empalme excursion and six private shop on the coaches for the Mexico City can be used on the point of trains. cars for a Banana Fish Tours Copper suburban service that is scheduled to start The motive power used on the former Canyon trip. in March 1990. The cars are having new FCP lines is the same as before the merg­ The discontinuance of La Bala on the automatic doors installed as well as seat­ er, except for a few U23Bs sent when the west coast route has increased the length ing for 83. The trains will be powered by Star Service train Del Pacifico was started. of local trains 3 and 4, El Burro. The trains two l ,500-h.p. locomotives, one at each The backbone of the fleet is six-axle GE are running with about 11 cars, mostly end of the train. In an unrelated develop­ diesels with an assortment of Alco/MLW Japanese coaches that have been convert­ ment, the Mexican government temporari­ units and rebuilt RSD5s rounding out the ed to regular coach service with opening ly shut down six of the 52 departments at roster. windows. Some heavyweight equipment the Aguacalientes shop this fall because is still used, and the trains carry two older of pollution problems. primera especial coaches. The San Diego Railroad Museum was Passenger Service A four-car Guadalajara-Los Mochis El able to operate a pair of excursions be­ Sinaloense collided with three units run­ tween Mexicali and Puerto Penasco this The Guadalajara-Nogales/Mexicali Del ning light near Ixtlan (between Guadala­ fall. A shortage of equipment had caused Pacifico has been running with three jara and Tepic). Three enginemen were the cancellation of previous trips. 6000-series primera especial coaches, a killed and about 100 people were injured Thanks to Sam King, Ed Von Nordeck, diner and baggage car to Mexicali, while in the Oct. 29 accident. FCP 435 (C30-7) Bill Farmer, Dick Stephenson and E XCEL­ two primera especial coaches go to No- was pulling the passenger train and SIOR.

PACIFIC RAILNews • 45 CITY SCENE

~ ~~S:IFIC NORTHWEST

ABOVE: Union Pacific 1908, is BN's main access to Portland from the east. Extra 9126 North (sym­ Vancouver, Wash., Junction City On the west side of the depot, BN's (ex-Northern bol MKTAD) leaves the Pacific) 4th Subdivision curves to the north toward north end of the Just north of Portland, Ore., across the Columbia Seattle. Over the years, Great Northern, Milwaukee Columbia River bridge River, lies the city of Vancouver, Wash. Vancouver Road and Union Pacific trains have worked this line. in August 1989 with a has always been a busy interchange and classifica­ Today, the Milwaukee is a memory, though the line Maersk doublestack tion point for traffic moving to and from all points in still sees UP and Amtrak action in addition to BN. train bound for Tacoma. the Pacific Northwest. To the north, Burlington Visible to the north is Vancouver yard. There are This scene was record­ Northern's 4th Subdivision of the Pacific Division actually several yards interwoven here over two and ed at the Vancouver, a half miles. On the west side of the main is the ex­ Wash., Amtrak depot carries BN, Union Pacific and Amtrak trains to and NP yard now used to switch cars to and from the the focal point for oper­ from Seattle. BN's 5th Subdivision follows the ations in this busy Columbia River from Wishram, Wash., west through Port of Vancouver. Farther north, on the west side of Burlington Northern Vancouver to Portland. the NP yard, is the tiny OW yard. Originally a part of junction city across the The center of action in Vancouver is at the Am­ the Oregon-Washington Railway & Navigation Co ., river from Portland, Ore. trak depot located at the south end of BN's yard and this yard holds true to its original owner by serving Wade Poyner in the middle of the giant wye that forms the junc­ as a collecting point for UP traffic. East of the main tion between the 4th and 5th Subdivisions. To get line lies the large ex-SP&S yard, which features 16 to the depot, take the Mill Plain Boulevard exit from long tracks and an assortment of spurs and short Interstate 5 southbound or the City Center exit if tracks. This yard usually rates two active switchers, you are heading north on 1-5. Standard Amtrak with a third unit stationed on the NP side. signs will guide you straight to the depot. The north end of the SP&S yard is at 39th Street. East of the yard at this point is BN's extensive car The Tracks shop. The Vancouver diesel shop was torn down years ago, but the car shop still does a very active The double-track main line that skirts the south business. North of the SP&S yard is B yard, which is side of the depot is the 5th Subdivision. This line, used as a receiving yard. BN's Rye branch connects built by Spokane, Portland & Seattle Railway in with the main line at Rye Junction, just north of B

46. FEBRUARY 1990 Despite the preponder­ ance of UP pool power, this is BN grain train No. 7912. This October 1987 scene shows the train backing loaded grain hoppers into the ex-NP side of the extensive yard complex in Van­ couver. Wade Poyner

yard. The 4th Sub main continues north through a To Se att1e CTC plant at Vancouver Junction North toward Seattle. The Trains BN trains use all three legs of the wye at Vancou­ ver. Trains between Seattle and Portland include Expediters 95 and 96 and SP connecting Expediters 90 and 97. In addition, SP train EUBNM runs through Vancouver as SP No. 112, and BN No . 112 comes from Portland to carry this traffic north. The SP pow­ er returns south on SP No. 111, after the arrival of WASHINGTON BN No. 111, to become the BNWCP. Eastbound trains 92, 620 and 2 depart Portland 39th St. Car Shops each evening. These trains work various yards in Portland, often blocking the main line for hours. Westbound trains filter in throughout the daylight Yards

hours. As a rule, intermodal trains run nonstop 4th PIon Blvd. through Vancouver while manifest trains work the yards. All of BN's eastbound manifest traffic from Seattle VANCOUVER l I and points north travels via Vancouver and up the Ii! j Columbia River gorge to Pasco. This traffic moves ~ F=t=;::::,,;~ through Vancouver on Seattle-Pasco trains Nos. 692, l 696 and 698, while empties return on westbounds 691 and 695. Union Pacific trains through Vancouver cross the Columbia River Bridge, then head north up the 4th Sub. Most scheduled UP trains run at night through Vancouver, but several daylight trains, including the NPSEZ, grain extras and stack trains, make them­ Hoyden Island selves accessible to photographers. ~ All Amtrak trains through Vancouver are sched­ To Portland N uled for daylight hours. The highlight of the Amtrak day is in the early afternoon when both Coast VANC0UVER, WASH.: Starlights and the eastbound Empire Builder pass within two hours. OREGON JUNCTION CITY Railfanning Vancouver Since Vancouver is a junction, a yard and an Am­ North Portland Junction, UP trains change to the BN trak stop, trains can get pretty tangled at times. channel as they enter.EN trackage. Trains talking to yards, dispatchers talking to BN mainline motive power is a mixture of SD40- switch engines and carmen talking to shop forces 2s, cabless GEs and rebuilt GP30s and GP35s in can make the radio even more so. But, because of both paint schemes. Locals use GP9s, unrebuilt the constant chatter on the airwaves, a scanner is a GP35s and leased GP38-2s from EMD. UP trains run really handy tool. BN channell, 161.100, is used for primarily with Dash 8-40Cs and SD40-2s. all train communication; trains, switch engines on While Vancouver isn't the most photogenic spot the main lines, dispatchers, yards and carmen use in the world, as a major junction point for the Pacific channel 1. Vancouver yard switchers use BN chan­ Northwest it's a good starting point to familiarize nel4, 160.650. BN executives and track personnel yourself with the surrounding area. The busy action use BN MRAS channel 3, 160.665. UP trains use and abundance of radio chatter make it easy to their channel 2, 160.515, on their own trackage. At identify trains and follow the action.

PACIFIC RAILNews • 47 iii S:o,:!~CAGOLAND ., To Union Station " .. -

Lake Michigan

ColehourYard ~~~ /' Amtrnk Hammond-WhIting //. depot (stands on NYC aligmnentj Chicago Skyway ,," is elevated above ~ ,,/ WhIting commuter shelter Indianapolis Blvd. g In most parts in f' this area

CONRAIL'S LAKE QJ ~ -'-' QJ FRONT LINE E m::J U

& Southern) line diverges. Located in this area is an Conrail's Lake Front Line abandoned Falstaff brewery which is a nice photo backdrop. Just down from Colehour Junction is Ghost railfanning. I think we all indulge in a bit of it Colehour Yard. This once-abandoned ex-PRR yard is while we're kickin' the ballast waiting for the next now very much alive; many Conrail through trains train. One of my favorite places to indulge in ghost stop and work here and, as mentioned before, a lo­ railfanning is along Conrail's lake front line in south cal is based out of this yard. As the tracks pass the Chicago. We've all seen those classic photos and Falstaff brewery, they cross the state line and enter paintings of "The Race"-NYC's 20th Century Limit­ Indiana, in the process making a few sweeping ed versus Pennsy's Broadway Limited, charging curves to pass around Colehour Yard. along through south Chicago. While this once-daily The next photo location is the new Amtrak Ham­ event is long gone, many of the familiar landmarks mond-Whiting station. One could spend a consider­ remain. able amount of time here as the station offers some The area I'm talking about is located in the far good (if straightforward) angles. In this area, CSX's southeast side of Chicago, and in neighboring Ham­ (former Baltimore & Ohio Chicago Terminal) lake mond and Whiting, Ind., from 95th Street east. Con­ front line and the Elgin, Joliet & Eastern are in very rail's main lines run from northwest to southeast, close relationship to the Conrail line. And, weather roughly paralleling the famous Chicago Skyway and permitting, the beach on Lake Michigan is close Indianapolis Boulevard. The former-Pennsy main enough to walk to, so you can possibly take a dip ... lines are still in use, while the former-NYC tracks But let's get back to trains. Beyond the Ham­ were removed long ago, leaving only the ballast to mond-Whiting station, the tracks swing around and form a nice, wide signal maintainer's road. There is head even closer toward the lake. At this point, no doubt that this is the former Pennsy as the very they are now on the former-NYC alignment. It is in­ distinctive Pennsy-style position-light signals re­ teresting to note that at this point the type of sig­ main. nals change from the Pennsy style to NYC's. After Let's begin at the north end of this area and passing through a very nice sweeping curve and work southeast. Near 95th Street is the signal heading past the Whiting commuter station (an bridge at the north end of the Calumet River lift "Amshack" used only by Amtrak's Chicago-Val­ bridge. This is an excellent location in the afternoon paraiso commuter train), the tracks head toward the for westbound action. Also in this area is the switch steel mill complexes of Whiting and Gary, Ind. leading to Rock Island Junction and onto the Indi­ Now that I've spent a good deal of time describ­ ana Harbor Belt; Conrail runs a local on this route ing some good photo locations you're probably ask­ from Colehour Yard into the Belt's yard at 95th ing yourself, "What runs through here?" Well, if Street. Back on the main, the four tracks narrow to you're looking for mainline action, pack up the cam­ two to cross the bridge. On the south side of the eras and bring plenty of film, as this is probably one bridge is an almost mirror image, with another sig­ of the busiest pieces of track in all of Chicagoland. nal bridge and a switch leading to Conrail's River For starters, Amtrak runs about a dozen trains over Line. This location is also very good in the morning this line including all trains to Michigan, Boston and for shooting a wide variety of activity. After cross­ to New York via Cleveland and Pittsburgh. (The ing the bridge, the two mains expand again to four. Cardinal and Hoosier State cut onto the SC&S at Proceeding southeast the line approaches Cole­ Colehour Junction.) There is some variety among hour Junction where Conrail's SC&S (South Chicago these Amtrak trains with both short-haul and long-

48. FEBRUARY 1990 Conrail's Colehour local, powered by GP38 7717, crosses the lift bridge over the Calumet River on its eastbound return trip to Colehour Yard in March 1989. At this point, CR follows the ex­ Pennsy right-of-way; the abandoned NYC bridge stands at right. With a variety of action, includ­ ing several Amtrak trains and run-through jobs from Santa Fe and C&NW, Conrail's busy lake front line is an ex­ cellent place to spend a day trackside in Chicagoland. R.B. Olson

haul runs, and the International, run jointly by Am­ manifest freights are usually scattered throughout trak and VIA to Toronto, which sees Amtrak equip­ the day. Most of the trains are powered by Cornail ment one day and VIA equipment the next. locomotives, but pooled units from C&NW or AT&SF And then there's Cornail-fans of 1990s mainline are frequently seen. In addition to Cornail trains, railroading can have a field day. The Cornail trains Chicago Short Line uses CSX and Cornail trackage are wide in variety, powered by modern, high­ in this area, so it's not uncommon to see a train horsepower locomotives. Piggyback trains usually powered by a pair of immaculate SWs pulling a run in the early morning hours and late evenings, short coal train or a load of coiled steel from the and doublestacks run on various days. The general nearby mills.

PACIFIC RAILNews • 49 ABOVE: A northbound pretty rare. There are no roads to either the north or UP local is crossing SP's UP's ex-MoPac Lines in San Antonio south switches of the interchange track. The first Kerrville branch at siding north of San Antonio is North Loop [2]. fre­ Apache Junction in the The old Missouri Pacific main line through San An­ quently used for holding southbound trains waiting heart of San Antonio. In tonio is now Union Pacific trackage and runs in a for a receiving track in SoSan Yard, and located on the distance is the 105 north-south direction through the city. There is also the eastern edge of San Antonio International Air­ area, where UP's dou­ a branch cutting off the line in San Antonio to Cor­ port. To the west, Wetmore Road parallels the en­ ble-track main crosses pus Christi. These ex-MP routes are still very busy: tire length of the siding. the SP main before UP train frequency for the main line north of SoSan Milepost 259 (known as the "control point") is the curving off to the west. Yard is approximately 10-15 trains every 24 hours; beginning of the double track that runs all the way This view was recorded from the Guadalupe the line south to Laredo has about 10 trains daily; to SoSan Yard ; Martin Street crosses the tracks just Street bridge, an excel­ and the branch to Corpus Christi sees 2-4 each day. south of this switch. The west track is known as the lent vantage point for About a third of the trains still use cabooses. All UP main line, and the east line is the running track. At following UP traffic on track in the San Antonio area is controlled by the milepost 259.5, just north of Travis Street crossing, the ex-MoPac main dispatcher in Spring, Texas. The following three ra­ is the old MP passenger station [3] . The station has through San Antonio. dio frequencies are used by UP in this territory (the not been used by passenger trains for many years, Carl M. Lehman first two are ex-MP) : road-160.410 ; yard-160.470; and was in fact, on the verge of being torn down and PBX-160.815. Let's take a north-to-south tour when converted to the City of San Antonio Employ­ of the main line; the numbers refer to locations ees Credit Union in 1988. It has been restored (in­ shown on the map. cluding a beautiful stained-glass window) and is Thirty miles north of San Antonio is the small now a must-see. At milepost 260 is Apache Junc­ Corbyn Yard [1] . Just south of the yard is a new in­ tion [4]. the interchange with SP's Kerrville branch. terchange track built to connect the ex-MP and ex­ Amtrak No. 21, the southbound Eagle, uses this MKT Union Pacific main lines. This interchange route to get to the Amtrak station. Trains using the track is routinely used by the UP unit coal train and interchange, as well as northbounds on the UP northbound Amtrak No . 22 the Texas Eagle. It is al­ main can be photographed from the Guadalupe so used occasionally by UP freight trains, but this is Street bridge. At milepost 260.5 is 105 [5]. the UP -

50. FEBRUARY 1990 CD About 20 miles north To Au~ i n

Mort.:::;in_.-_

. Travis ---H-

~=FtI;=:::!+ SP

of the Corpus Christi line. This crossover allows On the left, a north­ trains on the main to cross over to the running track bound UP freight de­ and then onto the Corpus Christi branch; it also parting SoSan Yard in forms one of the legs of the wye used to turn loco­ San Antonio occupies motives. the "running track" while The north end of SoSan (for South San Antonio) meeting a southbound yard [7] starts under the Quintana Road overpass. on the main line with an interesting mix of origi­ Reach it by turning west off Quintana at the first nal UP, leased and ex­ right turn, and then right again, to the tracks. From MP power.This photo here you can see all trains departing for, and arriv­ was taken just south of ing from, the north, plus the Corpus Christi branch the "Sausage" crossov­ trains. A bonus is that the you can see the SP main ers. Carl M. Lehman also. About a mile south on Quintana is the Southcross Boulevard intersection. Turn right (west) here and Southcross deadends in the UP shops [8]. You can see and photograph locomotives UplS EX-MOPAC ROUTE in the shop (usually 10 to 30 are present) by walk­ ing along a dirt road that parallels the east side of the area. IN SAN ANTONIO Following Quintana Road south, you reach the south end of SoSan yard, another good place to To laredo catch UP and SP trains. Quintana continues to par­ allel the UP main south toward Laredo, Texas, and Mexico; there are several very good photo loca­ SP mainline crossing, a busy location. Reach 105 by tions accessible from Quintana, especially in the turning east on a dirt road that parallels the SP just first four miles south of the yard. About a mile north of Brazos Street crossing. Frio City Road par­ south of the yard there is a new interchange track allels the UP from 105 to SoSan yard. Milepost 264.5 [9] connecting the UP and SP main lines. It is used is where the "Sausage" crossovers are located [6]. only by the daily UP asphalt trains which travel 100 "Sausage" comes from the acronym S.A.U.A.G. (San miles west on the SP main to the asphalt mines at Antonio, Uvaldi, And Gulf), referring to the heritage Cline, Texas.

luu4i?a Se~Oc:Jot>e1 . SJSO PI~I ~A - I ' F.. First Class Only • •• PRIVATE VARNISH VA I~J.'J I S I I Name ______Street ______HIGH IRON EXPLORERS m The private railroad car is the only way to fly .. . and City ______PRIVATE V ARN ISH is the only magazine that puts you State ______Zip-- aboard, bimonthly. Edited for private-car owners, AAPRCO members, and YOU (wouldn't you like to come along?). Strictly first class-all the way! o Check enclosed o Charge to 0 MasterCard 0 Visa Exp. Date ______(I) INTERURBAN Card Number ______'~ . . PRESS ' ' ,::.::, '...... , PO Box 6444, Glendale CA 91225 ".. ~ ~~ " "~ "' " 0 $19/6 ISS. 0 $36/12 iss. (OutSide USA add $6 per year) Signature - =--==-====.J

PACIFIC RAILNews • 51 Twenty years ago, in February 1970, four railroads were in the throes of their final month as separate entities; on March 2, 1970, they became one under a green, white and black umbrella. The conglomer­ ation was to be known as the Great North­ ern Pacific & Burlington Lines, reflecting the original partners (except Spokane, Port­ land & Seattle, then jointly owned by NP and GN), but conciseness won out and Burling­ ton Northern said it all (at least until Frisco was added a decade later). The four im­ ages on these pages pay homage to the original BN players on this eve of BN 's 20th anniversary. ABOVE: GN Alco RS's 212 and 208 skim Boundary Bay with a southbound freight out of Vancouver, B.C., near Blaine, Wash., on July 6, 1962. Bob Gaulke. collec­ tion of Rell Barrett. LEFT: NP freight F3s sport the road's pine-tree-like nose design in May 1966. Mike McBride. ABOVE RIGHT: SP&S was known for its Alcos, a pair of which work the yard at Wishram, Wash., in July 1969. Mike Schafer. RIGHT: A GP35/GP30/GP35/GP30 quartet in CB&Q's snappy Chinese red scheme lead a de­ toured eastbound on the Denrock branch in northern Illinois between Ohio and Lam­ oille in 1967. Mike McBride

52 • FEBRUARY 1990 ,

___t+--_t'" __"'_~---+-I_T_H_E _B_I_G_F_O_U_R_T_H_A_T_B_O_R_E _B_N_ OF RAILROADING

PACIFIC RAILNews • 53 2 NEW VIDEOS: SANTA FE in ARIZONA · RIO GRANDE in UTAH

SANTA FE'S SELIGMAN SUB Desert ... snow capped peaks ... and "Yellow Bonnet" diesels. That's the Santa Fe's Seli~man Subdivision. You'll see a variety of Santa Fe power as trains from California, Texas and the Midwest thunder over the Arizona Divide between Winslow, Arizona and Needles, California. Red and,yellow merger paint schemes are seen also. Locations include the massive steel arch bridge over Canyon Diablo - Supai Summit with the snow capped San Francisco Mountains - Peavine Line to Phoenix - New Line Williams to Crookton - Yampai Summit - Crozier Canyon - Kingman Canyon - Colorado River Bridge at Topock - and Needles, California. 60 minutes of Santa Fe 49 95 Action in the Great Southwest. • A SALUTE TO SOLDIER SUMMIT All trains on the Rio Grande's Utah Division have a common goal. ..to reach Castle Gate, Nolan, Kyune, Gilluly, Thistle and more. Many scenes are ablaze with Soldier Summit! The western approach through the Wasatch Mountains is Aspen in Fall colors. Other Highlights: Amtrak's Califomia Zepher-Utah Railway distinctively different from the eastern side which rises from a desert floor with ex-SP, UP, and BN power - Pleasant Valley Branch with UP power - A colorful through rugged arid canyons. See Rio Grande power sets lashed up for high circus train. Taped in the Fall of 1988, this is a last look at the pre- 49 95 speed and brute power at Thompson, Floy, Desert, Grassy, Price, Helper, merger Rio Grande. 60 minutes. • Videography by Dave Gross, broadcast quality, live sound and color. Narrated by Rege Cordic. Shipping Per Order: U.S.& Canada $2.50 (Foreign $5.00 - air additional) Specify VHS or BETA II

o Challenger '82 - U.P.39851982 Trips. 55min...... $49.95 o Narrow Guage Video VlgneHe· Cok>. N.G. 55 min ...... $39.95 o The Fifties Express · Sleam on t 5 roads. 52min...... $ 49.95 o U.P. "Challenger" 3985 - 1981 Coverage. 55min...... 39 .95 o D&RGW N,G, Frt, Trains -1967 (Si lenl)60 min ...... 49.95 o Allegheny Rails Vol. I: The 8&0 - Bill Price 8 mm. 55min ... .49.95 o Diesels West - UP D&RGW. Utah Rwy. 55min...... 39.95 o D&RGW N,G. Slack & Pass. Tr,· 1967 (Silenl)60 min ...... 49.95 o Allegheny Rails Val.l I: The WM - Bill Price 8 mm.52min ...... 49.95 o Legend of the Rio Grande Zephyr - 52min...... 49.95 o Rails Across Ihe Summil- Cumbres & Tollec . 28 min ...... 34.95 o Silver Rails and Golden Memories - D&RGW narrow gauge and C&S slandard gauge. lrv Augusl16mm. 72 min ...... 49.95 o Diesels on the U.P. ·DDA40X. SDAO.U30-C. 60min ...... 49 .95 o Doubleheader '83 - Cumbres & Tohec . 28 ...... 24 .95 o Assault On Snow·U.P. Rolary, Fs, Wyo. & Colo. 12min ...... 49.95 o Diesels on the Union Pacihc ... The Sequel. 60min ...... 49 .95 o Snow Train : Rio Grande's Ski Special· F-9 . 28 min ...... 34 .95 o The Milwaukee's Mighty Elec1rtcs ·1965, 1968. 35min ...... 39.95 o Steam Over Sherman· U.P. Steam in 50's. 55min...... 49.95 o The Sugar Cane Train - Hawaii's 3'LK&P. 20 min ...... 24 .95 o Kindig's Diesels - U.P. in Wyoming 1971 ·72. 4Omin ...... 39.95 o Rio Grande of the Rockies -'SOs Std & N.G. 59min...... 49.95 o Lasl Sleamers of Ihe C&S · t958 Sid. Ga. 52 min ...... 49 .95 o Amertca on Rails -30's, 40's Traction, Pass. 32min ...... 29.95 o Excursion to the Thirties· Rare 8mm Colo . N.G. 52min ...... 49.95 o Tehachapi PI. I: The Sanla Fe . Diesel. 57 min ...... 49 .95 o Rails Along The Rockies· Colorado Joinl Line aClion ...... 49.95 o Rio Grande N.G. in the FiHies - 8 mm N.G. 58min ...... 49.95 o Tehachapi PI, II: The Southern Pacific - 52min...... 49.95 o Colorado's Colorful Joint Line - BN , D&RGW,AT&SF ...... 49 .95

=. i. ~ VISA OR MasterCard 24-hour Order Line: (303) 770-8421 -=- .=-~ Write for free Brochure • Dealers Welcome VIDED PRDDUCTIDNS 6447 S. Heritage Place W.• Englewood, Colorado 80111

54. FEBRUARY 1990 PRN CLASSIFIED ADS

PACIFIC RAILNEWS reserves the right to edit all copy TRY NORTH SHORE RAIL PIX for your Chicago area partiCipants must be in good health, full y mobile, and refuse any listings. Ads cannot be acknowl­ and Midwestern slide needs. Each list features and flexible. Led by professional, bilingual guide edged, nor can proof copies be sent. Closing date: original Kodachrome sli des of SOO, C&NW, GTW Doug Rhodes. On this trip you must love trains 20th of 3rd month before issue date. Count all and more. S1 .50 for postpaid li st and two sample enough to sacri fice comfort and lU XUry for oppor­ numbers, name and address. Home/office street slides. Ra y Weart, 548 Anita St ., Des Plaines, IL tunity. May 5-20, S1495 per person. Interested? address and telephone number must accompany 60016. 314-3 17 Contact Doug at Adobe Tours, 515 Isleta Blvd. SW, ad order, even if not included in copy. RATES: 20C Albuquerque, NM 87105, phone (505) 873-1155. a word/$5 minimum. Payment in advance. SLlDEBLlTZ: 11 ,000+ original Kodak processed slides, 314-318 Class 1, shortlines, action, roster, buses and depots. RAILROAD VIDEOS: "Railroads From Across the Mid­ 100 page catalog and 2 samples S2.00. Jim Shep­ OVER 12,000 TRAIN depot photos for sale. Send Sl west and West" 2 hours 524.95. "Operation Metra ard, P.O. Box 9634, Minneapolis, MN 55458-9634. for list of your state. Robert Niesz, 1715 B Ave. N.E" Part I & II" 4 hours S45.99. "Operation Metra/The 314-3 15 Cedar Rapids, IA 52402 314-322 Freights" 80 minutes 521.95. "Mid-Continent Rail­ RAILROAD BOOKS bought & sold. Large selection way Museum" 50 minutes S9.95. "LAUPT & EMD 50th TOURS OVERSEAS: 1990 RA IL ENTHUSIAST TOURS. always available. Catalogs issued. Search service. Anniversary Celebration" 25 minutes S9.95. VHS China for steam- March. Portugal steam-June 1. Estates and collections purchased. Please send Only! Please add S3.00 for P&H. Please send check Ecuador steam-JUly 6. Zimbabwe & Zambia 25¢ stamp. Th e Baggage Car, 128 Lake Drive East. or money order to: Vi king Video Productions, steam-July 27. Kenya steam & diesels-August 9. Wayne, N.J. 07470. (20 1) 694-6749. 314-317 Dept.B. 311 Lunar Drive, Round La ke, IL 60073. Chile, Argentin a, Paraguay, Brazi l "Best of South Send LSSAE for free information package. 315-319 Ameri ca" steam, diesel and electric-October 8. SAVE! ALL SIX of retired SP engineer Dick Murdock's New Zealand steam & diesel-November. Please popular railroad books now on sale, including his BLEDSOE RAIL SLIDES. New high-quality 35mm sets: call or write for our 1990 brochure. Many other rail classic SMOKE IN THE CAN YON. Free brochure. Box Rock Island, Frisco, ICG, Katy, AT&SF, E&Fs , GP30s, tours offered. Trains Unlimited, Tours, 235 W. Pueblo 1346,Ross,CA94957. 314-317 No. 819, 20 slides S9. Catalog and samples free. St, Reno, NV 89509. (800) 359-4870 or (702) 329- Bledsoe Rail Slides, P.O. Box 377, Crowley, TX 76036- 5590. 314-315 ANN ARBOR, CHICAGO GREAT WESTERN, Col­ 0377. 304-315 orado & Southern, Denver & Rio Grande Western, Grand Trunk , Katy, Lehigh Va lley, Milwaukee, Nor­ WANTED: Railroad books, paper collections, Cyclo­ COMPACT DISCS and audio cassettes from the crit­ folk & Western , Reading and Southern uniform but­ pedias, rule books, operating manuals, pocket ically acclaimed library of Mobile Fidelity. No out­ ton blazer sets. Two large, six small, S6.25 each. calendars, lanterns, china and railroadiana. Steve takes, junk or questionable quality allowed! SASE Joseph Lajoie, P.O. Box 3, Methuen, MA 01844 Botan, 19822 Lexington, Huntington Beach, CA for free listing to MFP-N, Box 8359, Dept. PN , Incline 310-3 15 92646 315-318 Village, NV 89450-8359. 304-3 19 RAILROAD BOOKS (many out of print). Railroad INTERURBAN VIDEOS is looking for railroad and UNION PACIFIC IN NEBRASKA . CENTR AL NEBRASKA postcards. and PACIFIC NEWS index for issues 1 traction sound effects that can be dubbed onto RAILS, by John Conant. Pictorial essay on the last of through 245. SSAE for list. Chatham Publishing Co" vintage si lent footage. We have several upcoming UP main and branch line steam in the Grand Is­ P.O. Box 283, Burlingame, CA 94010. 314-325 productions that need sweetening. Let us know land region. Some CB&Q included. 48 pages, what you have- we'll make one-time payment for S14.45 postpaid. South Platte Press, Box 163, David MEXICO: Explore rails of So uthern Mexico on un­ the right stuff. Call Bob Schneider 818-240-9130 City, NE 68632. 314-315 structured hard-core adventure. Maximum of 10 Mon-Thurs 1-7 p.m. Pacific Time. 315 UF ILLINOIS TERMINAL The Electric Years Big orange cars with those distinctive arch-windowed fronts, rolling across the Illinois prairie under trolley wire . . . PCC trains swooping into St. Louis across the Mighty Mississippi . .. inter­ urban "streamliners" serving the Land of Lincoln on borrowed time. All this and trolley freight, steam, a forlorn branchline rail bus­ and it actually lasted into the 1950s! This was Illinois Terminal, an interurban time warp. HERE IT lSI The long-awaited history of the Illinois Traction System by Paul Stringham. Paul traces this amazing railroad right back to its earliest days, goes smoothly forward to the end of electric operation in 1958, and wraps it up with some of the finest traction photography you'll ever see , ably assisted by Bill] anssen and others. Included, of course, are rosters, system map, and marvelous ITS railroad ian a in color and black & white. And there's a nice color photo section. ILLINOIS TERMINAL-The Electric Years. 264 pages, 327 B&W, 24 co1orphOl.os. 81/a 11" hardbound with color dust jacket. ISBN 0-916374-82-3. Speciallll (Add $2 plh) ...... , ...... , ...... 53.95 INTERURBAN CIJ- ' " PRESS SEE YOUR LOCAL DEALER FIRST : .~:,:" :;; •., PO Box 6444, Glendale CA 91225 Californians o rdering directly add · 0···.. (818) 240.9130 I 6/ 6 V, % sa les t ax. I PACIFIC RAILNews • 55