Excitement and anticipation were in the air as steam locomotive #261 made the first run of her maiden journey! Milwaukee Road's big Alco had been pulled from the National Railway Museum in Green Bay, Wisconsin, under the direction of North Star Rail in March, 1992. In record time, the 261 was torn down, refurbished, rebuilt and readied for her inaugural run. On September 14, 1993, engineer Steve Sandberg eased the big 4-8-4 back to life in Minneapolis, MN. The Northern type locomotive, painted in high-gloss black, ran back and forth under her own power for the first time since her restoration. She passed her first tests with flying colors and was ready for her inaugu­ ral excursions which were scheduled for the follow­ ing weekend in Fond du Lac, WI. The following day saw #261 on the roae; pulling a short train across Wisconsin Central tracks. She was running at slow speeds during her break-in, but by day three the big locomotive was operating at full track speed, while crowds gathered trackside to cheer her on. North Star Rail put on a great show, kicking off #261 's revival and entry into the steam excursion business. People came by the hundreds to marvel at the magnificent machine thundering up and down the line between Fond du Lac and Stevens Point. Pentrex was on the spot to bring you all the action, including the locomotive's ferry move from Minne­ apolis, as well as its inaugural excursion. This is history in the making, captured for your enjoyment! Join Pentrex in a salute to America's newest steam giant: Milwaukee Road #261 - Rebuilt to Run. 60 Minutes #PEN-261 $29.95 ¥'� p P.O. Box 94911, Pasadena, CA 91109 PACIFIC RAIL. NEWS

1 6 Vanishing Towers: San Jose Sentinels Southern Pacific's College Park and Santa Clara towers Ken Rattenne

24 Montana: The Last Best Place Mountain grades, boundless plains and unforgettable railroading

Tom Danneman

36 Focus Wisconsin: C&NW's Clyman Sub Following the malt trains on the state's other beer line

Andrew S. Nelson

A southbound loaded KCS coal train passes Texarkana's CB Tower in November 1989. Mel Finzer

PACIFIC RAILNEWS and PACIFIC NEWS are registered trademarks of Interurban Press (a California I DEPARTMENTS I Corporation ), a subsidiary of Pentrex, Inc.

PUBLISHER: Michael W. Clayton 4 EXPEDITER 46 CHICAGO & NORTH WESTERN EDITOR: Don Gulbrandsen 6 KANSAS CITY SOUTHERN 47 CP RAIL SYSTEM ASSOCIATE EDITOR: Andrew S. Nelson 10 SANTA FE 48 SHORT LINES ASSOCIATE EDITOR: Carl Swanson BURLINGTON NORTHERN REGIONALS EDITORIAL CONSULTA NT: Mac Sebree 12 49 CONTRIBUTING EDITOR: Elrond G. Lawrence 14 UNION PACIFIC 51 PRN LEITERS CONTRIBUTING EDITOR: Dick Stephenson 36 FOCUS WISCONSIN 53 PRN CLASSIFIEDS ART DIRECTOR: Tom Danneman 40 IMAGES OF RAILROADING 53 PRN ADVERTISING INDEX SOUTHERN PACIFIC LINES THE LAST WORD ADVERTISING MANAGER: Richard Gruber 44 54

COVER: On a beautiful Montana morning, a Burlington Northern eastbound led by a whiteface GP50 glides down the 1.2 percent of Marias Pass' eastern slope at Summit. Montana's mountains are just part of the state's appeal; miles of freight-heavy track­ age and unparalleled scenery keep people coming back for more. Tom Danneman

PACIFIC RAILNEWS (ISSN 8750-8486) is published monthly by Interurban Press (a corporation), 2652 E. Walnut, Pasadena, CA 91107. Second-class postage paid at Glendale. CA 91209 and additional mailing offices. POSTMASTER: Send address changes to: PACWIC RAIL NEws, P.O. Box 94911, Pasadena, CA 91109. SUBSCRIPTION RATES: 530 (U.s.) for 12 issues. $58 for 24 issues. Foreign add S6 for each 12 issues. Single copy $5 postpaid from Pasadena office (subject to change without notice). CHANGE OF ADDRESS: The Post Office does not regularly forward 2nd Class Mail and PACIFIC RAILNEWS is not responsible for copies not forwarded or destroyed by the Post Office. Replacement copies/P.O. notifications will be billed. Please allow us at least four weeks for any address change. ADVERTISING RATES: Contact PACWIC RAILNEWS, P.O. Box 379, Waukesha, WI 53187: (414) 542·4900. MAGAZINE SUBSCRIPTION SERVICE: For all subscription problems and inquiries call: (800) 899·8722 or outside U.S. (818) 793-3400. To promote the proposed Fastrak commuter service between Oakland and Brentwood/Suisun-Fairfield, SP, BART and Amtrak ran daily trains with borrowed Metrolink equipment Sept. 20-24. A Suisun-Fairfield-bound train is shown at Pinole, Calif., on Sept. 23. The rides were free, but lack of publicity limited ridership to around 50 per train early in the week; by Friday, trains averaged more than 100 passengers. Eric Blasko

As bid on high-speed rail projects, TIMEof September, TO TALLY the THE bill forBILL: dam­ THANKAmtrak YOURasked CongressCONGRESSMAN: for a meaning the German-built ICE ages incurred in the Flood of $381 million operating grant for and Swedish-built X2000 train­ 1993 approached $130 million fiscal year 1994-it got only set tours did not go for naught. according to Association of $351.7 million. Consequently, American Railroads President Amtrak announced that it Al- Edwin Harper in testimony be­ would have to cut service on mostBIG BUCKS lost in theFOR applause BART: over fore Congress. Harper said the various trains. In PRNterritory, the construction of several ma­ • industry's total cost of coping the River Cities, between St. jor new light rail systems is the a with the flooding could ap­ Louis and Carbondale, m., will fact that BART, the Bay Area's proach $300 million. be eliminated in favor of con­ heavy rail metro, is building ex­ Here's the itemized bill: 60 necting bus service. The Texas tensions aimed at increasing miles of washed away track, Eagle will become tri-weekly the present 71.5-mile system $60 million; 783 miles of south of St. Louis. The Pioneer, by another 34.5 miles. trackage damaged by flood­ combined with the California The 34.5 miles of new double ing, $32 million; repair and re­ Zephyr between Denver and track will add 11 stations and build bridges, $14 million; re­ Chicago, will become tri-weekly more than 18,000 parking place and repair 300-500 sig­ west of Denver. spaces, and open service to new nals, $1 4 million; replace and These cutbacks, in addition areas, including San Francisco repair 300-500 turnouts, $3 to ones slated in the East, are International Airport. Nearly 24 million; water damage to expected save Amtrak $11 mil­ miles is already under construc­ 1,719 freight cars and 16 loco­ lion annually. Amtrak also said tion. The Concord line is being motives, $7 million; buildings, that more cutbacks may be nec­ extended 7.8 miles to West $1 million; detouring 2,877 essary, including closing lightly Pittsburg at a cost of $506 mil­ trains, $51 million. The $130 used stations. As for funds for lion. The East DublinlPleasan­ million figure for physical capital improvements, Amtrak ton extension is being built as a damage went even higher in asked for $250 million and re­ branch off the Fremont line. The late September when heavy ceived $195 million, but does 14-mile segment begins at the rains again hit the Midwest, not foresee any serious cut­ Bay Fair Station and will put affecting BN, KCS, SP and UP backs in capital projects. BART tracks in the median of operations in Missouri, Congress also appropriated Interstate 238 and 1-580. The LLI Kansas, Illinois and Oklahoma. enough money for Amtrak to price tag is $517 million. Further

4 • DECEMBER 1993 along is the 1.6-mile extension from Daly City to Colma, costing $170 million. Set to open in 1995, the Colma extension should add 18,000 daily riders. As soon as financing and route options can be settled, this line will be extended 6.4 miles to San Francisco International Air­ port. BART's fourth major ex­ tension is planned from Fre­ mont to Warm Springs, but vari­ ous disputes have put this $540 million extension in doubt. BART is pushing another 200-mile expansion that could be up and running quickly­ commuter trains. BART would use SP and UP rights-of-way to run trains to Suisun-Fairfield! Brentwood and to San Jose, both from Oakland, and from Stockton to San Jose via Liver­ more. As many as 15 trains per day could be running in two or ABOVE: In what local newspapers three years at a cost of $100- called the "earliest heaviest" 200 million. The railroads, eager snowfall, five inches fell in central for revenues, are anxious to co­ Colorado on Sept. 13, 1993. operate, but BART has not GP39E 2934 had already done come up with a finanCing plan. battle with a tree that had fallen over the tracks as it led a mani­ fest over the Joint Line at Larkspur, WYOMING COALUnion FOR PacificTHE Colo., on Sept. 13. Amazingly, the andPEACH Chicago STATE: & North Western temperature in Denver the day have started moving coal out of before was 92 degrees. Tim Tonge WYOmlng's Powder River Basin RIGHT: No, Wisconsin didn't sprout mountains; rather, Wisconsin & to the Georgia Power's Robert Southern's executive train made a W. Scherer generating plant at pleasure trip from Milwaukee to Forsyth, Ga., the nation's Montana in August. On Aug. 20, largest coal-fired power plant. 1993, E9As lOAf 1OC rested be­ The plant is capable of burning hind the Iwak Walton Inn, adja­ 14 million tons of Wyoming coal cent to Burlington Northern's route annually, equivalent to more over Marias Pass. Doug las Fear than 1,000 110-car coal trains. UP/C&NW will move 700,000 tons of coal to the plant during U.S.) and incutting costs by in­ the alternative rail route the fourth quarter of this year creased automation (British Rail IndustryCOAST LINE observers PIPE areDREAM?: accusing through the San Joaquin Valley. and four million tons in 1994. is very labor intensive), which SP of trying to pull a fast one in In response, SP officials cited The trains take a C&NWIUP translates into job losses for attempting to sell the Coast heavy demand for such a ser­ routing to Memphis, where British Rail workers, an action Line for high speed passenger vice, as evidenced by the Coast they are turned over to Norfolk that may prove very unpopular service. The projects $850 mil­ Starlight's 500,000 annual pas­ Southern for forwarding. in Britain's lackluster economy. lion price tag is steep, and some senger tally. SP also claimed it say that money could be better would cost as much as $8 billion spent elsewhere. Retired UCLA to implement high speed ser­ GERRY GRINSTEIN MEETSBurling- InNEW a statement JOBS FOR that SANTA both FE?:bucks professor of economics George vice through the San Joaquin tonQUEEN Northern ELIZABETH: is seriously con­ the current trend in corporate Hilton stated, "It would be a fi­ Valley because of new construc­ Sidering bidding on parts of payroll trimming-and is asco if it ever took shape. The tion through the Tehachapis. SP British Rail, which the nearly ladened with irony-Santa Fe fact is you can fly it an hour. I said that it would take $357 mil­ destitute British government is Chairman Robert Krebs an­ don't think the line is very well lion to upgrade 69 percent of trying to spin offto the private nounced that the railroad will suited to it. It's something the the Coast Line for 110 mph op­ sector. It is reported that BN add 1,000 new jobs over the SP is trying to sell to gullible eration and another $500 million may bid on ScotRail, the next five years. That's the city governments." Another for tilt-train technology allowing TransPennine route and Birm­ same number of jobs Santa Fe critic, Mahdi Morshed, staff di­ 110 mph operation over 88 per­ ingham commuter services. BN has cut since 1990. Krebs stat­ rector of California's Senate cent of the route. is not interested in acquiring ed that most of the new jobs Transportation Committee, stat­ Selling or leasing the Coast the London passenger franchis­ will be in operating and main­ ed, "SP's approach, and it has Line could be another matter es (serving 13 busy terminals), tenance, the same areas that been a successful one, is to get for the optimistic SP, as it has to which according to a BN official, recently saw cutbacks, allow­ people excited about a service negotiate with 11 counties, " ...is a bit too daunting for ing Santa Fe to become more and then charge dearly for it." which in tum would have to people as far away as we are." labor efficient. Krebs attribut­ Critics claim that airlines could seek state and federal financial BN claims it could bring ex­ ed the new hiring to increased provide a competitive service support, and given SP's perfor­ pertise in managing 25,000 employee efficiency and a pro­ for a fraction of the cost, and mance in the Alameda Corridor miles of railroad (it manages jected increase in traffic over that the Coast Line is longer project, the negotiations could approximately that much in the the next five years. and more grade-intensive than get heated. PRN

PACIFIC RAILNews _ 5 KANSAS CITY SOUTHERN

ance of parent company KCSI (Kansas City Dallas. This agreement is to be imple­ Catching Up With KCS Southern Industries). mented in phases over the next two years. In April 1992, KCS announced plans to The most significant KCS news was the Tills month we'd like to introduce a new acquire 32-mile short line Graysonia, September 1992 merger with MidSouth columnist and a new column. Mike Hasbar­ Nashville & Ashdown Railroad, connect­ Corporation, a l,200-mile collection of gen will be keeping us up to date on one of ing with the KCS at Ashdown, Ark. This spin-offs and short lines, primarily of Illi­ the most overlooked systems in th e coun­ line sees a good deal of inbound grain des­ nois Central Gulf heritage. Former Mid­ try, Kansas City Southem. Th ose of you tined for feed processing mills supporting South trackage is now KCS' Eastern Divi­ who have KCS information for Mike, please the region's enormous poultry industry. sion. This merger received Interstate Com­ send it to ills address listed on page 9. In May 1992, KCS announced an agree­ merce Commission approval in June 1993. ment to purchase 90 miles of Santa Fe A major goal of this acquisition is an east­ Kansas City Southem is indeed a Class I trackage in the Dallas area from Farm­ west line offering the shortest route be­ railroad, and mostly a Western system, ersville through Zacha Junction to Tenni­ tween the Southwest and Southeast. with the majority of its mileage west of son, and from Zacha Junction to Dalton Also during 1992, KCS merged its whol­ the Mississippi River. While many rail­ Junction. The deal also included the 80- ly owned subsidiaries into Kansas City roads have been spinning off unprofitable acre Zacha Junction piggyback facility. Southern Railway Co. proper. These sub­ lines, KCS has been quietly acquiring Since 1937, KCS subsidiary Louisiana & sidiaries included Louisiana & Arkansas strategically located connecting lines and Arkansas has been exercising AT&SF Railway (the Dallas-New Orleans main entering joint ventures under the guid- trackage rights between Farmersville and connecting with the KCS at Shreveport, La.). Arkansas Western Railway (a 31-mile branch east from Heavener, Okla., to Wal­ dron, Ark.), Fort Smith & Van Buren Rail­ way (a 20-rnile branch between Coal Creek and McCurtain, Okla.). Kansas & Missouri Railway and Terminal Company (an industrial branch from the west end of Knoche Yard in Kansas City terminating near Union Pacific's Armstrong Yard). and the Maywood & Sugar Creek Railway (the remnants of a branch from East Yard in K.C. to defunct refineries at Sugar Creek).

KANSAS CITY SOUTHERN KS. MO. loday's KCS

KCS HAULAGE RIGHTS Kansas City Southern is no longer a rail­ PITTSBURG road of "Deramus red" (inspired by KCS MIDSOUTH SYSTEM (MSRC) President William Deramus III) F-units and GP30s moving 200-car trains over the MSRC HAULAGE RIGHTS Ozarks, nor is it a railroad typified by "White Knight" road diesels, a scheme in­ OKLA. troduced in the 1960s. The new gray paint FT. SMITH introduced in 1988 mostly prevails now. TN. Nor is KCS the same system that nearly collapsed in on itself during the mid-1970s when the railroad, though making money, failed to reinvest in its physical plant. BIRMINGHAM At the close of 1992, KCS operated from Kansas City to Port Arthur (Northern Divi­ sion), and from Dallas to New Orleans \ (Southern Division), totaling about 1,680 route miles. The 1988 UP/Missouri-Kansas­ Texas merger also provided KCS with haulage rights for all freight over the UP to Omaha/Council Bluffs, Lincoln, Neb., Atchison and Topeka, Kan., and for grain only to Houston and Galveston, Texas. Despite its bantam size compared to BN and UP, KCS has been doing very well. During 1992, KCS revenues were $335.6 TX. million with an enviable operating ratio of 82.3 percent. Coal traffic accounted for a third of carloadings with 16.8 million tons, up 5.2 percent from the previous year, handled by 1,570 unit trains destined for six on-line power plants. Petroleum and chemical traffic accounted for 22.7 percent of carloadings, and farm products, mostly inbound grain for on-line chicken feed mills and export traffic via Port Arthur, in­ creased 35 percent from the previous year.

6 • DECEMBER 1993 vamped bridges, bringing the route up to locomotives and Track with chemical traffic accounting for 15 per· 40 mph standards. An all-system, five·year, cent and inbound grain for chicken feed $150 million upgrade should raise the en­ KCS has an all-EMD stable of 226 locomo­ mills on the rise. MidSouth's traffic base tire ex-MidSouth to 25 mph standards. will reduce coal to 20-22 percent of KCS' tives. Its road units average only 11.4 years MidSouth's four rail properties are an traffic, and increase the volume of forest of age, and include some unusual exam­ exotic combination of ICG spin-ofts, short products traffc from 13 to 27 percent. ples, notably a few remaining SD40s, the lines, former connecting segments and KCS currently ships materials needed first production SD40-2 (637), the only four trackage/haulage rights. MidSouth Rail for paper production-wood fiber and SD40X models built (SD50 prototypes 700- was created in 1986 with the purchase of chemicals-to seven on-line paper mills 703), the first production SD50 (704), and 46 the former ICG line from Shreveport to and also transports the finished product to standard-cab SD60s (714-759). Second hand Meridian, and a disconnected line in Mis· the Gulf of Mexico for export. The Mid­ GP38-2s and remanufactured GP40s also sissippi from Hattiesburg to Gulfport with South acquisition adds another four paper grace the rails, mostly in local service. haulage rights on ICG between Jackson mills. MidSouth also adds another Gulf The KCS phYSical plant is the equal of and Hattiesburg. In 1987 MidSouth ac­ port, Gulfport, Miss., to the five ports al­ any Class I system. A $500 million, 10-year quired short line North Louisiana & Gulf, ready served by KCS-New Orleans and overhaul program initiated in 1985 is near­ and its subsidiary Central Louisiana & Lake Charles, La., and Beaumont, Port ing completion, with most of the system Gulf, labelling it all MidLouisiana Rail. Arthur and Galveston, Texas. resurfaced and equipped with 115- and In 1988, MidSouth doubled in size with Soon after the merger announcement, 136-pound continuous welded rail. Much the addition of Gulf & MiSSissippi, later KCS Geeps began showing up regularly of the road now meets FRA Class 4 and 5 called SouthRail. ICG's first major spin-oft, on the MidSouth. Sixteen KCS GP40s were standards (60 and 80 mph for freight), G&M was an ex-GM&O line from Corinth, rebuilt by Morrison Knudsen to Dash 2 though KCS posts a moderate 40 mph limit Miss., to Mobile, Ala., intersecting with standards in 1991 and 1992 and numbered to minimize fuel and track maintenance MidSouth at Meridian. Short line Corinth 4780-4795. Three GP38-2s ex-Toledo, Peo­ costs. During 1990, KCS improved clear­ & Counce, in northern Alabama and Ten­ ria & Western GP38-2s were received from ances for handling doublestack traffic. nessee, was acquired in 1991, and re­ Santa Fe early in 1992 and numbered Centralized Traffic Control, based in named TennRail. MidSouth employed Nor­ 4029-4031. There are unconfirmed reports Shreveport, controls much of the K.C.-Port folk Southern trackage rights between that KCS plans to obtain additional rebuilt Arthur line, the Lake Charles Branch, and Corinth and Middleton, Tenn., to access or reconditioned units (three GP38-2s, 17 the Shreveport-Dallas line, and will re­ isolated ex-G&M trackage to Houston, Ala. GP40-2s, and 10 unspecified SDs) to relieve place the Automatic Block System in use MidSouth recently acquired rights via CSX MidSouth's rolling locomotive museum. on the Shreveport-New Orleans line. from Brookwood to Birmingham, Ala., con­ necting an ex-G&M branch from Artesia, Miss., to Tuscaloosa, Ala. A short section KCS Escapes The Great Flood, But ... KCS+MidSouth of ex-L&N trackage from Tuscaloosa to Brookwood, Ala., was acquired by G&M in While KCS was spared major damage dur­ The new KCS-MidSouth combination, the 1986 completing the CSX connection. ing the summer flooding, traffic flow was first Class Vregional marriage, has created MidSouth extends KCS' reach to ship­ significantly altered. KCS' coal and grain a 3,700-mile system with a new twist-a pers and provides an increased line-haul connections at Kansas City were cut during potential major east-west route connecting for key commodities. It further diversifies late July and early August as the Missouri Dallas and Atlanta. KCS has initiated a KCS' traffic mix and reduces dependence River played havoc with UP and BN track­ two-year $95 million rehabilitation pro­ on one commodity. MidSouth's 1992 rev­ age. BN routed several coal trains bound gram for the 320-mile Shreveport-Meridian, enues totalled $107 million, with a net in­ for KCS-served power plants to KCS con­ Miss., line with nine extended passing sid­ come of $9 million. Assets totaled $271 mil­ nections at Neosho, Mo., and Dallas. Loads ings (8,000 foot minimum length), 160 lion, including 112 locomotives, mostly ex­ for Kansas City Power & Light were sent miles of ribbon rail, 340,000 crossties, ICG GP10s. Nearly half of MidSouth's car­ from Wyoming down the ex-C&SIFW&D to 300,000 tons of ballast and 6,000 feet of re- loadings were forest and paper products, Amarillo, Texas, where several alternate IIIAM\'�

PRESENTS

UP COFFEYVILLE/CHEROKEE SUBS hrs These are former MP & MKT lines south2 out of K.C. to AK, OK and TX. Experience large volume tonnage moving down this line to deep south markets ...... $28.00 SP's HERINGTON (KS) SUB hrs This sub is part of RI's former Tucumcari2 line and is SP's connection from midwestern markets to the Golden State Route ...... DENVER SOUTH PARK & PACIFIC RR DENVER & RIO GRANDE RR $28.00 NARROW GAUGE (Shown Above) NARROW GAUGE (Shown Above 1 of 7) OTHER TAPES

TRAINS OF KANSAS CITY VOl1 ...... 2 hrs, $28.00 UP MARYSVILLE SUB ...... •...... 2 hrs, $28.00 FULL COLOR LITHOGRAPHS MAINLINES INTO KANSAS CITY ...... 2 hrs, 528.00 SANTA FE IN KANSAS CITY •.....•.....•.....1 hr, 520.00 UP ACROSS MISSOURI ...... •..•..•...... •.. 2 hrs, 528.00 byARTOLDS

-Titles· Narration - Music • Plus Other R.R.'s Subjects ·Recorded in HI-8 Available in VHS only & ·Add 52.00 S/H for each tape -MO residents add 6% sales tax For Black and White Order Sheet Send; Size 10 Self-Addressed MAKE CHECKS PAYABLE TO: Stamped Envelope. For Color Sample, Include $1.00 (Refundable). MO-KAN VIDEO To: Edgar W. Kruckeberg, 2200 Huntington Avenue 425 Leslie Drive, Independence, MO 64055 Sarasota, Florida 34232-3528 Phone & Fax: 1-813-922-9140

PACIFIC RAllNews • 7 AN INSIDER'S VIEW

The New York Central of the 1940's was a mighty railroad, with a never-ending parade of freight and these reels, and includes rare footage never passenger trains making their way along the well-main­ before seen by the public. We begin in black-and-white tained tracks of the Water Level Route. Steam was king days, during World War II, and move on into the realm Order Toll Free 24 Hours A Day as World War II began, with the mighty "Hudsons" still of color following the end of the war. Crack passenger the pride of the fleet. Within jnst a few years, sleek limiteds, local commuter trains, and plenty of freight 800-950-9333 diesel locomotives could be found at the head of many action are all found in abundance as we journey along important trains as well. the Central's mainline between Harmon and Buffalo, FAX 818-793-3797 Into this world stepped cinematographer Fred New York. We also visit the Harmon roundhouse and Beach. Hired in 1941 by the Central, Fred went trackside watch as steam locomotives are serviced between runs. between 1941 and 1954 to record the many activities of Great railroading action, famous locomotives, sleek trains, and beautiful New York scenery - >?� this great railroad. Much of the resulting filmwas used passenger to produce a number of public relations and employee they're all here. You won't want to miss this vintage tour training films, many of which survive to this day. Much of tile New York Central- An Insider's View. ; P.o. Box 94911, more of tile raw footage was left unused. 50 Minutes #NYCENT $39.95 Pasadena, CA 91109

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Please add $4.00 shipping per order, plus $1.00 for each additional tape. Canadian customers add $5.00 shipping per order, plus $1.00 for each additional tape. All other International customers add $10.00 per tape. California residents please odd 8.25% sales tax. 1/94. routes to Neosho were employed: Santa Fe KCS also participated in test coal moves to the BN at Avard, Okla.; BN connection at from New Elk Mine west of Trinidad Colo ., Quanah, Texas, through Oklahoma City; via Santa Fe to Kansas City for routi g and Ft. WorthIDallas north through Tulsa. through New Orleans to the Mississippi� PACIFIC RAILNEWS KCS participated in some unusual de­ Power generating station at Daniel, Miss. tours for Southern Pacific and CP Rail The test was to include six trains with the trains. SP operated over the KCS from K.C. first loaded movement delivered to the KCS NEWS STAFF to Texarkana, Texas. CP sent traffic on the on August 26. Another test with the same News/information submissions: If you would like to same Kansas City-Texarkana route, then plant was initiated with coal from Arco, share items on any of the topics listed below, please via UP to Chicago. By mid-August traffic Colo., on SP's North Fork Branch, with KCS contact the appropriate columnist at the address list­ patterns had largely returned to normal. ed. NOTE: Do not send photos to the columnists, handling only one trainload. After only two and we ask that you please not ask the columnists to In late September KCS finally received New Elk trains were delivered, the tests send you photos or information. its share of rain. September 24-25 saw six to were abruptly cancelled. KCS handled four RAILROAD COLUMNISTS 12 inches of rain fall across southeast empty trains total. The last two were head­ Kansas and southwest Missouri; Pittsburg, ing for reloading when the test was can­ AMTRAK/PASSENGER-Dick Stephenson Kan., division point between KCS' First and celled, and Mississippi Power apparently 444 Piedmont Ave. #128, Glendale. CA 91206 AT &SF-Elson Rush Second subdivisions, was deluged with 15 declined to reimburse KCS for those two P.O. Box 379. Waukesha, WI 53187 inches in 24 hours. The bridge over the moves. These trains were symbolled 89/90. BURLINGTON NORTHERN-Karl Rasmussen Spring River \milepost 143) was submerged KCS also sporadically serves the on­ 11449 Goldenrod St. NW. Coon Rapids, MN 55448 under four feet of water and its north ap­ line Applied Engineering Systems plant at CN NORTH AMERICA-Mike Cleary proach was heavily damaged. Along Shoal Bonanza, Okla, and did so again in late 1395 W. Jessamine #206, St. Paul. MN 55108 Creek at Tipton Ford (milepost 164), track­ September. Four trains from the SP-served C&NW-Michael W. Blaszak 211 South Leitch Ave., La Grange, IL 60525 age was undermined in several locations, Somerset and Energy mines in Colorado COMMUTER-Dick Stephenson washing away tons of ballast. Washouts were run, symboled 63/64. In 1990, KCS 444 Piedmont Ave. #128, Glendale. CA 91206 were also reported near Mulberry, Kan., delivered eight trainloads of BN-originat­ CP RAIL SYSTEM-Karl Rasmussen (milepost 118), in Joplin, Mo., (milepost ed Wyoming coal using the same symbol, 11449 Goldenrod st. NW, Coon Rapids, MN 55448 154), and at Dalby siding (milepost 170). but locally mined coal presently supports ILLINOIS CENTRAL-Greg Sieren Service was suspended the morning of this facility. 1713 Elder Street No. 101, Waukesha, WI 53188 KANSAS CITY SOUTHERN-Michael Hasbargen Sept. 25 and trains were soon stacked in 1208 Volley View Drive, Monett, MO 65708 sidings as far north as Neosho. Road MEXICO-Clifford R. Prather crews simply cut off the lead unit, tied KCS Tests SD60MACs P.O. Box 925. Sonta Ana, CA 92702 down the train, and continued light to REGIONALS-Dave Kroeger Neosho. Service was restored late on the A.C.-powered locomotives may be in KCS' 525 6th Ave., Marion, IA 52302 27th with hot intermodal trains 9 and 10 future. SD60MACs 9500/9502/9503 arrived SHORT LINES WEST-Wayne Monger 1409 Tillmon st., Suisun City, CA 94585 being the first to test temporary repairs. on the property in Kansas City on Oct. 7 SHORT LINES EAST-Bob Thompson for a week of testing. Ironically, this was Route 6, Box 207, Paris. TX 75462 not the first time the "Big Macs" were on SP/SSW-Joseph A. Strapac New Coal Movements the property; they had been delivered in P.O. Box 1539. Bellflower, CA 90707 early July, but were idled by flooding. SP (D&RGW)-Richard C. Farewell KCS regularly serves six on-line generating To provide an intensive test bed, the 9729 W. 76th Ave., Arvada. CO 80005 TRANSIT-Mac Sebree stations: 1) Kansas City Power & Light at units operated between K.C. and Stillwell, 11111 NW 19th Ave., Vancouver, WA 98685 Hawthorne (just east of Knoche Yard, Okla., on the grades over the Ozarks. The UNION PACIFIC-Wayne Monger served by yard crews); 2) KCP&L-La Cygne SD60MACs departed K.C. on Oct. 8 on train 1409Tillmon st., Suisun City. CA 94585 ("Lay-seen") at Amsterdam, Kan., trains 97 with KCS test car No. 10. Normal practice symboled 9310ads/94 empties; 3) Empire had the SD60MACs working trains south FOCUS CORRESPONDENTS District Electric at Opolis, Mo., trains 61162; (either loaded coal or Kansas City-Shreve­ Mike Abalos, Greg Brown, Rich Farewell, Paul 4) Southwestern Electric Power at Flint port train 5) over the Ozarks, then picking Fries, Dave Gayer, Wayne Kuchinsky, Carl M. Creek, Ark., trains 95/96; 5) SWEPCO at up a northbound (usually Shreveport-K.C. Lehman, Scott Muskopf, Dan Pope, Ken Rat­ Welsh, Texas, trains 91192; 6) Gulf States train 6), working to Pittsburg, Kan., then tenne, Dick Stephenson Utilities at Mossville, La., trains 97/98. Be­ picking up another southbound over the ginning in late June, a new Wyoming coal mountains. Unit 9502 was placed in helper SUBMISSIONS: Articles, news items and photographs consumer was added at Monticello, Texas. service at Neosho between Oct. 11-14. are welcome and should be sent to our Wisconsin editori­ al office. When submitting material for consideration, in­ Texas Utilities is supplementing regular lig­ Thanks to KCS Railway and KCS His­ clude return envelope and postage if you wish it returned. nite shipments originating just west near torical Society. I have a personal window PACIFIC l\AILNEWS does not assume responsibility for the Sulphur Springs, Texas, with weekly trains on the northern end of the system, but I safe return of material. Payment is made upon publication. symbolled 77178. could use some help with the MidSouth. EDITORIAL ADDRESS: Submit all photos, article sub· missions and editorial correspondence to: PACIFIC RAILNEWS P.O. Box 379, Waukesha, WI 53187 (414) 542-4900 ARNOLD .., FAX: (414) 542-7595 I I CompuServe: 76307,1175 t Submissions sent via UPS, Federal Express or similar courier must go to the following street address: .See the trains and motive power you read about in PRN and other news magazines! Our 2-hour VHS Hi-Fi Stereo PACIFIC RArLNEWS videos each feature a variety of non-stop mainline action shot at different locations throughout the Midwest or South­ 923 Friedman Drive, Waukesha, WI 53186 west - without narration over the live sound - each tape includes a handy information/line-up sheet. BUSINESS ADDRESS:Address all correspondence re­ SOUTHWEST SAMPLER MIDWEST SAMPLER VI garding subscription and business matters to: entre April 1993 August 1992 - June 1993 P x P.O. Box 94911, P asadena, CA 91109 Over 90 trains, including: SF and SP mainline action in Over 100 trains, including: The last BN E-units, CR SD· (818) 793-3400 New Mexico and Arizona featuring SF 20-cylinder power, 60M's, EMD SD-70M's, IAtS Atco, SF Willow Springs line FAX: (818) 793-3797 new SF C42-8W's, SPSF merger paint, SP semaphores, relocation, WC new SD-45's, CNW GP-50's plus AMT, Magazine Subscription Service: For all subscription DRGW units, new SP paint and MORE! CCP, EJ&E, KCS, and MORE! sao problems and inquiries call (9 a.m.-5 p.m. Pacific time): $24.95 per tape I $4 S&H per order I Send for free catalog (800) 899-8722 or outside the U.S. (818) 793-3400

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PA CIFIC RAILNews • 9 SANTA FE

The new 698 train departs BN's Yale Yard intermodal terminal in Memphis at 6 p.m. on Tuesday and Thursday-Sunday to begin its 55-hour journey to L.A., arriving Hobart Yard at 11 p.m. the third day. On Mondays and Wednesdays the 698 leaves Memphis at 4:30 p.m. for a more leisurely 56-hour, 15-minute trip. This train picks up hot traffic from Birmingham, Ala., at Mem­ phis and carries blocks for Phoenix, Ariz., (set out at Winslow), Barstow, San Bernardino and Hobart. TlaileIs grounded at San Bernardino are trucked down Inter­ state 10 to the UPS hub at Ontario, Calif. Eastbound counterpart 896 departs L.A. Thursday-Saturday at 3 p.m. on a tor­ rid 54-hour run. The 896 leaves Hobart Tuesdays and Wednesdays at 6:30 a.m. on a 55-hour, 10-minute schedule. It picks up at San Bernardino and Barstow. These trains received numeric instead of alpha symbols because UPS wants it that way. Train Q-MELA, mentioned in our last column as a Memphis-Los Angeles hot­ EMD's SD70M demonstrators made test runs on the Santa Fe during August. The 7002/7001 /7000 shot, does not appear in the Sept. 27 lead the S-LACH near Keyser, N.M., on Aug. 28, 1993. Crews were reportedly pleased with the Transportation Service Plan and apparent­ big units' performance. Recently, Santa Fe has been an exclusive GE customer. Chris Rought ly has been discontinued. The other trains on the Los Angeles-Birmingham haulage during the flood crisis, and heavy traffic route have been resymboled from Q-BHLA Centralization Completed have also hurt service. "Train delay, vol­ and Q-LABH to P-BHLA and P-LABH. ume congestion, poor train line-ups, fail­ Santa Fe turned out the lights on the ure to promptly answer the radio, and short-lived Regional Operating Center era power shortages evident to our people in L.A. Problems Lead to Traffic Loss on Sept. 20 when the San Bernardino, the field have and currently are causing Calif., center closed and dispatching was frustration both to our customers and our Congestion and inadequate storage space transferred to the Combined System Oper­ employees," said assistant vice presi­ at Hobart Yard, along with stack car im­ ations Center (now called just the SOC) in dents Dick Holdaway and Dave Dealy in a balances resulting from flood-related prob­ Schaumburg, Ill. Five dispatcher desks Sept. 8 memo to Operating Department lems, have cost Santa Fe a couple of con­ were relocated to Schaumburg, covering employees. Holdaway and Dealy mobi­ tainer customers. Neptune Orient Line re­ the Needles, San !3ernardino, San Diego, lized teams to solve some of the prob­ portedly gave notice it was pulling its con­ Bakersfield and Stockton subdivisions. lems, particularly between Amarillo, tainers off Santa Fe's Chicago-Los Angeles With this change, all Santa Fe lines are Texas, and Belen, N.M. route on Sept. 22, shifting business to now dispatched from Schaumburg. American President Lines' trains over the While Santa Fe maintains publicly that UP/C&NW. Later, APL yanked its once­ the changeover to centralized dispatching Santa Fe Gets Memphis UPS Business weekly L.A.-Chicago stack train off the was so smooth it was hardly noticed by Santa Fe-C&NW route and gave that train train crews or customers, employees tell a Fed up with Southern Pacific's poor perfor­ back to UP. High-ranking Santa Fe officials different story, as hardware and software mance on the Memphis-Los Angeles route, have been spending time at Hobart trying problems have affected train performance. United Parcel Service shifted this traffic to make the terminal more fluid and pre­ Human errors related to the distrac­ over to Santa Fe effective Sept. 27. To han­ vent additional customers from leaving. tion of the move to Chicagoland, the long dle the new business, Santa Fe established Citing "increased costs related to our and debilitating hours logged by the staff two new premium-service schedules. aggressive investment in equipment, tech-

• SP'S STUNNING BEAUMONT HILL MAIN LINE

• REMEMBERING SANTA FE AND THE GREAT BLIZZARD OF '67

• FOCUS: BN'S MISSOURI RIVER LINE AND IC NEWTON BRANCH

• IMAGES: WESTERN F-UNITS

10 . DECEMBER 1993 nology and intermodal terminals," and to Under the accord, Santa Fe will pay the be equipped with speed recorders ; odd­ recover the increased fuel tax enacted by full cost of enlarging 12 tunnels, estimated numbered units won't. All units were Congress this summer, Santa Fe raised its at $5 to 7 million. The work is expected to scheduled to be delivered by Nov. 2, via intermodal rates an average of 3 percent, be completed in March 1994. In addition, Norfolk Southern. or $25 per unit, on Oct. 1. This represents Santa Fe will pay SP about $5 million more the first broad rate hike for trailer and con­ annually in trackage rights charges, tainer traffic since January 1990. retroactive to Jan.1, 1992. SP doesn't ex­ San Bernardino Construction pect to route stacked domestic container traffic over Tehachapi-just smaller inter­ Construction of the new auto terminal at B New Southeastern Service national containers that currently clear Yard in San Bernardino, Calif., is roaring when stacked-but if it does, it has to con­ ahead. The city was eager to grant the nec­ The "Southeast Connection" is the name tribute toward the cost of the tunnel bor­ essary permits, since the terminal will cre­ by Santa Fe to denote a new block used ing work. The agreement extends through ate 300 jobs. The target date for opening moving from Modesto, Calif., to the South­ 2010 and can be renewed after that date. the new facility is Jan. 1, which is when east, bypassing Barstow Yard. The ser­ General Motors must vacate the terminal it vice began on Sept. 22. Modesto & Empire is currently using in La Mirada, Calif. Traction makes the block, both intermodal Evolution of the C4 1-8W Locomotive Union Pacific is not happy with the and carload traffic, five days per week. loss of capacity at B Yard, which it uses Santa Fe train H-RIDA1, departing Rich­ The 25 C41-8W locomotives General Elec­ for local switching and block-swapping. mond, Calif., at 7 a.m. Tuesdays-Satur­ tric is building for Santa Fe will have a Since UP's right to use the existing facili­ days, picks up the block at Empire. The few mechanical refinements. C41-8W ties along the Riverside-Daggett joint line block may be filled at Fresno, Bakersfield, 925, from Santa Fe's original 60-unit 1993 has arguably been violated, Santa Fe may and Barstow before it is delivered to order, boasts a split cooling system with allow UP to use 12,500 feet of track in the Kansas City Southern at Dallas. At New a nine-row radiator and separate inter­ A Yard instead. The rickety track in the A Orleans, KCS interchanges the block to cooler, which provides greater COOling ca­ Yard would have to be upgraded to meet CSX, which in turn distributes the cars pacity, supplies more air to the engine UP requirements. Santa Fe is thinking throughout Alabama, Georgia and Florida. and reduces nitrous oxide emissions. The about rebuilding this yard anyway for 925 also has electronic fuel injection, two reasons: The yard will support the which eliminates the engine's governor new San Bernardino intermodal terminal, Tehachapi Accord with SP and allows the timing to be adjusted and Santa Fe wants to ease out the main­ . electronically. line curve around the east end of the yard Santa Fe has reached an agreement with The current order for 25 units, Santa by relaying the main tracks through the Southern Pacific on boring out tunnels on Fe 927-951, will feature split cooling radi­ yard, thereby cutting short the existing SP's Tehachapi line to accommodate dou­ ators; 927, 929 and 931 also will have yard tracks. blestacked nine-foot, six-inch high domes­ electronic fuel injection. As with previous Thanks to Jayhawk, Starpacer and tic containers. orders, even-numbered locomotives will O.R. Bixler.

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PACIFIC RAILNews • 11 BURLI TON NORTHERN

eastbound containers on July 30, three dled via the Hallet Dock in Duluth, Minn. Dollars Washed Away units short of the record set in 1992. (symbols HN400/401). In an effort to make Traffic increases from the Pacific North­ its Geneva, Utah, taconite trains (ST814/ Burlington Northern has reported that an west and from Canadian National at Supe­ 815) more competitive with C&NW rates, $80 million loss will be taken against its rior, Wis., are prompting BN to spend $20- BN is cooperating with SP for back hauling third quarter earnings because of this sum­ 30 million on engineering improvements coal between Coop, Utah, and Kissick, Mo. mer's flooding. This estimate is based on re­ for its Twin Cities-Chicago corridor in Between Kansas City and Kissick, the sym­ pairs required for 350 miles of trackage in 1994. Most of these improvements will be bol for the coal move will be C0102. Iowa, Missouri and Nebraska, and lost rev­ capacity related, including power switch­ Due to a seasonal increase in inter­ enues from shippers who were isolated dur­ es, Signals and multiple tracks, and the modal traffic between Chicago and the Pa­ ing the period. Most lines had been restored former Chicago Central & Pacific trackage cific Northwest, BN has frequently been to service by early September, excluding between East Dubuque and Portage, Ill, operating trains 3 and 4 in two sections. routes paralleling the Mississippi River from will be upgraded. A proposed reconstruc­ With an increase in grain loading in Keokuk, Iowa, to Cape Girardeau, Mo ., as tion of the CC&P bridge over the Missis­ North Dakota and Minnesota, BN has as­ well as portions of the former Chicago, sippi River could eliminate the adjacent signed several SD9s and the three GP9Bs Burlington & Quincy between West Quincy tunnel. With these improvements, BN formerly used on the Northtown Hump to and Brookfield, Mo. Unfortunately, just as hopes to increase maximum operating a power pool between Grand Forks and portions of these routes were rehabilitated speed on this busy corridor to 70 mph. Chicago. Some unexpected mainline pow­ at mid-month, five- to lO-inch rains fell BN expects to benefit from the 4.3 cent er sets included Second No. 207 out of across Missouri Sept. 22-24. Numerous per gallon increase in federal fuel taxes im­ Chicago on Sept. 6, using SD9s 6177/61 181 washouts were reported in the vicinity of plemented on Oct. 1. Experts estimate that 6107/6120 and GP9B 601, while No. 101 St. Louis, forcing detours via Illinois Central railroads may feel as little as 20 percent of departed La Crosse, Wis., on Sept. 18 be­ (Memphis, Tenn., to Paducah, Ky.) as well the relative cost squeeze truckers will expe­ hind a trio of SD9s and booster unit 600. as other EN routes out of Kansas City. rience. On the flip side, the expected bonan­ BN's motive power shortage reached a With all mainline routes expected to be za in intermodal loadings is coming at a bad peak during the first week of October, serviceable by early October, BN manage­ time as the demand for rail platforms is cur­ with five eastbound manifest trains held ment anticipated heavy traffic throughout rently outpacing supply by 15 to 20 percent. for power at Northtown on the mornings the fourth quarter, dependent upon the Construction work on BN's new central­ of the 2nd and 3rd. availability of equipment and crews. ized dispatching facility in Fort Worth, Texas, began on Sept. 9. The 183,000- square-foot facility will employ 650 staffers lease Mania Growing, Growing, Growing and should be ready for operation by late 1994 ...BN continues to be an ardent sup­ SD70M demonstrators 70001700117002 Based on the expected continued growth porter of concrete ties on its arterial lines. worked train No. 69 west through Iowa on of intermodal shipping through the Pacific Since 1986, more than 3.6 million ties have Sept. 4, bound for testing on the southern Northwest, BN has increased the capacity been placed on high-density lines, with an coal corridor. The colorful set of units was to of its Seattle International Gateway (SIG) additional 650,000 to 1,000,000 expected spend at least one month on the BN to bal­ North terminal by 20 percent, with the for installation in the next four years ... ance credits owed for the 9500-series completion of a 3, 000-foot track capable of BN originated 351,615 carloads of grain in SD60MACs barnstorming across the U. S. handling 18 five-coupled stack cars. With 1992, which provided 16 percent of its in­ and Canada earlier in the year ... The first this expansion, BN loaded more than 900 come. Including cars originating on other of BN's new SD70MACs are still expected to carriers, more than 40 million tons of grain be delivered in a variation of the scheme on products moved on BN last year ... EN is the executive covered wagons ... BN has running four more Santa Fe trains between leased the three Wisconsin & Southern F45s GREAT CHRISTMAS GIFTS!!! Memphis, Tenn., and Avard, Okla. Symbol­ (1001-1003), delivered at Northtown by Wis­ ed 81/82 and 83/84, one westbound and PASSENGER TRAIN PRINTS consin Central on Sept. 25. Helm Leasing re­ one eastbound operate seven days per built GP40s 31 10/31 11 have also been bor­ Various Artists - Full Color week. These trains, symboled 69 8/896 by rowed. At least three ex-UP SD40s have ATSF Super Chief - diesels - 18" x 24" ...... $20 Santa Fe, represent UPS traffic won away been obtained from Precision National, with ATSF Chief - steam - 16" x 20"...... $20 from SP (see AT&SF column for more infor­ units 3013/3065/3107 noted at Burlington, UP "City of LA" - diesel - 24" x 36" ...$25 mation). The trains are predominated by Iowa, on Sept. 19. The units are painted in a UP "Overland" - steam - #844 - 18" x 24" ...$25 DRGW "Cal. Zephyr" - diesel - 18" x 24" ....$25 Santa Fe warbonnets while on the BN. dark gray scheme with yellow lettering ... SP "Sunset Ltd." - diesel - 18" x 24" ...... $1 5 Not all trains operated during September SP "Overland" (Black Widow) - 18" x 24" .....$20 were grossly underpowered, as evidenced MP "Colorado Eagle" - diesel - 19" x 25" .....$1 5 Flooding and Strikes Affect Operations by a 68-car No. 832 out of Superior, Wis., on ACL"Champion" - diesel 28" x 32" . .. .. $50 the 7th. The nine-unit consist included SAL "Orange Blossom Special" - Due to flood-related detours, BN estab­ GP28M 1537, SD40-2s 805517080, GP39E diesel - 28" x 32" ...... $50 lished symbols 78 and 79 between Chica­ 2774, GATX SD38-2s 1238/1239 , SP SD40T-2 CRIP "Twin Star Rkt." - diesel - 18" x 22" ....$20 go and Houston, while symbol 69 replaced Katy "Texas Special" - diesel · 17" x 22" .....$20 8323, SD45r 7433 and SD45T-2R 6883 ... At PRR "Broadway Ltd." - steam - 16" x 20" .... $20 train 63 between Chicago and Denver. least four units have been equipped with SRR "Crescent Ltd." · steam - 16" x 20" ...... $20 Train 62 was also restored eastward from ditch lights to date, GP38 2076, GP50 3127 B&O "Ambassador Limited" - Denver to Chicago for rerouted priority and SD40-2s 6814 and 8069. The light sys­ steam - 16" x 20" ...... $20 traffic. These temporary changes where tem pulsates when the air horns are activat­ expected to cease when all main lines ed ...BN .is in the process of removing the Send 3-stamp LSSAE for HUGE LIST Add $3/0rder shipping were fully restored to service. fifth seat from the cabs of the 31 10-3162-se­ Send Check. MO. VIX. MC info to: With lengthy strikes at both the National ries GP50s, providing easier access to elec­ and Hibbing taconite plants in northern trical cabinets for shop personnel. TRACKSIDE PRINTS AND HOBBIES � ( Minnesota, BN originated a number of Th anks to Burt Arneson, Darren Hi ll, trains from USX's Minntac plant (via Duluth, Morris Hobson, Dave Kroeger, Mike Mur­ Box 690503 � ray; PROGRESSIVE RAILROADING, Tom Robin­ Ii!!IiiIiiil Houston, TX 77269-0503 Missabe & Iron Range, symboled DM400/ Texans: Please add 8% sales tax. VISA TRAFFIC WORLD. � I I 401) as well as Reserve Mining pellets han- son and

12 . DECEMBER 1993 INTRODUCI NG No. 261 THE POWER OF THE MILWAUKEE ROAD Now, 39 years afterher retirement fr om OTHER FINEVI DEO PRESENTATIONS FROM GOODHEART

service in 1954, watch this magnificent, SHASTA DAYLIGHT (60 nun.)-Doyle McCormack, SP Daylight engineer , says this is the best 4449 videotape he's seen! coal-burning 4-8-4 storm the rails in her TROPICANA STEAM(56min.)-The Jurassic Park of steam! American-built steam in Cuba. return to service in the fa ll of 1993. RUSSIAN STEAM: A FIRST LOOK (72min.)-See the magnificent, colorful Follow No. 261 from Minneapolis P36 4-8-4 and five other classes of Soviet steam. SPECIALS, EXTRAS AND BUSINESS CAR TRAINS(52min.)-Classic across the scenic Wisconsin Central on motive power pu.lling heavyweight Pullmans, full-length domes and open-end observation cars! her break-in run. AMERICA'S ARTICULATEDS-THE CHALLENGER AND THE A (82nun.) The world's largest and most powerful steam engines-UP 3985 and Join us, the official No. 261 video com­ N&W 1218-on excursion and freight trains.

pany, as we witness spectacular smoke WINTER DAYLIGHT(46min.}--4449performs in the snow and on BN's 1.1% grade out of Wenatchee, \Nashington.

and sound at pre-arranged locations 8444-THE GREAT STEAM TREK(58min.)-Exclusive helicopter coverage of 8444 and 4449 storming Cajon Pass side by side! during the firstpublic excursions fr om 8444 DOWN THE DESCHUTES/4449 OVER THE SISKIYOU(57I1lin.) 1\vo great 4-8-4's on scenic escapades in the PacificNorthwest. Fond du Lac, Wisconsin. Board the cab THE GREAT SOUTH AFRICAN STEAM FESTIVAL(58min.) fo r exclusive coverage of the crew operat­ Nine days of nonstop action as regular and preserved stearn thunder over the Kimberley DcAar Line raceway.

ing the loudest 4-8-4 since the CB&Q's 01 HOO-STEAM STAR OF THE DB(53min.)-Professional Gennan film crew chartered this 4-6-2 fo r 3 days to produce d,is remarkable video. 05. STEAM ANDTHE DRAGON(50min.)-\Norld's last great fleetof big steam power in wintertime action in northeastern China and Manchur a. Projected to be released in mid-Novem­ i, STEAM TO THE BOARDERS(45nlin.)-The narrow-gauge steam empire of ber, we're sure you'll want to add this fo rmer East Germany-LGB modeled these engines!

WIE WAR SIE EIGENTLICH DIE DAMPFLOK?(57min.)-Railroad spon­ professional, broadcast-quality presentation sored vintage 16mm films of G;rman steam, diesel and electric combined on one tape. to your video library. STEAM FEVER(50min.)-Maybe the finestRailroad Vi deo ever made!

THE INDUS EXPRESS(60min.)-Steam in Pakistan featuring the unique Approximate running time 0-6-0 and 4-4-0 on the mainline. 50 minutes

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h.p. C42-8Ws. The first unit of this latest or­ der, No. 9481, was delivered on Sept. 3 Via Cornail at St. Elmo, m. By the first week of October, 40 units had been delivered. The finalunit of this expanded order, No. 9555, should be delivered by mid-December. The current Dash 8 fleet is reportedly undergoing electrical modification to in­ crease horsepower to 4,135. As the work is completed, these units will also be list­ ed as C41-8s/C41-8Ws. the first units mod­ ified will be Nos. 9356-9479, which are as­ signed to Powder River Basin coal service. Despite criticism for slow throttle re­ sponse (compared to EMD units), UP con­ tinues to purchase GE products thanks to their reliability. Even with the first Dash 8- 40C, No. 9100, now six years old, UP's Dash 8 fleet boasts an incredible 97-98 percent availability rate, much better than SD60 availability rates in the low 90s.

Midwestern Flooding Returns

Areas of the Midwest that were hard hit by the flOOding in July were again hit with Action on Sherman Hill west of Cheyenne, Wyo., finds C41 -8W 9366 leading an SD60M and a heavy rains in mid-September. High water CSX SD40E on an eastbound intermodal train through Dale on Sept. 3, 1993. UP's next genera­ along the Missouri River east of Kansas City tion of GE power will include a.c.-powered C44-9ACs, due on the propertyin June. Greg Sieren and on the Mississippi River south of St. Louis once again inundated two UPmain experimental, expect them to be num­ lines. The 161-mile River Subdivision from A.C. Technology Units Ordered bered somewhere between 1 and 99. Kansas City east to Jefferson City, Mo., was UP also announced that the 1993 order out of service for nearly a week, reopening Union Pacific announced in late Septem­ of GE Dash 8-41CWs that began delivery on Sept. 30 with many slow orders due to ber that it will be the first railroad to pur­ in September had been increased from 50 soft roadbed. The Chester Subdivision, chase General Electric a.c.-powered loco­ to 75 units, increasing the cost of the or­ which runs from St. Louis to Poplar Bluff, motives; the three units are expected on der by $107 million and ultimately giving Mo., was out of service for nearly two the property by June 1994. GE has desig­ UP 456 Dash 8 units. weeks before it reopened on Oct. 7. nated the six-axle 4,400 h.p. units as These units are designated as either AC4400-CWs, though UP will likely call Dash 8-41CWs (on the builder's plates) or them C44-9ACs. They will include stan­ C41-8W s (as listed by UP) due to their 4,135 Port of Portland Facility Deal dard features of the new "Dash 9" line, h.p. rating. The GEs first assignment is in such as electronic fuel injection and im­ coal service, and the horsepower will better Union Pacific, in conjunction with the Port proved electronics. As these units will be match Chicago & North Western's 4,135 of Portland, Hall-Buck Marine Corp. and

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14 . DECEMBER 1993 American Natural Soda Ash Corp., have the motive power problems, August reached an agreement on a new facility at of eastern Oregon. In early October, two through October was a busy time for the miles of second track were being installed the Port of Portland. A 30,000-ton capacity UP passenger fleet. Some days found as east of Meacham. Heavy earthmoving storage facility will be built at the Hall­ many as four different trains operating equipment was working between Durkee Buck terminal dock at a cost of $5.3 million around the system. and Oxman, cutting a path for a second to increase capacity to handle bulk soda The latest addition to the passenger main; 250,000 cubic yards of earth will ash being transferred from trains to ships. car fleet arrived at the end of August. The need to be moved for the 2.5 miles of main UP moves nearly two million tons of car, now named the Pacific Limited, is for­ line. It was expected that the new track Wyoming soda ash through the port each mer UP 4003. It was built in 1955 by AC&F would be ready by early December. year; a 20 percent increase is expected as a lunch counter-diner and converted in­ Not all unit coal trains destined for over the next few years. The Hall-Buck fa­ to a cafeteria lounge in 1960. Restored as points in the Midwest are originating in cility was designed to handle just 750,000 a lunch counter-diner, it is the replace­ Wyoming's Powder River Basin. New con­ tons per year. Consequently, ship compa­ ment for lounge car Sun Va lley. tracts with Iowa Electric of Cedar Rapids, nies encounter delays in getting ships Iowa, and the Dairyland Power Coopera­ loaded as it takes four trainloads to load tive in western Wisconsin have UP coal one ship, and UP has problems timing UP Notes trains originating at the Medicine Bow movement of the 10,000-ton soda ash unit Mine at Hanna, Wyo. Even Utah coal mines trains across the congested main line be­ The sugar beet harvest in Idaho started on are successfully bidding on Midwest coal tween Green River, Wyo., and Portland. schedule in late September. In southeast­ contracts, as Southern Utah Fuel at Sharp, ern Idaho, the daily beet hauler (symbol Utah, is now sending coal trains to North­ LAF44) was on duty at Rupert at 7 a.m. ern Indiana Power at Wheatfield, Ind. Smilin' Es Aren't Smilin' This train gathers loaded beet cars from UP spent $16.5 million during August branch lines in the Rupert area and works and September to install concrete ties on UP E9s 951, 963B and 949 continue to ex­ the beet loaders at American Falls and 25 miles of the Council Bluffs Sub double­ hibit flaws from the rebuilding process. Max. Early in the season, these loads were track main between Willow Island and One report had the set returning for war­ transported west to sugar refineries in the Brady, Neb. When finished, the concrete ranty work-for the fourth time-at VMV Nampa, Idaho, area. tie gang and machines were sent to Por­ in Paducah, Ky., in late August after the A correction to last issue's item about tola, Calif., for more work in the Feather units spewed oil all over the dome glass of Eastern Idaho Railroad : This short line is River Canyon. Work there started Oct. 2. an executive passenger train. Partly as a owned by Dick Webb of Coffeyville, Kan., Thanks to Ed Spalding, George Cockle, result of these, and other problems, E9B who also owns Watco, and Blue Mountain Steve Kalthoff, Rich Wallace, Curt Howell, 963B had been parked at Cheyenne, Wyo., and Palouse River railroads-but Watco is Jim Baker, Peter Langdon, Mardi Lang­ through most of September. E9As 951 and not directly involved in any of these short­ don, Paul Didelius, Eugene Kelly, Steve 949 were utilized as power for a series of line operations. Van Denburgh, FLIMSIES, NORTHWEST RAIL ­ trips to Silver Bow, Mont., Spokane, East­ Work continue on the La Grande Sub FAN, CmCAGOLAND RAILROADS, THE MIXED port, Idaho, Portland and Seattle. Despite double-track project in the Blue Mountains TRAIN and Un ion PacificRa ilroad.

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PACIFIC RAILNews . 15

Southern Pacific's College Park and Santa Clara Towers

Ken Rattenne

OPPOSITE PAGE: With its closing date fast approaching, Santa Clara Tower glows during a warm summer night in July 1993 just after lining an Oakland-bound freight through to the Mulford line. The next day, Am­ trak's X2000 will pass through the operator's CP Coast territory. ABOVE: "Kodachrome" liveried SDP45s head a long holiday Coast Starlight just shy of the San Jose coach yard, where the train will be routed on­ to depot Track 5 by the San Jose Telegraph operator. The date is Dec. 2, 1986. Both photos, Ken Rattenne

t's nearly dusk on a trak's early morning Capi­ late fall afternoon in tols from San Jose to Sacra­ 1992 as Gary Lower mento each weekday, and I stands up from the an­ Phil says he doesn't get the cient desk where he has traditional roll-by from the been doing paperwork. "Let morning operator when his me roll this guy by, " he says, short charge passes by. almost apologetically. Visible Leaving the tower be­ to the south from College hind in a trail of exhaust Park Tower's lofty vantage and dust, No. 917 blows for point, a northbound "plug" Stockton Avenue then en­ rounds the curve adjacent to I ters the south (railroad the now-abandoned South­ east) end of San Jose Yard ern Pacific locomotive facili­ OWERS for the short sprint to Santa ty. The five-car weekend Clara, 1.4 miles north. At CalTrain consist looks un­ T Santa Clara Tower, the op- usually graceful as the fad- erator barely looks up as ing light reflects off the fluted sides of the cab the commute train accelerates away from its car and its trailing coaches. Gary leans out the stop at the 100-plus-year-old depot. San Fran­ tower window closest to the track and waves cisco-bound trains seldom need attention, re­ the engineer by with a highball. "917 at 5:04 quiring no more than the visual roll-by and p.m.," he states as he logs the train's passage entry onto the "Record of Train Movements " in the tower's train movement sheet. sheet. Today's train shoots straight through "Gary's the last operator to give roll-bys at the tower's interlocking plant (as it usually College Park," says Amtrak engineer Phil does) and once past, the quiet of a fall Gosney. Phil should know-he pilots Am- evening once again overtakes the structure.

PACIFIC RAILNews • 17 In their final days, Santa Clara and College Park towers op­ TOP: F40PH-2 914 rolls by Santa Clara Tower on its last day of operation, erated in the same fashion as when built in the mid-1920s. By July 16, 1993. For the operator, it's business as usual, but soon the tower the end of 1992 the pair of towers had witnessed dramatically would host only volunteers restoring the structure. Jon Pullman Porter reduced freight movements, rampant closing of area yards, RIGHT: The Coast Starlight prepares to stop on depot Track 5 and the fireman leans out to grab orders from the San Jose Telegraph operator. radio-issued track authority (Direct Train Control) and the This maneuver wasn't always successful, and the operator had to walk takeover of operations by Amtrak. Nonetheless, operators in to the head end to give the erring fireman his flimsies. Ken Rattenne each structure continued to perform the time-honored duties associated with towers everywhere: aligning turnouts, set­ ting signals and keeping the busy flow of freight and passen­ The Big Decline ger traffic fluid through their domain. But it was not to last. The Tower Consolidation Project had been in the planning The 1980s saw the beginning of an incredible decline in stages for some years. The goal of planners was to combine the Bay Area carloadings and in the affairs of Southern Pacific functions of four tower facilities into one centralized dispatch­ Railroad. In the 1920s and 1930s the peak fruit packing sea­ ing center to be housed in San Francisco. When finally institut­ son (in October) could see as many as 60,000 cars per year ed, officials had changed the planned location to San Jose, and roll through San Jose's yards, and 7,000 passenger cars could it quickly became apparent that it was the beginning of the end easily be switched in the coach yard. But the once-lucrative for the remaining interlocking towers on the Peninsula. cannery traffic generated by giants like Del Monte and Hunts On July 1, 1992, Amtrak began operating CalTrain service eventually gave way to a semi-conductor industry that will for new owners JPB (Joint Powers Board) on what is now never know the inside of a boxcar. known as the Peninsula Corridor. On that same day the JPB Another factor adding to the decline was the consolidation took title to all CalTrain assets and property, including the of divisions and crew bases. Interdivision freight pools al­ two towers and San Jose Telegraph. The SP-employed tower lowed crews to run through between Oakland and Wat­ operators were given a leave of absence from the "Friendly" sonville and, finally, San Luis Obispo. Few trains were reclas­ to finish working their positions until the planned closing of sified at San Jose, and most bypassed the yard completely. the structures-their paychecks now signed by Amtrak. Traffic generated on the Peninsula and in the South Bay area The first victim of consolidation was San Jose Telegraph, a was forwarded to Warm Springs Yard in Fremont, then to control center hidden in the inner reaches of the Cahill Street Oakland for reclassification. The disastrous merger attempt passenger depot. Next was Fourth Street Tower in San Fran­ with Santa Fe in the rnid- 1980s further eroded the confidence cisco. Then in 1993 the two remaining facilities were taken of those shippers that were left. out of service: College Park Tower and Santa Clara Tower, By the time College Park and Santa Clara towers closed thus ending another chapter in Bay Area railroading. in 1993, freight traffic had declined to the point where most

18. DECEMBER 1993 SANJOS E ci a: j WEST LEG OF WYE ;:

,.: \1\ .... �TO OAKLAND .... : NEWARK ;: w Z SAN JOSE SAN JOSE YARD • ROUNDHOUSE

CP COAST

TO SANTA CL ARA CPSTOCKTON • • TO SAN FRANCISCO DEPOT LOS ANGELES SANTA CL ARA STOCKTON AV E. ,.: \1\ ,.: TOWER \1\ : .... APPROXIMATELY 2.6 MILES-NOT TO SCALE MAP BY KEN RATTENNE AND TOM DANNEMAN

was in the hands of local jobs. Trains that did pass through town seldom paused, instead using Warm Springs Yard, re­ sulting in the closure of College Park Yard and the down­ grading of San Jose Yard to an unmanned facility. The yard offices at Newhall Street and Brokaw Road were closed, then razed; even the huge yard tower that was a landmark for motorists passing on Highway 17 was pulled down. Three shifts of switch jobs were cut back to a single trick, and during the midnight shift it was so quiet that operators were literally catching up on their reading.

"Big Tower"

College Park Tower was constructed in 1927. It took its name from the district built up by the College of the Pacific be­ fore that learning institution moved to Stockton. The tower was built to control the entrance of the newly constructed Newhall Street Yard ; it also controlled access to San Jose's original classification yard, which shared College Park's name. In 1935 the structure was enlarged to take on additional du­ ties along the double-track passenger main and single-track freight main between San Jose Yard and the west end of the Cahill Street Coach Yard, all part of an SP line relocation project trains. College Park operators were required to coordinate ar­ to remove trackage from downtown San Jose. The tower also riving and departing freights, hostling movements for the controlled the east leg of a wye formed by the convergence of commute fleet between Cahill Street depot and San Jose the Milpitas Line (from Oakland) and the Coast Route. All of Roundhouse, and three shifts of yard jobs working both this responsibility required a larger-than-average structure. Newhall Street and the College Park yards. Additionally, Am­ When first constructed in 1927, College Park was only half trak and through-freights from the Milpitas Line were also in its size because it only controlled access to College Park and the charge of tower operators. Newhall Street yards and the leads to the roundhouse. In As the 1980s progressed, tower functions became less 1935, with the main line rerouted away from downtown San freight oriented as traffic dried up. Ironically, it was the Jose, the tower was doubled in size to include the interlock­ resurgence of passenger trains in the South Bay that ing plant necessary to control the new trackage. breathed new life into the towers. Under the reigns of Cal­ The 2.6 miles of double-track main line between Santa trans since 1981, local varnish eventually expanded to in­ Clara Tower and the Cahill Street depot was used by both clude six additional short-haul Amtrak trains and 60 week­ SP's San Jose-San Francisco commute operation (now Cal­ day commuter movements. It was these new passenger Train) and Oakland-bound freights that were routed over the trains that kept College Park day operators (and their coun­ Mulford Line. In addition, Amtrak's Coast Starlight also terparts in Santa Clara Tower) busy. Only the ominous flurry shared track time. Up until the mid- 1980s, freight traffic was of signal department employees around the tower and its still significant out of San Jose, and trains from Oakland and connecting hardware offered a hint of the future. Bayshore Yard (in Brisbane, just south of San Francisco) usu­ The tower consolidation project soon took over College ally paused in town or were yarded and worked. Park's function in a new dispatching center housed a block San Jose Yard (called Newhall Street Yard on the east end away from the Cahill Street depot. The new center, known as and Santa Clara Yard on the west end) also originated many the Supervisor Commute Operations (SCO), controlled the en-

PACIFIC RAILNews . 19 ABOVE: Southern Pacific Extra 3781 East, bound for Salinas, Calif., awaits departure from San Jose Yard on Aug. 28, 1978; once the 12:30 inbound commuter "plug" arrives, the drag will have a clear shot through the interlocking plant. Trailing the GP9 is a U33C, whose ranks were thinning on the SP when this photo was taken. OPPOSITE PAGE: College Park Tower, not having seen fresh paint in years, looks a bit ragged in January 1986. College Park Ya rd is located to the right and San Jose yard is to the left in this view. Both photos. Ken Ratienne

tire commute line as far south as Tamien Station, and was un­ College Park was San Jose's largest tower. It featured the der the direct control of SCO's dispatchers. When Amtrak fi­ typical two stories with clapboard siding, and the standard nally assumed control of CalTrain operations, things changed peaked roof that is the signature of towers everywhere. The fast, but not without a few problems. outside was painted standard SP yellow-with-brown trim, "On the first day of Amtrak operations it was a madhouse and the roof was shingled in green. No one could remember up here, " recalls operator Gary Lower. "We were in the midst the last time the tower's aging wood had felt the bristles of a of a project to remove the signal bridge over by the round­ paint brush, either inside or out. house and to realign all three main lines. I had no power While College Park's second story held the General Rail­ whatsoever to the interlocking plant. So, I had to station a way Signal Company interlocking plant, the first story maintainer at each switch to supply me with power when I housed the guts of the system, namely the electrical equip­ needed to make an alignment for an approaching train. " ment needed to operate the turnouts, equipment and On the Saturday before the takeover, Gary had a special Signals. The plant was powered by 120 volt d.c. power, problem. The JPB and Amtrak ran a press train between San which allowed it to use a backup battery system that would Francisco and Gilroy to celebrate the changeover of owner­ be good for almost 24 hours. In the second story, the opera­ ship, "There were so many big wigs, supervisors and signal tor had an excellent view of his or her domain, with the San maintainers with their huge charts up here that you couldn't Jose Roundhouse and College Park Yard visible on the left, even move. In fact, so many trucks were parked downstairs, and the Newhall Street Yard and the College Park com­ no one could even drive in here. muter shelter on the right. It was, as one former employee "The Amtrak special was 32 minutes late out of the [San claimed, "a cool view. " Francisco 1 station because the track department took out all three mainline tracks here in San Jose. Then they had to put "Little Tower" them back in for each commute that ran through. Plus we had two freights come through College Park that morning. The "Santa Clara Tower to the Extra 2472." roadmaster was pulling his hair out. He said he couldn't re­ "2472 here." member when two freights had come through College Park "Extra 2472, you have permission to go against the stop in­ on a Saturday morning. " dication from the eastbound to the freight main."

20 • DECEMBER 1993 Those Mysterious Towers

ollege Park and Santa Clara Towers were often used as a props by local railfans shooting commuter or freight C action, but seldom clId their cameras focus on the buildings themselves. I, too, am guilty of this neglect, and iL made fi nding photos for this article all the more difficult. "vVhy?" [ thought to myself while rummaging through hun­ dreds of slides and black & white prints. We ll, towers don't move for one thing; Lhey don't spew steam or smoke, and they don'L thrill you by pulling a string of other towers up a long mountain grade. They always seem so dark and mysterious up in that second story, not On July 23, 1992, former SP 4-6-2 2472 returned from San unlike a fortress. Everyone knows there are railroad employ­ Francisco with a National Railway Historical Society excur­ ees up there, but they're hermits, reduced to shadowy fig­ sion, doing a slow march in fading light past Santa Clara Tow­ ures behind glass. Every so often one can get a glimpse of er and the quietly steaming No. 4449, Mars light blazing six tracks over. As the small crowd of onlookers stood gawking at an operator holding a phone or peering out the window the sight and sound of two steamers whistling off at each oth­ over his domain; and every once in a grea t while, one of er, the Santa Clara Tower OS was busy getting ready for the these hermit employees gets adventurous and actually ven­ next train movement. tures down the stairs to his car to get whatever it is tower Santa Clara Tower is half the size of College Park, and men get out of their cars. more closely resembles many of the towers that once populat­ ed the Bay Area. Situated 1.4 railroad miles west (geographi­ Did I say tower men? Not every operator was male. Over Lhe cal north) of College Park, Santa Clara Tower is next door to years there have been several women operators. Don Douglas' the historic Santa Clara CalTrain depot recently restored by wife, for instance, worked as an operator for many years, fin­ the local model railroad club. ishing her tour of duty in that position at College Park Tower. The tower's design is similar to other SP structures (it once "Vhen that facility closed, she transferred to CalTrain ticket had a twin at Radum, in the town of Pleasanton), but Santa sales. A f�lmiliar voice on the scanner in recelll years was "Mar­ Clara does not have much of a family resemblence to its big brother at the other end of the yard. For instance, SC Tower is garet." Few knew who she was or what she looked like-but square, College Park is oblong; College Park is painted yel­ she sounded, well, young. And in 1981, 1 met a young woman low, while SC Tower is a uniformly dull tan. at a social event who turned out to be-you guessed it-an Climbing the rickety steps to the tower's second story, opera­ operator on the midnight trick at College Park Tower. Unror­ tors had a view overlooking the west leads of San Jose Yard. tunately, her position was a victim of the 1980- 1982 recession, Just north of the tower is the junction with the Oakland-San Jose Mulford Line, used by Amtrak's Coast Starlights, Capitols, and she was soon out of work. and most mainline freights. This busy line forms a junction with Invitations LO climb the creaky steps of one of San Jose's Southern Pacific's Coast Route to Los Angeles, connecting to towers were infrequent. Over the )'ears there were sLOries of the double-track main line now owned by the JPB . Santa Clara fa ns who u-ied LO "crash the party" and get into one or the oth­ operators coordinated access to this line, plus controlled move­ er LOwer for a look see and a quick photo. The result was usual­ ments operating in and out of the once-busy San Jose Yard. Operator Don Douglas (who is also the editor of the FER­ ly a terse warning to get off the property, or worse, a threat of ROEQUINOLOGIST, the monthly newsletter for the Central arrest. It seemed easier to get a cab ride than to get inside one Coast Chapter-NRHS) is a Bay Area tower historian. Don of those towers. says the current tower is thought to be the second such And there was good reason. structure, probably built in 1926 or 1927 when the new San Don Douglas tells the story of a man who came waltzing in­ Jose Yard was built. The original Santa Clara Tower was built as an Armstrong plant in either 1902 or 1903 to control to Santa Clara Tower one afternoon while waiting for a steam the crossing of the South Pacific Coast narrow-gauge rail­ excursion to pass. There was a lot of activity in the tower at the road with the commuter line just south of the present day time and Don was busy getting instructions over the radio. All tower. Douglas has worked all three tower positions in San of a sudden he heard the "clink" of an interlocking handle be­ Jose, as has his wife. In the end, Don worked first trick at ing shoved in. In horror he turned and was surprised to see an Santa Clara right through to its closing in July 1993. He re­ members what it was like right after Amtrak took over oper­ individual standing with a look of satisfaction on his r�lce. ations, "When Amtrak came in they assigned all these for­ "\IVhat in hell are you doing here?" cried Don in anything mer Conrail men to supervise the transition, and these guys but a calm voice. had their own slang. We call our switchers switch engines "Oh," the man replied, "I used to work one of these down or yard goats, Amtrak immediately began calling them 'shifters.' Then all of a sudden Amtrak began referring to in L.A." Don was quick to give the man the bum's rush after 'pin-up crews,' meaning our hostlers. We all scratched our informing him he just tied up the main line. Tower doors re­ heads on that one." mained locked after that.-Ken Rauenne

PA CIFIC RAllNews . 21 ABOVE: A view from Hedding Street bridge reveals much about the College Park area. An inbound CalTrain is preparing to stop at the College Park shelter, on the right. The hoppers belong to SP's Permanente Local, leaving San Jose Ya rd for the Vasona Branch. In the dis­ tance, two freight units are hoslling from the roundhouse to San Jose Ya rd. The roundhouse is just around the curve and College Park Ya rd is straight ahead. Where's College Park Tower? It's on the left, hidden in a maze of trees and telephone poles. Ken Rattenne

Another change was the designation of control points. 4.5 miles of single-track main line between Cahill Street de­ Signs for "CP Stockton," "CP Julian " and "CP Coast" went pot and Lick siding on the Coast Line (milepost 51.4). With up. While commonplace on other railroads, Southern Pacific the tower consolidation project under way, San Jose Tele­ never embraced the control point concept. The new control graph's functions were cut over to the SCO, taking almost a points now dictate boundaries for control operators and train year to be fully implemented. crews. SC Tower stands at the west end of CP Coast, which San Jose Telegraph was an interesting operation. Right up extends to the east end of San Jose Yard to College Park Tow­ through the early 1980s, train orders were hung on an order er; then it's CP Stockton past College Park to Julian Street, hoop next to the freight main at the west end of the coach where CP Julian begins. This control point then extends to yard. Orders were "hooped" by both the head-end and rear the Cahill Street depot. crews on mainline and local freights. But the most colorful op­ With the assumption of the CalTrain operating contract by eration was the delivery of orders to Amtrak's Coast Starligh t. Amtrak, the tower consolidation project was pushed to com­ Each morning, when the southbound Starlight was about five pletion within a year of Amtrak's takeover. During Don Dou­ minutes from the depot, the San Jose Telegraph operator glas' final shift at Santa Clara Tower on July 16, 1993, the SP would walk out of his office in the depot, hoop in hand, and signal department cut the wires to the interlocking plant, stand on the platform. After chatting briefly with the Amtrak forcing all control for turnouts and signals to be handled man­ baggage crew on their motorized baggage cart, he would non­ ually by maintainers at Don's direction. This continued chalantly raise his train order hoop just as the approaching throughout the weekend until the SCO took over all control of diesels ducked under the platform umbrella of Track 5. As the the interlocking plant on Monday, July 19. head end passed, he'd aim the hoop for the fireman's window as the fireman hung way out to grab the orders : Of course, the San Jose Telegraph head end would stop only a couple of hundred feet further up. The San Jose Telegrapher would then walk back a few car There was a third "tower" that served San Jose, San Jose lengths and personally hand the conductor his orders. Telegraph, though it was not really a tower in the strict sense of the word because it was housed in a wing of the A Tower's Heartbeat Cahill Street depot. The San Jose Telegraph operator was un­ der the direct control of the SP dispatcher in Roseville and The heart of any tower is its interlocking machine. Both of manned a Centralized Traffic Control machine that controlled San Jose's towers had their mechanisms housed inside large

22 • DECEMBER 1993 wood cabinets spanning the length of each tower's upper sto­ ry. The top of each cabinet had a glass top exposing the inner worklI gs of the interlocking plant housed within. The glass was hmged: to allow SIgnal maintainers access to any part of the mterlo ckmg's electrical devices. Protruding from each in­ terlocking cabinet were rows of inverted "L" shaped pistol­ gnp handles These grips literally : ran the length of the inter- 10cklng cabmet, one for . each switch and Signal operated wIthin the towers' limits. The stem of each lever was coded by a band of color : black for turnouts, red for signals. Above each cabinet was a metal box. On its surface each tra�k and turnout was represented in a route diagram. A pan­ el 11ght was set next to each representation of a switch illu­ ' minating when a train passed over the respective track sen­ sor. Each light was numbered to correspond to the correct controlling lever on the interlocking cabinet. This arrange­ ment resulted in two rows of levers, one above the other, for each switch and its Signal. What is an "interlocking" plant? Let's go back to Santa Clara Tower. A CalTrain commute approached from San Fran­ cisco, slowing for the Santa Clara stop. After pausing long enough to detrain passengers, weekend train 149 highballed for San Jose, its F40 laying down a light trail of exhaust. Operator Don Douglas finished his entry on the Train Movement Sheet, then spoke into the radio "Santa Clara OS! " He waited briefly, staring at the radio's brushed aluminum front panel. He began tapping his pencil. "Transmit" came a metallic reply over the radio. "Santa Clara OS ... 149 at 10:06, one double-naught six a.m. " The SCO acknowledged as Don glanced up at the track board where a flashing light was visible on the panel just be­ low the diagram case. When asked about the light, he sheep­ ishly replied, "Oh, I didn't pick up the signal in time when the 149 went by, so the switch went into time. " Went into time? Don explained further, "That occurs to prevent you from throwing a signal and changing the lineup in the face of a train. What happens is a timer locks the lineup in place ..." All of a sudden we heard a loud clank. "It just released, " said Don as he grabbed the switch lever and pushed, shoving it in TOP: Santa Clara Tower operator Don Douglas poses at his desk on with another loud clank and clearing the flashing light. Dec. 12, 1992. Large windows afford a good view of the territory. Don explained further. "When it releases, it clicks , then I BOnOM: The massive College Park interlocking machine is illustrated can push it all the way in and make a change in the lineup. in this view of the tower's interior. Operator Gary Lower and Amtrak En­ gineer Phil Gosney confer on the structure's clouded future; it closed However, while it was flashing it was locked up. For instance, four months otter this photo was taken. Both photos. Ken Rattenne if I try to pull on this No. 17 signal. " Don walked over and yanked on it. "It won't come out. It's locked up." You might What of the towers themselves? The fate of College Park say that no switch can be thrown before its time. is currently up in the air, but there is little doubt that it will The mechanism that had just cleared was timed for 10 ultimately perish. A few pieces of hardware from the struc­ minutes, as were all switches connected to the main line. ture, including the accordion-style telegrapher's telephone, Yard switches could be as little as 45 seconds. Veteran opera­ were donated to the Southbay Railroad Historical Society. tors will tell you it was the possibility of tying up the main The CTC machine from San Jose Telegraph now "lives " in line or an important yard lead with an incorrect line-up that the Santa Clara CalTrain depot as a ward of the Central gave a towerman ulcers. Coast Chapter-NRHS. Santa Clara Tower and its contents were donated to the Where Have All The Towers Gone? Southbay Historical Society, the same group responsible for restoring the CalTrain depot. The group has already started Today, there are no operating towers left in the San Jose restoring the tower, which is slated for public display. The area. In fact, as of September 1993, there was only a single group has its work cut out for it, though, as it will need to rid manned tower in the Bay Area. It's expected that 16th Street the tower of termites and keep out the homeless, who tend to Tower in Oakland will silence its plant when Amtrak moves light fires in unused structures to keep warm. (It's thought out of its facilities at the earthquake-damaged 16th Street sta­ this scenario was responsible for the 1983 destruction of tion in early 1994. But where do operators go when there's Western Pacific's Niles Tower in Fremont.) nothing to operate? Gary Lower saw the writing on the wall The Supervisor Commute Operations has been dispatching for levermen who had no tower to work in. Gary transferred trains over the entire CalTrain system for several months to train service as an assistant conductor, and now works now, and management seems generally satisfied the perfor­ Amtrak's passenger trains in Southern California. mance. The center and its operations deserve more than just After the closure of Santa Clara Tower, Don Douglas began a few words, but that will have to wait for a future article. working as a clerk at the JPB's accounting office on San Fer­ I'd like to extend a special thanks to Don Douglas and nando Street, not far from the Cahill Street depot. His wife be­ Gary Lower for allowing me access to the mysterious inner gan working the ticket counter at the depot in April 1993, sanctums of their towers. Wi thout their input, this article

when College Park closed. would not have been possible. PRN

PACIFIC RAILNews • 23

The Big Grades

ugged, grinding and tortuous all describe Mon­ tana's mountain grades. Ye t, wheuler it's Burling­ . ton Northern or Montana RaIl LlI1k, the some­ Rtimes blood-boiling problems or running a mountain railroad are somehow handled efficiently. Montana's railroaders have always taken pride in moving tonnage in ule face of harsh and sometimes unforgiving situa­ tions. The passes, although challenging, are beautiful and provide some or the most dazzling photographic backdrops anywhere.

BOZEMAN PASS, completed by Northern Pacific in 1882, was named after John Bozeman, a Montana trailblazer killed in 1867 in the Gallatin Val­ ley by the Blackfeet Tribe. Bozeman Pass, probably the least-known mountain grade in Montana, has changed owners twice. The pass, now part of Mon­ tana Rail Link's 2nd Subdivision main line, leaves Liv­ ingston westbound and ascends a 1.8 percent grade to the summit, while the grade from Bozeman east­ ward is 1.9 percent. Alulough Bozeman is a relatively low pass at 5,557 feet above sea level, most heavy west­ bound u-ains require pushers. Having just crested the summit, a Montana Rail Link LM train (Laurel to Missoula) , with the road's only true SD40-2 leading (right), continues to work hard as it pulls the remainder of its train through Bozeman Tunnel on July 27, 1990. Like Pipestone them on the tracks. On June 17, 1991, an eastbound Pass, Homestake Pass and other fo rsaken Montana BN intermodal train (below) descends the east side of railroad monuments, the deteriorating summit tunnel the pass at Muir siding. Racing alongside the train is to the right of ule u-ain has been lefi: to the weeds. a horse that escaped a rancher's grip. Although the Most of the surrounding counu-yside over Boze­ hor epower on the main track outnumbers that in man is ranch land. vVhile it is not unusual to see farm the siding 6,000-to-l, both make an impressive sight animals along the right-or-way, it is abnormal to see as uley barrel down the hill.

26 • DECEMBER 1993 Rail Link rebuilt SD40-2XR No. 254 heads up BN rrain MULLAN PASS, also built by Northern 2] (above) exiting Mullan Tunnel, spewing a plume of Pacific, is probably the toughesl and most spectacular exhaust that would shame many steam engines. mainline pass in Mont.ana. With a westbound ruling When westbound rrains arrive at the fo ot of Mullan grade of 2.2 percent, virtually all trains require a Pass in Helena, they almost always receive helpers. In shove over the 20 miles from Helena to the Continen­ many cases, the extra hOl-sepower is added to the tal Divide at Blossburg, which lies 5,548 feel above sea point. On Aug. 25, 1993, the first section of Burling­ level. vVhen constructed by Northern Pacific, 3,875- ton Northern's ]95 freight (following pages), with a fO OL Mullan Tunnel eliminated the gl-ade-inlensive SD40-2XR/SD45 set of point helpers, grinds up­ u-ackage originally buill over the top of the summit. grade just west of Sky line station. Since Montana Rail Since much of the last portion of the grade is actually Link motive power is on the front of many trains in Lhe bore, a dramatic finish for a u-ain working up­ over Mullan, the pass makes a greal place to catch grade is commonplace. On Aug. 26, 1993, Montana MRL blue in action.

PACIFIC RAllNews • 27

Montana. Th is left the railroad a clear advan tage MARIAS PASS is more popular with railf�lIls over its southerly neighbors, Milwaukee Road and today than ever before. It would be hard to ignore Northern Pacific, which encountered more arduous the immaculate roadbed, the Great Northern-built slopes than Marias. Izaak Walton Inn, sllowsheds and the other high­ Today, Marias is BN country. On June 18, 1991, lights along the way. But beneath all thaL is the histo­ Burlington Northern u-ain 8 (above) passes a freight ry that John F. Stevens and Great onhern left be­ at appropriately named Summit, waiting to traverse hind. Tn 1889, Stevens discovered the lowest crossing the single track ahead. The slack u-ain is throttling up of the Rocky Moulltaills. The line over Marias, COIll­ for the slide down the 1.2 percent grade to East pleted in 1891, was Great Northern's only assault of Glacier and the 1,138 miles beyond to Chicago, terrni­ a major mountain grade on its length)1 trip through nus fo r the Tacoma-Chicago Sea-Land doublestacker.

30 . DECEMBER 1993 THE LAST BEST PLACE

Amtrak's Em/JiTe Bu.ildt'l· makes summer SLO pS aL On July �4. 1990, a lengLhy eastbound grain train Belton (West Glacier) , Essex and EasL Glacier fo r va­ (above ) struggles up the sLeady grade at East Java, cationers headed to Glacier National Park. On July closely skirting the Glacier aLional Park boundary, 21, 1990, a rebuilt GP30 leads an eastbound freighL as the sign LO the left indicaLes. Here, the train will past Amtrak patrons patiently awaiting the arrival of enter the double-Lrack LerriLOry that eXLends through the westbound Bu.ilder at the East Glacier depoL BlackLail, Marias and on LO Summil. On the way, the (to p). The train may be a while, though; afLer all, train will need the help of L\VO SD40-2 pushers cou­ No. 7, (1007 to the BN) originaLed more than 1,000 pled on at Essex, the Marias helper base and home to miles away. They ma)' even have time LO Illake a Lrip the Izaak 'vVaiLOn Inn. builL in 19:19. Today, the inn to the local general store fo r a "Glacier Grinder," a welcomes railfans LO SLay fo r a laste of nostalgia, and sandwich prepared for the appetite of a grizzly. for big lime mountain rai lroading, BI style.

PA CIFIC RAILNews • 31 THE LAST BEST PLACE

Beyond the Big Grades

thOUgh the Rocky Mountains are Montana's most �dramatic fe ature, they certainly do not dominate the state. Nearly three-fifths of Montana is con­ sidered plains. With all that fl atland territor)', )'OU might think that there is linle to see in those areas. Qu ite the contrary, as Montana Rail Link chopped­ nosed SD35 702 splitting a pair of semaphores (top) east of Louisville demonstrates. Louisville, lo­ cated in plateau country just east of Helena, lies on cific upper quadrant semaphores (bottom)-and a 1 percen t grade, proving that looks can be deceiv­ any locomotives with high short hoods fo r that mat­ ing with what appears to be a table-top nat back­ ter-now, as Montana Rail Link is quickly disposing drop. Get your shots of those classic Northern Pa- of them both.

32 • DECEMBER 1993 Great Northern, and in part icular, "Empire Te mperatures in the flatlands can vary as much as Builder" James J. Hill, strongly encouraged westward the topography across Montana. They can drop well be­ settlemen t along the rai I road. Hill often boasted low zero, and climb well above 100 degrees Fahrenheit. that Montana's Great Plains would suit pioneers' The main line that this loaded Burlington Northern needs perfectly, with all those endless miles of land coal train is treading across (above) has seen its share needing only hard work lO prepare fo r farming. Hill of those exu-emes. The fo rmer Northern Pacific main pushed so hard for settlemen t of the area that he of­ east of Glendive, in the extreme eastern part of the fered the brave travelers a one-way trip from St. Paul state, is within a slOne's throw of the location where to eastern Montana for only $12.50. This is a fa r cry Montana's highest-ever temperature was recorded. The from the $175 that Amtrak patrons forked over to 117 degree record is sale this day in August 1992, but ride this Em/liTe BuildeT, shown at Shelby on June 5, without the benefit of air-conditioning, it is safe to as­ 1993, (lOp). Surely, though, wasn't the ride a bi t sume that the crew inside the SD60M is gratefi.d that more comfortable? the day of record-breaking heat has passed.

PA CIFIC RAILNews • 33 They're Not All Main Lines

background and on the top of the train-proving that Montana weather is about as unpredictable as the departure time of this daily Montana Western train. ''''hen you think of Montana Rail Link your tJl oughts are usually of high-horsepower EMDs working up the likes of Bozeman and Mullan. Another often overlooked, though important, part of the Montana Rail Link is its small network of branch lines. Montana Rail Link currently operates three branches. One of these is the Darby Branch, running 66 miles south from Missoula, through the Lee Metcalf Wildlife Refuge and the Bitterroot Valley. The Tuesday-and­ Friday local, shown here on June 8, 1993 (left), is nearing the end of the line at Darby, where it will drop its six cars at a local lumber mill and high-tail

it back to Missoula with only one car of finished lumber. Not much to haul on this day, but these branches somehow remain profitable in the truck­ veryone flocks to the mountains and the mainline dominated Bitterroot Valley. grades fo r unparalleled railroad action . There is, Some of the most unremarked rail lines in Mon­ however, a side to Montana's railroading that keeps tana fan out from Great Falls, including Burlington Eyou coming back for more ... railroads like Montana Northern'sHel ena Subdivision branch line that heads Western, fo r instance. Where else can you see matched south to its namesake CilY. The branch runs along the sets ofGP9s leading freight in more appealing scenery? Missouri River and Prickly Pear Creek, through spec­ The fo ur Geeps shown here are finishing up switching tacular Wo lf Creek Canyon and on to Helena, all at a chores at the Union Pacific connection in Silver Bow, top speed of 35 mph-though it hardly ever travels on Aug. 26, 1993 (top). Even more unusual on this that fa st. 'With 10 mph tunnels, bridges, a depot and date is the presence of the cold white stuff. Butte, only many other highlights, this line is deserving of a u-ip a few miles away, received tlVO inches of snow that away fro m the usual Montana hot spots. Local 41643 morning, some of lVhich can be seen on the hills in the leaves Great Falls early morning Monday-Friday as a

34 . DECEMBER 1993 THE LAST BEST PLACE turn to Helena fo r a connection with Montana Rail Link. On June 9, 1993 (below), this local heads south on the branch, crossing the Missouri River at Great Falls, beginning its 95-mile jaunt to the capital city. Ahead of SD40-2 6904 is a trip that is arguably one of the most spectacular and varied in the state. Great Falls, named fo r the th ree Great Falls of the Missouri River, is the hub fo r fo ur lines: the He­ lena Branch running south, the Fort Benton Branch running northeast, the Sweet Grass Subdivision main line running north to Shelby and [he Laurel Subdivision main line running southeast to Moss­ main Uust east of Laurel). Great Falls was a railroad town in the past and is a railroad town to some ex­ tent today. The "Electric City" will always be proud of its railroad heritage, as demonstrated by the Great Northern Bar (right). It probably sounds tempting to drop inside and wet your whistle, but don't stay in there too long-you'll miss all that Montana railroading has to offer. PRN

PA CIFIC RAllNews • 35 IYlDan

Heavy Tonnage and First Generation Power on Wisconsin's Other Beer Line

Text and Photography by S. Andrew Nelson

ABOVE: GP7s 4206 and 4434 drag JJ 17, with ecause of the bulk commodities in­ son. When it was discovered that some more than a dozen loads of malt and twice as volved, breweries often rely on rail­ bridges between Waukesha, just west of many empties, up a slight grade into Clyman, roads to bring raw materials in and Milwaukee, and Cottage Grove, just out­ Wis., on May 12, 1993. Ahead is the mainline Bto ship the finished product out. In south­ side Madison, needed major work, C&NW connection at Clyman Junction. OPPOSITE eastern Wisconsin, when beer making and looked for an alternative route to move PAGE: C&NW train JJ 17, just minutes out of railroading are mentioned, often the former traffic in and out of Jefferson Junction, Jefferson Junction, rolls through Johnson Milwaukee Road "Beer Line" running home to Ladish Malt, the line's major cus­ Creek and over the similarly named water­ through Milwaukee comes to mind. But, tomer. That alternative was part of the way in spring 1993. With trains in excess of 50 there is another route in this part of the Fond du Lac-Janesville route, whose seg­ cars many days, the two Geeps assigned to Badger State that depends on beer makers ment between Fort Atkinson and Jefferson Junction really get a workout. for its livelihood, feeding breweries Janesville had already been abandoned in throughout the U.S. and Mexico-Chicago & the mid- 1970s. North Western's 28.5-rnile Clyman Subdivi­ For years, C&NW moved traffic be­ sion running south (timetable east) from tween Milwaukee (Butler Yard) and " JJ, " Clyman Junction to Fort Atkinson. Ifyou as the local railroaders call it, via a train like high-hood GP7s and long cuts of cov­ running six days per week between Mil­ ered grain hoppers, then you'U like C&NW's waukee and Madison. When the Milwau­ operations on the Clyman Sub. kee-Madison route was abandoned be­ tween Waukesha and Cottage Grove in A Beneficiary of the 1983, C&NW began moving Ladish traffic, Abandonment Craze and traffic for other customers as well, on a train running via the Adams Subdivision Starting in the mid-1970s, and running main line between Butler and Clyman through the mid-1980s, C&NW abandoned Junction, then south to Jefferson Junction nearly 1,000 miles of trackage in Wiscon­ on the Clyman Subdivision, whose track­ sin, and its entire, little-used line between age was subsequently upgraded to handle Fond du Lac and Janesville would have increased traffic. The segment from become a victim, too, had it not been for Clyman Junction north to Fond du Lac another line's serious structural prob­ was abandoned in 1984. lems-the route between Waukesha and Later, C&NW found it was more effi­ Cottage Grove, part of C&NW's secondary cient to base the road job in Jefferson main line between Milwaukee and Madi- Junction to make a turn between JJ and

36 . DECEMBER 1993

Clyman, with road freights providing con­ nections for the Clyman Subdivision at Clyman Junction.

At the Junction

Ladish Malt in Jefferson Junction is the type of customer railroads like best, loads inbound and loads outbound. The majority of inbound traffic for the Clyman Sub is barley (about 7,800 carloads per year) bound for Ladish, which is then malted and shipped to breweries (about 5,200 car­ loads per year, including carloads of bypro ducts used in animal feed) in Wis­ consin, Florida, Missouri, Virginia, Ohio, New Jersey and Mexico. To handle this traffic, C&NW stations two jobs at Jeffer­ son Junction, JJ17 and JJ18. JJ17 is called Sunday-Friday at approxi­ mately 5:30 p.m. to make the 40.8-mile turn to Clyman Junction, as well as switch local industries in Jefferson and Fort Atkinson. JJ18 is ordered Monday-Satur­ day at 6:30 a.m., but is usually annulled on Saturdays. This job's task is to switch Ladish and to make up the train for JJl7's early evening departure.

Keeping Up With Operations

All operations on the Clyman Sub are based out of the small office located adja­ cent to the diamond of C&NW's former Air Line (running north-south) and Waukesha (running east-west) subdivisions. Starting in the morning, JJ18 begins its work, usu­ ally with a couple of battered GP7s, on the former Air Line Sub before wying onto the former Waukesha Sub to work Ladish, which has loading/unloading facilities on the south, west and east sides of its plant. At approximately mid-morning, JJ18's crew takes a break, then returns to finish the day's work, usually going off duty in mid- to late afternoon. Because of the lighting angles, both morning and after­ noon are good times for photography, though with a lower sun during the fall, winter and spring, decent angles can be found throughout the day. JJ18 makes up JJl7's train on Ladish's east side on the former Waukesha Sub, where power, train and caboose sit until JJl7's crew shows. Because JJ1 8's activi­ ties can get mundane after a few hours, you may want to drive 10 miles north to Watertown and catch some action on Soo/CP's Twin Cities-Chicago main line until JJ17 goes on duty. At approximately 5:30 p.m., JJl7's crew shows up, boards its train, backs it through the southeast leg of the wye and heads north for Clyman Junction, some­ times with a train in excess of 50 cars. Oc­ casionally JJ17 stops to work Watertown, but usually it's a straight shot to Clyman Junction and the mainline connection. Once in Clyman, JJ17 backs its train down into the small yard, dividing its cars into eastbound and westbound blocks for road TOP: Two North Western Geeps work Ladish Malt at Jefferson Junction on Jan. 27, 1993. freights to pick up. Ladish is a major customer, responsible for about 13,000 inbound and outbound loads annually. Once the train is dropped, the locomo­ ABOVE: JJ 17 rolls past a local cemetery in Watertown in June 1993. OPPOSITE PAGE: The con­ tives run to the west end of the yard to ductor rides the caboose as JJ 17 backs into Clyman Junction's small yard. Most of C&NW's pick up southbound cars. JJ17 then backs regular manifest trains work at Clyman Junction on their trips over the Adams Subdivision. its train eastward to the junction switch,

38 . DECEMBER 1993 TO ADAMS 1 ----{1660}------I N

C&NW'S JEFFERSON JUNCTION JOB

the Rock River in both Fort Atkinson and Jefferson, but with JJl7's activities on this part of the Clyman Sub nocturnal, photog­ JEFFERSON JeT TO WAUKESHA raphy is difficult. North of Jefferson Junc­ C&NW • C&NW tion, SH 26 is out of sight of the tracks un­ ...... til south of Johnson Creek, where you ..MADISON TO should take County Highway Y into town , - RAILROADS where a few nice shots, including one

• • • •• ABANDONED RAILROAD over the namesake creek, can be had. Once out of Johnson Creek, continue on INTERSTATE HIGHWAY � County Highway Y north into Watertown. --- OTHER ROADS There are several nice locations in the Wa­ tertown area, including the Rock River U.S. HIGHWAYS @ bridge just south of town, and a shot just @ STAT E HIGHWAYS south of the Soo/CP diamond in a local cemetery (C&NW's depot still stands, but COUNTY HIGHWAYS [!] photo angles are tight and the light is often FORT ATKINSON MAP BY ANDREW S. NELSON AND TOM DANNEMAN obscured by a line of trees). North of Water­ town, follow SH 26116, which has a few nice across-the-field shots, until the junction of then heads south on the Clyman Sub. The along with most of the other products County J, which takes you into Clyman. whole process takes 30 minutes to an hour. moving in and out of this flourishing in­ Just west of the tracks in Clyman, Junc­ Once back at Jefferson Junction, JJ17 dustrial center-travels via truck.) tion Road splits to the north, taking you to drops cars for Ladish and arranges its Depending upon how much work Clyman Junction, location of one of the last train for the trip south to Jefferson and there is, JJ17 usually ties up back in Jef­ coaling towers on any railroad in the state. Fort Atkinson. Regular customers on this ferson Junction during the very early Unless you want to do some walking, most segment include : Friskies Pet Care in Jef­ morning hours. of the shots at Clyman Junction are within ferson, which ships cat food; Cold Storage, a few hundred yards of Junction Road. also in Jefferson ; and Fort Packaging in FollowingAlong Job JJ18 uses C&NW Channel 4, Fort Atkinson, which receives inbound pa­ 161.175 in Jefferson Junction, and JJ17 us­ per. (PACIFIC RAn.NEws is printed in Fort Most of the Clyman Sub is readily ac­ es C&NW Road Channel l, 160.890. Track Atkinson by W.D. Hoard & Sons Co., which cessible. Jefferson Junction can be speed is 30 mph north of Jefferson Junc­ has a spur off the line. Unfortunately, reached via West Junction Road, which tion, so planning your shots ahead of time Hoard management says that C&NW is splits off State Highway 26 just north of is crucial considering the slow speed lim­ not aggressive in pursuing their business Jefferson. Highway 26 is within a mile of its through communities such as Johnson and doesn't offer very competive rates. the right-of-way all the way south to Fort Creek and Watertown, and the sometimes Consequently, Hoard's printing paper- Atkinson. There are nice bridges spanning heavy highway traffic. PRN

PACIFIC RAILNews • 39 l� ______OF RAILROADING Kansas CitySo uthern

40 • DECEMBER 1993 Main Line to the Gulf

OPPOSITE PAGE: Two S060s in the gray­ and-yellow scheme lead train 97, bound for Gulf States Utilities in Mossville, La., through Mulberry, Kan., on Sept. 11, 1993. Prior to the MidSouth merger, coal ac­ counted for 33 percent of KCS' revenues, but now that figure rests between 20 and 22 percent as KCS' traffic is more diversi­ fied. Mike Hosbargen LEFT: S050 712, built in 1981, leads train 55 southbound over the Mississippi River bridge at Baton Rouge, La., on May 5, 1993. Unlike other north-south railroads of the past and pre­ sent, KCS uses odd numbers for south­ bound trains and even numbers for north­ bounds. Forest L. Becht BELOW: Two S040s and an S040-2 lead train 81 south­ bound over Rich Mountain near Howard Ark., in November 1989. KCS faces tough grades over both the Ozark and Oua­ chita mountains, making six-axle, high­ horsepower units a necessity. Mel Finzer

PACIFIC RAILNews • 41 l�______K_C__ S_ : _M__ O_ i__ n L_i _n_e__ to__ t_h_ e__ G__ U_ lf______OF RAILR OADING

ABOVE: Three S060s, including a BNjOakway unit, lead a loaded coal train bound for Southwestern Electric over the Elk River in southwestern Mis­ souri in April 1993. Daryl McGee RIGHT: Five GP40s, leading a long string of empty coal hoppers through Winnsboro, Texas, work Louisiana & Arkansas teritory with the Tidewater Turn in August 1987. J.e. Blackwell

42 . DECEMBER 1993 ABOVE: Two KCS SDs in the now-disappearing "White Knight" scheme lead three BN units on train 95, coal loads bound for Flint Creek, Ark. The train is ducking under U.S. Highway 71/60 south of Neosho, Mo., on its climb up McElhany Hill. Mike Hasbargen

PACIFIC RAILNews • 43 SOUTHERN PA CIFIC LINES

According to internal SP sources, Mo­ short section of track and the east siding Mohan Steps Down; SP Eyes Denver or han's departure was not unexpected. The switch. SP's 2WCRVM (West Colton-Ro­ Houston for Corporate Headquarters recent executive upheaval at SP Rail Corp. seville manifest) was delayed for several added some weight to a rumor that a hours. Then, early the next day a south­ On Sept. 1, 1993, D. Michael Mohan, presi­ move of SP corporate headquarters to ei­ bound loaded BN coal train put 21 hoppers dent and chief operating officer of South­ ther Denver or Houston is in the works. In on the ground on the single-track portion ern Pacific Lines, resigned. Mohan's de­ a recent interview Vice Chairman Robert of the Joint Line south of Palmer Lake, Co­ parture followed the July appointment of Starzel noted that such a move might be lo. SP was forced to tie down two unit-coal Edward Moyers as chairman/CEO of SP considered due to "recent events." trains and an early-morning DVPUM (Den­ Lines and president/CEO of the railroad's In recent years, SP has won significant ver-Pueblo manifest) . parent company. SP will eliminate the po­ economic-development incentives to fi­ sition of COO with Moyers assuming nance Denver expansion at Burnham those responsibilities. Shops and the North Yard maintenance fa­ Motive Power: GE, MK Units Considered cility. Senior officials noted privately that they would consider a corporate move to It appears likely that SP will purchase ad­ Denver in the context of future incentive ditional locomotives beyond the GP60s HOLI DAY VIDEO discussions. Houston remains a competi­ and SD70s presently on order. C40-8s or tor because it is a major main line hub for C44-8s from General Electric are possible. BARGAINS the railroad and is the home of some of Another source of "new" power is expect­ SP's fastest growing operations. ed to be Morrison Knudsen, whose Looking for something to please that SP Rail, which has already cut its work­ GP40Rs (7100-7138 and 7274-7299) have special someone on your list? Videos force by 1,600 since Jan. 1, 1993, an­ posted exceptional reliability records. SP are always a welcome addition to any nounced that it will lay off another 800 may be negotiating for more of these railfan's library, and we have several employees by the end of December and 1966-1971-vintage units, completely up­ titles that are bound to please! 2,000 more during 1994. SP's target is to graded to Dash 2 specifications. The re­ cut its workforce from a 1993 payroll of builder has access to a virtually endless & NEW! THE CUMBRES TOLTEC SCENIC RAIL­ 22,000 to 18,000 by 1995. Additionally, SP supply of GP40s in the used market. ROAD The most definitive look at one of the most noted that it will be furloughing 950 main­ A brief tour saw EMD/Siemens/BN outstanding steam railroads running anywhere. Ex­ amine the entire line (Chama, NM to Antonito, Colo.). tenance-of-way employees until an ex­ SD60MACs 9500/9502/9503 visit the Sun­ Morning engine preparation, doublehead over Cum­ pected recall early next year. set Route for demonstrations. They ar­ bres Pass. Follow the train from Antonito though the As a result of this summer's flooding, rived in Los Angeles in late September desert into the awesome To ltec Gorge. This video SP expects to report an operating loss for and were almost immediately handed off was shot during the autumn, and the golden aspens the third-quarter. By comparison, SP re­ to Union Pacific. are at their peak...... 1 hour, $29.95 ported an operating profit of $30.7 million SP first-generation motive power NEW! CHOO CHOO TRAINS ... CLOSE UP AND on revenues of $718 million for the same stored at Denver's North Yard has been VERY PERSONAL The perfect program for you and period last year. run through nearby Burnham Shops with your preschooler to enjoy together. See steam loco­ the exception of SP SD7R 1512. North motives chug and diesels growl in this fast-paced program designed for the young mind. Never a dull Yard's Belt Line operation continues to be moment; constant action-trains at work in cities, the Moyers Asseses SP Problems powered by a duo of Denver & Rio country, and the mountains. In cooperation with noted Grande Western GP30s, Nos. 3016 and children's video producer Stage Fright Productions- An Oct. 6 SP conference call involving new 3018. Other D&RGW sibling GP30s con­ a very entertaining program ...... 30 minutes, $14.95 boss Ed Moyers offered insights on some tinue to be active. D&RGW SD45s, sup­ NEW! CHICAGO AND NORTH WESTERN of his chief concerns : 1. High bad-order posedly down for the count, also continue MAINLINE WEST The most complete video of counts for locomotives. Moyers said he to work revenue operations. this fascinating Class 1 railroad available any­ was counting on Henry Chidgey, the new The Port of Tillamook Bay has pur­ where. Follow C&NW from Chicago all the way to chief mechanical officer he hired away chased GP9E 3771 and SD9Es 4405 and Omaha and Fremont. Visit Chicago's Proviso Yard from IC, to solve the problem. 2. Coal busi­ 4432. In eastern Oregon, Nevada-Califor­ and towering Kate Shelly Bridge. Everything from 1950 era GP7s to the latest wide noses. With over ness. This commodity is growing, but SP nia-Oregon has obtained GP9E 3416 from 500 miles of main line covered, this tape is an out­ only gets 2.4 turns per month on its unit Levin's stock of retired SP units. Finally, standing value. A joint project with Greg Scholl trains. 3. Car charges. Moyers said that SP the two former SP GP9s that have operat­ Video Productions ...... 2 hrs., 30 min. $59.95 shouldn't take solace in the fact that it was ed since the fall of 1980 in Philadelphia at Other tapes include: reducing its car delay problems (resulting the Tidewater Grain Terminal (3403 and Rotary Snowplow in excessive hire charges to other roads) 3445), are expected to move to an opera­ when its main concern should be getting tion of the Winchester & Western. Through The Rockies ...... 1 hour, $29.95

Narrow Rails Still Shine ...... 1 hour, $29.95 cars to customers when promised. 4. High SP has signed a contract with Montana The Great Steam Freights ...... 75 min., $29.95 personnel costs. Moyers noted that in the Rail Link to perform major maintenance on

The Blue Mountain & Reading . . ... 45 min., $29.95 former Pacific Region pool crew starts SP units, in addition to the locomotives be­ The Sugar Cane Train ...... 45 min., $19.95 were up 33 percent and that employees in ing funneled through the VMV shops at The Illinois Railway Museum ...... 45 min., $29.95 the transportation crafts were averaging Paducah, Ky. MRL has plenty of shop-floor $21,000 per year in overtime. Referring to capacity, and will be providing major over­ (800) 248-9670 the latter statistic, Moyers added, "no hauls, ditch lights and repainting. WE ACCEPT MCNISAlCHECKlMONEYORDER wonder we're in a world of hurt. " SHIPPING ADD $4.00. CALL OR WRITE FOR OUR FREE CATALOG. SP Shorts It's Always the Other Guy's Fault RAILWAY SP is double-tracking 13 miles of its main On two successive days, derailments by line from West Junction, on the outskirts of PRODUCTIONS other railroads on shared SP trackage Houston, to Sugarland, Texas. The work, 8081 S. MADISON #243 fouled SP operations. On Sept. 21 a Santa necessitated by the sale of the Bellaire INDIANAPOLIS, IN 46227 Fe BBAFRl derailed three cars at Caliente, Branch to Houston's metro transit system, Calif. , in the Tehachapis, damaging a should be completed next fall. The $38.8

44 . DECEMBER 1993 millionproject, featuring 136-pound rail and morning, though initially with a couple of concrete ties, is one of SP's largest capital speed restrictions ...New SP symbols in­ improvement jobs in some time ...SP an­ clude, PUEYC which cycles coal between nounced in June that it will file for abandon­ the Energy Mine on the Craig Branch and UICK �HOT�·l ment of its 42-rnile line from Plano to Sher­ the Pueblo yard and CHGJM, (Chicago­ man, Texas. Local shippers have protested Grand Junction manifest), a weekly train the move, citing a Texas law allowing two normally routed up the Joint Line to Denver or more counties to form a railroad district and through Moffat Tunnel west. Tonnage for the purpose of purchasing abandoned included in CHGJM is usually lower-priority railroad lines. If necessary, Grayson and merchandise. Another new unit coal opera­ Collin counties could purchase the line and tion is rCAIC which cycles hoppers from Ax­ Wanl to know. see and hear sublet its operation to a contractor .. ial Mine on the Craig Branch to East St. what's goina on in the arena of high September 20's earthquake in the Klamath Louis, Ill., for transfer. tech, state-ol-the-art high iron horsepower'? QUICK SHOTS-2 has it Falls, are., area delayed several trains, but Thanks to Steve Coons, H. W. all on one spectacular video tape. the only significant damage was caused by Farewell, G.R. Hound, Mike Murray, Count the ways: a rock slide between Algoma and Modoc Dick Stephenson, Eugene Kelly and the Point, are. Trains were moving by the next SF Information Center. 1. EMD's SD70M - A monster of a locomotive with radial trucks.4000 HP, computer control and a burgundy body second to none. Are there slots for lots of SD70M's? Or will another EMD SHARE YOUR RAILROAD product overshadow this goliath? 2. EMD's SD60MAC - MAC is ENTHUSIASM WITH THE another worthy road wanior from the Ex-King-of-Diesels. Belling that AC traction motors will pull more-better­ WHOLE FAMILY! faster, Burlington NOl1hem has anteed up for 350 MACs in a bigger buck move than the industry has ever seen. As easy to learn as Rummy, But, did they pass their tests on CSX? offers hours of 3. GE's Amtrak's AMD-103 - Express™ & card playing fun fo r the Some call it the first true passenger locomotive in years - a cutting edge entire family. Colorfully piece of technology. Others comJ?are it to a shoe box and worse. The butlder's illustrated train cars make plate says its a Dash 840BP ... at least this an exciting addition to a close cousin of GE's Dash 8-40CW, the top selling US locomotiveover the train games by the worlds past three years. largest manufacturer of 4. ABB's X2000- This sleek train games. Swedish train of tomon'ow took the $12.50 country and everything Amtmk by stonn with its faster, smoother, tilting style of selvice. The US passenger It:ain future is looking great. Combines two. Anlerican 5. Siemens' ICE Train - Ditto, loves - railroads and ditto and ditto! The German Inter City Express also swept through the cold cash! Empire Northeast Corridor and toured the counny to great applause. Passenger is a classic, Builder® train competition is alive in the US! award winning, and time-tested game which is sure to make you a That's five new locomotives or trainsets hitting the US in the summer winner with your family of '93 and they are all reviewed live, QUICK SHOTS-2. and fr iends. $30.00 right here in The theory is: Pull more, quicker for less. Find out who did, who didn't, and a fe w why not's. All fo r just $19.25 For more infor ation, to r ques� a catalo , or to And there's more. Expect to see al least � : � � other RR segments: RF&P, orde : EurorallsTM , E�plre BUllder®, Nippon � Steam. Motor Cars, the last E's, VRE, . . M Ralls™ , British Ralls™ , North American and lots more - all for you in QS-2! V Rails™ or Express™ , send a check or money order plus $2.00 for shipping and handling to: AMERICAN ALTAVISTA Mayfair Games, Inc. Dept. TRN 5641 W. Howard 800-767-6067 or 919-767-6067 St. Niles, IL 60714 or Call: (800) 432-4376 1520 Martin Street, Suite 202 Winston-Salem,NC 27 103 ======M a k e u a lity Ti m e Fun! ======VISA, Mastercard, C.O.D., Checks 0 $3 shipping pcr tape. NC adu 6% sales lax

PACIFIC RAILNews • 45 CHICAGO & NORTH WESTERN

operations in 1899, the Oelwein shops hit their stride during the first decade of the century, when Walter P. Chrysler ran the place before starting the automobile manu­ facturer that bears his name. Oelwein took Great Western's shift from steam to diesel power in stride, and the shop began tearing down and rebuilding CGW's multitudinous F-units as they aged during the 1960s. Labor protection imposed as a condition to the 1968 merger, closing of the 40th Street Shops in Chicago, and the employ­ ees' experience in rebuilding diesels made Oelwein attractive to the post-merger North Western. During the 1970s, some 300 people were employed at the shop maintaining locomotives, rebuilding tired GP7s into "Oelwein Geeps" and creating sheet metal curiosities like "Crandall cabs" grafted onto ex-Union Pacific E8Bs and E9Bs for Chicago commuter service. But C&NW simultaneously was abandoning Great Western's lines one by one. By the late 1980s only a chunk of the old Kansas City line was left to link Oelwein with Wa­ One of the lesser-known C&NW routes is its St. Louis Sub running from Nelson, III., to the St. Louis area. SD40-2 6840 teams up with leased GECX C30-7 3007 on a northbound coil steel terloo, from which Iowa Northern was train passing by the war memorial at Glen Carbon, III., on Aug. 25, 1993. Dan Schroeder used on a haulage basis to reach C&NW rails at Cedar Rapids. By then North West­ ern motive power requirements were be­ shop manager Ken Swanson. "They've all ing dictated by heavy-haul coal trains in Lights Out at Oelwein been expecting it for some time. " Wyoming rather than way freights in Wis­ Back in Chicago, C&NW corporate com­ consin, and rebuildings and employment Posted at the sprawling ex-Chicago Great munications director Leslie Cleveland at Oelwein dwindled as C&NW amassed Western locomotive shop at Oelwein, Iowa, Hague told newspapers that "We need to an armada of new six-axle locomotives. on Sept. 23 was a 90-day plant closing no­ cut more costs out of our budget this year. North Western expects to move out ma­ tice, making North Western's decision to Oelwein's location hurt it. It's not on our chinery and vacate the shop buildings by close that storied facility official. The 58 re­ system. It's off the beaten track. [Closing] April 1, 1994. The decision to close the maining employees were given the option it was kind of the natural thing to do." shops has left the city of Oelwein wonder­ of transferring to shops on the east-west Oelwein wasn't offthe beaten track for ing about the future of the Oelwein-Water­ main line at Proviso, Clinton, Iowa, or Mar­ CGW; it was where the railroad's main loo branch. According to Jim Hill, presi­ shalltown, Iowa, by Jan. 1. "I think they routes came together and was a logical site dent of the Economic Development Foun­ have a pretty good attitude about it, " said for a major backshop. Commencing limited dation, "We will start immediately to work with C&NW on facilitating the purchase of the shop and rail line to Oelwein by anoth­ er railroad or related industry. " Who "GRAND ISLAND CROSSING" might buy the line, though, is uncertain in by noted "ail'roCld illllstrctto,' Robert' West. view of reports that Iowa Northern, its on­ ly connection, is up for sale.

Freight Service Changes

Shortly after taking over the Fox River Val­ ley Railroad, Wisconsin Central's Fox Valley & Westerndiscontinued trains GBPRA and PRGBB between Butler Yard and Green Bay, Wis. C&NW continues to operate these trains between Proviso and Butler, as they carry traffic for Waukegan, Bain (Kenosha), Mitchell Yard (Milwaukee) and Butler, as well as Green Bay cars. Antoine, Mich.-Pro­

Immediate release of Jelsma Graphics' first print, depicting the crossing of the Union Pacific and viso trains ANPRA and PRANA continue to Burlington railroads in Grand Island, Nebraska in June 1954. It's 7:00 a.m., the sun is starring to operate via the C&NW-FV&W-C&NW route. rise as several trains converge at the junction. The westbound "City of San Francisco" is running As all C&NW-routed Green Bay traffic IUIlS late, while an eastbound C.B.&Q. Zephyr is waiting for a green signa\. Printed on 80 Ib, Saxony, on these trains, their size has increased Loe embossed paper, mailed in round shipping tubes. from 50-60 cars to 90-100. If Green Bay traf­ Coming: CHEYENNE CROSSING 1991 CU.\'. and B.N.) fic is particularly heavy, FV&W calls an

Artis! proofs (J-80) S80.00 XPRANA extra out of Butler. GRAPHICS Signed & Numbered $40.00 JELSMA Wisconsin Public Service at Green Bay - Shipping & Handling 54.95 P.O. Box 878 Dept PR continues to receive unit coal trains origi­ Fernandina Beach, FL 32035-0878 VISA & NVC Accepted nated by C&NW in Wyoming. Continuing

46 • DECEMBER 1993 established practice, some of these trains Sept. 13, when C&NW took tracks 67, 68 Train PRDMB (Proviso-Des Moines) left are delivered to WC at Schiller Park (Chica­ and 69 in Yard 5 out of service. Removal of Proviso on Sept. 18 with SD45 6529, still in go ) while others go to FV&W at Butler. the three yard tracks reduced the number faded blue Conrail paint, as second unit, C&NW obtained a new movement of of classifications Proviso could make. leading dead-in-transit Relco switcher slag from Sterling, IlL, to West Chicago at C&NW coped with the change by classify­ RE1066 to an industrial customer. the end of September. Eighty ore jennies ing St. Louis Subdivision cars in the West Last month we mentioned the move­ normally used in sand service were pulled Chicago block. Because this roughly dou­ ment of 17 out-of-service Geeps from Oel­ out to Sterling for this movement. bled the number of cars going to West wein to Cedar Rapids. Sixteen of them (all A new symbol is the ATHVC, which Chicago, North Western now pulls these but the 4185) ended up at West Chicago moves coal from Antelope Mine, Wyo., to cars twice a day instead of once. Proviso­ on Sept. 6, to be delivered to Elgin, Joliet Commonwealth Edison's Havana, Ill .. Madison, IlL train PRMAA was discontin­ & Eastern. The yard office, though, was dumper. These trains are interchanged to ued due to this change. St. Louis Sub ser­ told only 14 of these units were supposed Chicago & Illinois Midland at Barr, IlL vice is being provided by Butler (Milwau­ to go'to the "J," and the 4185 and 4189 (north of Springfield). C&IM takes them keel-Madison train BUMAA, which picks were held back. They ended up at Proviso, north to Havana, where the coal is up Proviso's St. Louis cars at West Chicago. while the other 14 had made it to EJ&E's transloaded to barges for movement to East Joliet Yard by late September. Chicago-area power plants. SP has been paying back C&NW for Locomotive Notes horsepower-hours accrued by North West­ ern locomotives on SP detour trains. SP Global 2 Expansion Proceeds Still more SD45s have been showing up in SD40T-2s 8384 and 8255 and Illinois Cen­ revenue C&NW service. SD45s 6540, 6543 tral SD40 6070, on lease to SP, were spot­ Reconfiguration of Proviso Yard to accom­ and 6576 passed their inspection at Provi­ ted at Proviso during September. modate expansion of the Global 2 inter­ so and are out pulling trains, along with Thanks to Heath R. Ho uland, Kenneth J. modal terminal commenced in earnest on 6507, 6532, 6539, 6549, 6582 and 6584. Larson, Donald E. Va ughn and Bob Stein.

CP RAIL S

as a benchmark in its current talks and Flood Damage Assesed would like to implement work rule changes Grain: Expanding and Rolling Westward that would allow two-member crews. An­ CP's Soo subsidiary finally returned to other complicating factor is the existence of CP has noted a gradual shift in grain traf­ some semblance of normalcy by early Oc­ two separate contracts that reflect the for­ fic from the Great Lakes/St. Lawrence Sea­ tober, after enduring a summer of flooding. mer Soo Line and Milwaukee Road compo­ way to the Canadian West Coast. Because Quick clean-up of damaged trackage in nents of CPOs new Midwestern empire. of growing markets in the Pacific Rim, Iowa and Missouri allowed CP to recover some lost revenue by hosting Norfolk Southern and Southern Pacific detours be­ tween Chicago and Kansas City from early August through mid-September. CP has DREAMS, VISIONS filed for federal flood relief in a number of states, with the heavy damage in Iowa and & VISIONARIES Minnesota likely to receive funding. While the NS operations were a planned short-term diversion, the SP ar­ In the Mountains of Utah hy Jackson Thode rangement could lead to a long-term track­ & James Ozment. Early construction on the age rights agreement between the two Rio Grande in the Utah Desert and Across carriers. After the lengthy disruption of Soldier Summit. BN's Galesburg, IlL-Kansas City corridor, General Palmer's Other Narrow Gauge by SP has been looking at alternatives for Robert LeMassena. Mexican National moving traffic into the Windy City-and Narrow Gauge CP may allow SP crews to operate trains The Denver Post Frontier Days Special by Richard Kreck and Kenton Forrest. intact over Soo's longer 550-mile route. The Greatest Train by Alexis McKinney. After enjoying 45 days of detour in­ Union Pacific 's Articulated Steam Power come, CP was hit again by heavy rains in Photography by Richard H. Kindig. 240 Missouri in late September, resulting in pages , over 300photogra phs. five days of rerouted trains over parallel In stocknow ! $42.95 carriers, including Santa Fe. (Please add $3.25shipping & handling.)

Send$2.00 (refundable) for the CRM 1993 Book & Video Catalog Strike on the Horizon? (Over 700 Railroad Books & Videos)

Soo was not a party to the nationwide rail For Fast Service For FAX Service stoppage in 1991, opting to independently Credit Card Orders! Credit Card Orders! negotiate with its unions. While this ap­ peared to be a prudent course of action two 1-800-365-6263 303-279-4229 years ago, an impasse has now been reached and a strike may be in the future. Income from book sales goes toward rail preservation Although agreements have been reached with 16 other unions, the major conflict re­ mains with the United Transportation COLORADO RAILROAD MUSEUM Union. Wage, work rule, train crew and PO Box 10 benefit issues still are unresolved. CP/Soo has been using the recent BNIUTU accord Golden, Colorado 80402-0010

PACIFIC RAILNews .47 nearly 60 percent of Canadian grain ex­ cars will also be lined, allowing their use in power has become an everyday occurrence ports now move via Western ports. This is potash service when grain traffic tapers off. on Soo property, an unusual set of units led the reverse of the situation just five years No. 571 out of St. Paul on Sept. 5, with ex­ ago and has allowed CP to enjoy longer Quebec, North Shore & Labrador SD40s hauls and make better use of its equip­ Ex-BN GP20Cs Back on the Property 5404/5403 splicing CP SD40-2s 6037/5754. ment. Hoppers from Soo and Delaware & Hudson have helped improve capacity, CP has picked up the lease on the nine re­ and varying harvest cycle allows the fleet maining ex-BN Generation Locomotive CP Shorts to be efficiently used on both sides of the GP20Cs. All BN markings were replaced at border. To further augment its hopper Shoreham with a "GL" stenciled beneath At the last minute CP raised the liability in­ pool, CP also has swap arrangements with the cab windows. The units were leased surance requirements for the planned Burlington Northern, CSX and Santa Fe. for terminal transfer and switching assign­ steam excursions between St. Paul and La Soo loaded 141,780 carloads of grain in ments in the Twin Cities. When available, Crosse, Wis., on Sept. 25-26, and the fall 1992, in third place behind BN and Union CAT-powered 2001-2009 are used in local color specials behind ex-Milwaukee No. Pacific. With a good harvest expected this freight service on the River Division. 261 were canceled. CP reportedly made the fall, Soo has augmented its fleet with long­ CP continues to repaint former Soo and move in the wake of Amtrak's Sunset Lim­ term leased hoppers and has been infusing Milwaukee rolling stock into the new red ited wreck in Alabama ...To maintain CSX cars into the pool. CP is developing a image, with gondola 81361 noted at Shore­ competitive pricing, both BN and UP are computer system to better track its covered ham in mid-September ...Time may have now shipping coal into the Fruitland, Iowa, hopper fleet, and to increase capacity, CP expired for ex-CMStP&P GP40s, with sev­ power plant, with Soo delivering unit trains will purchase 900 new covered hoppers in en units reportedly for sale (2015, 2025, from Ottumwa, Iowa, and Kansas City. 1994. The new cars will be equipped with 2033, 2035, 2045, 2046 and 2066). Joining Tllanks to Burt Arneson, Mike Blaszak, self-steering trucks, a feature used already this forlorn group is seven ex-N&W SD35s Fre d Hyde, Dave Kroeger, PROGRESSIVE on one-fourth of its coal hopper fleet. The previously leased by Soo ...Although CP RAILROADING and TRAFFIC WORLD.

SHORT LINES

mile "short line " is a sister road to the suc­ based out of both Petaluma and Napa Junc­ California Northern Begins cessful Arizona & California Railroad, also tion. Eventually, CFNR rehabilitated and re­ owned by Parkinson. Top management in­ opened the depot and yard at Healdsburg, On Sept. 26 Northwestern Pacific ceased to cludes William Frederick, president of both and closed Petaluma. Alltrains are daylight exist, replaced by California Northern Rail­ CFNR and A&C, and Bill Herndon, former operations, running five or six days per road. Owned by David Parkinson, this 354- president of McCloud River, who is execu­ week with Sunday off. While SP used four tive vice president of CFNR. to six units on some trains, CFNR is cur­ Though the bulk of the rail lines operat­ rently limited to one or two units per train. ed by the new CFNR are ex-NWP and ex-SP As for the West Side and West Valley oper­ lines between the mainline connection at ations, each started off with one GP9E op­ Suisun City and Willits, CFNR is actually erating out of Tracy and Davis respectively. Pictorial three separate lines. Also being operated is Use of the leased SP power is not ex­ Volume 3 the 113-mile ex-SP West Valley main line pected to last through October. CFNR has between Davis and Tehama (see PRN 329 purchased 14 ex-C&NW GP 15-ls from Do you like colorful passenger trains for more information), plus the 58-mile GATX along with two ex-SP SD9s. powered by E-units and passenger F­ West Side Branch between Tracy and Los units ... Would you like to see a book on Banos. Despite reports that SP would not these trains written by someone who supply motive power at the start of any Wyoming Colorado Abandonment worked for many years as a Traveling new shortline operations, the first three Passenger Representative ... Would you weeks of California Northern operations Wyoming-Colorado Railroad wants to aban­ like to read a book about the were with leased SP units, including SD9E don 53 miles of the 108-mile ex-UP Coal­ passenger operations of a railroad that 4402 and GP9Es 3878, 3336, 3367 and 3883. mont Branch running south out of Laramie, really cared about passengers as well Operations have changed slightly on Wyo. Currently, the line is only in service to as their corporate image? Then this some segments and radically on others. Ini­ Walden, Colo. WYCO wants to retain just book is for you. This third in the series of tially, operations on the ex-NWP lines were 55 miles of railroad for freight and passen­ Great Northem pictorials features the ger excursion trains. WYCO's president has streamlined passenger era authored by stated that the Coalmont Branch only load­ John F. strauss, Jr., former GN Ry. TPR, ed 809 carloads in 1992 and only 65 assigned primarily to the incomparable STEAM RETURNS TO McCLOUD through August for 1993. But two energy companies have petitioned the ICC to disal­ Empire &iilder. Included are passenger APRIL 30-MAY 1, 1994 car rosters, passenger advertisements. low the abandonment because the area timetables and much. much more. See Steam returns to the old McCloud served by the branch contains 200 million tons of low sulfur coal that could be mar­ GN's famous and colorful passenger River RR, now called McCLOUD keted to Midwestern utilities. trains during the Streamliner Era. RAILWAY, for 2 days only! WYCO is also abandoning the 155-mile Order by November 30, 1993 at the ***HIGHLIGHTS*** ex-UP Eastern Oregon Branch, another special Pre-PubUcation Price of $40 + • Spectacular views of Mt. Shasta problematic action. Last operated in July $3.50 shipping/$5 foreign. GN Volumes • Passenger &. Mixed Consists 1992, WYCO soon began tearing the rail­ + are still available at 1 2 $49.95 each + • Backwood Rails at its best road out west from Burns, which UP $3.50s+h/SS Foreign. Order Today from: • Photo run-bys claims violated the three-year operating Write or call for information contract on the line. UP claims it has the --=r-fWlL. --WCUfLW� (91 6) 836-1 745 FAX (91 6) 836-1 748 right to reacquire the line for the original POBox 1734 PN TRA INS $1.3 million and for WYCO to pay UP 60 La Mirada. CA 90637-1 734 UNLIMITED, TOURS percent of the salvage value of any portion Dealer Inqu�es ore Inv"ed I P.o. Box 1997, Portola, California 96122 of the line tom out.

4B . DECEMBER 1993 Headquarters are in Greene, Iowa. The a train south from Austin, Minn., to Ply­ Iowa Northern Update south end (Cedar Rapids-Waterloo) has a mouth Junction on IANR, then on the IANR crew that comes on duty at C&NW's ex­ to Nora Springs, allowing CP to speed Iowa Northern Railroad has a "For Sale" CRI&P yard in Cedar Rapids Monday-Friday movement by avoiding Mason City, Iowa. sign on the property. Currently, 70 pere­ at 10 a.m. The north end from Cedar Falls to IANR uses three ex-BN GP9s (1842, cent of IANR is owned by on-line grain el­ Manly is operated by a crew that comes on 1856, and 1886), one ex-AT&SFe CF7 evators, while IES Industries owns the duty at Manly between 8 and 11 a.ill. Mon­ (2493), and two ex-ICG GP10s (9016 and rest. So far there is one possible buyer, day-Wednesday-Friday. The crew lays over 9239). On the roster but out of service are Colorado & Eastern. in Waterloo and heads back to Manly on the GP9 1843, GP7 2492, and SW1200 932. IANR began operations on Aug. 7, northbound the following day, leaving be­ Flooding kept IANR out of service for 1981, over 126.7 miles of former Rock Is­ tween 5 and 8 a.m. and arriving back in up to 10 days due to washouts. Grain traf­ land trackage from Cedar Rapids to Water­ Manly in the late afternoon. fic is way down-the fields are soaked, loo and Manly. Interchange is made with Besides handling C&NW haulage be­ and what was harvested couldn't be CC&P at Cedar Rapids, C&NW at Water­ tween Cedar Rapids and Waterloo, IANR moved due to line closures. loo, Cedar Rapids and Manly, with runs on Chicago Central & Pacific via Thanks to Greg Brown, Ted Ellis, Dick CRANDIC at Cedar Rapids, and CP/Soo at trackage rights between Waterloo and Darn, Vi c Neves, George Cockle, John Ford, Nora Springs. Cedar Falls. On the north end, CP/Soo runs Dave Daisy and NORTHWEST RAILFAN.

REGIONALS

Works a turn on ex-FRV trackage to FL093 : Departs every day at 7 a.m.; works FV&W lineup Oshkosh, Wis., works all FV&W/WC in­ Little Chute and Kaukauna, Wis. dustries in Oshkosh. FL095: Departs every day at 4 p.m., works The following is a list of Fox Valley & Appleton, Kimberly and Combined Locks. Western operations, broken down by Neenah FL097: Departs Monday-Friday at 7 a.m. ; home terminal. Note that "FY" =yard job FL091: Departs Monday-Friday at 5 a.m. works Menasha, Appleton, Greenville and and "FL"=local: Works customers in Appleton, Kimberly Hortonville, Wis. and Combined Locks, Wis. North Fond du Lac L3233 (WC) : Departs Monday-Friday at 5 Green Bay FL080: Departs Monday-Friday at 10 p.m. p.ill. This job also works former GB&W Y1970 (WC): Departs every day at 8:30 Works a turn on former FRV trackage to stations at Black Creek, Seymour, Shioc­ a.m. ; works ex-FRV and GB&W industries Rockfield, Wis. ton, New London, Manawa and Scandi­ on Green Bay's east side, with work limits FL083: Departs Monday-Friday at 2 p.m. navia, Wis. on ex-GB&W trackage to Kewaunee.

Vintage 8mm movies and rare slides of Rio The firstvideo of the interior of the historic Grande passenger and freight from Alamosa Alpine Tunnel. Wa lk with us into the to Silverton, now on video. depths ofthe soot black railroad tunnel built in the late 1800's.

45 Minute VHS Video 45 Minute VHS Video $34.95

PACIFIC RAllNews .49 FY1973: Does lead work at North Green Wisconsin Rapids rill an and East Winona, Wis. Returns as Bay yard. FY0492: Departs daily at 7 a.m. ; works ex­ FL078 arriving at Merrillan at noon. FY1974 : Departs every day at 6 p.m.; GB&W customers in Wisconsin Rapids As for motive power, all operable ex­ works local industries. and Biron. FRV power is in service and GB&W power FY1975: Does lead work at North Green FY0493: Departs daily at 4 p.m. ; works ex­ is stored at Green Bay awaiting deposi­ Bay yard. GB&W customers in Wisconsin Rapids, tion. WC power has been working Chica­ FY1976 : Does lead work at North Green Biron and Plover. go & North Western run-though trains be­ Bay yard. tween Green Bay and Butler, with WC FY1977: Departs Monday-Friday at 8 a.m. ; Stevens Point power making it as far as Chicago. works ex-GB&W Green Bay customers . FL072 : Departs Stevens Point daily at FL086: Departs Monday-Friday at 7 a.m. ; 12:30 p.m. (Sundays at 2 p.m.); works ex­ works ex-FRY trackage to Wrightstown. GB&W customers in Stevens Point, Plover WSOR "Burners" to BN ANPRA (C&NW Antoine-Proviso mani­ and Amherst Junction. fest) : Departs daily at 8 p.rn. FL075: Departs Stevens Point daily at 9 Wisconsin & Southern'S three F45s, 1001, PRANA (C&NW Proviso-Antoine mani­ p.m. ; works to Merrillan, Wis ., via WC and 1002 and 1003 were sent to power-short fest) : Departs Butler (Milwaukee) daily at ex-GB&W trackage. Crew rests in Merril­ Burlington Northern for long-term lease in lp.m., terminates at Green Bay at 11 p.rn. lan, returns as FL076, departing Merrillan mid-September. The units were delivered at 2 p.m. to Wisconsin Central at Rugby Junction, Manitowoc , Wis., and were forwarded to the Twin FY0440: Departs Monday-Friday at 9 a.m'.. ; Merrillan Cities via the WC. Prior to there lease, the . works all industries between Cleveland FL077 : Departs Merrillan daily at 2 a.m. ; F45s had not run a revenue mile fo r WSOR and Denmark, Wis. works ex-GB&W customers between Mer- in more than a year and had been stored in Milwaukee. Two of them made at least one shakedown run between Horicon and Ripon, Wis., prior to being shipped to BN. The F45s' lease to BN is a logical move for WSOR as its trackage simply isn't suited for six-axle, mainline locomotives. In a hard-to-believe-its-true story, a car driven by a 24 year-old Hartford, Wis ., Join profesional videographers man struck a covered grain hopper on a westbound WSOR Horicon-Waukesha, Greg Scholl and Les Jarrett for Wis., turn at a protected grade crossing on a fascinating look at the Sept. 30. The train, traveling approximate­ Chicago and Northwestern ly 50 mph, dragged the vehicle, which had railroad mainline west fr om wedged itself between two of the unload­ ing bays, for two miles before the conduc­ Chicago to Omaha and tor saw the car dragging along and had Fremont during the flood of 93. the engineer put the train into emergency. Over' 500 miles of mainline. A Amazingly, the man only suffered minor class-l railroad with variety. injuries and was treated and released from the hospital the same day.

Th e Chicago & Northwestern mainline west serves as an important funnel of transcontinental rail transportation fe eding Green Diamond News Chicago with traffiC generated on the Union Pacific from points west. This video was shot during the flood of 1993 and as an Chicago Central & Pacific has received added bonus several detour trains appear on the tape close to $45,000 in federal funds to repair including Amtrak with former C&NW E-units. the flood damaged Cedar Rapids-Manch­ ester branch in eastern Iowa. This line Highlights include: was closed numerous times due to flood­ Chicago area fr eight and commuters on the Northwestern ing this past summer. A wide variety of diesels including GPTs and newest units In operating news, CC&P has instituted Hot spots such as Kate Shelley. Rochelle. and Mo. Valley a new turn out of Fort Dodge, Iowa, that has replaced Waterloo-Fort Dodge trains Flood coverage including detour trains and high water 70 and 71. The new turn is called at Fort Inside look at Proviso yard. and some cab fo otage Dodge between 7-10 a.rn. Monday-Satur­ Major bridges and towns in Illinois and Iowa day and works east to Ackley, Iowa, but seldom makes it that far. On the occasions On-tape maps keep you informed as to locations shown. it does make it to Ackley, a turn is called Professional editing and narration. Av ailable in VHS. and PAL. out of Waterloo to head west to meet up U.S, shipping $4.00. Canada $5.00. Europe $12.00. PacifiC with this train to exchange cars. areas $16,00. Call or write at once. Fax: 513-732-0666 CC&P has sold much of its Waterloo dead line power to an unknown buyer. CHICAGO & NORTHWESTERN MAINLINE WEST Sold were GP9ms 967 and 969, GP10s 2 hours and 30 minutes on a 2 tape set. 8079 and 8179, GP 18s 9405 and 9426 and Just plus shipping $59.95 GP28 9440. The GP38 fleet wandered freely about the railroad as 2002/20011 A joint project from Greg Scholl Video Productions and Railway Productions. 2003/2007 worked an empty coal train Mail Orders To : west on Aug. 3 and 2007/2008/2002 and Greg Scholl Video Productions GP1D 8033 were spotted at Dubuque, P. O. Box 123, B t vi Ohio 45103 Iowa, on Sept. 29 off train 96. Dept. CNW, a a a, Thanks to Pete Briggs, CEDAR RAPIDS Phone Orders to: 1 -800-248-9670 Railway Productions GAZETTE, F. Banks Morris, THE MIXED Visa and Mastercard accepted. TRAIN, Mike Blaszak, Michael Udelhoven and LeRoy Brandenburg.

50 • DECEMBER 1993 • PRN LETTERS

Questioning the Last Word on larger profit margin. The result was the It probably won 't bring tears to your 1990s becoming banner years for any rail­ eyes, but I was a non-union railroad em­ Labor Protection road that saw the trend of "doing more ployee who was fired to improve my for­ with less" coming. Profits have never mer employer's bottom line and told to Ed Ripley was correct in assuming that been better, due to, in some part, the leave company property immediately. union members would be a little dismayed unions negotiating away thousands of No six-year guarantee and my involun­ by his view of labor protection ("The Last jobs. Many union railroaders are bitter tary buyout was far less that the brake­ Word" PRN 358). Treating a large corpora­ about this cost-cutting measure. Not only men have been getting in the recent tion as some sort of living, breathing entity did the move save the carriers money, it round of Un ited Transportation Un ion borders on the asinine. Railroad companies strapped the railroad retirement system to settlements. are cruel, cold, uncaring institutions, who near non-functional status. But let's be realistic about this. Rail­ are desperately trying to disassemble all Acquisitions, takeovers , assumption of road jobs are very attractive because operating unions, leaving the workers to service, whatever you want to call it, the they offer relatively high wages for the fend for themselves. Articles like yours do employees must be protected. The six­ skill level involved. However, those jobs nothing to help the unions' cause. year job guarantee you referred to is not won 't be there if the railroad isn 't prof­ The fact that the Interstate Commerce standard by any means. Consider this sto­ itable. To be profitable, railroads must Commission ruled in favor of upholding cur­ ry. Last fall a union employee working for offer services that command a market rent law shouldn't surprise you. As you a Class I railroad showed up for work at 6 price higher than the cost railroads in­ quoted, "to provide a fair arrangement at a.m., as he had done for 20 years, and cur. Railroad rates have been ham­ least as protective of the interest of employ­ found a police officer and superintendent mered down over the past 13 years of ees" should give you some clue as to how standing next to his locker. Laying at the deregulation by cutthroat competition. railway management operates. It is any­ foot of the locker was a box of personal Consequently, railroads have had to cut thing but fair. The fact that the federal gov­ items that were removed from the locker. their costS-in cluding employees-to ernment must hold companies accountable The superintendent tells the employee survive. should give an indication of how fair these that his job has been abolished and if he Yes, railroad management engages wonderful railway companies are. wished to continue his service with this all kin ds of chicanery to get rid of union The railroad worker who works without Class I employer, he must move to a facili­ employees perceived as troublemak­ a union contract is put in incredible jeop­ ty over 500 miles away. No six-year guar­ ers-someday I hope to cover this sub­ ardy as far as safety is concerned and the antee. No cash buyout. Nothing. As a mat­ ject in a column. And the railroads have worker is compensated at the lowest possi­ ter of fact, your harping about the six-year made a mockery of the unions' strike ble prevailing wage, usually without bene­ job guarantee sounds like someone who is weapon by turning every contract dis­ fits. The worker also has no representation a little jealous of the other fellow. pute into a nationwide walkout and when an incident arises. The company is As far as you feeling sad over Ed then running to Congress to obtain a fa ­ free to do as it sees fit and be damned to Burkhardt's situation, why don't you go vorable settlement. However, when I go the worker. Furthermore, any person em­ and ask him for a non-union job working for down to the store to buy a roll of toilet ployed in the railway industry, not active in the railroad, and see how long you would paper, I want to pay the lowest possible a railway union, not only throws away any last in an industry that is known for its price. As a result, I want the transporta­ type of decent living, but also throws an­ ruthlessness. I know you would be singing tion system that brings it to me as lean other stone at the unionized rail worker of a different tune in a matter of weeks. and as efficient as it can be. If that today. The employees of the Soo Line had means people on fa iling, redundant rail­ "substantial" interests in this Wisconsin FRANK C. KLATT, Con ductor roads lose their jobs, so be it. Competi­ Central-Fox River Valley transaction. It was Un ited Transportation Un ion, Local 1732 tion creates winners and losers like this their livelihood at stake. These are men Oakland, Calif. every day. -Ed Ripley and women with families at home. Their union contract paycheck was depended on,

as were standard union wages. Statement of Ownership, Management and Circulation (Required by 39 U.S.C. 3685) Eliminating the labor protection law in 1. TITLE OF PUBLICATION: PACIFIC AAILNEWS favor of the bargaining table? Have you 1 B. PUBLICATION NO.: 862·840. 2. DATE OF FILING: Sept. 30, 1993 been following the lengthy negotiations 3. FREOUENCY OF ISSUE: Monlhly. 3A. NO. OF ISSUES PUBLISHED ANNUALLY: 12. with various Class I roads and the unions 38. ANNUAL SUBSCRIPTION PAICE: 530.00. 4. LOCATION OF KNOWN OFFICE OF PUBLICATION: Pentrex P.O. Box 94911, affiliated with them? Most railway compa­ Pasadena, los Angeles County, CA 91109. nies are not even bothering to show up at 5. LOCATION OF HEADQUARTERS OR GENERAL BUSINESS OFFICE: Same as item 4. the so-called bargaining table due to the 6. NAMES AND COMPLETE MAILING ADDRESSES OF PUBLISHER, EDITOR AND MANAGING EDITOR: Michael Clayton, P.O. Box 949411, Pasadena, CA 91109; Don simple fact these carriers have judges in Gulbrandsen, P.O. Box 379, Waukesha. WI 53187·0379: N/A. place that will issue last minute restrain­ 7. OWNER: Pentrex, a California Corporation, P,O. Box 94911 , Pasadena, CA 91 t 09, Michael Clayton, P.O. Box 9491 1, Pasadena, CA 91109, ing orders to any union threatening to B. KNOWN BONDHOLDERS, MORTGAGEES AND OTHER PROPERTY HOLDERS OWNING OR HOLDING I PERCENT OR MORE OF TOTAL BONDS, MORTGAGES strike. This, in effect, renders the bargain­ OR OTHER SECURITIES: N/A. 9. NlA. ing table and strikes useless. 10. EXTENT AND NATURE OF CIRCULATION

As far as consumers getting a better Average No. Actual No. Copies Of deal, this is a major dissolution. If you Copies Ea. Issue Single Issue Pub· During Preceding lished Nearest to FiI- don't offer a Class I carrier a minimum of a 12 Months ing Date A. Total no. of copies (net press run) 13,908 13,300 trainload of containers everyday, you're B. Paid circulation nobody. These "locals " you see poking 1. Sales through dealers & carriers, slreet vendors & counter sales 4,416 4,844 around are relics. The money is in the long 2, Mall subscription 7,944 7.357 C. Total paid circulation 12,025 12,201 haul TOFC/COFC traffic that runs coast­ D. Free distribution by mail. carner or other to-coast, not one boxcar full of magazines. means, samples, complimentary & other free copies 367 142 Therefore, any perceived savings on your E. Total distribution (sum of C and D) 12.393 12,343 part is just that, a perception. F.Copies not distributed 1. ONice use, leU-over, un-accounted,

Somehow, you figure on unions causing spoit after printing 636 957 companies not to be streamlined; you 2. Returns from news agents 880 G. Total (sum of E, Fl and F2-shoutd must have missed the 1980s. During this equal net press run shown in A) 13,908 13,300 time, the Class I roads shed thousands of I certify that the slalements made by me above are cotrect and complete. workers and little-used routes in favor of a Michael Clayton. President

PA CIFIC RAILNews • 51 It's Back-and it's Better Than Ever I •

• The best in Western rail 1993 Paci�ic RailNevvs A.n nual photography • Special sections on WP, NP and MKT • Railroading at night

RAlLS WESTkeeps getting better and better. This year's edition not only contains what you've come to expect from RAILS WEST­ outstanding photography covering today's Class I, regional and shortline railroads­ but we've also added chapters recollecting fallen flags Western Pacific, Northern Pacific and Missouri-Kansas-Texas, as well as a special section on night photography. All in 64 color-packed pages and all for only $9.95. Be sure to reserve your copy of RAILSWEST 1993 today. Ready in November. #RW093.

A Of Special Edition

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Pentrex • P. O. 94911 • Pasadena, CA 91 109 PRN CLASSIFIEDS WESTERN and RATES: 45¢ a word/40¢ a word for ads running WE MANUFACTURE railroad conductor caps. brass RAIL VIDEO three or more months/$10 per issue minimum. conductor badges. and conductor uniforms (sack Payment in advance. We reserve the right to edit coats. trousers. vests) in authentic railroad configu­ RAIL MAP/GUIDES! all copy and refuse any listings. Ads cannot be rations, Ticket punches and coin changers also Sam PoHinger's STEEL RAILS WEST presents: acknowledged, nor can proof copies be sent. available, Write for pricing information: Transquip "SELECTIONS FROM OUR Closing date: two months before issue date. Company. 91 Bluejay Road. Chalfont. PA 18914 or VIDEO LIBRARY" Count all numbers, name and address. Home/of­ telephone 215-822-8092, 353-361 fice street address and telephone number must NEW ENGLAND RAILROADING calendar fea­ accompany order. Mail to: Classifieds, Interurban 1994 turing 14 (8x 10) prize-winning photos on heavy Press, P.O. Box 379, Waukesha, WI 53187 stock @ 56 postpaid, Also. 10 full-color frameable TRACK CHARTS & PROFILES. Gra dients. curve de­ calendar prints of New England railroading - our grees. signals. bridges. facilities. diagrams. techni­ choice - 1 O/S l ,50, Domestic orders only, Mystic cal information. etc. Description/Catalog: 52, Va lley Railway SOCiety. P,O, Box 486. Hyde Park. Dave Cramer. 21 14 Sheridan Drive. Madison. WI MA 02136-0486, 360-362 53704, 360-362 SANTA FE TRAIN SYMBOlS: Details of the 1990 trans­ NOW AVAILABLE - A monthly for sa le, wanted portation plan, Great for modelers and fans alike, classified publication covering all areas in the rail­ For each though train symbol. it includes sched­ CAJON PASS - A VIDEO RAIL GUIDE. Filled roa d industry, Locomoti ve. passenger. freight. ules. blocking instructions. horsepower and more, with dozens of speCials, meets and unusual RDC's. cabooses. track equipment. machinery. 518 postpaid, David Moore. 901 Angel Court. Cle­ movements, Specials include steam engines of parts. services and much more, The Railwa y Mar­ burne. TX 76031, 360-363 all three Western lines, the ICE train, and movie ketpla ce. P,O, Box 9767N. Edgemoor. DE 19809- specials, Modern motive power including Amtrak's THE C&NW COWBOY LINE IS BACK, Revised softcov­ 0767, Phone/Fax: (2 15) 583-8679, 1 year subscrip­ P32PHs, Laid out in the same manner as our rail er edition of "The High. Dry & Dusty." by Rick Mills tion. 536 U,S" 542 Canada/Mexico. 548 Worl dwide, map/guides, below. Hosted by Ms, Lynn Garrett, and Jim Reisdorff, Includes 168 pages of text and U,S, funds only, 361 Approx, 2 hours. SAVE $4: PURCHASE ABOVE

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PA CIFIC RAILNews • 53 BV ED RI PLEV

hen the Sunset Limited crashed through the colli­ vices that people are willing to buy at prices that cover sion-weakened timbers of the Big Bayou Canot Amtrak's costs and contribute something toward replace­ bridge in Alabama on Sept. 22, the horrifying ment of the assets. When Amtrak's services don't make spectacleW served not only as a reminder of the grisly catas­ economic sense, they ought to be discontinued. trophes sometimes suffered by passenger trains, but also No, that's not a stupid and politically naive statement. as a metaphor for the escalating crisis that faces Amtrak I'm aware that American passenger service has a long his­ as it wobbles through its 23rd year. tory of unprofitability, and I'm familiar with Amtrak's ef­ You're familiar withthe problems. Amtrak's F40PHs are forts to cover its costs while providing service over its na­ worn out. The 1980s-vintage Superliners are suffering tionwide network. That's the root of the problem-the na­ from deferred maintenance. On-time performance is tionwide network established by Congress. How can any abysmal, reflecting Amtrak's mechanical frailties and organization succeed with Congress acting as its market­ growing indifference of freight roads. Passenger counts on ing department, dictating what services to provide? The long-haul trains are generally stagnant or declining, and market where you and I spend our dollars is far more dy­ the recession is keeping system revenues far below ex­ namic than a legislature can perceive. Given Amtrak's fis­ pectations-almost $100 million, according to reports. cal reverses and the nation's financial straits, Congress To escape past financial shortfalls, Amtrak could go to may just wake up to that fact this time around. Congress, turn its pockets inside out and wait for a show­ Amtrak provides some services that make money-the er of money-but that won't work this time. Having just Northeast Corridor and Auto Train. The rest of its re­ passed a substantial tax increase, and facing more taxes sources are frittered away on a 24,000-rniJe system, which with President Clinton's national health care program, supplies dffily service to Garden City, Kan., Havre, Mont., Congress is trying to stay in voters' good graces by cut­ and several hundred other points that are too small to be ting budgets. Representative Bob Carr (D.-Mich.), the ap­ viable markets. Why not redeploy these assets where they propriations subcommittee head who controls Amtrak's will satisfy demand? Why shouldn't service along the pop­ access to federal dollars, says the passenger carrier "isn't ulous Coast Starligh t route be much more frequent than going to get the kind of money" it needs "under any sce­ the remote run of the Empire Builder? Why can't Amtrak nario." Indeed, the House has voted to run more trains to Florida in the winter cut Amtrak's 1994 operating budget by and to the Western National Parks in $30 million and its capital budget by the summer? $35 million from the levels originally re­ Here's a modest proposal for a self­ quested by the president. sustaining Amtrak. Amtrak has begun These gloomy facts are forcing Am­ Amtrak: accepting 140 new Superliner cars. It trak to reduce service. In late Septem- plans to assign them to a variety of ex­ ber, Amtrak announced that the Texas isting, unprofitable (excluding Auto Eagle and Pion eer would be cut back to Train) runs. Forget that plan-it's just a tri-weekly operation, euthanasia would recipe for perpetuating losses. be administered to the hapless River Avoiding Instead, use the new cars (and loco­ Cities and other service reductions motives) to start a new land-cruise divi­ would be implemented at the end of sion-without the tarnished Amtrak October. Insiders indicate Amtrak had name. Develop markets where cars can originally planned far deeper cuts, and the be deployed like land-based cruise it held back only out of hope that the ships to attract enough vacationers to Senate will preserve full funding. To make the venture pay for everyone, in­ this observer, that doesn't seem likely. cluding host railroads. Provide enter­ Looming beyond this fiscal predica­ tainment and conveniences air and auto ment is a far more lethal threat. When Crash travel can't match. Meanwhile, let exist- Amtrak was created in 1971, it entered ing trains expire as equipment wears into 25-year contracts with the railroads covering opera­ out or is diverted to more profitable routes. tion of its trains. Those contracts expire on April 30, 1996, Here's a few ideas. How aboutan L.A.-Yellowstone au­ and they have no renewal clause. What's significant about to-train service in the summer, with the equipment mov­ the 1971 contracts is that Amtrak uses the railroads' ing to Chicago-Orlando in the winter? Or a train serving tracks in return for payment of the "incremental costs" of the Aspen/Vail skier's market that departs from Minneapo­ passenger operations. In other words, Amtrak doesn't pay lis one week, St. Louis the next and Dallas the next? Since the railroads a return on their investment on the theory the target markets would be end-to-end, the expensive that the railroad would need to maintain the track, signals, process of building a station at every county seat along etc., anyway to carry freight. Thus, Amtrak is like an the way would be avoided, and since the trains would be apartment dweller who occupies a flat while paying the essentially weekly excursions, costly upgrading of freight­ landlord for electricity, gas and water-but not rent. only main lines shouldn't be required. This would make The railroads grumbled about this in 1971, but they new routes relatively cheap to develop. w were eager to dump passenger service-and perhaps Isn't that the route to ruin taken by private operators were confident Amtrak would suffer a natural death with­ like Transcisco Tours, American-European Express and in a few years. In 1996, contemporary slash-and-burn countless dinner trains? Few, if any, of those operators managements won't let Amtrak off this easy. CSX, in re­ were successful, but their failures may owe more to mar­ sponse to a request from Virginia Railway Express to ex­ keting mistakes or inadequate capitalization. The alterna­ pand commuter service, is demanding an increase in com­ tive, in Amtrak's case, is a continuation of the current pensation from $600,000 to $5 million, or $100,000 a mile, business plan, and we have 22 years of evidence that it per year. If, after April 1996, railroads require Amtrak to won't wean Amtrak off the federal dole. Radical change is I pay even a fraction of that amount for the privilege of us­ needed to keep Amtrak from crashing due to the in­ ing 23,000 miles of non-Amtrak rails after April 1996, the evitable withdrawal of federal financial support and the ball game outside the Northeast Corridor will be over. disintegration of the equipment. Let's hope Amtrak's next How can Amtrak avoid this fast-approaching disaster? president will understand that everything will be lost un­ I- Basic economics. It's about time for Amtrak to provide ser- less Amtrak tries something new. PRN

54 • DECEMBER 1993 you enjoy railfan photography, you should be reading The RAILFAN HOTOGRAPHER. Just ask our readers: "An excellent publication." Morgan, MD "Thanks for giving railfans very pertinent, practical / nd useful info rmation." D. Fishel, IN "Beautiful printing, top / uality!" J. Scott, OH / "I appreciate the way you show us great otos and describe bow they were taken!" J. Best, TX / "The agazine has fi red me with new enthusiasm." Y. Sos, Australia / Keep this magazine coming." H. Bach, PA / "I really enjoy r magazine, and look forward to each edition." J. Hart, / "I really enj oy the 'How to' nature of the mag. !' ve ked up a lot of good hints." G. Vielbaum, CA

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Richard Steinheimer's Ma9nificent Trams® New for 19941 Master railroad pho­ Those Magnificent Trains® tographer Richard The ultimate train calendar! Featuring Steinheimer captures 12 stunning images of American rail­ railroading 's glory roading, steam and diesel, both old days in 12 fabulous and new. black & white 12" x 12", full-color images. A must fo r railfans of all ages. 12" x 12" ColoradoNalTOw Gauge Classic railroading in the cen­ tral Rockies from th e Colorado Railroad Museum. 12" x 12", fu ll-color

Those �nificent Trains Datebook® Howard Fogg's Trains A datebook of Featuring 12 gorgeous new American railroading paintings of railroading 's containing 36 full­ glory da ys by the master rail­ color photos. road palnterl Howard Fogg. 5" x 7", spiral-bound 12" x 12", rull-color

PRICES 7 Calendar $12 2 Calendars $20 3 Calendars+ $9/each 5 Order and get one FREE Shipping $1 per calendar fo r us and Canada American Streetcars Red Cars/Yellow Cars Foreign orders add $4 per calendar Classic photos of trolleys from Early views of Los Angeles No COD's across America appear in this Transit Line yellow cars and timeless calendar. Pacific Electric red cars. 12" x 12", fu ll-color 12" x 12" , full-color US Funds Only CA residents add 7.25%sales tax Visa and Mastercard welcomed

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The Lakers Cruise across the Great Lakes in our 1994 calendar of these classic steamships. 12" x 12" , full-color