MAY 1993 • ISSUE 354 $3.50 HIGHER IN CANADA . S . and Denver & Rio Grande ted long and colorful histories a . independent railroads, but the last few years have been a challenge for the combi e SP Lines. Is his the end of the line for Sp, or is it the start of an exciting new era?

SP TODAY is an all-new publication that profiles Southern Pacific in the 1990s-a railroad with..new business, new directions and a new image. SP TODAY fol­ lows the tradition of the popular RAILS WEST annuals. Comprehensive, authorita­ tive text tells the SP story, supported by a dramatic aE;sortment of nearly 100 color and black and white photos. Chapters detail new business, the Central Corridor, railroading in Cotton Belt territory, 1990s passenger operations and motive power, including a detailed, up-to-date roster summary).

Compiled and edited by Dick Stephenson -PACIFIC RAILNEWS staff editor and life­ long SP fan-SP TODAY offers a revealing look at America's most compelling rail­ road. It remains to be seen whether Southern Pacific's gamble is going to pay off, but it's a sure bet that SP TODAY is a volume that every serious rail enthusiast, and professional, should own.

• A special edition of PACIFIC RAILNEWS.

• Soft-cover; 64 pages (half in color).

• Available in April 1993.

• Only $9.95!

Direct orders add $2 shipping/handling. California residents add 82(t sales tax. Look for this special publication at your local book/hobby retailer or order direct.

Call now toll-free to order your copy using your Master Card or VISA. 1-800-899-8722 (9 a.m.-5 p.m. Pacific time, M-F). Outside continental U.S. call (818) 240-9130. FAX (818) 240-5436.

INTERURBAN PRESS • P.O. Box 6128 • Glendale, CA 91225 PACIFIC RAILNEWS

Trona Railway: Short Line in Transition

California's desert mineral hauler contemplates expansion 1 6 Wayne Monger I.

Meadow Valley Memories

Three decades of railroading on the Union Pacific in Nevada 20 Gordon Glattenberg

DW&P: Birth of a Steel Freeway 8 Northwoods logger evolves into a key link in the CN system A 2 Jason Davis

Focus Missouri: K.C.'s North End 38 Mergers and coal trains revive a slumbering corner of the city Wayne Kuchinsky

Images: Big Sky Country Duluth, Winnipeg & Pacific 5906 departs the north end of Steelton (Minn.) Siding on July 6, 1990. Mel Finzer 48 20th Century technology meets the Old West in Montana

and are registered trademarks PACIFICof Interur RA/lNEWSban Press, a PACIFICCalifornia NEWS Corporation. I DEPARTMENTS I PUBLISHER: Mac Sebree 4 EXPEDITER 40 SANTA FE EDITOR: Don Gulbrandsen ASSOCIATE EDITOR: Andrew S. Nelson 6 BURLINGTON NORTHERN 42 CP RAIL SYSTEM ASSOCIATE EDITOR: Carl Swanson 8 SOUTHERN PACIFIC 43 AMTRAK/PASSENGER CONTRI BUTING EDITOR: Elrond G. Lawrence 10 TRANSIT 45 ILLINOIS CENTRAL EDITORIAL CONSULTANT: Dick Stephenson 11 SHORT LINES 46 CHICAGO & NORTH WESTERN ART DIREC TOR: Tom Danneman 12 UNION PACIFIC 48 IMAGES OF RAILROADING

ADVERTISING MANAGER: Richard Gruber 14 REGIONALS 54 THE LAST WORD CIRCULATION MANAGER: Bob Schneider 15 CN NORTH AMERICA 55 PRN CLASSIFIEDS © 1993 INTERURBANPRESS 38 FOCUS MISSOURI 55 PRN ADVERTISING INDEX Mac Sebree, President/CEO Jim Walker. Senior Vice President Don Gulbrandsen, Vice President COVER: Union Pacific 942, leading mail train No. 5, accelerates after a station stop in Caliente, Nev., on July 2, 1967. Starting on page 20, take a three decade trip down UP's Los Angeles & Salt Lake line, a memory-filled tour of rainbow canyons populated by a generation of locomotives now relegated to history books. Gordon Glattenberg

PACIFIC RAn.NEWS (ISSN 8750-8486) is published monthly by Interurban Press (a corporation), 1741 Gardena Ave.. Glendale, CA 91204. Second-class postage paid at Glendale. CA 91209 and additional mailing of­ fices. POSTMASTER: Send address changes to: PAClFlCRAn.NEWS, P.O. Box 6128. Glendale. CA 91225. SUBSCRIPTION RATES: S30 (U.S.) for 12 issues, $58 for 24 issues. Foreign add $6 for each 12 issues. Single copy 55 postpaid from Glendale 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 copieslPO notifications will be billed. Please allow us at least four weeks for any address change. ADVERTISING RATES: Contact Interurban Press. P.O. Box 379. Waukesha, Wl 53187; (414) 542-4900. MAGAZINE SUBSCRIPTIONSERVICE: For all subscription problems and inquiries call: (800) 899-8722 or outside U.S. (818) 240-9130 A derailment on the Union Pacific near Platteville, Colo., forced passenger varnish to venture onto an un­ likely line. On Jan. 24, 1993, Amtrak's westbound Pioneer departed Denver for Cheyenne on Burlington Northern's circuitous and grade-heavy ex-Colorado & Southern route along the Front Range. Number 25 is shown passing the Va l mont Power Plant near Boulder, Colo.; it was the only train detoured. Edinger c.w.

METROLINK RIDERSHIP UP: midday FlexTrains on all lines the Kansas River. A high-wide Metrolink ridership was 67 per­ on Feb. 22. Passenger trips load on a westbound Soo/CP cent higher in February com­ during the 9 a.m.-3 p.m. period train derailed on the structure's pared to November 1992, the have attracted about 330 total lower level and was dragged first full month of service. "This trips each weekday. into a support pier; as a result, indicates we are changing atti­ 75 feet of the upper level col­ tudes about the way Southern ANOTHER UP SPINOFF: On lapsed. An SP drag approaching Californians move within the re­ March 24, Union Pacific an­ the collapsed section was able z gion," said Richard Stanger, ex­ nounced plans to lease 250 to stop and avoid an even larg­ z ecutive director of the SCRRA. miles of branch lines to the er accident. Clean-up crews Metrolink officials attributed the newly formed Nebraska Cen­ had the lower section of the growth to an increased aware­ tral Railroad, based in Colum­ bridge opened by the following ness of the system and improve­ bus, Neb. The lease package evening, but the fate of the up­ ments in service. An extension includes the 62-mile Stromberg per level of the busy bridge is of the San Bernardino line and Branch from Central City to unknown. The line closing, plus the opening of the downtown Brainard, the 48-mile Norfolk standing orders to walk all Los Angeles Red Line subway Branch from Columbus to Nor­ trains with high-wide loads have also made the system folk, the 35-mile Albion Branch through the bridge is snarling more attractive. from Oconee to Albion, the rail traffic in Kansas City. In February, passenger trips Cedar Rapids Branch from made on Metrolink averaged Genoa to Spalding and the 60- ALAMEDA AND THE ICC: The 4,385 per day, for a monthly to­ mile Ord Branch from Grand Is­ chairman of California's Trans­ tal of 80,047. That compares land to Ord. Additionally, UP portation Commission wants with a November daily average will provide trackage rights the Interstate Commerce Com­ of 2,397 and 47,940 for the over its main between Central mission to determine the dollar month. Summarizing February City and Grand Island. value on the planned 18-mile performance on the three lines: truck-rail Alameda Corridor Ventura County 35,622, up 65 K.C. BRIDGE COLLAPSE: On from Los Angeles to Long percent; San Bernardino 32,460, March 13, a minor derailment Beach and Los Angeles har­ up 68 percent; and Santa Clari­ led to the collapse of a portion bors, one of the nation's largest ta 11,925, up 70 percent. of Kansas City Terminal's intermodal infrastructure pro­ LLI Metrolink started running famed double-deck bridge over jects. And the center of this dis-

4. MAY 1993 pute is, not surprisingly, South­ ern Pacific, which owns most the proposed corridor property. SP has reportedly asked for as much as $300 million for its property ; the ports have offered about $125 million. Negotia­ tions have being ongoing for more than two years; if no mid­ dle ground is found within three months , litigation will be­ come more likely. Whether the ICC gets in­ volved remains to be seen, but these scenarios are possible: ICC could wrest the track away from SP, invoking a procedure known as "adverse abandon­ ment; " the commission could just stay out of the way and let California'S courts decide the issue ; or the harbor proponents could petition the ICC under an "access to terminals" provision Alco-powered short line Apache Railway has completed painting all of its locomotives into a new that would force SP to share scheme. On Feb. 4, 1993, an all-green-and-white lash-up (C-420s 81, 82 and 84, and RS-36 900) climbs the line with its competitors. up the grade out of Holbrook, Ariz., with 71 cars in tow at a steady 15 mph. Kel Aiken

ILLINOIS CENTRAL NAMES NEW CEO: E. Hunter Harrison, Probably the biggest change to make a daily service for with its decision to pull out of 48, has replaced Edward L. proposed is a two-mile connec­ farmers, but they show up and the Grays Harbor Deeper Moyers as Illinois Central's tion from WAND at North you can't say no," said Wicker­ Draft channel improvement president and chief executive Bessemer to Wisconsin Cen­ sham. "We're real happy to be project. UP is concerned officer. Harrison has inherited a tral's White Pine Subdivision, able to do it. " about the costs of replacing healthy railroad-IC's operating allowing WC to abandon its 10 Flooding in Arizona was ex­ its drawbridge, built in 1910 ratio was 72.3 in 1992-but he mph trackage to Marengo Junc­ pected to continue through at the mouth of the Chehalis sees room for improvement, in tion, Wis. Eventually, WAND much of April, but it was not River, which is an impediment fact about $100 million worth. hopes to acquire WC's remain­ immediately clear when the to navigation. UP officials Hunter want's IC to improve its ing ex-Soo, nee Duluth South shuttle train would no longer question further investment marketing efforts, especially its Shore & Atlantic, trackage to be needed. Arizona has called in the line in the wake of the intermodal program, which has White Pine, Mich., which now on the railroad for help before. closing of the ITT Rayonier gotten off to a slow start. sees year-round service. In February 1980, an SP train paper mill in Hoquiam and a Hunter joined IC in 1989 as was used to carry thousands of subsequent 50 percent drop vice president-transportation, GILA RIVER SHUTTLE: Com- Phoenix-area commuters in carloads on the Grays Har­ leaving the same position at muters were treated to a free across the flooded Salt River. bor Branch. With business de­ BN. He began his railroad ca­ train ride after flooding in late clining, UP is reportedly con­ reer with Frisco in 1963. winter sent Arizona's Gila Riv­ UP WANTS OUT OF GRAYS sidering pulling out of Grays er over its banks, closing all HARBOR PROJECT: Union Pa­ Harbor altogether, an option BIG PLANS IN THE NORTH road bridges along 90 miles of cific has outraged local offi­ that has local business lead­ WOODS: Wisconsin & Michigan the Gila. The six-mile emer­ cials in Washington State ers panicking. PRN Railway (WAND), headquar­ gency rail service, organized tered in Michigan's Upper Pen­ over tracks owned by South­ insula at Ironwood, has been ern Pacific, became Arizona's busy acquiring cars and locomo­ only commuter rail operation. tives for its ex-Soo Bessemer, The flood isolated thou­ Mich.-Mellen, Wis., line, which sands of people. Left without is also seeing slow but steady road transportation, people in traffic growth. Currently operat­ the community of Roll faced a ing three to four times a week, choice of either driving a cir­ WA ND is shipping iron ore out cuitious 120-mile route, char­ of the Petersburg Mine in tering an airplane, or riding Bessemer to Milwaukee, Chica­ the free shuttle train. go and Springfield, Ill., and ve­ The rail line runs from a neer board out of Bessemer and spur at a feedlot near Tacna to Hurley, Wis. also hopes to a siding near Roll. SP assem­ snag some ofIt the pulpwood traf­ bled a short train consisting of fic now going by truck. two boxcars for supplies and As for locomotives, WAND two passenger cars. Most of will acquire all five ex-Lake the riders were repair crews Superior & Ishpeming U23Cs from the local irrigation district, (one is on the property now). but the train was also used by Also coming are five RS-3s the Arizona National Guard from LS&I (1604 is on the and other flood relief workers, On Feb. 28, 1993, Duluth & Northern Minnesota 2-8-2 No. 14 was under property now), Adrian & Bliss­ said David Wickersham, a dis­ steam for the filming of the movie "Iron Will." The engine and its all­ field and USX's Minntac plant trict engineer for SP. heavyweight train are shown at Palmers, Minn., during a Duluth-Two at Mountain Iron, Minn. "It wasn't really our intent Harbors ferry move on North Shore Scenic Railway. Steve Glischinski

PACIFIC RAILNews 5 • BURLING NNORTHERN

tracts out of the Twin Ports and Twin Cities (see the C&NW column for details).

SP Denver-Chicago Trackage Rights?

Burlington Northern and Southern Pacific are reportedly discussing diverting Over­ land Route traffic from current UP (ex-MP) trackage rights east of Pueblo, Colo., to BN's former CB&Q main line east from Denver. Such a move would save expen­ sive terminal costs in Kansas City and take advantage of surplus capacity on the BN. If this plan is adopted, SP traffic on the Kansas City-Galesburg corridor could be cut in half. It is also possible that long­ haul SP-originated coal traffic could shift to BN's Chicago-Denver main line,

Corporate News: Intermodal Up Sharply

Like other carriers, BN was caught flat­ footed by an unexpectedly high number of highway trailers moving by rail thus far in 1993. For the first six weeks of 1993, the number of trailers moving by rail was up 6 percent from 1992 levels, Burlington Northern's 92 train (Portland-Houston) ventures southward on former Colorado & while container movements increased 4.4 Southern trackage near Trinidad, Colo., on Dec. 27, 1992. The consist includes a panoply of pri­ percent. The expanding alliances with ority loads-Boeing aircraft cars, TOFC, autoracks and even doublestacks. Robert R, Harmen truckload carriers are responsible for much of this increase. though they may fall in line with the cur­ BN plans to spend $80 million to con­ Third Generation Coal Power rent 9500-series demonstrators. solidate all dispatching functions in Fort Perhaps an equally important decision Worth, Texas, by the end of 1995, Con­ As reported in PRN 353 Expediter, BN and with this commitment to EMD is the re­ trary to earlier reports, the existing offices Electro-Motive Division have signed a port that the new units will be delivered in Galesburg, Lincoln, Neb., and Mc­ Ill., long-term agreement that will result in in a new paint scheme. After experi­ Cook, Neb., will move to Texas this year, the delivery of 350 SD70MACs by the end menting with various forms of the while remaining dispatching operations, of the decade. As earlier reported, this "Whiteface" scheme, it is reported that located in Minneapolis, Seattle, Spring­ new generation of high-horsepower, a.c.­ the new colors will be based on the mUl­ field, Mo., and Alliance, Neb., will move powered locomotives will permit retire­ ticolor hues used on the executive cov­ south in 1994 and 1995. ment of most of BN's 3,000 h.p. C30-7s ered wagons, Trinidad Railway has agreed to give and SD40-2s. The $520 million program BN trackage rights over 29.9 miles of line will take five to seven years to fully imple­ between Jansen and New Elk Mine, Colo, ment as is likely to be tied to the expira­ Northern Lines Agreement ReachE7d This line is the former Southern Division of tion of leases on the SD40-2s and C30-7s, the Colorado & Wyoming Railroad, which Currently, BN plans to receive only the After years of saber rattling between also provides trackage rights to Santa Fe. first 10 units during 1993, with no definite management and unions, BN has finally BN management has set a number of road number assignments yet made, reached a reduced-crew agreement for arduous goals for the next three years, in­ its former Great Northern, Northern Pa­ cluding reducing its operating ratio to 80 cific, and Spokane, Portland & Seattle percent, as well as complete centralization routes. Details of the agreement have not of customer service functions. BN would been released, but it is expected that the also like to reach on-time performance of agreement previously reached with the 95 percent by the end of the decade. Southern lines (CB&Q and Frisco territo­ ry) will now apply systemwide. Industry You need our help analysts expect BN to cut its operating Operations: Cicero Changes Considered to select the best one. Serving the Railfan community costs by as much as $100 million per for 16 years, we align our radios year with this agreement, allowing BN to Continued growth in intermodal loadings for optimum performance in the more effectively compete with Chicago & at Cicero Yard may require yet another RR band. North Western/Union Pacific between remodeling of the yard. BN is considering WRITE OR CALL FOR MORE INFORMATION. Chicago and the Pacific Northwest. plans that would significantly reduce This union accord will come none too classification activities at the Chicago fa­ SOUTHWEST . �;;/ soon, as the proposed unified marketing cility, with most eastbound sorting done and operating relationship between either at Galesburg or at Northtown. ELECTRONICS C&NW and UP could bite into BN operat­ Westward train makeup could be con­ p,o, Box 1099 • Presco11, A:l 86302 ing revenues by as much as $9.4 million tracted out to connecting roads Belt Rail­ (602) 445-1942 ",_ _ ,. way of Chicago and Indiana Harbor Belt, � per year. UP has set its sights on develop­ ing new single-carrier, long-haul con- It is also possible that some of the in- "It's smart to buy from an FCC licensed technician"

6. MAY 1993 creased intermodal capacity will be 6290 on the Soo transfer out of Northtown leased to Chicago Central, as that carrier on Feb. 28. As reported in the CP system attempts to rationalize its Chicago termi­ column, BN delivered all nine GP20Cs to nal operations. Reports suggest that two Soo on a horsepower exchange basis in PACIFIC RAILNEWS" main tracks will be extended through mid-February. Cicero to better handle the Canadian Some notable motive power consists of National contract business; construction late include train 3 out of Chicago on Feb. NEWS STAFF may begin as early this spring. 2 with SD40-2 8023 leading Conrail SD40s An Army Corps of Engineers tug oper­ 6264 and 6304. Nine days later Windy City submissions: If you would like to observers witnessed SD60MACs 9500 and ating down the Alabama River struck and News/informationshare items on any of the topics listed below, please seriously damaged BN's bridge at Yellow 9501 leading Advance 161 toward Gales­ contact the appropriate columnist at the address list­ Bluff, Ala. , 105 miles northeast of Mobile, burg. A true rainbow lashup led train 101 ed for each section. NOTE: Do not send photos to the columnists. on Jan. 21. A 600-ton barge-mounted out of Cicero yard on Feb. 15, with LMX crane was brought in to clear the debris. B39-8 8595 leading B30-7AB 4092, CR BN's routes to Pensacola, Fla., and Mobile SD40-2 6508 and SD50 6736, and MPI RAILROAD COLUMNISTS were affected by the incident, requiring SD40-2 9017. Truly the best assemblage of

rerouting of all BN traffic via CSX and Nor­ motive power was on No. 224 out of Al­ AMTRAK/PASSENGER-Dick Stephenson folk Southern until the end of April. liance on March 4 with LMX B39-8s 8550 444 Piedmont Ave. #128, Glendale, CA 91206 BN has formally applied to abandon and 8558 leading B30-7AB 4040, AT&SF AT&SF-Elson Rush 14.42 miles of the branch line between SD40 5018 and SD40-2 5038, BN SD40-2 P.O. Box 379, Waukesha, WI 53187 Yelm and Tenin, Wash ....Trackside ob­ 8032, Kansas City Southern 743 and CR BURLINGTON NORTHERN-Karl Rasmussen 11449 Goldenrod St, NW, Coon Rapids, MN 55448 servers have become accustomed to see­ SD50 6736. CN NORTH AMERICA-Mike Cleary Unusual combinations have also been ing aluminum gondolas owned by Detroit 1395 W. Jessamine #206, St. Paul. MN 55108 Edison on various routes, bound for Michi­ noted on the CN trains. CN 341 of Feb. 28 C&NW-Michael W. Blaszak gan power plants and the Midwest Ener­ was led by CN SD40s 5013 and 5043, GTW 211 South Leitch Ave .. La Grange, IL 60525 gy Terminal in Superior, Wis. This fleet SD40-2 5934, BN SD40-2 6778 and CN COMMUTER-Dick Stephenson will be augmented later this year by a GP40-2W 9636. 444 Piedmont Ave. #128, Glendale, CA 91206 group of black hoppers with green ends. Additional EMD lease units have start­ CP RAIL SYSTEM-Karl Rasmussen 11449 Goldenrod St. NW, Coon Rapids, MN 55448 ed to see service on BN, with SD40-2s D&RGW-Richard C. Farewell 6046 and 6345 spotted in Chicago during 9729 w. 76th Ave .. Arvada, CO 80005 Motive Power: GP28M Deliveries February ...The three BL20-2 demonstra­ ILLINOIS CENTRAL-David J, Daisy Completed in February tors continue to work on BN, with No. 122 746 N. Bruns Lane Apt. A, Springfield, IL 62702 assigned to the Superior, WiS.-Internation­ MEXICO-Clifford R, Prather Delivery of the GP28M fleet was complet­ al Falls, Minn. , turn with BN GP38-2 2369 P.O, Box 925, Santa Ana, CA 92702 REGIONAL5-Dave Kroeger ed during February, with No. 1536 on on Feb. 20 ...The methane-powered ex­ 525 6th Ave .. Marion, IA 52302 hand at the Northtown diesel shop on perimental units continue to perform well SHORT LINES WEST-Wayne Monger Feb. 15, while sister 1538 led train 809 out for BN, with the set of SD40-2s 7149/7890 1409Til1man St .. 5u�un City, CA 94585 of Minneapolis on Feb. 27. Construction of and tender GT 10l working No. 216 into SHORT LINES EAST-Bob Thompson the future slug parents (GP28Ps) is under­ Dilworth, Minn., on Feb. 24 ...An unex­ Route 6, Box 207, Paris, TX 75462 way, with units 1590 and 1591 spotted at pected visitor to BN rails was NS B32-8 SP/SSW-Joseph A. Strapac Northtown on March 6. 3556, noted on the point of No. 34 through P.O, Box 1539, Bel1flower, CA 90707 TRANSIT-Mac Sebree Delivery of new hump power is pro­ St. Paul on Feb. 26. P.O. Box 6128, Glendale, CA 91225 ceeding at a slower pace, with the set of Tha nks to Mike Ba rtels, Mike Bl aszak, UNION PACIFIC-Wayne Monger Nos. 6267/6292 working Northtown hump Mike Cl ea ry; Fred Hyde, Mike Ki riazis, 1409 Tillman St., Su�un City, CA 94585 in late February. In an experiment, this set Da ve Kr oeger, Mike Murray; NORTH WEST was put in multiple with cousins 6265 and RAILFAN, To m Robinson and WORLD. CONTRIBUTING TRANSIT COLUMNISTS TRAFFIC Robert Blymyer, Chris Cucchiara, Don Jewell, Richard R, Kunz, Matthew G, Vurek Another new book from Benchmark Publications, Ltd.

FOCUS CORRESPONDENTS on Up Clear Creek The Narrow Gauge Mike Abalos, Greg Brown, Rich Farewell, Paul MODELING THE COLORADO & SOUTHERN Fries, Dave Gayer, Wayne Kuchinsky, Carl M, Lehman, Scott Muskopf, Dan Pope, Ken Rat­ the tenne, Dick Stephenson Up Clearis the Creekstory onof the author'sNarrow by Harry Brunk GaugeHOn3 model railroad. He based his Union Central and Northern layout SUBMISSIONS: Articles, news items and photographs on the Clear Creek District of the 3- are welcome and should be sent to our Wisconsin edito· foot gauge Colorado & Southern rial office. When submitting material for conSideration, include return envelope and postage if you wish it reo Railroad that ran· from Golden, Colo· turned. PACIFIC RAlLNEws does not assume responsibility rado, to just beyond Silver Plume. for the safe return of material. Payment is made upon This book is not just a "how-to-do­ publication. it" book - it is rather a book of inspiration and motivation reflecting EDITORIAL ADDRESS: Submit all photos, article sub· missions and editorial correspondence to: the author's infectious enthusiasm for PAClFlC RAILNEWS his modeling and his subject. P.O. Box 379, Waukesha, WI 53187 is also a history bookUp - (414) 542·4900 Clearmodeling Creek the C&S as it was in the FAX: (414) 542·7595 1920s and 1930s required a lot of research. Theauthornot only describes A collection of articles reprinted from the bi-monthly BUSINESS ADDRESS:Address all correspondence reo garding subscription and business matters to: the railroad and its equipment, but NARROW GAUGE54 AND SHORTLINE GAZETTE, January Interurban Press also the houses, churches, mines, and 1980 - January 1989. Including an introduction, layout plan, P,O, Box 6128, Glendale, CA 91225 businesses along the line. layout photo album and index never before published. (818) 240·9130 Whether you are a model railroad­ FAX: (818) 240·5436 er, railfan or just curious about the Send your order to: Magazine Subscription Service: For all subSCription intimate details of the Clear Creek problems and inquiries call: Canyon area of Colorado, you will Benchmark Publications, Ltd. $3725• Postpaid (800) 899·8722 or find something of interest in this book. P.o. Box 26 CA residents add Sales Tax outside the U.S. (818) 240·9130 Los Altos, CA 94023 $2.70

PACIFIC RAILNews 7 • SOUTHERN PACIFIC LI

Southern Pacific 4377 west leads the Whiteson Turn on the Newberg Branch near Sherwood, Ore., on Jon. 17, 1993. With SP's recent sale of secondary lines to short line Willamette & Pacific, this trestle-rich trackage will likely be abandoned. Greg Brown

around. A glance at the calendar shows valuable property has already been sold. Anschutz's Deadline Approaching those five years will be up in October. More branch lines may be put on the Clearly, more years and more paring are block, but it should be pointed out that Phil Anschutz, the Colorado billionaire going to be required. How patient can would-be operators are not buying the who controls the Southern Pacific rail em­ Anschutz afford to be? Some debt has lines, simply leasing them. Branchline di­ pire, may be examining his options at this been refinanced, but revenue growth has vestiture doesn't generate large sums of moment. Anschutz has been quoted as yet to be seen. SP has generated cash from immediate cash, though it does ease oper­ giving himself five years to turn SP real estate sales, but the bulk of SP's most ating expenses.

DON'T MISS THE MAY el'SSE'Y!i!!!]j�==

25TH ANNIVERSARY ISSUE! -PTJ RIDES THE X2000 -NARP FOUNDER ANTHONY HASWELL EXAMINES TODAY'S AMTRAK -THE RETURN OF EDWIN PATTON'S "FROM THE DOME" COLUMN PHOTO BY JOHN KUEHL -TWENT Y-FIVE YEARS OF PASSENGER TRAINS-CHICAGO STYLE! IF YOU'RE NOT A SUBSCRIBER, ASK YOUR HOBBY A PHOTO ESSAY BY JOHN KUEHL SHOP DEALER1-800-899-8722 TO SAVE YOU A COPY, OR CALL

8. MAY 1993 Clearly, it is possible that segments of 9300, 9308, 9328, 9330, 9333, 9337, 9344, fill out all trains to rated tonnage. Thus, if a SP's core system could be sold to other 9345, 9347, 9359, 9362, 9365, 9371, 9373, hotshot has the capacity for additional railroads to ease the debt load. In all the 9375, 9381, 9385, 9387, 9391, 9392, 9395, loads, anything heading in the same direc­ history of the SP and its predecessors, 9400, 9401 and 9402; GP60s 9648, 9681, tion should be added to the train. The goal there may never have been a more chal­ 9725 and D&RGW 3146 and 3155. is complete utilization of motive power, and lenging period facing the railroad than the personnel on the ground are following months ahead. these orders. For example, on Feb. 22, east­ SP Calls on the Rotaries bound RODVF (Roper-Denver forwarder), a high-priority UPS trailer/container hotshot, SP Posts More Losses in 1992 California's drought-busting weather (con­ was filled out with a lengthy block of emp­ centrated in December and January in the ty coal hoppers. Southern Pacific financial performance fig­ south) finally took aim on the Sierra Neva­ The recent operation of DVROM (Den­ ures for 1992 were highlighted by a $28.5 da in February, closing both highways and ver-Roper manifest) with as many as million loss. The red ink was $50.4 million rail lines and bringing out Southern Pacif­ three sections per day has changed. less than 1991's $78.9 million loss before a ic's rotary snowplows for their first ap­ Rather than operate multiple sections, special one-time charge of $270 million pearance in years. DVROM's traffic has been broken into was included. It appears that SP has been Numerous washouts occasioned ser­ three distinct categories for movement successful in its battle with cost contain­ vice delays all around the state. The Coast west. Trains are blocked for symbols ment. Operating revenues for 1992 were Line's most visible tenant, Amtrak's DVRVM (Denver-Roseville manifest) for $2.475 billion, as compared to 1991's per­ Coast Starlight, had to be annulled south higher priority traffic, DVROM for lower formance of $2.405 billion. Pre-tax income of Oakland for a few days to allow bulldoz­ priority traffic and DVGJM (Denver-Grand for 1992 was listed as $178 million, com­ ers to clear away slides and washouts. Junction) for dead traffic consisting pre­ pared to $4 million for 1991. The $4 million dominately of empties moving back to 1991 figure reflects the inclusion of a spe­ SP's West Coast operations. cial charge required by accounting Oregon Lines Leased Another new, but sporadic, operation changes. Sales of real estate holdings has appeared recently. DVKCM (Denver­ were noted as $301 million for 1992 in Southern Pacific's 20-year lease agree­ to-Kansas City manifest) departs Denver comparison to $470 million for the same ment with Genesee & Wyoming Industries at night, moves down the Joint Line to period in 1991. for operating SP branch lines and sec­ Pueblo, then rolls east to Kansas City. In ondary main track through Oregon (about early February, the operation was a night­ 184 miles total) took effect at the end of ly occurrence, but, through March, the fre­ Lease Units Still Around February. Willamette & Pacific Railroad quency of the train has fallen off. operates a line paralleling the SP's be­ The best-laid plans often go astray. SP had tween Portland and Eugene via Albany, hoped to have enough of its own locomo­ connecting with SP at all three points. Central Corridor Motive Power tives serviceable to completely displace About 70 employees went to work for leased units during the traditionally slow W&P, more than SP had employed exclu­ Rio Grande SD45 5339, reported as re­ winter quarter. That goal wasn't quite sively on those lines. Even SP's senior op­ tired, has been repaired at Burnham achieved and a significant number of loaner erating official in the area, Ebb Melbo, Shops and returned to revenue service. units remained on hand. fact, the GATX joined W&P. Additional D&RGW SD45s noted in rev­ units never left, and CSXTIn and BN diesels It is expected that W&P will eventually enue service in early March include Nos. are seen systemwide-running off owed acquire its own locomotive fleet, but for 5315, 5331 and 5334. Other rolling relics horsepower-hours rather than on lease. now it has found a useful unit supply on include D&RGW GP30 3008 sent to Burn­ As of Feb. 10, leased Helm C30-7 units the SP roster-drawn from the fleet that ham for repair or storage and GP30 3002, (5500-5509) in Burlington Northern colors formerly served these very branches. released by Burnham and returned to were on SP lines, as well as 15 GATX Twenty SD9Es are on lease to W&P, pend­ general service. SD40-2s numbered between 7349 and ing acquisition of new or rebuilt power: The continuous utilization of a pair of 7378. Held on-line, but supposedly not in 4301, 4303, 43 13, 4314, 4323, 4324, 4338, Denver & Rio Grande Western GP30s for use, were 26 EMD-owned GP38-2s (750- 4344, 4346, 4352, 4353, 4354, 4363, 4389, inter-railroad transfer and local duties at 839) and 15 EMD-owned GP40-2s num­ 4401, 4407, 4408, 4409, 4410 and 4416. Denver's North Yard has been temporarily bered between 182 and 198. suspended. ASSigned to the job in early March were SSW SW1500 2519 paired with Operations: Filling Out Trains D&RGW GP60 3016. VMV Overhauls At Paducah Thanks to Fa rew ell, Dr. R.R. Har­ One of the recent directives from Southern men, SouthernH Pa W.cific Railroad, Horace addition to its reseal program at Burn­ Pacific's senior operations staff has been to Whi te and Thorne. F Inham, SP has become a good customer for HA. VMV in Paducah, Ky. Dozens of first-line road locomotives have been sent to VMV during the past two years for repairs rang­ Steam Trip 1993 with Union Pacific "Challenger" 3985 ing from turbocharger change outs to ma­ Operating Steam Locomotive jor wreck repair. The extent of this pro­ World's Largest gram can best be appreciated by review of Scenic route: Salt Lake City, Utah to Green River, Wy. a partial listing of units worked on by the - Saturday, JUNE 19, 1993 - contractor: GP35Es 63 11, 6325, 6355 and Sponsored by the Utah State Railroad Museum at the 6358; SD45T-2Es 6776, 6786, 6794, 6810, Ogden UNION STATION and the Golden Spike Chapter 6856 and 6868; GP40-2s 7269, 7600, 7617, 7625, 7676 and 7946; SD40Es 7300, 7305, of the Railway and Locomotive Historical Society 7306, 7311, 7320, 7321, 7323, 7326, 7331, FARE: $180 per person For tickets, remit fare to: 7333, 7335, 7336, 7362 and 7367; SD45Es Includes box lunch, ®1J�5i.1k\J 1JIRlD� � ®®:ID 7400, 7401, 7422, 7449, 7450, 7486, 7522, entertainment, photo c/o Union Station, Room 212 7527 and 7532; SD40T-2s 8228, 8231, 8288, run-by, return to Salt 2501 Wall Avenue 8301, 8305, 8306, 8316, 8345, 8350, 8351, Ogden, Utah 84401 8355, 8377, 8491, 8494, 8496, 8528, 8530 Lake by motor coach and 8560; SD45T-2s 9194, 9238, 9243, Phone: (801) 629-8444 9245, 9250, 9254, 9273, 9282, 9287, 9294,

PACIFIC RAILNews . 9 TRANSIT

- of one-fifth of a cent per mile, or about $24 said Banks. If built, the four light rail lines Dallas a year for a motorist driving 12,000 miles would carry an estimated 25,000 passen­ annually. The money would be used to re­ gers daily, but so far AC has no funding in HIGH COST FOR SOIL REMOVAL • Re­ imburse transit agencies that are facing a sight for the project. moval of contaminated soil at the future projected $4.1 billion deficit by the year LRT yard and shop is proving considerably 2000. The fee would be enforced by check­ more costly than originally anticipated. ing mileage when cars come in every two St. louis DART originally estimated it would cost years for their mandatory smog checks. $2.2 million to clean up 8,000 cubic yards CONSTRUCTION ON SCHEDULE • Con­ of oil-saturated dirt at the 40-acre Trunk struction of MetroLink has remained on Avenue and Oak Lane site. But so far Oakland schedule despite a spate of bad weather some 21,000 cubic yards of soil have been during January and February. By early excavated and the cost is now estimated CORRIDOR ELECTRIFICATION? • A March, 29 route-miles of track had been at up to $4 million. The yard was formerly study made for AC Transit show seven installed along with 22 miles of catenary. used by Santa Fe. corridors could be candidates for electrifi­ Construction of the power and signal sys­ cation, costing nearly $1 billion. Four lines tems and most stations were approaching could be converted either to light rail or completion, with an estimated 85 percent los Angeles electric trolley bus, and three others are of all work finished. Officials said the July proposed just for ETBs. Route 82-East 4 opening remains firm. The 13th and 14th VALLEY DECISION DELAYED • Officials of 14th Street already carries 22,500 passen­ LRVs were delivered from Siemens­ the newly organized Metropolitan Transit gers daily and is the prime candidate for Duewag in late February. Authority are saying it could be early next conversion from diesel bus to LRT. year before a decision is made on the tran­ Other proposed rail lines include sit technology to be used in the San Fer­ Foothill Boulevard-Bancroft Avenue, the San Diego nando Valley. Competing systems include a San Pablo Av enue Corridor and the Tele­ mostly underground 14-rnile extension of graph Av enue Corridor from Jack London PROJECTS APACE • Steady progress is the Red Line along the Burbank-Chandler Square in Oakland to Berkeley High being made on a number of light rail pro­ Boulevard Corridor and a 16-rnile elevated School. The ETB candidates include jects in San Diego. Construction on a ma­ guideway-monorail or advanced light MacArthur Boulevard from the MacArthur jor expansion of the Trolley maintenance rail- above the Ventura Freeway. Addi­ BART station to San Leandro, downtown facility was scheduled to start in April, tional studies are underway to refine both Oakland to Oakland International Airport providing space for the 53 new cars to be proposals and answer questions about cost via Alameda, and the Broadway-College­ delivered from Siemens-Duewag, begin­ and feasibility. Proponents of the elevated University Corridor from downtown Oak­ ning this summer. Bids for construction of line claim it would be cheaper to build, but land to Berkeley Marina. the Old Town (North Line) segment were Red Line advocates claim their system uses AC General Manager Sharon Banks due to be advertised in March, even as proven components and wouldn't require a said she supports electrification because Santa Fe was entering the last phase of transfer between modes. more must be done to eliminate air pollu­ track and signal relocation work, clearing Road use fees may be imposed on tion from diesel engines. "Clean air re­ the right-of-way for construction. California drivers the state's transit oper­ quirements as well as technological ad­ Heavy rain during January and Febru­ ators get their way.if A report by the Califor­ vances will mandate improvements in the ary slowed work on the Santee extension nia Transit Association recommends a fee fleet and in the way transit operates," of the East Line, but the double-track bridges over Interstates 8 and 805 were completed in March. Also finished was the Main Street grade separation in El Cajon, INTERURBAN HISTORY SYMPOSIUM which will become part of the Santee Line.

October 14 -17,1993 San Francisco

COST LESS THAN EXPECTED • Experts at Delaware Car Co., who stripped two gathering in California of recognized electric railway original BART railcars in a hunt for signs historians to examine the history, technology, eco­ of aging, concluded that an envisioned nomicsA and impact of the interurban with emphasis on overhaul of the entire fleet may cost far the American West_ Presentation of professional papers less than expected. BART General Manag­ er Frank Wilson said the aluminum shells and lectures coordinated with demonstrations of interur­ show no Sign of fatigue after 20 years of ban cars operating at the Western Railway Museum. In­ service. He said that should drop the cost ternational presentation planned by Russian specialists of rehabilitation well below the initial esti­ mate of $1 million per car. reviewing developments in their country. Registration Engineers at the Bay Area Rapid Tran­ fee: $175, plus accommodations (special rates for sympo­ sit District were concerned the cars might sium) at Red Lion Hotel, 2001 Point West Way, Sacramen­ have deteriorated to the point they would to CA 95815. Most credit cards accepted. Space limited have to be junked. Wiring, pipes, floors, noise-absorbing rubber fixtures and air a d early registration suggested. Upon re eipt of re is­ � � . � conditioning ducts have decayed. But the tration fee by sponsoring Bay Area ElectriC ASSOCiation worst problem found by experts at DCC in Inc., P.O. Box 192986, San Francisco, CA 94119-2986, ma­ Wilmington, Del., was caused by a mis­ terial for hotel discount will be sent promptly. take made seven years ago when the cars' drain holes were plugged to make way for fire-resistant floors. Rivets and bolts that

10 . MAY 1993 hold the car's skin deteriorated because of cars built in the late 1980s by French­ ing rush hour, and that's a real headache," the error. "We'll open the drains and re­ owned Alsthom and has 80 on order from a said Kurt Walker, a computer operator place the rivets and bolts and be in busi­ U.S. firm, Morrison Knudsen. The 10-year from Fullerton. ness," Wilson said. rehabilitation program will not start until Walker said passengers from the Just about everything but two of the BART finds about $500 million to fund it. Metrolink trains that go into Los Angeles costliest parts, the bodies and the trucks, from Ventura, and into Los Angeles and will have to be replaced. The trucks , ac­ San Bernardino counties, don't have to cording to Wilson, have proven indestruc­ Orange County pay transfer fees to ride the Red Line. But tible. Most of BART 's slanted-front A-car a spokesman for Los Angeles County's cabs leak and, in general, are in terrible TRANSFER CONTROVERSY • A new con­ Metropolitan Transportation Authority condition; they will be rehabilitated as B troversy in Southern California's mass said the Orange County Transportation cars, although about 35 cars will keep transit program has surfaced over trans­ Authority has not forged a deal for dis­ their slanted fronts and be assembled in­ fers to the Red Line subway at Los Ange­ counted fares such as those enjoyed by to a heritage fleet when they are upgrad­ les Union Station. Commuters who use Or­ commuters from elsewhere in Southern ed as the design has become a BART ange County Metrolink trains must now California. A petition signed by the Or­ symbol, Wilson said. pay for a transfer to the Red Line. But a ange County commuters points out that The 438 surviving cars from BART's spokesman for a group of 360 commuters they can take downtown Los Angeles original fleet of 440 were built by Rohr In­ said money is not the problem. "We have "Dash" buses free of charge from Union dustries Inc., an aircraft component maker to hurry around to the ticket machines, get Station to their final destinations and asks based near San Diego. BART also has 150 out our money and buy the transfers dur- why the Red Line should be different.

SH ORT LIN E S

ing SD38 No. 38 and SD38-2 39 pushing operations. For several months , a track Molalla Western Railway the Jordan Spreader at the head end of a gang has been repairing the railroad train. On March 2, following a "small" north from Ely. In early March, a report On Feb. 22, Southern Pacific's 10-mile Mo­ storm that deposited a few more feet of was received that the connection with lalla Branch near Portland became the op­ snow on the area, McCloud's box plow UP at the Shafter was nearly ready to be erating responsibility of the new Molalla was working on the front of a train to cut in. The freight operations on this line Western Railway. Molalla Western is Burney, Calif. , when it derailed and slid will be under a new and yet undeter­ owned by Dick Samuels, president and 100 feet down a steep embankment. It mined name. owner of nearby East Portland Traction was left there until the following week, Th anks to Bob Kerr, John Schneider, Co. The first run was made with leased SP when bulldozers were brought in to haul Horace White, Hank Stiles, Vic Neves, SW1500 2603, utilizing the same train it back up to the right-of-way where it NORTHWEST RAILFAN and FLIMSIES. crew that operates East Portland Traction could be taken to McCloud for repairs. trains. The last 2.5 miles of this line be­ tween Liberal and Molalla currently has no customers and may be torn up. Nevada Northern Railway * NICOLET BADGER NORTHERN *

Beautiful fa ll & winter scenes featuring The long-dormant Nevada Northern Rail­ RS12 Baldwin #207 . NW2 EMD #62 Continued Battles On McCloud way, north of Ely, Nev. , is slowly coming Min • • back to life in preparation for hauling 60 AudioVHS • Color Uve Narration The McCloud Railway story in PRN 350 re­ freight to and from the UP interchange at INTRODUCTORY OFFERI counting past battles with snow was well­ Shafter and the SP interchange at Cobre. $29 • 95 Plus $3.00 timed. From the end of December through The last time a freight train operated Shipping WIReg. resilents33.95 Exp. add5% the first week of March, McCloud had to over this line was in 1984. The Nevada contend with nearly 20 feet of snow. By Northern Railroad Museum at East Ely Time stands still in Northeastern Wisconsin's I Nicolet National Forest. vintage Diesels carrying early March, equipment and personnel operates steam passenger trains on the tourists timber over theSee former CNW Laona Line. were pretty well worn out from nearly line south of Ely to Ruth. & continuous battles with snow. Doug Morgan, former owner of the car After some of the major storms in Jan­ repair facility at Oroville, Calif., won the uary and February, it took railroad crews contract from owner Los Angeles Depart­ nearly five days to reopen the railroad us- ment of Water & Power to start freight

• EXPLORING THE RAILROADS OF WESTERN KANSAS

• STEVENS PA SS CELEBRAT ES ITS CENTENNIAL

• FOCUS ON HANFORD, CALIF. AND TEXARKANA, ARK.

• IMAGES: EM D'S GP20

PACIFIC RAILNews II • UNION PACI

by 104 miles of UP main line between Ida­ ho Falls and Minidoka. Bid packets were sent out in late February to potential shortline operators. The branchline trackage for sale in the Idaho Falls area includes the remaining 51 miles of the Yellowstone Branch to Ash­ ton, the 10-mile St. Anthony Branch be­ tween St. Anthony and Egin, the 39-mile East Belt Branch between Orvin and New­ dale, 11 miles of the West Belt Branch from Ucon to Menan, and the four-mile remnant of the Goshen Branch from Lin­ coln Junction to Ammon. These branch lines are connected to the Montana Subdi­ vision main line at Idaho Falls. This is one of the few areas remaining on UP where traditional agricultural freight railroading can be found, with small, on-line frozen food and potato products packing sheds found every few miles. To the south, near Twin Falls and Bur­ ley, the branchline package includes four separate lines: the 74-mile Twin Falls Branch between the mainline connection Venturing far off-line, CSX 5050 8624 (ex-Seaboard System) takes the lead on UP's XKCCB05 (Kansas City-Council Bluffs) at North Kansas City, Mo., on March 6, 1993. Though CSX power at Mindoka and Buhl; the active 57 miles of the North Side Branch between Rupert isn't rare on the UP, putting the blue-gray-and-yellow units on the point is. George R. Cockle and Wendell (but not including the intact, but unused, 16 miles from Wendell to the The mix of heavy westbound grain and mainline connection at Bliss); the remain­ $100 Million Cure for The Blues soda ash unit trains and hot doublestack ing nine miles of the Raft River Branch and intermodal trains in the Blue Moun­ from Burley to Declo; the remaining 12 Union Pacific has finally made a decision to tains creates a major bottleneck. The line miles of the Oakley Branch from Burley improve traffic flow across the Blue Moun­ is now at capacity, hosting 25 to 40 trains (through Beetville) to Martin. tains of eastern Oregon. Rejecting the pre­ per day. The project will increase operat­ According to a press release, this pro­ vious plan of a 10-mile, $300 million tunnel ing capacity by 50 percent, needed to ser­ posal deals strictly with these two setsUP of west of La Grande, the railroad announced vice anticipated traffic growth to and from branch lines in southeastern Idaho. There is that work will begin this summer on a $100 the Pacific Northwest. no mention of the three branch lines in the million, 10-year project to double-track 150 Nearly 50 miles of new railroad will be Blackfoot area, which lie between the two miles between the Snake River crossing, at built in this 150-mile stretch. To create a halves of this package: the 40-mile Scoville Huntington, and Gibbon. double-track main line, UP will connect ex­ (ex-Mackay) Branch to the radioactive mate­ isting sidings with a second track. Those rial storage sites at the Idaho National Engi­ areas to be double-tracked first will be the neering Laboratory at Scoville, the 35-mile sections where steep westbound grades Aberdeen Branch between Blackfoot and bog down grain and soda ash unit trains. Aberdeen, or the 22-mile Gay Branch run­ Three of the four sections planned for ning from to the soon-to-be-closed construction in 1993 will be on the critical phosphateF mineort Hall at Gay. 20 miles west of La Grande, leading to the We have learned, through a shortline summit at Kamela. A second track will al­ company interested in the southeastern PRESENTS so be built in the following areas: the two Idaho lines, that is also considering sell­ TRAINS OF KANSAS CITY VOL hrs miles between Perry and the east switch ing off or leasing UPout all the lines north of VisitII railfanIA hotspotsH\ ...... \\\1...... 2 on Hilgard; five miles of 2.2 percent grade 17 $28.00 Pocatello, along with the already mentioned UP MARYSVILLE SUB hrs between Hilgard and Montanic sidings ; package, including the 255-mile Montana Fast paced action from Kansas 2 two miles between Montanic siding and Subdivision between Pocatello and Silver ...... City to the Nebraska state line the start of double track at Nordeen ; the Bow, Mont. Together, these lines would $28.00 MAINLINES INTO KANSAS CITY hrs eight miles on the south side of Telocaset make for a very healthy regional railroad. All the mainlines that make 2 Hill between the sidings of Telocaset and In southwestern Idaho, there still has Kansas City the nations 2nd North Powder. been no official word from UP on when a largest rail center ...... $28.00 redesigned "Boise Group" of branch lines SANTA FE IN KANSAS CITY hr will be offered for sale or lease. Experience the excitement as 1 Idaho Branches On The Auction Block been more than four years sinceIt UP has re­ now AT &SF trains move in and out moved this package from consideration. of Kansas City ...... $20.00 Union Pacific has bundled together 269 We have learned that when this package -Titles - Narration - Music miles of rather healthy branch lines in is again offered for sale, it will differ from oRecorded in HI-8 - Available in VHS only the first offering. The new Boise Group oAdd S/H for each tape southeastern Idaho and placed them for -MO residents$2.00 add 6% sales tax sale as a package deal. This package con­ will include the 72-mile Idaho Northern -If ordering or more tapes, deduct per tape sists of two separate groups of lines ; one Branch from Emmett to Cascade (but not 2 S1 MAKE CHECKS PAYABLE TO: in the Idaho Falls area and the other in the the 27 miles between Nampa and Emmett MO-KAN VIDEO Twin Falls area. The shortline operator that UP wants to tear out). the 29-mile Leslie Drive who is successful in obtaining these lines Payette Branch between the mainline con­ Indep425endence , MO 64055 would have the two operations separated nection at Payette and Emmett, and the

12. MAY 1993 85-mile New Meadows Branch between should all be on the property by the end News Shorts Weiser and Rubicon. There is also a strong of the year. possibility that UP may include the 84- American President Lines is now offering mile Joseph Branch between La Grande, a weekly doublestack service between Ore., and Joseph, Ore. Other Motive Power News Oakland and Memphis-the first time that such a routing has been offered over In last month's column, we mentioned that the UP ...In mid-February, UP asked the More Texas Branch Lines Leased UP had purchased 10 well-worn ex-Mil­ City Council of Laredo, Texas, to help waukee Road/Soo MP15ACs. Since that re­ support construction of a second interna­ On March 7, the southernmost branch port, it seems that mechanical personnel tional railroad bridge across the Rio lines on Union Pacific's system were at the Jenks Shop in North Little Rock, Grande. The bridge, estimated to cost leased out to the new Rio Valley Railroad, Ark., have found the condition of these $30 million, will be situated so as to re­ a subsidiary of Ironhorse Resources of units to be wanting. Subsequently, most of duce current downtown rail traffic by 90 O'Fallon, Ill. Lines included were the 42- the switchers will need a complete re­ percent, and better handle the expected mile Mission Branch between Harlington building to bring them up to the reliability doubling of rail traffic through Laredo in and Mission, Texas, and the eight-mile standards UP needs from yard units . It will the next five years. Currently, UP can on­ Hildago Branch from Mission to Hildago. be many months before any of the MP15s ly move eight trains per day across the Both lines run west of Brownsville, paral­ find their way into service. international border ...Union Pacific has lel to the Mexican border, and connect One additional leased GP40, 887 confirmed plans to operate the proposed with short line Border-Pacific at Mission. from Helm, has joined the motiveUP power Portland-Bend, Ore., steam passenger ex­ Ironhorse Resources was awarded the pool. It replaces GP40 863, which was cursion behind the 3985 on June 5 and 6 contract partly on the basis of its suc­ wrecked and retired soon after coming to on the BN-owned Oregon Trunk over cessful operation of UP's former Crystal UP. The 887 started off as MKT 229 and which UP has trackage rights. City Branch, now known as the Crystal later became UP 598 after the Katy merg­ Thanks to Steven Kalthoff, Mike Bar­ City Railroad. er. It was retired by UP in March 1990 and tels, Thornton Waite, George Cockle, rebuilt by VMV. P. J. Gratz, Hal Lewis, Larry Gibbs, Through mid-March, the ex-WP GP40s FLIMSIES, NORTHWEST RAILFAN, GPC-NRHS More Dash 8s Coming in 1993 in the 651-665 series, plus the ex-WP DIAMOND, THE MIXED TR AIN and Un ion GP3 5s that had not been sold by owner Pacific Railroad. As previously projected by Omaha, 1993 Connell Leasing, were still used by UP un­ was to be one year where UP would be der a day-to-day lease. "ahead of the curve " in terms of motive power needs and would not need to make a major new locomotive purchase. The Grand Island Shops To Close railroad's motive power fleet is in the best The Original Slideseller Original slides sold on approval from condition of any major railroad in the U.S., Because of excess capacity and consolida­ with availability rates for most major tion, the huge maintenance-of-way equip­ the late 1950s to the presen t. classes consistently in the high 90s. The ment shop at Grand Island, Neb., is to Reasonable, quantity discounts, good average age of the motive power fleet-in­ close by May. Once the systemwide base selection. State your requests, cluding that horde of nearly 20-year-old for maintenance equipment and repairs, see before you buy! SD40-2s and the historical steam and plus the shop where many classes of UP �-", diesel locomotives at Cheyenne-now freight cars were built in the 1950s and stands at 10.6 years. 1960s, Grand Island has now been over­ 77w Limited Cost Auction. Despite this, the steady increases in shadowed by newer facilities at Pocatello Wri te Fa T Details. ' traffic levels have forced UP to place a Idaho, and Fort Worth, Texas. The remain­ $70 million order with General Electric ing 40 employees will be transferred to Hill Dan Pope for 50 Dash 8-40CWs, to be numbered Pocatello. A similar but smaller mainte­ 5703 Shady Lane, Arlington, TX 76016 9481-9530. The first units will be deliv­ nance-of-way shop at North Little Rock ered beginning in early August and will also close. The Original Slideseller buys colledions!

N I A

customers per Item. add $10.00

PACIFIC RAILNews . 13 RE G/ONA

parts Monday-Wednesday-Friday between 8 and 10 a.m. A turn leaves Cotter at 8 a.m. daily for Cushman, Ark., to swap trains with a turn out of Newport, Ark., which leaves at 6 a.m. Arkansas Power & Light coal loads and empties run at any time with run-through UP power. For the branches, the two lines radiating out of Nevada, Mo., east to Clinton and west to Fort Scott, Kan., are served as needed, although the Clinton line sees coal trains to Ladue, Mo. The branch to Joplin is served by the Carthage switcher Monday through Friday. The Springfield, Mo., crew is on duty Thursday at Carthage at 10:30 a.m. and is taxied from Aurora to Spring­ field. Besides the switcher at Carthage, a switch job is also stationed at Kansas City. Currently, M&NA is using radio fre­ quencies until it is assigned itsUP own. Those frequencies are: 160.425, 160.470, 160.515 and 160.635.

Arizona & California train 708, arriving at Cadiz, Calif., on March 12, 1993, had almost every model rostered by the regional on the head end. Units 3804/2003/9623/380 1/200 1 /3803 are, IAIS Loco Notes respectively, GP38ACjGP20/MPI5DC/GP40D/GP20/GP40D. R.J. Williams Iowa Interstate's lone Alco RS-36 is back in service. It was released from the Coun­ MRL No. 652 was released from Liv­ cil Bluffs, Iowa, shop on Feb. 3, and was C&NW to Buy Back DM&E? ingston in late January as an SD 19-1. This on the point of a 75-car grain train bound SD19-1 features microprocessor controls for Indiana Harbor Belt at Chicago the Chicago & North Western Chairman Robert and develops 1,850 horsepower. Operation next day. Also scheduled to be in service, Schmiege has expressed concern over the Lifesaver decals were also added to the probably by the time you read this, will be viability of Dakota, Minnesota & Eastern, long hood when it was painted. The 652 GP16 1860. This unit formerly worked for C&NW's only link to its bentonite-produc­ was formerly SD9 603, and is of Southern CSXT and will sport its "stealth" gray for ing line northwest of Rapid City, S.D. Ap­ Pacific heritage. In another locomotive a while before getting a paint job. parently, this concern goes beyond lobby­ note, SD35s 703 and 705 were removed An interesting lashup passed through ing the State of South Dakota to plow gov­ from storage and returned to service. ernment funds into the regional line. On Iowa City, Iowa, on train 011 Feb. 9. Up Feb. 23, the CITY reported front were IAIS units 414/457/300, trailing that C&NW, RAPIDthrough a JOURNAL"senior vice presi­ Green Diamond Notes was U.S. DOT GP18 4641 and UP SD60Ms dent, " offered to buy DM&E in a conversa­ 6125/6117/6113, the latter four coming tion with J. C. McIntyre, DM&E's president. More Chicago Central rebuilds? Word out back from National Railway's Silvis Shops. According to C&NW's Leslie Cleve­ of Waterloo, Iowa, reports that one or two The UP SD60Ms continue to move on IAIS, heading to Silvis for work. land-Hague, the North Western made this GP18s may be rebuilt by shop forces in offer to ensure the survival of the east­ 1993. Likely candidates to get a chopped­ Grain traffic on Iowa Interstate boomed west line across South Dakota. Of course, nose, new wiring, and red paint are 9404 in February, resulting in second sections C&NW could also be worried that a finan­ and 9420. In early March, GP38 2006 was of train 012, with grain being shipped to either Rock Island, Bureau, Ill., or to In­ cially-pressed DM&E might sell the prop­ in the process of receiving a new genera­ diana Harbor Belt atIll Chicago.., erty to a hostile carrier, such as Burling­ tor, installed by Waterloo shop forces. ton Northern, or a short line affiliated Solid consists of red units are rare on with it, similar to the Fox River Valley sit­ Chicago Central, but this month we have uation. In any event, McIntyre told C&NW a few sightings to report. Feb. 12 saw a WC's Capital Improvements Continue DM&E wasn't for sale. Vice President westbound pull into the Council Bluffs Lynn Anderson says DM&E enjoyed its yard with GP38s 2001/2008/2000, while a Wisconsin Central's capital spending pro­ best year ever in 1992 in terms of car­ week later, train 50 out of Waterloo had grams for 1993 again include track and loads, revenue and income, despite disas­ 2000 and 2001 bracketing GP8s 1593, 1504 equipment improvements. Right-of-way ters such as the New Underwood brush and 1591. For the time being, no new re­ programs include 20 miles of continuous fire in October and a late grain harvest. paints are scheduled for CC&P units. welded rail, 115,000 ties, 188,000 tons of ballast and surfacing 610 miles of track. additional five miles of welded rail and An MRL: Land of the SD45s M&NA Update 30,000 ties are planned for Fox Valley & Western, especially on the Green Bay-Ap­ Montana Rail Link, in a non-cash transac­ Here are some train schedules for the Mis­ pleton, Wis., line. Upgrades continue on tion with Helm Financial, swapped six ex­ souri & Northern Arkansas as of February. the Chicago-Superior, Wis corridorwill as well. C&NW SD40s for four ex-Santa Fe SD45-2s. The Carthage, Mo.-Kansas City train Equipment plans call for 164 freight cars These units arrived on MRL property on leaves daily around 10 p.m., while the dai­ to be repaired, and WC plans to acquire Dec. 28 and were used immediately. This ly Kansas City-Carthage train leaves and recondition 171 100-ton open top hop­ brings MRL's SD45 and SD45-2 roster to 19 Kansas City around 9 p.m. The Carthage­ pers. WC plans to acquire nine locomotives, units. The ex-C&NW SD40s involved in Cotter, Ark., train leaves Carthage Tues­ which will be reconditioned at North Fond this deal were numbered 220-225, and are day-Thursday-Sunday between 9 a.m. and du Lac, and 12 units will receive positive of Chicago Great Western heritage. noon, while the Cotter-Carthage train de- traction devices to improve pulling power.

14 . MAY 1993 WC will also receive 21 rebuilt former WC's new trains 48 and 49 on the North 221, which handled J.B. Hunt trailers be­ Santa Fe SD45s (5300-5308, 5310-5312, Fond du Lac-Chicago corridor have added tween Green Bay and Chicago. Subse­ 5315, 5317, 5319-5321, 5323 and 5405- to an ever increasing amount of tonnage quently, trains 220 and 221 were annulled 5408), exp ected in North Fond du Lac moved by WC in and out of Chicago. Dur­ during the first week of March, and their sometime in early April. (An additional ing the week on this corridor, you can see crews assigned elsewhere to help handle unit, 5318, was obtained for parts.) When general freights 40, 41, 42, 43, 44, 45, 46, traffic increases, primarily in iron ore. Train these units are put on line after receiving 47 (46/47 are North Fond du Lac-Milwau­ 220 last departed Green Bay March 5 and snowplows and ditch lights, WC will then kee turns), 48, 49 and intermodals 218 and 221 last departed Chicago March 7. Traffic retire SD45s 6417, 6655, 6660, 6677 and 219. Throw in a couple of USX ore trains formerly running on 220 and 221 is now 6690. These five units were selected for re­ and Wisconsin Public Service coal trains handled on trains 218 and 219. tirement because of their older electrical for Green Bay, and you can see between 12 Th anks to Mike Blaszak, Montana Rail systems. The AT &SF SD45s (to become WC and 14 trains per day. Link, Nick Th arlson, Jeff Gustafson, Craig 6578-6598) will also help replace older Fox While other traffic has increased on WC, Williams, Bob Plough, Allan Hunt, FJ. River Valley power and GB&W Alcos, once intermodal traffic has been somewhat of a Grochala, Mike Cleary, Wisconsin Central Fox Valley & Western begins operations. disappointment, primarily on trains 220 and and Greg Sieren.

CN NORTH AMER ICA

potash and sulfur movements. The majori­ Opposition to such a plan would un­ Chicago Traffic Growing ty of the potash is being interchanged doubtedly be substantial as significant with C&NW at Superior, Wis. Some of the job losses would result. It would likely be Traffic in the Winnipeg-Chicago corridor potash and most of the sulfur are handled several years, if ever, before such a plan has continued to grow since service began on an CN/BN routing to Chicago. Subse­ could be implemented. last November. Daily manifest trains 340 quently of this traffic increase, CN is peri­ and 341 have often been observed operat­ odically running short of the SD40s nor­ ing on the Burlington Northern with 90 or mally assigned to U.S.-bound trains . As a eN Shorts more cars. This is a big improvement from result, CN 2400-series C40-8Ms are now the 10- 20-car trains that were common dur­ frequent visitors to the DW&P and have At the beginning of 1993, CN had about ing the first weeks of operation. TOFC traf­ made it to Chicago on several occasions. 550 serviceable cabooses, but this was fic, nonexistent when service began, has A few of the comfort cab GP40-2s and expected to be cut in half by the end of grown steadily. Train 340 was observed SD40-2s have also been spotted. February. Most of the remaining caboos­ passing through St. Paul on Feb. 27 with 42 es will be relegated to light-density lines cars of intermodal traffic on a 91-car train. and to trains that do a lot of en route Unit potash and sulfur trains are also DW&P Trains Renumbered work ...A derailment on the Caramat being handled to Chicago. Potash trains Sub east of Longlac, Onto on Feb. 4 result­ are numbered 760 (loads) and 761 (emp­ In early March, most DW&P manifest ed in the rerouting of two eastbound and ties) and sulfur trains are numbered 780 trains were renumbered. This is the first five westbound manifest freights via and 781. It is common for these trains to major train renumbering since the 1970s. DW&P, BN and GTW Feb. 5-7. Intermodal be identified as either advance or second Superior-Thunder Bay, Ont., trains 413 and and other high-priority traffic was de­ sections of 340 and 341 while on the BN 414 were renumbered 338 and 339, re­ toured over the CPo The eastbounds were between Superior and Chicago. Potash spectively. In the Superior-Winnipeg corri­ powered by CN SD40s, but several of the trains run sporadically, averaging one ev­ dor, northbound train 421 became 343, westbounds had a variety of GTW power ery two or three days. Sulfur trains are and 401 became 345. Southbound, train due to a shortage of CN units equipped running about twice per week. 406 is now 344, and the advance section of to lead in the U.S ....With the GP9 re­ 406, which is almost a daily operation, build program in full swing at the Atelier now gets its own number, 342. Winnipeg­ Montreal Facility, only 11 non-rebuilt CN North America Image Chicago trains 340 and 341 are the only GP9s are still operating on CN ...Older regular trains to keep their numbers. The 2400-2429-series Dash 8-40CWs are be­ The new CN North America paint scheme 300 series better reflects these trains' sta­ ing transferred from Montreal to Calder has finally started to appear south of the tus as inter-regional trains. The 400 series between January and March. They re­ Canadian border on a regular basis. Re­ on the CN are for intra-regional trains. quire modification at Moncton, as well as cent repaints include SD40 5214, which is wheel and seat changeouts at Montreal, assigned to international service, as well before heading west. as Grand Trunk Western SD40-2 5930. More Rationalization? The 5930 is the first GTW unit to receive the new image and it was promptly as­ A special joint task force has been signed to the Winnipeg-Chicago pool up­ formed by CN and CP Rail to study all op­ FRISCO BY FOGG on release from the paint shop at Battle tions for rationalizing their networks in 18" x 24". 600 Creek, Mich., in early March. Duluth, Win­ eastern North America. CN and CP have numbered nipeg & Pacific SD40 5907 is now at Battle each asked a senior executive to report prints. Only Creek for mechanical work and it will be by mid-year on ways of sharing facilities $20 ea. plus $3 the first DW&P unit to be repainted into and eliminating duplication of services shipping. Send the new image. east of Winnipeg and Thunder Bay, Onto 3-stamp LSSAE Implementation of such a plan would for huge list of likely involve abandonment of the more­ prints DW&P Traffic Heavy northerly CN main line across northern RR Frisco Faster Ontario in favor of the CP route. For the 4-8-4Freight Traffic on the DW&P has been quite most part, the CN route is in better physi­ #4524 heavy during the first two months of cal condition with heavier rail, concrete Send check, VISA, 1993. In addition to an average of four ties and a superior track profile. Unfortu­ MC info 10: COME SEe us TRACKSIDE PRINTS & HOBBIES manifest trains in each direction per day, nately, CN runs through very remote ter­ AT THE NMRA P.O. BOX 690503, there have been many days where traffic CONVENTION, IN ritory and the line doesn't generate near­ VAllEY FORGE, PA. HOUSTON, TX 77269-0503 has been double that because of heavy ly as much local traffic as the CP route.

PACIFIC RAILNews . 15 TExT PHOTOGRAPHY WAYNE I. MONGER AND BY

Trona

rounding mountains created vast lakes in the enclosed ARai Short Line inlw Transitionay valleys every few thousand years. dry times, these huge lakes have evaporated, leavingIn thick layers of he geophysical forces that shape the West are salts, soda ash, potash and borax-minerals in great de­ generally considered to be an impediment to rail­ mand, and products that rely on railroads like the Trona roads, thrusting up mountain ranges to be for cheap transportation to distant customers. Tcrossed and eroding canyons to be bridged. On the oth­ er hand, some railroads-such as California's Trona 20-Mule Tealll Country Railway-owe their existence to the geologic and cli­ matic peculiarities of the West. For millions of years, The region surrounding Death Valley in Southern forces under the western United States have been slow­ California contains some of the world's largest deposits ly stretching apart the Earth's crust, creating the famil­ of evaporated minerals. Mining for borax, potash and iar basin-and-range topography between the Sierra soda ash (trona) began there in the 1860s. Gold and sil­ Nevada and Cascade ranges on the west and the Rocky ver mines to the north created a great demand for the Mountains on the east. The climate of the region has al­ borax products, but transporting large quantities of the ternated between long wet and dry periods dozens of refined materials was difficult. Starting in the 1870s, times. Rains washing dissolved minerals off the sur- transportation problems were solved somewhat by the

16. MAY 1993 Trona - An impure form of hydrous sodiulD carbonate (soda ash) with the chelDical forlDula Na2C03-NaHC03-2H20.

OPPOSITE PAGE: The paint on Trona's rebuilt "S040-2s" was already coated with a fine dust­ ing of soda ash as four of the newly acquired units worked the yard at Trona, Calif., on Jan. 27, 1993. In the background is 11,300 -foot Telescope Peak. LEFT: Forty-two­ year-old AS-616 No. 52 awaits its departure to new owner Johnston Terminal in Muskogee, Okla., as one of its re­ placements, S040-2 No. 3002, sits alongside at Trona's enginehouse on Jan. 29, 1993.

famed "20-mule-team" wagons that followed a 165-mile Colorado narrow gauge near Lone Pine placed the vast trail between Death Valley and the Southern Pacific mineral deposits in Searles Dry Lake closer to cheap Railroad at Mojave. Along this trail, just 35 miles south­ transportation. On March 12, 1913, the American Trona west of the lowest point in the U.S. (282 feet below sea Co. took steps to bridge the transportation gap by incor­ level), lies Searles Dry Lake bed, which has been called porating the Trona Railway. On Sept. 22, 1913, construc­ the richest deposit of diversified chemicals in the world. tion started to connect the American Trona plant with Identified as a vast mineral storehouse by John and the Jawbone line at Searles Station, 31 miles away and Dennis Searles in 1873, the lake bed has a less-hostile 1,600 feet higher in elevation. The railroad was com­ climate than Death Valley and lies at a modest elevation pleted in March 1914, but due to the normal summer of 1,660 feet above sea level. Between 1874 and 1898, shut-down (before air-conditioning), operations on the the Searles' San Bernardino Borax Mining Company Trona Railway did not start until Sept. 6, 1914. produced borax products in competition with the giant Pacific Coast Borax Company owned by "Borax" Smith. Baldwin-Powered Conveyor Belt 1898, Smith purchased the facility at Searles Dry InLake, shut it down and dismantled it. Since the early 1900s, demand for minerals found in From 1898 until 1912, mining at Searles Dry Lake Searles Dry Lake has increased exponentially. The com­ was attempted unsuccessfully by several small compa­ pounds are used to produce soaps and cleansers, nies whose efforts were stymied by the complexity of medicines, food preservatives, explosives, glass and the mineral compounds in the lake bed. In 1912, Amer­ ceramics, plastics, specialized steel and refined oil. ican Trona Company was started, determined to un­ Trona Railway, which started as a shortline operation ravel the mystery of how to economically produce to move refined trona and borax products to domestic large volumes of pure minerals from Searles Dry Lake. customers in boxcars, has become a heavy-duty main­ The federal government hoped the project could devel­ line conveyor belt moving tens of thousands of tons of op an alternative source of potash after Germany cut product per week for export through the ports of Los off the world's supply at the start of World War By Angeles and Long Beach. Unfortunately, the topogra­ 1915, the gamble paid off when the newly developed1. phy of the region that helped form the vast trona de­ "trona process" proved successful and the plant at posits also forces the railroad to employ a lot of muscle Trona expanded to produce thousands of tons of min­ to move its loaded trains. The mountainous main line eral compounds each month. runs for 10 level miles along the west side of Searles In March 1910 completion of SP's "Jawbone" line be­ Dry Lake, then climbs 1 to 2 percent grades for 21 miles tween Mojave and a connection with the ex-Carson & to the SP connection at Searles.

PACIFIC RAILNews 17 • From 1914 until 1949, Trona Railway relied on sec­ ond-hand steam locomotives for motive power. Then, in April 1949, Trona Railway entered the diesel era by taking delivery of two massive centercab 2,000 h.p. Baldwin DT-6-6-20s, Nos. 50 and 51. A single Baldwin­ Lima-Hamilton AS-616, No. 52, joined the roster in March 1954. With these three Baldwin diesels, Trona Railway was able to significantly increase train size to nearly 3,000 tons for the daily run to Searles. In 1960, a Baldwin AS-616-ex-SP 5249-joined the fleet, be­ coming Trona 53. The Baldwin-only era on the Trona came to an end in late 1973. At a time when the use of 50-ton boxcars was giving way to 100-ton covered hoppers, Trona Railway owner Kerr-McGee Corporation was rapidly expanding markets for the products from Searles Dry Lake. With TOP: Four of Trona's S040-2s move to pick up a coal train traffic demands exceeding the capacity of the four ag­ brought into Searles, Calif., by Southern Pacific's Lone Pine ing Baldwins, Trona Railway signed an agreement with Local on Feb. 1, 1993, the first day the new power was used SP, allowing the use of SP road power all of the way to between Trona and Searles. ABOVE: Four of new units work Trona instead of swapping units at Searles. This al­ the south end of Trona yard on Jan. 29, 1993. OPPOSITE PAGE: lowed Trona Railway to move 4,000- to 8,000-ton trains Number 52 and No. 3003 rest at Trona's locomotive facilities. out of Trona each day, powered by four to eight big EMDs from SP. The two centercab DT-6-6-20s were sold to Peabody Coal in illinois. The two AS-616s were re­ two to three weekly coal trains from Utah and SP. The tained for switching the Argus and Westend facilities. increasing traffic, the three elderly AS-616s and an un­ the rnid-1970s, to further supplement switching mus­ reliable motive power supply from SP combined to un­ Incle, Kerr-McGee purchased two ex-SP Baldwin S-12s dermine operating efficiency. For the first time since and an ex-SP Alco RSD-12. One final Baldwin product the 1970s, the Baldwins were called upon to make an made it to the Trona Railway in 1984, much-traveled occasional trip to Searles with loaded trains . It was AS-616 Rayonier 14 from the abandoned Olympic Penin­ clear that changes were needed. sula operation; it became Trona 54. For years, Trona Railway management focused on the 31 miles of railroad to Searles. This changed in New Owner, New Direction 1992 when NACCO brought in new management with experience in the growing shortline industry. At the The 1990s have again been a time of change for same time, SP was making serious noise about selling Trona Railway. In 1990, Kerr-McGee sold the mineral off as many branch lines and secondary main lines as holdings , the processing plants and the railroad to possible. Trona management recognized this as a North American Chemical Corp. Before transferring prime opportunity to improve its pOSition in the trans­ the property, Kerr-McGee donated the two S-12s to Or­ portation business and expand beyond the SP inter­ ange Empire Railway Museum at Perris, Calif. About change at Searles. this time, a massive cogeneration power plant was The first sign of impending changes was the deliv­ placed on line at the Argus facility at Trona, fed by ery of six maroon-and-silver "SD40-2s" during the first

18. MAY 1993 week of January 1993 and the final retirement of the AS-616s one week later. The six EMDs, Trona 3001- LONE PINE 3006, are actually ex-Santa Fe SD45-2s owned by Helm Financial Services and completely rebuilt to SD40-2 standards (turbocharged V- 16 645s instead of tur­ bocharged V-20 645s) by Atelier Montreal Facilities (AMF) in Canada. Meanwhile, Johnson Terminal Com­ pany of Muskogee, Okla., purchased the two opera­ tional AS-616s 52 and 54, non-operational AS-616 53, enough rare spare parts to keep these locomotives healthy for another 20 years and a shop full of special­ ized tools for a very reasonable $65,000. Terms of the lease contract kept the new units idle during January, but on the morning of Feb. 1, 1993, four of the new EMDs departed Trona for Searles with 45 loads and a very dead Alco RSD-12 heading for scrap at Mojave. At 3 p.m., the Trona crew and the SP's Lone Pine Local crew swapped trains but not motive power at Searles for the first time in years. With the Trona crew in command of its own power, the flashy EMDs were soon howling downgrade toward home at the head end of 9,000 tons of steel, aluminum and Utah coal. Two weeks later, Trona 54 became the first AS-616 to leave the rails of the Trona Railway.

To Mojave ...and Beyond?

The near-daily exchange of trains at Searles will not last many more months-if Trona Railway gets what it TRONA wants. Personnel at Trona are open about the fact that they are trying to purchase the entire Lone Pine Branch LITTLE LAKE RAILWAY from SP. Management not only desires the 52 miles be­ tween Searles and Mojave, but also wishes to purchase the 70 miles of existing railroad north from Searles to just south of of Lone Pine. This portion of the Jawbone has been out of service since it was cannibalized by SP after the Searles Tunnel fire in late 1980. More than 90 percent of the line is still intact, but rails and ties have been removed from several places. In 1982, the ICC de­ clared that SP had improperly abandoned the line and that it must remain intact for 10 to 15 years to allow de­ SEARLES velopment of mineral resources along now-dry Owens DRY LAKE Lake. With the prospects of a production facility being built at Owens Lake improving, Trona Railway wants to purchase and reopen this line. Additionally, Trona management is attempting to acquire a portion of the yard at Mojave and the 10-mile Oak Creek Branch to the Mojave Cement plant at Creal. its acquisition plans are successful, Trona Railway wouldIf require another 4 to 6 six-axle locomotives. Half of this additional power would have to be based at Mojave to move coal loads up and cement loads down the 2 per­ cent grades of the Oak Creek Branch and to serve as helpers on the loaded coal trains heading for Trona. Cur­ rently, SP uses six SDs on the head end and two on the rear to loaded coal trains up the 20 miles of 1.1 to 1.8 percentlift grades between Saltdale and Searles. Trona per­ sonnel have mentioned that more "SD40-2s "-or even an SD38-2 version-from AMF would suit their needs.

With parent North American Chemical's expanding LEGEND role in the global economy and with the revolution in shortline railroading, the "little" -- TRONA RAILWAY Trona Railway may not be such - SP LONE PINE BRANCH a little operation for much -- OTHER RAILROADS longer. Don't be surprised if the -- ROADS lessons learned in operating an (NOT ALL SHOWN) OAK C§) u.S. HIGHWAYS efficient mineral-hauling railroad CREEK STATE HIGHWAYS BRANCH @ result in a fleet of maroon-and­ silver locomotives fanning out to AT&SF--SANTA FE operate shortline railroads CREAL SP-SOUTHERN PACIFIC MAP BY TOM OANNEMAN TO LOS ANGELES across the vast West. PRN TO BARSTOW

PACIFIC RAILNews . 19

22 . MAY 1993 t he canyons of Meadow Valley Wash and Clover SD60 6016 winding eastbound through Boyd in 1986 Va lley have provided both a dramatic setting reflect the railroad's eventual success at establishing a and an operating challenge since the Salt Lake permanent alignment (below) , but the mountains Route's earliest days. 'When the Salt Lake Route was dut overshadow dle u'ain also serve as a reminder of completed in 1905, the original rails were built at how fr agile dlat arrangement 'Nith nature remains. what many considered an alarmingly short distance Spliced by the small railroad town of Caliente, the from the valley stream beds. The predictions of two canyons fo rm a dramatic backdrop fo r UP's flash floods rang true in the early mon ths of 1907, fre ight action. Widl a little hiking, spectacular views when extensive flooding in southern Nevada severe­ of trains can be fo und everywhere in the canyon. A ly damaged the LA&SL main line. good case in point is the image of SD40-2 3453 and The worst flooding, however, came during the early two SD60s crossing the road after exiting a tunnel at hours of New Ye ar's Day 1910, when winter snows and Boyd in July 1986 (main photo) . Caution should be a warm rain combined to fo rm a raging torrent. The exercised, though-it's not unknown to findyourself floods obliterated the Salt Lake Route in both canyons, sharing a photo vantage point with a rattlesnake! and even overtook a 42-car freigh t train west of On July 3, 1967, SD24 42 1 emerges from an un­ Caliente in Meadow Va lley Wash; when the waters sub­ usual Meadow Va lley Wash landmark: the only tun­ sided, only five cars and a caboose were left standing. nel in the area decorated with a Union Pacific shield Three alternate routes were considered before re­ (opposite top). By the late 1960s, the shield had be­ building, but LA&SL management ultimately decided come faded and worn, so a young railfan named on a new "high line" above the existing right-of-way, Hank Mills (who, unfortunately, died in 1980) took located eight to 12 fe et above the 1910 high-water it upon himself to repaint the logo. Using a rope to mark. The reconstruction paid off, and the line sur­ secure himself to the tunnel slope, he gave dle shield vived to become a modern main line. Scenes like a new coat of red-white-and-blue paint.

Meadow Va lley Vistas

PACIFIC RAllNews 23 • the case on July 21, 1962, as "Big Blow" turbine 25 Rainbow Canyons, waits in the hole at Moapa fo r an eastbound led by Rainbow Power SD24 418 (oppoite bottom) . The 8,500-horsepower set was part of a sudden appearance of turbines that lasted fo r fo ur months in mid-1962, with all three turbine ver the decades the Nevada main line has host­ classes running to East Yard in Los Angeles. ed almost every example of UP's once-varied The turbines were not successful on the LA&SL, moOtive power fleet, beginning in the early dieseliza­ however. The cold-blooded machines proved incom­ tion years with F7s and Alco FAs. The late 1950s and patible with the extremely hot temperatures and most of the 1960s saw SD24s and GP9s handling the slow speeds of the Salt Lake Route. Even more, their majority of through freights, as much of UP's exotic jet aircraft-l ike roar immediately proved unpopular power was turned at Ogden, Utah, and never with Southern California's expanding suburbs. Even­ reached LA&SL rails. tually the turbines were returned to their regular as­ Occasionally however, a General Electric U50-or signments on the Wyoming and Nebraska divisions. an even-less-common gas turbine-would make a sur­ While the 1970s brought about the fo rmation of the prise appearance on the Nevada main line. Such was huge SD40 and SD40-2 fleets, the LA&SL also hosted

24 . MAY 1993 some of the greatest motive power variety seen since Centennials, the stylish GP30 fleet was no less a match the line's dieselization. Rising u'affic levels resulted in a fo r the scenery of Meadow Va lley Wash, as evidenced decade-long invasion of nearly every model on the UP by UP 844. The infamous diesel tllat caused the tem­ syste m, including GP30s, GP35s, SD45s and the fa med porary renumbering of UP's famed is shown lead­ 4-8-4 fleetof twin-engine DD35s and DDA40X Centennials. ing an eastbound TOFC train tl1fough the impressive The 1969-built Centennials were an immediate suc­ cliffs at Boyd on July 5, 1975 (main photo) . cess on the LA&SL, quickly becoming a fixture on hot The GP30s and the Centennials are now just a u'ains like the VAN and LAX. ormally teamed in memory on tlle LA&SL, replaced in time by tlle more pairs, the 6,600-horsepower locomotives could be seen fuel efficientSD40-2 fleet. But as change continues on prowl ing the Nevada canyons daily, usually in the com­ the Salt Lake Route, the SD40s have recently been dis­ pany of one or two SD40-2s. On July 4, 1975, UP 6931 placed by yet a new generation of high tech power in East illustrates a typical consist as its two Centennials the fo rm of super cab SD60Ms and Dash 8-40Cs. In blast out of an extra-wide nmnel near Ema (top righ t) . any event, tlle canyons of Meadow Valley and Clover Rounding out the motive power picture on the Creek continue to rumble witll the sounds of yellow­ LA&SL were the mixed-bag lashups of single-engine and-gray locomotives, slugging it out against the Neva­ EMD power. While lacking the impressive size of the da grade as their predecessors have done fo r decades.

PACIFIC RAILNews 25 • Mail Train Memories

26 . MAY 1993 .- naccessibility had a lot to do with the scarcity of menu, and even accommodate a passenger looking railfans at Meadow Valley Wash throughout the for a hamburger in the early morning hours. years. Another fa ctor was that, at least since the By the end of the decade, time finally caught up 1940s, the Ci ty streamliners passed through there at with trains 5 and 6. The trains died in 1969 after UP night, a practice continued by Amtrak's Desert lost its mail contracts, their usual passenger consists Wind. The exceptions were UP trains 5 and 6, the un­ by then reduced to only two coaches. They made named Los Angeles-Council Bluffs , Iowa, mail u'ains their final appearance in the June 1969 timetable, introduced in 1955. outlived only by trains 103 and 104, the City of Los umber 6 was scheduled out of Las Ve gas during Angeles. However, the memories of Armour yellow the 1960s at 8: 10 a.m. Mountain Standard Time, and streamliners gliding through Meadow Valley Wash No. 5 arrived there at 8 p.m. In addition to the pho­ live on in the surrounding images. Train 6 10. tographic benefits, this schedule allowed a scenic day emerges from one of the oversize tunnels at Stine, trip on the train fro m Las Ve gas to Lund, Utah, and (opposite bottom) powered by the typical A-B-B con­ back, which this writer did three times. sist of E9s. A 1966 ride through the canyon was also Through the early 1960s, these u'ains had amaz­ captured on fi lm (opposite top) , as train No. 6 pass­ ing amen i ties: heavyweigh t coaches, ligh tweigh t es through Islen on New Ye ar's Day, led by E-unit sleepers, a fu ll diner (offering a $3.50 steak dinner) , 927. A dusting of snow provides a wintry setting fo r and a fu ll lounge. The ultimate consist ran on every the train as it fo llows Clover Va lley Wash in the re­ other u'ip in the summer of 1963. The lounge was a mote terrain between Caliente and Crestline. fu ll-length Milwaukee Road dome car, a marvelous In warmer days, E9A 914 leads its usual consist vantage point from which to ride through the over Meadow Va lley Wash at Farrier in March 1964 canyons and tunnels. All of this fo rmed a startling (above). Train No. 6 is just entering tile lower end of contrast with the spartan rider coaches on competi­ the wash to begin 100 miles of spectacular canyon tor Santa Fe's u'ains 7 and 8. scenery, fo llowed by a fast trip over the flat deserts of As with most passenger operations, these services southwestern Utah. For tile train's passengers, the u'ip began to erode during the mid-1960s. By the time of through Meadow Valley Wash was just beginning; fo r my final u'ip in 1966, the diner had been replaced by us, it's the end of a bl-ief, memory-filled tour of one of a lunch counter ...but it could still serve a fu ll the We st's most interesting main lines. PRN

PACIFIC RAILNews 27 • ng before the North JASON DAVIS ger train ran over the com­ American Free Trade pleted line from Virginia to IlAgreement (NAFTA) , Fort Francis, Ontario. Until Canadian National had a very high the extension to Duluth, Minn., was complet­ stake in a relatively small northern Minnesota ed on June 30, 1912, the Duluth, Missabe & railroad. What started out as a Northwoods Northern, predecessor of the Duluth, Missabe logging line, with its tracks winding through & Iron Range, provided running rights from the muskeg, has now become a high-speed, Virginia to Duluth. high-traffic and high-profit segment of CN To reach Duluth, Mackenzie and Mann in­ North America. corporated the Duluth, Winnipeg & Pacific Duluth, Winnipeg & Pacific has its roots in Railroad to build the line. In 1912, the DRL&W the Duluth, Virginia & Rainy Lake Railroad, was leased to DW&P Railway. It should be started in August 1901 to tap the rich timber noted that Canadian Northern (later Canadian stands surrounding Virginia, Minn. The line National) controlled the entire operation extended from Virginia north to Lake Junction through its ownership of a majority of DW&P's (now Britt) and from Lake Junction 15 miles capital stock. west to Sturgeon Lake. As the line continued the beginning, lumber from Virginia was In to make its way north, it soon caught the at­ the major commodity shipped to Duluth, where tention of Canadian railroad builders William it was loaded onto boats or interchanged with Mackenzie and Donald Mann, who bought the other railroads to be shipped throughout the DV&RL in 1905 and promptly changed its Midwest. Today, lumber still contributes to name to the Duluth, Rainy Lake & Winnipeg DW&P's operating revenue, but now all the Railway Company (DRL&W). wood products come from British Columbia On April 29, 1908, DRL&W's first passen- and other points in Canada as timber stands

around Virginia were depleted by the 1930s. Because it had overextended its empire, Canadian Northern fell under control of the Canadian Government Railway during World War I; today, successor Canadian National still remains under the control of the Canadian government. In 1971, Grand Trunk Corporation (GTC) was formed to control CN's assets in the Unit­ ed States, but now, because CN has tightened its financial belt and because of less-restric­ tive trade borders brought on by NAFTA, Grand Trunk Corp. has been eliminated and all CN-controlled railroads have been ab­ sorbed into CN North America.

Slow and Laborious

In 1972, the "Peg, " as DW&P is sometimes referred to, started upgrading its line to expe­

TO dite train movements. Welded rail was laid WINNIPEG, MAN. CN and thousands of tons of ballast were dumped, CANADA raising the railroad out of the muskeg that had RAINY RIVER played havoc with tonnage-heavy operations. UNITED STATES In 1975, it still took about 15 hours to move

11 a train 165 miles between Ranier, Minn., and West Duluth. Trains were brought off the CN FAllS JCT, at Duluth Junction, yarded and put through MD&W customs at Ranier and then sent to Virginia. At Virginia, trains were yarded, classified, re­ assembled, given a new crew and finally for­ warded to West Duluth, where they were again classified and sent to the Peg's various RANIER DETAIL interchange partners. The improvement in the MAP BY JASON DAVIS, ANDREW 5. NELSON AND Peg's physical plant allowed it to both abolish TOM DANNEMAN the crew change at Virginia and rip up most of that city's yard in 1976. This change alone slashed hours from over-the-line train times.

No More Duluth for DW&P

TO By the mid-1970s, the Minnesota Depart­ TWO HARBORS ment of Transportation (MDOT) and the Fed­ RAMSHAW eral Highway Administration (FHA) were ea­ PEARY WHITEFACE RIVER MP 62 ger to finish Interstate 35 into downtown Du­ luth. There was one major drawback to this DWP plan-every railroad in the Twin Ports of Du­ ffliiq424 ··�m:w:mt. •• luth/Superior, Wis., interchanged traffic at Bridge Yard, which lay directly in the LEGEND path of the proposed freeway extension, DW&P RAILROAD From the time it entered Duluth in DW&P TRACKAGE RIGHTS OTHER RAILROADS 1912, DW&P had worked out of West ROADS Duluth Yard. This yard was connect­ It TA LKING DETECTORS ed with other lines in the Twin RIVERS DM&IR C, � INTERSTATE HIGHWAYS Ports via a massive timber and steel � u.s. HIGHWAYS � o LOUIS f<- � trestle that ran parallel to Cody Av­ OV� 6�� I\)f<- � STATE HIGHWAYS @ "JY.ER1 �Oi-� c,�V� enue. Once off this trestle, DW&P trackage ran COUNTY HIGHWAYS TO 0� TWIN CITIES . � through West Duluth to its connection with BN DM&IR@ -OULUTH, MISSASE & IRON RANGE 'I WISCONSIN TO aN-BURLINGTON NORTHERN GORDON near Missabe Junction and then into Bridge C&NW-CHICAGO & NORTH WESTERN 1 � (OUT OF SERVICE) we-WISCONSIN CENTRAL 1SMINNT.ESOTA i Yard at the foot of downtown Duluth. This T eN-CANADIAN NATIONAL i TWIN TIEsl MO&W-MINNESOTA, DAKOTA & WESTERN GRANDg FORKS stretch of track saw nearly constant action as N MAP NOT TO SCALE i

30 . MAY 1993 long cuts of cars were shuttled from West Du­ luth to Bridge Yard. In 1984 all of this changed when Bridge Yard was dismantled and replaced by 1-35. DW&P's trestlework and trackage to Nopem­ ing, milepost 10.5, were sold to the City of Du­ luth and the State of Minnesota, respectively, severing West Duluth Yard from its connec­ tions. The wooden trestlework in West Duluth remained until 1987, when it was demolished by the city; West Duluth Yard is now a vacant, brush-covered strip of land, with tracks still in place, slowly reverting back to nature. With the dismantling of Bridge Yard, there was a coinciding exodus of railroads from Duluth, as Burlington Northern, Soo (and Milwaukee Road until 1986) and Chicago & North West­ ern operations were greatly curtailed. The FHA provided funds for the Peg to relo­ cate its Twin Ports facilities to a marshy piece of land south of Superior known as Pokegama. Until 1976, BN's ex-Northern Pacific line to Carlton, Minn., had crossed Missabe's Inter­ state Branch here, but at the time it was just an unobtrusive spot on a seldom-used branch line. All of that soon changed. Needless to say, DW&P was glad to abandon the la-mile, 1.5 percent-climb out of its small West Duluth Yard in favor of a new, federally financed 2.2- mile-long facihlty at Pokegama.

Enter the Missabe

Duluth, Missabe & Iron Range agreed to grant DW&P trackage rights from Nopeming Junction, Minn., to South Itasca, Wis., so the Peg could reach both its new Pokegama Yard (known as "Pokey" to railroaders) and Twin Ports interchange partners. But some work had to done first. Before the Peg became a tenant on Mis­ sabe's Spirit Lake/Interstate Branch, the line saw on average only two or three trains per week ; but wiih the Peg and rearrangement of DW&P transfers run daily to BN's 28th LEFT: For years Aleo RS-l l s interchange patterns in the Twin Ports, it had Street Yard, Soo's Stinson Yard and pulled DW&P freights between to handle up to 20 trains per day. (For more Duluth and Ranier. Here RS-ll WC/C&NW's South Itasca Yard. C&NW does information on this reborn line, refer to the 3604 leads a northbound past not have a terminating agreement with its the Ranier depot on April 4, article in the June 1992 PRN.) crews, therefore all C&NW-bound traffic must 1976. ABOVE: RS-ll 3607 Missabe responded to the traffic increase be either run directly through to South I, or works over the trestle linking by installing (GTC from Nopeming Junction on the Peg's West Duluth Ya rd moved on transfers after being sorted at with Bridge Ya rd in Duluth. It's the Spirit Lake Branch to North Peyton on the Pokegama. Consequently, C&NW's South Itas­ May 7, 1981, and No. 3607 will Interstate Brkch, and 132-pound welded rail ca Yard can be one of the busiest locations in soon be transferred to the from Nope ng Junction to South Itasca Central Vermont. Both photos, mli the area with C&NW, DM&IR and DW&P ex­ ("South I" to ailroaders). Steve Glischinski changing tonnage on a regular basis. BN, Soo and Wisconsin Central all have DW8r.P's New Base: Pokegama Yard agreements allowing crews to run into and out of Pokegama Yard. This arrangement al­ Operations out of Pokegama are much dif­ lows most southbound Peg freights to termi­ ferent than operations out of West Duluth, but nate at Pokey, leaving the rest of the work to the Peg is busier than ever and transfer runs the respective connecting road. are active in and around Superior. Unit trains of potash, molten sulfur, grain or

PACIFIC RAILNews 31 • lumber are not yarded at Pokegama and often Pokegama, operating on a one-day-out and do not even stop, running directly to the their back-the-next basis. Most doublestack traffic DWP connecting carrier's yard. After dropping off out of International Falls is now handled on ·'dI19424 ··�@.:mt. their train, units run light back to Pokey. Pre­ trains 340/341, so 893/894 hauls mostly Min­ blocking trains at Winnipeg cuts down on nesota, Dakota & Western boxcars. Unfortu­ switching southbounds at Pokegama, nately, this train is a nocturnal visitor to the allowing the three daily yard jobs to focus Peg but can sometimes be seen at Interna­ mostly on assembling northbound trains and tional Falls in daylight hours. running transfers. The next northbound out is local 339, leav­ ing Pokegama sometime after 6 a.m. This is a Peg Freights relatively easy train to chase since it does all of the switching between Pokegama and As it stands now, DW&P has three sched­ Ranier. The only other northbound scheduled uled trains running each way per day, but to depart Pokey in daylight hours is No. 343, this is the bare minimum and it is likely that usually leaving just after 4 p.m. This train at least two more trains travel the line in the mostly consists of autoracks from the Twin course of a day. Cities. Other northbounds that show up on The first train out of Pokegama is No. 341, the Peg on a regular basis are 761 (potash one of CN's new run-throughs over the BN. empties), 781 (BN empty sulfur), and 779 This train consists of doublestacks bound for RS-11 s 3605 and 3614 pose at (C&NW empty sulfur). West Duluth on Sept. 10, 1977. the Boise-Cascade plant at International Falls, Scheduled southbounds are No. 444, out of One of the peculiar spotting Minn., and other points west on CN. Its coun­ Ranier at approximately 10 p.m., 344 at 7 a.m. features on these locomotives terpart, No. 340 changes crews at Pokey about and 338 at 8 p.m. Don't lose heart over these was the Canadian version of the General Steel Castings midnight, and heads straight onto the BN via departure times, though, because this sched­ type B truck. Peg units also the Milwaukee Connection at Saunders, Wis., ule is not strongly adhered to and it only guar­ lacked the notchless hood south of Superior. antees that these trains will run. Other south­ peaks found on MLW-built The other two trains to and from BN are bound trains include 760 (potash), 780 (BN units, even though they were built for a Canadian-owned symbols 893/894. This pair has trackage sulfur) and 778 (CN&W sulfur). Unit trains railroad. Steve Glischinski rights between International Falls and usually run straight through Pokey and termi- nate at either BN's 28th Street Yard or C&NWIWC South Itasca Yard.

RS-11s to SD40s

By 1956, the steam-powered DW&P was ready for diesels. After dabbling with a vari­ ety of demonstrators sent down from CN, the Peg purchased 15 Alco RS-1 1s, numbered 3600-3614. These units were equipped with dynamic brakes, and for long hood-forward operation. The RS-11s served the Peg and sis­ ter road Central Vermont for more than 40 years in a variety of paint schemes. In 1967, 3609-3614 were reassigned to CV, but this as­ signment lasted only one year and they were returned to the Peg with a new paint scheme and lettering. In the early 1970s, 10 RS-11s were again transferred to CV, this time never to return, resulting in an interesting motive power swap between the three railroads of the Grand Trunk System. CV transferred 10 of went to CV, which sent GP9s 4450, 4549 and TOP: DW&P's wayfreight, train 313, works northward through its GP9s to Grand Trunk Western, which in 4923 to the GTW, which then sent GP38-2s the Minnesota muskeg at Shel­ turn shipped eight of its own SD40s to 5850-5853 to the Peg. ton Junction on Sept. 21, 1991. It DW&P. These units were built at La Grange This swapping continues today among the is not a common occurrence to for GTW in 1966 and were numbered 5902- former GTC railroads. The GP38-2s sent in catch a pure-DW&P lash-up of more than three units. Steve 5912, the same numbers they carry today on 1983 have since left the Peg, but in 1992 GTW Glischinski ABOVE: Three SD40s the Peg. GP38s 5726 and 5727 were assigned to lead a southbound Peg freight, The five remaining Alcos, 3606, 3607, 3608 DW&P, as SD40s were not necessary for Twin including BN America contain­ ers from Boise Cascade in Inter­ (with a home-chopped short hood), 3610 and Ports transfer service. national Falls, through Central 3613 lasted until early 1983 when another CN power is prevalent on the Peg, usually Lakes at the 50 mph limit on July three-way power transfer occurred. The Alcos homogeneous SD40s, though SD40s from 19, 1991. Dwayne Litzenberger

PACIFIC RAILNews 33 • DWP .,Htil'424 ··�m,.@t.

TOP: DW&P and CN 5D40s await their call at Pokegama Ya rd. A.S. Nelson RIGHT:INTERURBAN R5- PRESS:1 1 s 3606/3608 work West Duluth Ya rd on Feb. 23, 1983, as CN 5D40 5023 idles nearby. Dave Schauer

GTW will occasionally show up. All heavy easily detected. RCBS is in effect from shop work for the Peg is done off property at Nopeming Junction to Shelton Junction and the Grand Trunk shops in Michigan. then from Minorca Junction to Ranier. South of Nopeming the Peg runs over the CTC-con­ Dispatching trolled DM&IR to South Itasca, handled by DM&IR's South Dispatcher in Keenan, Minn. Duluth, Winnipeg & Pacific switched from The other stretch of CTC-controlled trackage train orders to Radio Controlled Block System is between Shelton and Minorca Junction, (RCBS) in 1980. This system was the forerun­ controlled by the DW&P dispatcher at ner of the Track Warrant Control (TWC) used Pokegama. by many railroads today. The system was When a train is ready to leave northbound computerized in 1987, bettering running time from Pokegama Yard, the engineer must raise over the line. the Missabe dispatcher to receive authority to Using a scanner, train locations can be run from North Pokegama to Nopeming Junc-

34 . MAY 1993 tion. The next call goes to the DW&P dispatch­ bound nears Minorca Junction, the crew calls ABOVE: 5040 5908 teams up er, who gives the train an RCBS clearance to the dispatcher for another clearance. Often with BN 5040-2 8162 on a south­ bound Peg transfer, bound for proceed north, giving a train authority to pro­ the dispatcher holds a train at Virginia, even if either the 500 or C&NW, at ceed either to a siding, in the case of a meet, it involves a long wait, permitting crews to Saunders, Wis., in July 1990. or to Shelton Junction if traffic is light. take a meal break. Mike Cleary Typical meeting places between Pokegama Southbounds use the same process as and Shelton are Steelton (on the Missabe), northbounds, except clearances are given at Simar, Shaw and Peary. There is a controlled Ranier and Shelton Junction. Southbounds siding at Virginia on the CTC section between usually call the Missabe South Dispatcher just Shelton and Minorca Junction, where meets after leaving Simar for clearance between between DW&P manifests and DM&IR ore ex­ Nopeming Junction and North Pokegama or tras are likely. South Itasca. Depending on traffic, a train can Continuing north from Minorca, there are be in at every siding or it can go non-stop be­ sidings at Haley and Ash Lake. As a north- tween Pokegama and Ranier.

PACIFIC RAILNews 35 • Tough Chase ginia, where the Peg crosses the highway on A a rustic wooden trestle. DWP If you spend a day or two photographing the It is possible to pace a train intermittently ·,t1li1)4m ,·�Wnw@i. Peg, remember that it's not the easiest railroad along U.S. 53 from Orr north past Ash Lake and to follow, but it is well worth the challenge. then again from Ray to Ericsburg. This stretch Starting on the south end of the railroad, the of track can provide some nice photo locations stretch between South I and Nopeming Junc­ and the only chance to really pace the Peg. tion on the DM&IR offers several very good North of the overpass at Ray, there are some photo locations. North of Nopeming Junction, good places to use a long lens as there are chasing becomes trickier and, as track speed is quite a few dips and hills on this tangent. 50 mph, you are lucky to shoot a train once ev­ ery 40 miles or so, though it is possible to shoot trains on Steelton Hill, then again at Munger. Overall, it's better to find a few nice spots on RIGHT: On Aug. 1, 1992, two which to focus your energies for the day. GTW GP38-2s, heading to There are three spots on the DW&P where Pokegama after a transfer run to C&NW at Itasca, pass Escanaba the main crosses the Missabe, offering photo & Lake Superior Baldwin RS- 12 opportunities for both railroads. The first is 300 at Saunders, awaiting pick­ Munger, right off of u.S. 2 where the Peg up by WC after being used by Lake Superior Museum of Trans­ bridges DM&IR's Missabe Division main. The portation. Dave Schauer second is Ramshaw where the Peg crosses BELOW: DW&P train 406 rolls DM&IR's line from Two Harbors at grade. The through Nopeming Junction on third is Shelton Junction where DM&IR uses Aug. 15, 1992. Normally, Peg freights use the track in the fore­ the DW&P to Minorca Junction. ground, but since DW&P was Other good shots along the DW&P are at doing bridge work on it's own SH 194 just north of Simar, u.S. 53 at both line, trains were detoured over Twig and Central Lakes, U.S. 169 in Virginia the DM&IR between Virginia and the junction. Greg Sieren and U.S. 53 again at Orr, Ray, and north of Vir-

36 . MAY 1993 There isn't much at Ranier except for the For a 165-mile-long railroad, DW&P ranks Two ex-Rock Island GP38-2s roll a northbound transfer over depot and the drawbridge spanning the Rainy high in tonnage hauled. In 1991, the Peg re­ Missabe's Nemadji River bridge River. This is a rather impressive bridge, so if ceived 92,953 loads from CN at Ranier but only just east of Saunders on Nov. you miss a train coming into Ranier, don't delivered 14,441 northbound loads. Trailing 17, 1984. This once lightly trav­ worry, it takes at least two hours for a train to CN by a long shot in carloads delivered is eled branch now sees as many as 20 movements per day from clear customs. C&NW with 7,440. Next in line would be BN BN, Soo, WC, DM&IR, C&NW Another point of interest in the Rainer area (6,231), MDW (5,968). Soo (718) and at the very and DW&P as the result of the is the 15-mile Minnesota, Dakota & Western. bottom both DM&IR (56) and Wisconsin Cen­ Peg's move from West Duluth to This short line exists for only one reason: to tral (52). It is interesting to note that while WC Pokegama in 1984. Mike Cleary work the Boise-Cascade plant at International interchanged just 52 carloads with DW&P in Falls. International Falls is probably one of the 1991, it had already delivered 1,552 carloads few locations where Alco S-2s pull dou­ between January and July 1992. This increase blestack containers. There is plenty of action can be attributed to WC's new-found ability to on the MD&W as cars are constantly shuffled solicit bridge traffic through the Twin Ports. between the plant, the yard, and the inter­ The 1980s and 1990s have been good years change. MD&W interchanges with DW&P at for DW&P. While DW&P has reduced its work­ the south end of Ranier yard, but there is no force from more than 400 in 1976 to 160 in road to the interchange. The best bet for see­ 1992, it has steadily increased its carloadings ing the Alcos in action is in the MD&W yard and productivity. These years have been a that bisects International Falls in maze of time of change for DW&P, but there is a con­ trackage and roadway. sistency in this railroad rare in this age of abandonments and mergers. DW&P Boom? Control of the Peg has shifted back to Canada, reminiscent of the days when the Less than 1 percent of DW&P's traffic origi­ Canadian Government Railways controlled nates on-line. DW&P serves only nine on-line the railroad. With the effects of CN North industries and all of these industries, except America starting to surface, it will be interest­ for Potlatch at Cook and Boise-Cascade at ing to see where the Peg ends up in the next Ranier, receive only inbound loads. In few years. But with the completion of the essence, DW&P's sole source of income is Sarneac Tunnel at Port Huron, Mich., and oth­ bridge traffic, allowing DW&P to focus mainly er benefits drifting down from Canada, busi­ on getting trains from one end of the line to ness will likely increase, and the Peg's traffic the other as quickly as possible. compass will continue to point north. PRN

PACIFIC RAILNews 37 • ABOVE: KCS NW2 42 14 leads a cut of cars across the Big Blue Bypass in June 1987. Downtown K.C. is visible in the distance. Wayne Kuchinsky RIGHT: Burlington Northern 5040-2 7282 crosses the Missouri River on the ASB Bridge on Sept. 14, 1990, with a loaded coal train bound for the KCS. Mark Danneman

WAYNE KUCHINSKY

ack in the 1850s, the town of Kansas windfall, a bridging of the Missouri River the River Bluffs , stretches from west end of (it did not become Kansas City until was needed to connect the city with Knoche and Neff yards to the Hannibal 1880) was emerging as an economic Chicago and Eastern markets. A bill was Bridge. Packed in this narrow strip of land Bcenter-but "emerging" is a relative term in subsequently slipped through Congress to are several, easily accessed rail lines. Com­ a region where the largest city, St. Joseph, allow construction of the Hannibal Bridge. bine high traffic levels, surprisingly good had a population of 9,000. Kansas City's im­ When the bridge was completed in photographic backdrops, and the proximity portance can be traced back to Westport 1869, the economic future of Kansas City to both the East and West bottoms, and Landing, an unloading point for river traffic was secured. Rail construction moved to you have the recipe for a day full of trains. supplying Westport, at the time the princi­ the West Bottoms to take advantage of the Two factors helped shake the North End pal city in western part of the county. broad area of level land created by the out of its doldrums: Powder River Coal and The Civil War ravaged the area. Al­ confluence of the Kansas and Missouri the Union PacificlMissouri PacificlWestern though Confederate forces were routed rivers. The populace moved to the bluff Pacific merger. Power plants started to pop and chased into Arkansas, a number of tops overlooking the river to escape the up like dandelions along the lightly populat­ marauding bands plagued the area for floods, insects and river odors. As a result, ed Kansas City Southern, resulting in a traf­ years after the war. Among the despera­ the area east of the Hannibal Bridge-of­ fic explosion of Burlington Northern unit does was a gang led by Jesse and Frank ten known as the North End-went into a coal trains rolling off the ASB Bridge bound James. When the Missouri Pacific arrived century-long slumber. for Knoche Yard and the KCS. The addition in 1865, the James Gang soon began pil­ of through traffic generated by the laging passing trains. Out of a Slumber: Coal and a Merger merger added fuel to the comeback.UP/MPI During this time, the Boston backers of WPMeanwhile C&NW, backed by money, Hannibal & St. Joseph Railroad were buy­ The North End, bounded on the north muscled into the Wyoming coalUP picture, al­ ing Kansas City real estate. To produce a by the Missouri River and on the south by lowing to wrestle BNIMP Powder River UP

38 . MAY 1993 LEFT: Two ex-MoPac GP50s and an 5040-2 lead a UP freight toward Omaha on the Fall City City Sub in May 1987. In the background stands the ASB Bridge. Wayne Kuchinsky

coal contracts away from BN. Consequently, FRONT ST. the interchange of BN and UP traffic TO AIR through the North End slowed to trickle, UNE JG. though it still remains a daily occurrence. While the routings to UP's Neff Yard changed, the absorption of the Missouri­ Kansas-Texas by UP rerouted some coal BNINS traffic down BN's ex-Frisco line via MKT -- RAILROADS trackage rights. However, the opening of ROADS (NOT ALL SHOWN) Eastern markets to Wyoming coal promises � INTERSTATE HIGHWAYS to more than compensate for the lost traffic. KC5-KANSAS CITY SOUTHERN UP-U NION PACIFIC A footnote to UP/MIG merger was the BN-BURLINGTON NORTHERN KCT-KA NSAS CITY TERMINAL transfer of MKT's haulage agreement from NS NORFOLK SOUTHERN Nebraska to KCS, and the resulting trains can be seen passing through the North End.

Around the North End

The staple in the North End is UP's track­ age between Neff and Armstrong yards. Be­ ues upgrade to its customers on top of the cause this line is the main thread that ties bluff, including the one remaining freight the and the former MP together, it sees a receiver in the old Garment District. At lot ofUP through traffic and a number of trans­ one time, KCS had its own trackage to the fer runs between the two big yards. West Bottoms and Kansas City, Kan. This GOing from west to east, the UP enters route has been severed in several places the area with three tracks. The two most and KCS now uses UP rails to reach the southerly tracks are from Armstrong Yard, Kansas City Terminal and points across while the third track is from the ex-MP the Kansas River. -- UP TRACKACE Falls City Subdivision from Omaha. Under __ ROADS the approaches to the new Heart of Ameri­ Photography on the North End (NOT ALL SHOWN) ca Bridge, the line splits into two double­ track lines. The northerly pair heads into A number of locations in the North End the heart of Neff Yard, while the two have scenic urban backdrops. On the lead taking this route, you cross the KCS line southerly tracks are part of the Big Blue track to the west end of Knoche Yard, from ASB Bridge, the trackage used by Bypass. Trains headed toward Paola and along Front Street, the skyline of down­ KCS to access the junction and UP's those destined for Neff use the northerly town Kansas City rises majestically above trackage to Neff Yard. set, while trains destined for the Sedalia, eastbound trains. To the west, long sum­ Turning west onto First Street, you en­ Carthage or River subs use Big Blue, also mer days offer skyline shots of KCS switch­ counter the connector from ASB Bridge to known as the "Sheep Jump." ers working upgrade on their evening run the Big Blue Bypass, as well as the dou­ KCS accounts for the rest of the track­ to serve customers up on the bluff. ble-track bypass. First Street continues age in the North End. Leading from the ASB Bridge is a good backdrop for UP west, until it ducks under Grand Avenue. west end of Knoche Yard, a seeming over­ movements into Neff, as well as for trains After the intersection with Grand Av enue, abundance of tracks sets a collision course coming off the bridge. Another good photo First Street makes a left ; another left with the UP. Just before the UP is reached location is Grand Av enue Viaduct, offering takes you to the viaduct. at KCS Junction, a single pair of rails split views of both eastbound and westbound you chose to exit from 1-435, head east northwest for a rendezvous with the BN at traffic on the UP. Grand Avenue also leads on IfFront Street. After the intersection with ASB Bridge. This line carries transfer runs to the south end of ASB Bridge. From this Chouteau, Front Street runs along the north to and from BN and Norfolk Southern, as locale a telephoto view is available of edge of Knoche Yard. At Walrond, Front well as unit coal trains. The remaining KCS southbound movements across the bridge. Street veers sharply to the southwest. This trackage crosses both pairs of UP tracks, as To reach the North End, exit Inter­ marks the west limit of Knoche. The lead well as the UP connection from ASB state 35 or 1-435 at Front Street. If you tracks to Neff can be accessed by turning Bridge, resulting in a maze-like junction. take the 1-35 exit, head west under 1-35 off of Front Street at Olive, or by turning After the interlocking, the KCS contin- and then north on Lydia to First Street. In east on First Avenue at Lydia. PRN

PACIFIC RAILNews 39 • ELSON RUSH NT A FE

er, it wouldn't have been Santa Fe's prob­ lem at all. The San Diego Subdivision in Orange County was to be conveyed to area governments as part of the California line sale program on March 31.

SD45s to Wisconsin Central

Anticipating the arrival of its 60 new C40-8Ws, Santa Fe sold 22 rebuilt SD45s to Wisconsin Central during March: 5300- 5301, 5303-5308, 5310-5313, 5317, 5319- 5321, 5323 and 5405-5408. WC will also get Santa Fe 5318 as a parts source. Perhaps Santa Fe acted a little too soon, though. These units were still working hard in Santa Fe service at mid-month; the railroad had too much traffic to give them up, even though the agreed delivery date had passed. In another WC-related item, Santa Fe has put another burr under WC President Ed Burkhardt's saddle. Effective March 16, Santa Fe changed the cutoff for loading WC intermodal train 219 at Corwith Yard to 4 a.m.-even though the train doesn't depart until 10 p.m. The resulting 18-hour delay in handling trailers to Green Bay, just four hours away from Chicago by Coal has revitalized Santa Fe's Raton Pass line. On Jan. 12, 1993, a trio of 800-series GEs de­ highway, has WC officials fuming. scend the pass at Wooten, Colo., with 55 cars of Wisconsin-bound coal. The power (including three mid-train helpers) later returned to Raton for a second cut of cars. Robert R. Harmen Freight Service Changes freight cars bound for San Diego began ac­ Mudslide Stops San Diego Service cumulating at Barstow. A short life is predicted for Santa Fe's Santa Fe worked feverishly to complete newest Q-train, Kansas City-Dallas Just before midnight on Feb. 22, a mois­ a geological assessment of the situation, Q-KCDA, in light of the railroad's plans ture-swollen hillside overlooking Santa finished on March 1. Upon receiving the to pull out of Dallas by 1994. Q-KCDA be­ Fe's San Diego Sub north of San Clemente assessment the next day, the Coastal gan operating on Feb. 11, with a 3:30 gave way, with an avalanche of mud slid­ Commission granted the permit, and San­ a.m. departure from Argentine Tuesdays ing westward blocking the track. The ta Fe began round-the-clock work on the through Fridays and a 10:15 p.m. arrival mudslide also took five houses with it. new retaining wall on March 3. Using an at East Dallas. The train handles UPS During the night, more dirt and debris slid auger, not a pile driver, to dig the holes, and other intermodal traffic for Okla­ down the hillside until the track was cov­ the construction crew began building the homa City, Dallas and Fort Worth, with ered with an 18-foot-deep ridge of mud new 300-foot long, 20-foot-high wall. the last destination served by connecting 400- to 500-feet long. Front-end loaders then carted the mud off train Q-GATE (Gainesville-Temple, What happened afterward was an al­ the tracks. Finally, at 11: 55 p.rn. on March Texas). Northbound service is provided most comical example of the intergovern­ 9, 15 days after the mudslide, the San by Dallas-Kansas City train 583, which mental paralysis afflicting California today. Diego Subdivision returned to service. began operating in November 1992. The hillside was in San Clemente, but the On Feb. 26, Oso Creek, which parallels The 963 train formerly operated four tracks below were in Dana Point, a differ­ the Santa Fe north of San Juan Capistrano, days a week from Richmond to Kansas ent suburb. Santa Fe had geologists and eroded the roadbed in several locations, City, hauling empty J.B. Hunt trailers and engineering forces on the site immediately forcing both Santa Fe and Amtrak to cut perishable loads in MTC (refrigerator) to assess the situation, clear the mud and service back to Irvine. Much of the dirt re­ cars, with the train originating on Satur­ get the railroad back in service, but the two moved from the San Clemente slide was days continuing to Chicago as the 961. Ef­ cities couldn't agree on what to do. San trucked north to shore up a bridge over fective Jan. 22, the 961 train became a Clemente, afraid Santa Fe's planned con­ the creek. This work was completed by five-day-per-week operation and the 963 struction of a new retaining wall with a pile the time the construction crew completed was discontinued. driver would cause more mud, and houses, the new San Clemente retaining wall. We now have more detailed information to slide down the unstable hillside, pleaded March 10 proved to be the busiest day on new Chicago-Los Angeles vehicle trains with the company not to do anything. San­ on the San Diego Subdivision for freight V-CHLA and V-LACH. V-CHLA originates ta Fe backed down, concerned that it traffic since at least World War II. To at Belt Railway's Clearing Yard at 6:30 would be liable if more houses toppled off move the cars that had stacked up during p.rn. daily except Mondays, hauling autos the hill. The company also discovered that the embargo, Santa Fe operated eight for Amarillo, Texas, Belen, N.M., Phoenix, it had to obtain a permit from the California freight trains to and from San Diego in the Ariz., San Bernardino, Calif. , La Mirada, Coastal Commission before it could build first 24 hours after the line returned to Calif. , and San Diego (the Phoenix block is the new wall. service. Most of these trains ran as extra dropped at Clovis, N.M.). The train fre­ Meanwhile, the San Diego Subdivision turns out of Barstow. quently runs in two sections because of was embargoed, so Amtrak bused passen­ The irony of the situation was that, if heavy loadings. V-CHLA runs on a fairly gers south of San Juan Capistrano, and the mudslide had occurred six weeks lat- leisurely 61-hour, 30-minute-schedule, set-

40 . MAY 1993 ting out its La Mirada cars at 4:20 a.m. the tralized at Topeka by June 10, while agen­ third day out before the power runs light cy functions should be moved by mid­ over to Hobart Yard. The V-CHLA schedule November. Santa Fe plans to transfer a to­ be.c.am.e effective on Dec. 16. tal of 183 employees to Schaumburg and V-LACH leaves L.A. at 10 p.m. Satur­ 449 to Topeka and Kansas City. days-Wednesdays, picking up autoracks (some filled with used cars going east) at La Mirada, Barstow, Winslow and Belen. It de­ Fairmont Collision Claims Life livers some to Norfolk Southern at Kansas City (arrival is 3:50 p.m.) and the rest to Fog covered northwestern Oklahoma after BRC. V-LACH began running on Jan. 7. midnight on Feb. 21 as a 78-car Houston­ bound Santa Fe grain train, operating on PRESENTS the Enid Subdivision, approached the Divisions-Back to the Future crossing with Burlington Northern's line between Tulsa and Avard at Fairmont. THOMAS, PERCY & Once upon a time-before 1986-Santa Fe Fireman Randy Mann was at the throttle as was divided into a dozen or more divi­ the conductor and engineer tried to get the THE DRAGON AND sions, headed by superintendents. The di­ train's second unit restarted. Unfortunately, visions were grouped into "grand divi­ the grain train rolled right through the sig­ OTHER STORIES sions, " supervised by general managers, nalfor the interlocking, which was red. The eighth and latest who in turn reported to the VP-operations. Up ahead, BN train 01-175-19, the con­ in the Thomas the Tank In 1989, Santa Fe eliminated the gener­ nection with Santa Fe Q-BHLA. was ap­ Engine series! Come al managers and consolidated its divisions proaching the crossing at 40 mph powered along with Thomas, by Santa Fe SD45-2 5861 and F45 5961. into six regions, then reducing the number Percy and the gang The grain train rolled over the diamond of regions to four again in 1990. The com­ on the island of and was struck by BN 175. The collision pany leased new office buildings in Eu­ Sodor. Ride with less, Texas, Albuquerque, N.M., and San claimed Mann's life and injured another Percy when he Bernardino as headquarters for three of AT&SF crewman and one person on the sees a dragon; the regions, and built computerized re­ BN train. Santa Fe SD45 5343 and SD40-2 watch what hap­ gional operating centers at each location 5098 were derailed and damaged, along pens when James for the region's dispatchers. with the 5861 and a number of freight cars. lands in an em­ Management changed positions again The 5343 is expected to be retired, but the barrassing situa­ in 1992, eliminating the regions and con­ other two units should return to service. tion; Donald and solidating all dispatching at Schaumburg, The derailment closed BN's line until Douglas come to and agency work at Topeka, Kan. As a equipment was cleared and the track re­ Henry's rescue, and some result,Ill., the fancy regional offices are being stored on Feb. 22. BN detoured its Av ard silly freight cars cause confusion for Bill and vacated in 1993, as Schaumburg and run-throughs with Santa Fe via its lines Ben. VHS only. In stock now and ready to ship. Topeka expand (see below). through Amarillo and Oklahoma City. The 37 Minutes #m-DRAGON $ 12.95 That decision, however, created a void Enid Sub was also out of service while re­ in management's ranks . It's awkward to pairs were made. * * * * * * send someone out from Schaumburg every DON'T FORGET THESE OTHER GREAT time a safety meeting is held at Phoenix or THOMAS THE TANK VIDEOS... an investigation is conducted at Houston. Chico Chatter AND Accordingly, Santa Fe announced on THOMASMINUTES GETS BUMPED#m-BUMP OTHER STORIES Those leased ex-Santa Fe C30-7s from GE's 40 $12.95 March 9 that it would divide the railroad AND lease fleet are a blast from the past, espe­ into 15 "operating superintendents' terri­ TRUSTMINUTES THOMAS OTHER#m-TRUST STORIES cially the ones painted in the otherwise-ex­ 40 $12.95 tories" that look suspiciously like the old AND tinct (on Santa Fe) SPSF red-and-yellow. divisions, if you ignore all the branch lines THOMASMINUTES GETS TRICKED#m-TRICK OTHER STORIES Sample sightings include "Kodachrome " 40 $12.95 that have been sold. AND No. 8146 supporting SD40-2 5032 on the JAMESMINUTES LEARNS A LESSON#m-LEARN OTHER STORIES 851 train on March 1 and "Kodachrome" 40 $12.95 AND Centralization Update No. 8141 on the 344 train on March 3. TENDERSMINUTES TURNTABLES#m-TE &NDER OTHER STORIES Santa Fe's stucco depot at Alva, Okla., 40 $12.95 The Schaumburg and Topeka office build­ was torn down by a contractor on March 2. THOMASMINUTES BREAKS THE RULES#m-BREAK & OTHER STORIES ings are readied for centralized dispatch­ Santa Fe had donated the depot to the town 40 $12.95 AND ing, crew calling and agency offices sched­ earlier. Farther west at Shattuck, Okla., the BETTERMINUTESLATE THAN NEVER#m-LATE OTHER STORIES uled to open later in 1993. At Schaumburg, Santa Fe station was purchased by a local 40 $12.95 Santa Fe is leasing two additional floors to lumber yard, which cut it in half and moved * * * * * * house the Combined System Operating it off railroad property during 1992. Check or Money Order Center. At Topeka, space for the system The United Transportation Union and Visa/MasterCard VHS Only crew management and timekeeping office the Transportation Communication Inter­ Please add shipping per order, plus as well as the Customer Quality and Sup­ national Union have asked the ICC to re­ for each additional$4.00 tape. Canadian customers$1.00 port office is being readied. voke the exemption from regulation that add shipping per order, plus for As of February, Santa Fe planned to permitted the Central Kansas sale to pro­ each $5.00additional tape. Calif. residents$1 please.00 open the Schaumburg CSOC on May 1. ceed. The unions take the position that add sales tax. All other foreign customers The Eastern Region dispatchers are since CK is controlled by Broe Corp., which add 6.25% per tape. $10.00 scheduled to move to Schaumburg on controls other carriers, labor protection Order Line: June 1, with dispatchers from the South­ should have been imposed. According to ern, Central and Western regions slated to the unions, 40 members could be affected 800-950-9333 follow on July 20, Aug. 20 and Sept. 20, re­ by the sale. There isn't much chance the 24 Hours A Day FAX 818-793-3797 spectively. Also in August, Santa Fe will ICC will force Santa Fe to buy the branch vacate its leased office space at Wood­ lines back, but it may require the parties to ridge (formerly Lemont). and move the protect affected employees under the re­ Carload Business Unit personnelIll., based cent Wisconsin Central precedent. there into the space at Schaumburg vacat­ Thanks to Jayhawk, Starpacer, O.R. ed by the SOC. Crew calling will be cen- Bixler, and SANTA FE RAILWAY NEWS. sr�� P.O. Box 949 1 1, Pasadena, CA 91109

CALL OR WRITE FOR FREE CA TALOG CP RAI L SYSTEM

when orders came to return the entire that CP may obtain four new SD70MAC International Doublestack Service Begins fleet to operation. Within a few weeks of demonstrators from GM in 1993. the restoration, an additional 12 units had More concrete plans will see CP reas­ The long-awaited start of CP System dou­ died and were sidelined. The remaining sign 12 of its Canadian-built GP38-2s from blestack service on the Soo Line began units worked mainline pools between the Canadian prairies to D&H later this the first week of March, with both inter­ Montreal and Windsor, Ont., as well as year, providing more-durable units for sec­ national and Sprint trains now hauling Toronto and Winnipeg. Early in February, ondary trains. It has also been reported well cars. Because of space limitations at a few of the big MLWs were being used that CP's satisfaction with leased GATK both Bensenville (Chicago) and Shoreham on international trains operating over the SD40-2s 2000-2009 may lead to their pur­ (Minneapolis). it was obvious that CP D&H, but the rash of failures caused CP to chase later in 1993. was looking at ways to increase capacity restrict the units to Canadian domestic Conversely, the PLM SD40s will be gone on the former Milwaukee Road Sprint Ser­ traffic whenever possible. shortly, perhaps leased to Grand Trunk vice corridor. To that end, both trains 421 With CP SD40/SD40-2s spread across Western. Shop plans call for the overhauling and 422 were noted with five-platform Canada and operating on certain interna­ and painting of the seven ex-KCS SD40-2s well equipment in consist during early tional trains over the Delaware & Hud­ obtained from Helm (670-676), followed by March. These trains are now starting to son and Soo, CP filled developing gaps the 11 ex-NS SD40-2s (3244-3254). which resemble competing BN Expediters , with by placing Soo's SD40s and SD40-2s in may be designated as permanent booster a full mix of single-car and articulated the 6400- and 6600-series back into the units because of their high short hoods. Ru­ units moving a mix of containers and Canadian pool. Some of Soo's SD60s have mors have also surfaced that CP may be in­ vans. The nationwide explosion of inter­ also been assigned to Canadian trains terested in the BN 6700-series SD40-2s re­ modal business has borne fruit for CPI when possible. cently returned to Helm by SP. Soo, with No. 421 now operating on a To fill the resulting void in the United In cleaning house of derelict units at nearly daily basis, often with over 80 States, Soo leased a colorful (and motley) Shoreham, Soo has sold long-reti.red GP9 platforms available for loading. fleet of EMD units from a variety of 409 to IBS scrappers in Peoria, while An unexpected surprise on March 6 sources. Eight SD40-2s have been obtained GP9 2413 and GP30 705 have beenIll. , spot­ was the operation of two fully loaded five­ from Helm, all former Milwaukee Road ted at Pielet Bros. in Chicago. platform well cars on the rear end of No. units, including the 6000, 6365-6370 and Despite the shortage of operable road 571 out of St. Paul. Twenty 40-foot marine 6388. From National Railway Equipment, units north of the border, CP's big EMDs containers were loaded on the stacks, ap­ three rebuilt SD40-2s were obtained, in­ continue to populate the Soo, with many parently bound for Vancouver, B.C. Until cluding ex-MP 3130, former Rio Grande 5500- and 5600-series units operating be­ sufficient volume is generated requiring a tunnel motor 5402 and ex-C&NW 6910. tween Montreal and Chicago during separate train, it appears that marine con­ These units are painted in various hues of February. tainers will move on trains 570 and 571 primer. From EMD, at least four of the ex­ between St. Paul and Vancouver. Norfolk & Western SD35s stored at Shore­ ham have been returned to active service, BN CATs Prowl the Soo including units 1542, 1554, 1555 and 1565. MLWs, Lease Units Ease Power Shortage This winter, an agreement was reached with BN to borrow all nine of its GP20Cs. A surge in carloadings prompted CP to fire Planning for the Future: SD70MACs? These Caterpillar-powered units, Nos. up as many of the stored six-axle MLWs as 2001-2009, will allow Soo to return a like would run, as well as SD40s and SD40-2s In addition to short-term power transfers number of its own GP38-2s to road ser­ in short-term storage. As of early 1993, CP and locomotive leases, CP is considering vice, where they are desperately needed. had 57 six-axle MLWs considered service­ long-term plans to improve the reliability The CATs are used on local and way­ able, although three never turned a wheel of its motive power fleet. It is reported freight assignments, where they can be

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"Desert Dinosaurs"

42 . MAY 1993 shut down between duties. In exchange BN CAT units 2004/2007/2003/2005 lead­ Austin moves via Iowa Northern at Nora CATs, Soo will provide BN with ing 70 cars out of St. Paul. Springs, Iowa. tQL.SD60/SD60Ms tb.e. for Portage-bound coal CP sources indicated that the railroad trains 8821883, as well as run-through would be significantly impacted should units on CP-originated potash trains Corporate Briefs: Dispatching Realigned the ICC allow UP to integrate C&NW into bound for destinations such as East St. its system. CP estimates that it would lose $ Louis, Ill., and Sioux City, Iowa. This may CP has realigned several Soo dispatching 6.8 million in revenue annually ... CP ap­ be a long term arrangement until BN ob­ districts coinciding with the relocation of pears to be poised for legal action over the tains enough new coal power (i.e. new D&H personnel to Milwaukee. The Glen­ operation of CN run-through trains over its SD70MACs) to meet its needs. wood-Noyes, Minn., district will now be trackage between St. Paul and Hastings, A few sample sightings of the bor­ handled by the Minnesota Dispatcher (for­ Minn. Although this is a joint trackage op­ rowed units include train 577 out of Min­ merly a Dakota territory), while the Mar­ eration with BN, there may be a fine legal neapolis on Feb. 28, with Soo SD60 6030 quette-Spencer, Iowa, district will now be distinction requiring adjudication and a leading EMD SD35s 1565 and 1542, SD10 part of the Iowa board (formerly the Min­ possible financial settlement ...CP plans 543 and SD40-2 6623. The BN CATs are nesota Dispatcher's domain). to spend over $4 million to relocate its commonly used on trains 216 and 217, par­ Speaking of operations in northern yard facilities in Muscatine, Iowa, most of ticularly on the Sunday 216 out of St. Paul, Iowa, Soo may reroute its Austin, Minn., this paid by government agencies. where extra units are carried for various traffic over the Cedar Valley Railroad be­ Thanks to Mike Cleary, Fred Hyde, "patrol" assignments on the River Divi­ tween Charles City and Lyle, Minn. Cur­ Mike Kiriazis, Dave Kroeger, Glenn Lee sion. A typical example on March 7 found rent business between Marquette and and TRAFFIC WORLD.

AMTR A K/PA SSENGER

state's goal of running 10 trains per day. Schedule Changes Improvements Southern Pacific officials are still angry San Joaquin that their route was not selected and are With exception of the extended Sunset Amtrak's four daily San Joaquins tend to not enthusiastic about cooperating with Limited to Miami, Amtrak's spring sched­ be overshadowed by other well-known Caltrans and Amtrak to add Stockton­ ule changes will be delayed until May 2. Amtrak California services such as the Sacramento and Bakersfield-Los Angeles As a cost saving measure, Amtrak will no San Diegans and Coast Starligh t. But, con­ service to the San Joaquin trains. longer publish a system timetable. In its siderable work is being done along the place, the Northeast and National time­ route, including new platforms at Fresno, table together provide information on all Hanford, Merced, Madera and Wasco. Amtrak Potpourri trains. On many routes, timetable supplies Most of these platforms have been rebuilt were exhausted by March, and stations to stand eight inches above the rail for Auto Train, Nos. 52-53, which normally were advised to share the supplies they easier access to trains. Stockton depot has runs with three locomotives, 18 passenger had with other stations that had run out. been repainted inside and out, and has cars and 28 auto carriers, handles hundreds While a number of changes to sched­ had its roof repaired. Planning and engi­ of passengers and their autos daily from ules that go into effect May 2 are minor neering work has been done on the new Virginia to Florida. Amtrak has in the plan­ adjustments (such as for the Coast Bakersfield station, with construction ex­ ning stages an Auto Train-like service on Starlight), a more significant change at pected to begin in early 1994 and comple­ the Southwest Chief route to include Chicago is that the westbound Lake tion by mid- 1995. Bakersfield will also see Williams, Ariz., and the Grand Canyon mar­ Sh ore Limited will no longer have a guar­ track reconstruction as part of the $6 mil­ ket. Williams has shown considerably more anteed connection with the westbound lion project. Repairs and exterior painting interest than nearby Flagstaff, and thus Empire Builder and California Zephyr. for the Riverbank station are expected to might greatly benefit from tourist dollars. Eastbound, though, the Zephyr operates be completed by June. Burlington Northern business cars 30 minutes earlier. Its on-time perfor­ PRN reported last month a cost esti­ Mississippi River, Deschutes River and mance is such that a connection with the mate of $57.2 million for Santa Fe track­ Kootenai River made a trip from Kansas Capitol Limited, due out 85 minutes after work in the San Joaquin Valley to improve City to Seattle and Portland, Ore., in early the Zephyr's Chicago arrival cannot be Amtrak service on the line. This figure re­ March, operating partly on BN freights guaranteed. This is expected to be a tem­ flected just the first phase, to prepare the and partly on Amtrak's Empire Builder, porary matter, to be adjusted with a later line for six trains per day. Just over $100 illinois Zephyr and Mount Rainier. The schedule change. million must be spent to achieve the cars were on the rear of NO. 7 from Min-

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PACIFIC RAILNews 43 • 80 pages­ MOSTLY COLOR!

The 1993 edition of the North American Light Rail Annual continues our tradition of total coverage and lavish use of color photographs, detailed maps and rosters, with authoritative updates on LRT systems in operation and under construction. Plus an expanded heritage trolley section and our exclusive 1993 User's Guide. You won't leave home without it!

Illustrated Feature Articles Include:

• New Systems: Dallas and Denver

• Developing Systems: Los Angeles

• Redeveloping Systems: San Francisco

• Pioneering System: Skokie Swift

• Technology: Looking toward the 21st Century

• Prairie Systems: Edmonton and Calgary

• System at the Crossroads: Boston Photos: Calgary (top) and Philadelphia Red Arrow (above), • Heritage Trolleys: What's in a Name? by Mac Sebree, Interurban Press.

User 's Guide edited by Richard Kunz. Other authors include A Special Issue: 0\ William Middleton, George Krambles, Van Wilkins, Julian Wo linskt}, Robert Willoughby Jones, Andrew D. Young and PA SSENGER TRA IN® Mac Sebree. JOURNAL

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INTERURBAN PRESS • P.O. Box 6128, Glendale, CA 91225 . FAX (8 18) 240-5436 neapolis to Spokane, Wash., on March 5-6, on March 18, killing the truck driver and regularly scheduled to operated to that No. 797 between Seattle and Portland on five motorists. The lead F40PH was point, including the Orange County Com­ March 8, and Portland to Seattle on March scorched by the fireball, while the diner muter train). There was considerable relief 9. The cars returned to their storage loca­ was totaled due to damage sustained when the line reopened March 8. This was tion at North Kansas City, leaving Seattle from the burning gas truck. possibly the longest closure the line has on BN train No. 20 on March 11. seen since the disastrous floods in 1893. the ailing motive power depart­ Santa Fe spent $350,000 to build a tem­ ment,In train No. 2, the Sunset Limited, San Diego Line Reopened porary retaining wall at the slide site, picked up Rio Grande SD40T-2 on March which is 300-feet long and 20-feet high. 3 at Yuma, Ariz ., to assist F40PHs 240/ As reported in PRN 353, the mud slides Trains were restricted to 20 mph past the 224 on a tardy NO. 3 into Los Angeles. that closed Santa Fe's San Diego line on slide area until the ground stabilized. The Heritage Fleet was reduced by Feb. 28 disrupted the commuting lives of Thanks to Ed Von Nordeck, BillFarmer, one Budd-built diner when the south­ many Southern Californians. Most south­ Eugen e Smolinsky, Hampton Hubbell, Larry bound Silver Star collided with a tanker bound San Diegans terminated at either Limonite, Norm Peterson and the National truck just north of Fort Lauderdale, Fla., Santa Ana or Irvine (the latter for trains Association ofRailroad Passengers.

IS CENTR AL

IC Gets More BN SD40-2s

Illinois Central acquired 17 former 6700- series Burlington Northern SD40-2s (units 6753-6764, 6766, 6768 to 6772) in January and February. The SD40-2s were deliv­ ered to the IC at Memphis, Tenn., by Southern Pacific. All 17 locomotives were forwarded to VMV at Paducah, Ky. , for additional repairs and upgrading before being put into service. VMV is not repainting the locomotives, so they will be released into IC service in their full BN regalia with an IC decal placed over the BN herald under the cab windows. When they are repainted IC black-and-white, the SD40-2s will be renumbered 6144-6160.

IC News Shorts

During February, Steel Processing at Cen­ Illinois Central's only remaining 5D28 (ex-Columbus & Greenville 701) leads the northbound tralia, Ill., was in the process of scrapping Clinton-Gilman local over a treslle near Birkbeck, III., on Feb, 20, 1993. Steve Smedley IC GP35 2520, GP8 7962, GP 10s 8092 and 8220 and wreck-damaged GP40 3029, the staff will be relocated to the building cur­ Ill. , to ADM corn processing facilities at latter still in orange-and-gray ...With the rently used by the local track supervisor Decatur, Ill., has been operating on closing of Avenue Tower in Springfield, ...During February, IC donated one of its Wednesdays and Saturdays. Normally, two the local based out of Springfield has 1971-built Centralia Car Shop cabooses, GP38s are assigned to haul the sixty 100- beenIll., moved 20 miles east to Mt. Pulaski, along with a 50-foot ex-ICG boxcar, to the ton hoppers and are usually at the mine the junction of the Springfield-Gilman Illinois Central Railroad Historical Society around 11 a.m. for loading ...Peoria Loco­ Illand., Peoria-Decatur lines ...The brick for display at the society's station in Pax­ motive Works blue-and-yellow PL-1500 yard office in Mattoon, Ill., is scheduled to ton, Ill. ...The unit coal train running demonstrator has been based at IC's Clin­ be torn down during 1993. The yard office from the Crown III mine at Farmersville, ton, Ill., yard recently.

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PACIFIC RAILNews 45 • HI CA GO & NORTH WE STERN

and Kansas City, a separate pair of trains between Des Moines and the Twin Cities and a pair of Kansas City-Des Moines­ Chicago trains. UP plans to run an FWDMA train from Fort Worth, Texas, to Des Moines and a KCEMA from Kansas City to East Minneapolis. FWDMA would replace train KCDMA and connect with train DMEMA for the Twin Cities. KCEMA and new train DMPRB would replace Kansas City-Proviso KCPRA. Southbound, South St. Paul-Des Moines train SSDMA and Des Moines­ Kansas City train DMKCA would be com­ bined as South St. Paul-Kansas City SSKCA. North-south traffic through the Chicago area would be improved by shifting the terminal of two existing UP trains from Yard Center to Proviso. Laredo, Mexico­ Chicago train MXCHZ would handle Twin Cities intermodal traffic from San Antonio northward, picking up a Twin Cities block from Fort Worth-Chicago train FWCHZ, and other Proviso traffic, at Yard Center before running across Chicagoland to Pro­ viso. Chicago-North Little Rock train CHNL would operate from Proviso to Yard On Feb. 23, 1993, an empty C&NW coal train crosses Robert Street Bridge in the Twin Cities-a key market for a combined UP and C&NW-en route to the Spine line. Steve Glischinski Center before proceeding southward on its present route. UP plans to use the Kansas City gateways limit profitability Chicago & Western Indiana (now a UP UP Operating Plan Details and discourage aggressive marketing. UP subsidiary) to reach C&NW rails in down­ feels it can attract traffic presently handled town Chicago via the St. Charles Air Line. In our last column, we reported that Union by Burlington Northern through improved On the east-west main line, UP plans to Pacific had filed an application with the train service and single-line ratemaking be­ add an additional North Platte-Proviso man­ Interstate Commerce Commission re­ tween Minnesota and destinations in Cali­ ifest train in each direction. Train PRNPC questing authority to control Chicago & fornia, Texas and Mexico. would leave Proviso at 9 p.m. daily on a 24- North Western. The operating plan for the Following complete integration of hour schedule to North Platte. New train fully integrated UP/C&NW system, which C&NW, UP plans to add a pair of through­ NPELA would depart North Platte at 2 a.m. we have since obtained and reviewed, trains between the Cities and North and arrive Proviso at 11:59 p.m. NPELA proposes two major.changes in the pre­ Platte, Neb. New trainsTwin NPEMA (North Plat­ would carry an Elkhart block for connection sent operations of the carriers. te-East Minneapolis) and WA NPA (Western with Conrail run-through train PRELA, Both C&NW and UP presently serve Avenue, St. Paul-North Platte). handling in­ which originates at Proviso each morning. Chicago, St. Louis, Kansas City, Omaha and termodal and auto traffic, would operate via Other planned train service changes are Council Bluffs . main lines serving these California Junction, Iowa, bypassing Coun­ limited to blocking modifications and termi­ points would survive,All but traffic generally cil Bluffs. Existing C&NW trains CBEMA nal consolidations. For example, Proviso­ would be routed over the shortest route. and WA CBA would continue operating on East Minneapolis train PREMA would begin UP also plans to increase train service to today's schedules, but they would no longer handling an intermodal block. C&NW All Minneapolis/St. Paul and Duluth, Minn./Su­ handle North Platte blocks. main lines would receive at least the same perior, Wis., two major markets not Substantial changes in Spine Line oper­ service frequency they do now, and presently served by UP. According to UP, ations would be implemented if UP and wayfreight service would not be changed. C&NW's relatively short hauls between C&NW are combined. C&NW currently No new rail line or terminal construction is Minnesota and the Chicago, Nebraska and runs a pair of trains between Des Moines planned, and no abandonments are contem­ plated as a result of the combination. To power the additional trains described by the operating plan, UP would need about 73 more high-horsepower locomotives. Inte­ T. FIRST - CLASS RAILROAD PINS gration of the two railroads would free up about 25 big units, though, and putting The in railroad pins - stored power back on line would cut the heralds,BEST name-trains, number of new locomotives required to 32. manufRR acturer's logos, Eliminating C&NW-UP interchanges, utiliz­ signs, builder's plates, ing shorter routes and distributing the ex­ and more. isting car fleet more efficiently would re­ Custom pin service for - duce car requirements by at least 3,115. railroads, tourist railways, historical societies, clubs, museums and conventions. Ya rd Consolidations Following Integration

See your dealer or order direct - each plus per order ror C&NW and UP yard and terminal opera­ &. NO $5.00 $1.00 Postage Handling. credit cards. Send SASE ror updated listing. tions would be consolidated at common points, as follows : Kansas City : Since abandoning the ex-

46 . MAY 1993 CGW Ohio Street Yard in the mid-1980s, diesel shop would also be closed, with re­ SD70MAC locomotives from General Mo­ C&NW has originated and terminated sponsibility for running repairs transferred tors this year. The SD70s would be pow­ trains on trackage in the West Bottoms to Proviso or North Little Rock. North ered by 16-cylinder 710G3B prime movers Le.as.ed. from Kansas City Terminal, and at Western's Clinton car shops would also delivering 4,000 h.p. to the rail. The units the yards of its connections. Following in­ close, with UP's DeSoto, Mo., shops as­ would provide adhesion in the 44 percent tegration into UP, C&NW trains would orig­ suming their work. UP would continue to range, far higher than anything else cur­ inate and terminate at UP's ex-Missouri operate the Clinton wheel shop, however. rently on the market. The locomotives also Pacillc Neff Yard, which has a 41-track C&NW's Cudahy, Wis., car repair shop would feature a.c. traction motors, radial hump facility. The combined railroads may survive, but not likely. trucks and wide-nose comfort cabs, which would eliminate one yard switcher and re­ C&NW's maintenance-of-way equipment GM probably will make a standard feature lease two C&NW GP38-2s for service else­ repair shops at Fond du Lac, Wis ., and on all its locomotives. As of early March, where. Because less traffic is expected to Boone, Iowa., would close, with the work negotiations between GM and C&NW be interchanged between C&NW and con­ transferred to UP shops at Fort Worth and were in progress. It is unknown what ef­ nections such as Santa Fe and Burlington Pocatello, Idaho. C&NW's rail welding plant fect BN's purchase of 350 "Big Macs " Northern, UP also plans to eliminate one at Tama, Iowa, which is operated by a con­ would have on assembly line space for yard switcher at Des Moines. tractor, would be closed, with UP's welding C&NW's relatively small requisition. St. Louis: Proviso-St. Louis trains facilities at Denison, Texas, and Laramie, PRMAAIMAPRA presently originate and Wyo., picking up the slack. C&NW's track terminate at C&NW's Madison Yard, but panel building facility at Boone and its 1993 Capital Spending Plans they deliver and receive most of their traf­ switch and crossing frog rebuilding shop at fic at C&NW's Granite City, Ill., inter­ Council Bluffs also would close. C&NW's 1993 capital budget doesn't in­ change with Alton & Southern. Under the Following consolidation, C&NW dis­ clude funds for new locomotives, but it is operating plan for the combined railroads, patching would be transferred to UP's Har­ heavy on fixed plant spending. North PRMAAIMAPRA would originate and ter­ riman Center in Omaha, designed with Western plans $120.7 million in capital ex­ minate at A&S's Gateway Yard in East St. enough space to control North Western. penditures, exceeding 1992 spending by Louis , Ill. Since the terminal for C&NW's C&NW agency functions would be consoli­ 45 percent. The 1993 capital budget is the Madison-based switcher would be moved dated into UP's National Customer Service biggest for any year since 1984, when the to UP's Dupo Yard, it appears Madison Facility in St. Louis. C&NW terminal opera­ Wyoming coal line was completed. would be essentially closed after through­ tions at Chicago, Kansas City and Council C&NW plans to spend $26.1 million up­ trains are rerouted. Bluffs would be supervised by the existing grading the east-west main, $40 million on Chicago: Little change is planned for UP Service Unit Superintendent assigned to the rest of the C&NW and $4.1 million on the Chicago area other than the operation those areas. One new service unit, probably the coal line. Special projects not covered of UP trains CHNL and MXCHZ between based at Boone, would be established to su­ by these totals include $9.8 million for the Dolton and Proviso via C&WI and the St. pervise operations on the rest of the C&NW. South St. Paul Yard expansion, $8.3 million Charles Air Line. Both Yard Center in North Western's Chicago headquarters for new parking space at Global II inter­ Dolton and Proviso Yard would remain in would be closed following the combina­ modal terminal in Proviso Yard and $15.9 operation, and UP would continue using tion of the two railroads. Some 904 C&NW million for new and rebuilt freight cars Belt Railway of Chicago's Clearing Yard to employees would lose their jobs altogeth­ and maintenance-of-way equipment. originate and terminate some trains. er, while 795 would be transferred, most The east-west main is scheduled to re­ Omaha/Council Bluffs: UP and C&NW to UP points. General office and clerical ceive 36 miles of new welded rail and began consolidating their yards at Council personnel would bear the brunt of the cut­ 118,000 new ties. Eighty-six track miles Bluffs under a separately-negotiated agree­ backs and transfers, with most train crews will be surfaced. When the program is ment beginning in January 1993. Full inte­ remaining in place. Twenty-eight new completed, 96 percent of the main line will gration would not change train operations, jobs would be created, most on the UP. satisfy FRA requirements for Class 5 track but would permit elimination of 20 jobs. Keep in mind that all of these impacts allowing 70 mph freight train operations. Norfolk/Fremont: Norfolk, Neb., is the would occur only if UP gets authority to On the rest of the railroad, C&NW will lay only city of any size served solely by UP control the North Western and proceeds 61.8 miles of new welded rail, replace and C&NW. In the wake of the abandon­ toward full integration. The official line is 371,000 ties and resurface 165 miles of ment of the Cowboy Line, the two rail­ that there is no definite plan to do this. track. The new rail will be concentrated roads are separately reevaluating the fu­ on the Spine Line, where the last jointed ture of their Norfolk operations. UP will rail between Mason City, Iowa, and Des probably begin handling C&NW's traffic New EMD Power in 1993? Moines will be replaced, permitting between Fremont and Columbus on UP speeds to increase to 50 mph. trains under a haulage agreement, with Always interested in the latest locomotive Th anks to Bruno Berzins, Bob Stein, C&NW operating its own trains between technology for its growing coal traffic, Kenneth Larson, Dave Kroeger, Michael Columbus and Norfolk to customers such C&NW is considering buying 30 M. BartelsJ. and THE NORTH WESTERN DISPA TCH. as Nucor Steel. UP is also considering leas­ ing its Columbus-Norfolk branch to a short line operator; if that happens, look for C&NW to throw in its Norfolk switching op eration as part of the deal. Help And lastly, although the application restore a didn 't mention it, UP would have to build a new intermodal terminal in the Twin fleet of Cities, because C&NW closed its terminal several years ago. Harriman commuter Mechanical, Engineering and Employ­ coaches ment Impacts Under Consolidation The Golden Gate Railroad Museum (the folks that restored and now operate SP has a top-notch general store including: Golden Gate A UP-C&NW consolidation would be the 2472) * Six T-shirts * Railroad Museum death knell for C&NW's Oelwein, Iowa, Sweatshirts * color * c/o Daylight Sales shops. Heavy locomotive repairs would be Mugs Caps 1146 St. Francis Dr. performed at UP's Jenks Shops in North All unique to (he GOLDEN GATE RAILROAD MUSEUM; your purchases keep us running. Send SSAE for free catalog. Concord, CA 94518 Little Rock, Ark. C&NW's Marshalltown

PACIFIC RAILNews 47 • _ _k y c o _n _t ry 1�______B_i g=- s ��___u ��______

OF RAILROADING

48 . MAY 1993

_ _k �y __ __u_ n �__ 1� ______B�i g�S c_o _t _r y OF RAILROADING

50 . MAY 1993 I

ABOVE LEFT: Amtrak No. B (symboled on the BN as 1008), the Empire Builder, pauses at Whitefish, Mont., before seHing off on the struggle up Marias Pass. Looks as if No. 305's nose has had some poorly done cosmetic work performed on it. Mark Miller LOWER LEFT: This branch to Whitetail, Mont., was as far west as the "old" Line went. Here two of the Soo's ubiquitous GP38-2s work a grain500 elevator in Mon­ tana's muddy Bad Lands on a dreary October 1982 day. This track­ age was leased to Dakota, Missouri Valley & Western in September 1990. W.R, Hooper ABOVE: BN train 196, operating over MRL track­ age, splits one the few remaining sets of former Northern Pacific semaphores at Lombard, Mont., in September 1992. Wesley Fox

PACIFIC RAILNews 51 • 52 . MAY 1993 u _t_r_y __ _B_ i�g�S _k �y___C O_ _n __ 1�______

OF RAILROADING

OPPOSITE PA GE: Milwaukee Road 5040-2 131 leads three other units with the first section of a grain train at Verdemont, Mont., on July 30, 1978. The end for Pacific Coast Extension was less than two years away. Wayne Monger ABOVE: Union Pacific's sole entry into Montana is from a line extending north from Pocatello, Idaho, to Silver Bow, Mont. Here, three UP S040-2s lead an eastbound freight through Melrose, Mont., on Oct. 14, 1989. Dave Gayer LEFT: At Livingston, Mont., a four-unit MRL helper set throt­ tles up as it begins to pull BN train 21 up the gruel­ ing westward climb to Bozeman Pass. Jack Dorsey

PACIFIC RAILNews 53 • BV ED RI PLEV

" ou're making me look good, " Union Pacific layers of division superintendents and general managers y Corp. Chairman Drew Lewis told 400 employ­ -and got rid of them. Technology was another weapon ees attending a leadership conference in Oma­ used by Walsh in his relentless quest for efficiency. UP pi­ ha last November. UP Corp.'s third quarter financials had oneered the concept of combining all dispatching, crew­ just been released, and the earnings of UP Railroad for calling and timekeeping at one location-the Harriman the quarter exceeded those of the corresponding year-be­ Dispatching Center in Omaha-and performing all agency fore quarter-for the twenty-eighth straight time. "I sit on functions out of another, the old Mop headquarters in St. the boards of three other major companies," Lewis con­ Louis (now called UP's National Customer Service Cen­ tinued, "and they would for such consistency. " ter). Train crews were cut back, too. UP won the right to UP maintained its earningskill streak in the fourth quarter, operate trains with two-person crews over its entire sys­ raking in a record $192 million, up 4 percent over the com­ tem except the ex-MP Gulf Coast lines. By 1992, when parable 1991 figure. For the full year, the holding company Walsh left UP to take the helm of Tenneco, UP employ­ earned $728 million, up from $639 million in 1991 (ignoring ment was down to 28,000, notwithstanding the 1988 ac­ a one-time restructuring charge)-a sum that greatly ex­ quisition of the Katy. The scene wasn't pretty for UP em­ ceeded the profits of any other railroad holding company, ployees, but productivity, measured in ton-miles per em­ including the moneybags of the East, Norfolk Southern. ployee per year, doubled during Walsh's tenure. While UP Railroad revenues advanced 6 percent-this Walsh left his successor, Dick Davidson, a strategical­ notwithstanding a 5 percent drop in coal carloads-oper­ ly located and awesomely efficient carrier. Davidson fore­ ating expenses rose just 3 percent. UP's operating ratio sees future traffic growth-from coal and containers, pri­ improved to 79 percent, one to two points below the levels marily-which he thinks will stabilize employment and of the past four years and far lower than the correspond­ improve the morale of the railroad's employees, shell­ ing number posted by UP's chief rival, Burlington North­ shocked by the Walsh years. To meet growing demand, ern. That low operating ratio allows UP to undercut the UP has been double-tracking its Kansas City line, a competition's lowest prices and still make money-giving key coal route, and recently announced plansmain to double ­ Omaha the power to squeeze BN, Santa Fe, Southern Pa­ track its line through Oregon's Blue Mountains. cific and gradually out of business. But it's a safe bet UP's expansion UP's emergence as America's most plans aren't limited to increasing ca­ profitable and powerful railroad is the pacity on its existing system. Exhibit 1 result of 15 years of business decisions is UP's Jan. 29, 1993, ICC application which, for the most part, have turned for authority to control C&NW, the out to be correct. In the late 1970s, UP termath of UP's white knight rescueaf­ of served few major markets, ran no far­ UP North Western from a corporate raider ther east than Omaha and Kansas City in UP claims officially that and enj oyed only a minor presence in it has1989 no. While concrete plan to buy and Southern California. As a result, UP de­ merge the Chicago-based carrier, ev­ pended on connections for most of its Shooting eryone in the industry expects a merg­ traffic-connections which, like SP, of­ er. The only brake on UP's ambition to ten favored their own competing reach Chicago directly from the West routes to UP's detriment. UP was prof­ is North Western's monstrous debt, itable, but not spectacularly so. which would adversely affect UP's Decisions reached in the late 1970s Out the credit rating. UP can bide its time as and early 1980s greatly enhanced UP's C&NW pays off that debt and then strategic position. Legend has it that gobble up the railroad whenever Missouri Pacific's Don Jenks, having North Western stock sags. concluded that his railroad could not Lights More opportunities for expansion survive the coming deregulated era await UP in Mexico and Canada. Both alone, offered to deliver the Mop to Santa Fe, but John countries have nationalized railroads that may someday Reed wasn't interested. Instead, Jenks visited UP, his be sold. Possessing the most direct rail route from the second choice, and found an enthusiastic audience. Fol­ East and Midwest to the Mexican border via Laredo, UP lowing ICC approval, UP took control of MP in 1982, has expressed interest in continuing southward to Mon­ thereby reaching Chicago and, more importantly, the terrey and Mexico City. The Mexican constitution pre­ Gulf Coast petrochemical plants, which had made the cludes such a sale to a foreign entity, but if that changes, once ne'er-do-well Mop a blue-chip property. UP simul­ expect UP to agressively pursue these prime FNM lines. taneously acquired Western Pacific which, though not The financial troubles of the Canadian railroads have as lucrative as MP, provided access to Northern Califor­ led to speculation that the federal government may sell nia and freed UP from its historic dependence on the Canadian National if its finances improve. If that hap­ now-failing SP. pens, what traditionalists know as the Grand Trunk Another key decision was to bankroll Chicago & Western, along with CN's main line to Toronto and Mon­ w North Western's entry into Wyoming's Powder River treal, would be a tempting acquisition for Omaha. UP has Basin. Construction of the extension, completed in 1984, long been GTW's preferred Chicago connection for auto plugged the UP system into a massive flow of coal traffic parts bound for assembly plants in Kansas City, Texas for electric utilities-traffic that, thanks to Federal clean­ and Mexico, while eastern Canada is an important mar­ air legislation, will be growing for years to come. ket for California produce and imported containers. The postmerger UP had 45,000 employees-far too As long as UP keeps "shooting out the lights," in Dick many, in management's estimation. Fresh from his his­ Davidson's words, with excellent financial results, the toric firing of striking air traffic controllers as Ronald Rea­ company can do pretty much what it pleases in the expan­ gan's first Secretary of Transportation, new UP Chairman sion game. Meanwhile, UP can keep clobbering its higher­ Lewis hauled out the axe in the form of Mike Wa lsh, a for­ cost rivals on the home front by quoting rates they can't mer prosecutor hired from the management ranks of match without losing money. How long can they take it? I Cummins Engine Co., as UP's president. Walsh, who had How long will it be before BN and Santa Fe combine I- no railroad experience, didn't understand why UP needed forces to cut costs and balance the scales? PRN

54 . MAY 1993 P RN CLASSIFIEDS PRN AD INDEX

a word/40C a word for ads running pet. AMTRAK Shade, Green Shade, Vesti bule Cur­ B tain. Special Orders possible. Combined Order ser­ RATESthree or: 4'0(; more months/$10 per issue minimum. Bay Area Electric Railroad Association ...... 0 Payment in advance. We reserve the right to edit vice. Catalog. The Constant Hopkins Company, Benchmark Publications ...... 1 all copy and refuse any listings. Ads cannot be P.O. Box 147R, Hollandale, WI 53544. (608) 967- . . .7 acknowledged. nor can proof copies be sent. 2179. 353-355 C Closing date: two months before issue date. TED ROSE WATERCOLORS. Commissioned paintings Colorado Railroad Museum ...... Count all numbers. name and address. Home/of­ . on subjects of your choice. Recent works available Crossing Gate .... , ... , .. , .. , .. , .. , .. , ... " ....",,,"" ...... ,. 55 fice street address and telephone number must for purchase. Contact Ted Rose, P.O. Box 266, San­ 43 accompany order. Mail to: Classifieds. Interurban E ta Fe, NM 87504. (505) 983-948 1. 347-358 Press. P.O. Box 379. Waukesha. WI 53187 East End Productions ...... DELORME back roads mapping (RR shown in ex­ . WANT TO BUY OR SELL ALL TYP ES OF RAILROAD " .., ...... " .. , ...... 42 acting detail). Also rail maps for U.S .. Canada, Eu­ EQUIPMENT? How about parts. supplies. services, rope. Send SASE for list, descriptions, price to: RAIL­ G bids and employment opportunities? WHY NOT Golden Gate Railroad Museum ...... ROAD INFORMATION SERVICE, P.O. Box 40085, GO TO THE SOURCE FOR THE RAILROAD INDUSTRY . 47 Georgetown, TX 78628. 352-354 12 monthly issues of timely information, $30.00 U.S., $35.00 Canada (U .S. funds).THE RAILWAY MARKET­ Interurban Press ...... , , THE ORIGINAL RAILFAN TIMETABLE: Each edition PLACE, P.O. Box 9767J, Edgemoor, DE 19809-0767...... 2 8, 11.44 contains all the information you need when track­ (2 15) 583-8679. 354 M side. These are not reproductions of employee ...... timetables, each frequency, milepost, station, MO-KAN Video WA NTED CABOOSE HISTORY, pictures, anything re­ ,,,.... ,,.,, .. ,, ...... 12 lated to Union Pacific bay window caboose 24508 talking detector, helper district is carefully re­ o aka Rock Island 17090. Call (206) 748-8048 or write searched. Includes passenger schedules and more. New Release: CALIFORNIA #4 $ 16.50, Original Slideseller " " .. Caboose, 1018 Coal Creek Road, Chehalis, WA , .., .... " ...... "" ...... " ...., 13 98532. 353-354 ROCKY MOUNTAIN (CO/UT/NV) SOUTHWEST P (AZ/NM) $9.00 and PA CIFIC NORTHWEST #2 FA IRMONT MOTORCARS, for sale or will buy. Com­ (OR/WA) $ 11.25 Postpaid! Altamont Press, P.O. Box Pentrex ...... , plete or parts. G.R. Boots, P.O. Box 182, Paradise, 754-P, Modesto, CA 95353-0754. 354 Plets Express , . .. " .... 13, 41 56 CA 95967-0182. (916) 876-1666. 352-354 ...., .. " ...., .. , .. , ...... 11 DALLAS/FT. WORTH RAILFAN GUIDE: Get the source 5 OK LAHOMA RAILFAN GUIDE: This is the book for for all locations around Dallas and Ft. Worth. It in­ Southwest Electronics . ... ail oads r r in Oklahoma. All Class ls, shortlines, and cludes maps, timetable info and the latest train Sundance Marketing . ...." ... , ...." ....."." .. , ...... 6 many industrial roads are covered in detail. In­ symbols. $15 postpaid. Send SASE for list of other . " .... " ....." ...... 46 cludes maps, timetable info and the latest train railfan guides available. David Moore, 901 Angel T sy mbols. $25 postpaid. Send SASE for list of other Court, Cleburne, TX 7603 1. 354 -357 Trackside Prints ...... railfan guides. David Moore, 901 Angel Court, Cle­ . . ..."."." ...... 15 burne, 7603 1. 354 -357 ATSF. BN. SP . UP, Timetables; Brochures; Drawings; Trains Unlimited Tours ...... TX Magazines; Maps; Registers, Rules!, 45 page Cata­ " ...." ...... " ...... 45 WE MANUFACTURE Railroad conductor caps, brass log w/ATSF Track Chart, 52.00. Hauschild, 6158 U conductor badges, and conductor uniforms (sack Holmes, Kansas City, MO 641 10. 354, 356, 358 Utah State Railroad Museum ...... coats, trousers, vests) in authentic railroad configu­ " .. ".".. , ...... 9 rations. Ticket punches and coin changers also available. Write for priCing information: Transquip Company, 91 Bluejay Road, Chalfont, PA 18914 or telephone 215-822-8092. 353-361 TRACK CHARTS & PROFILES. Discover the detail oth­ DRJiAMS, VISIONS er maps miss! Choose from over 150. $ 1.00 for list. Dave Cramer. 21 1 4 Sheridan Drive, Madison, WI ';'&VIS IONARIES 53704. 352-354

RAILROAD COMMEMORATIVES. 1 oz. Silver Coins/Bars. Pennsylvania GG-l, New York Central Hudson, Burlington Northern E-9. $23.95 each. Write for free brochure: Silver Rails, Inc., P.O. Box 580, La Grange, IL 60525. 353-355

MEMORIAL WEEKEND Trip Announced. A three­ day passenger train excursion to the Agawa Canyon over the Algoma Central Railway. De­ part Neenah, Wisconsin, May 29, return from Sault Ste. Marie, Ontario, May 31. For information/reser­ vations call 1-800-272-4592 or write GREAT LAKES WESTERN, 502 Oakland Avenue, Mukwonago, WI 53149. 353-354 COLORADO RAIL ANNUAL No. 20, includes: Early construction on the Rio Grande in the Utah Desert and Across Soldier Surrunit by Jackson Thode EMPLOYEES TIMETABLE 1, extra copies of limited Ja.me Ozment. Union P cific Articulated Steam, photo essay by Richard H.& printing for Willamette & Pacific Railroad, Oregon's :> � fourth largest and newly operating 252 miles Kindlg. Denver Post Frontier Days Specials by Richard Kreck, Kenton Forrest and 2/22/93; 8-page AT &SF 1960's style timecard with Alexis McKinney . Historic Burnham Shop Office Building, photo article by A,D. map; $5, Timetable, W&PRR, Box 942, Albany, OR Mastrogiusseppe. Mexican National Narrow Gauge by Robert LeMassena, Over 97321-0349. 354 200 pages, profusely illustrated . In production now with a delivery date expected in July , Special prepUblication price of $37,95 through June thereafter. PREMIUM MOHAIR. WOOL Transportation and (Please add shipping handling.) 30. $42.95 Restoration Fabrics. Plush, Frieze. Diamonds. Cus­ $3.25 & tom Dying. Rattan, Broadcloth, Flatwovens, Car- $1.00 (refundable) for theCRM 1993 Catalog Send Book & Video For Fast Service (700+ Railroad Books Videos) For FAX Service Credit Card Orders! & Credit Card Orders! 1-800-365-6263 303-279-4229 from (Income book sales goes toward rail preservation ) COLORADO RAILROAD MUSEUM Dept. P, PO Box 10

IS TH E PLACE Golden, Colorado 80402-0010

SEE ABOVE FOR INFORMATION AND MAILING ADDRESS

PACIFIC RAILNews 55 • NORTHERN CALIFORNIA RAILS I I