Saturday, December 29, 2007
Flying Low in the Snow
On December 12, 2007, I made a trip to New England for work, with the intent of it being an "overnighter," with return on the following day after a meeting with customers. The flight out to Providence was uneventful, arriving in time to partake of some local fare. The National Weather Service forecast was ominous, so I made sure to check in to my flight back (from Boston) that evening, and stand by on an earlier flight to cover myself.
Thursday the 13th dawned overcast and humid, and the forecast had only become more dire, with a foot of snow expected for the area south of Boston, beginning after noon. We finished our meeting early, and arrived at Boston-Logan Airport at 10:30 that morning. Already, our original flight had been cancelled, and the standby flight (on an Airbus 319) was overbooked by 30 people. After spending an hour trying to find an alternate route back that day, we booked a hotel room at the nearest company-acceptable hotel (in Cambridge), and hunkered down.
An unexpected benefit, my room overlooked a commuter rail (MBTA) storage yard (just north and west of Boston Back Bay Station).
At the height of the storm (snowfall >2 inches per hour), the visibility deteriorated.
As night fell, the snow-diffused light created an interesting scene.
By the time I was back to the room after dinner, the snowfall had finished, totalling about 8 inches.
My United-rebooked itinerary to return home was a Boston-to-Washington Dulles-to-Chicago routing, with the first leg leaving Logan about 1:00 the afternoon of Friday the 14th. Given the number of cancelled flights, and amount of snow, I weighed the option of following through on that, and thought it not likely to succeed. Given the availability of Amtrak Acela Express service, I decided to book a business-class ticket on that to DC (with a 6 hour 30 minute schedule), and standby on an earlier connection from Dulles to Chicago from there.
With a 6:15 departure from Boston-South Station, I awoke at 4:30, and was to the station by 5:30. The train listing board shortly thereafter showed the expected departures and arrivals.
Originally opened in 1899, South Station was extensively renovated between 1979 and 1989, resulting in a modern public space.
The train boarded briskly, and departed on the advertised schedule. With 110-volt outlets at each seat, I was able to work on my laptop and recharge my phone while enjoying the view.
Reaching top speeds in excess of 100 mph through southern Massachusetts (and creating plumes of snow in our wake), we noticeably slowed through Rhode Island and Connecticut between Providence and New Haven, where curvature warrants it.
It had brightened enough by the time we arrived in Stamford, Connecticut (the north end of electrified service before Acela-era construction to Boston), to take some pictures of Metro-North (Connecticut Department of Transportation) shops and equipment there.
We met a regional service train there.
An elderly EMD awaited its next assignment assembling trainsets.
Rounding a curve departing New Haven, I was able to glimpse our head-end power.
As we passed through northern New York City, we crossed Hell's Gate Bridge, a marvel of engineering.
Our stop at Penn Station (on time) lasted 8 minutes, and we departed. The peak speeds for Acela Express are in New Jersey and south, and we reached 150 mph between Newark, NJ and Philadelphia, covering the distance between those two stations in 52 minutes. After a stop in Delaware, the next station was Baltimore, where I saw one of MARC's commuter coaches.
The tunnels in downtown Baltimore are a significant hit to the schedule, with extended distance covered at a maximum speed of 45 mph, owing to the low wire (Pennsylvania Railroad-era catenary at 16 feet above railhead) and curves. That said, we made good time again after leaving Baltimore, stopping at BWI Airport station (which has a shuttle bus to the terminal), before entering Washington and arriving on-time at 12:45. I took advantage of the opportunity to take a couple pictures of the head end before I caught a cab to Dulles.
After a $54 (plus tip) cab ride to Dulles, I boarded my standby flight to Chicago with time to spare, and was back to O'Hare shortly after 4:00 Central time, gaining three hours plus over the rebooked itinerary.
Thursday the 13th dawned overcast and humid, and the forecast had only become more dire, with a foot of snow expected for the area south of Boston, beginning after noon. We finished our meeting early, and arrived at Boston-Logan Airport at 10:30 that morning. Already, our original flight had been cancelled, and the standby flight (on an Airbus 319) was overbooked by 30 people. After spending an hour trying to find an alternate route back that day, we booked a hotel room at the nearest company-acceptable hotel (in Cambridge), and hunkered down.
An unexpected benefit, my room overlooked a commuter rail (MBTA) storage yard (just north and west of Boston Back Bay Station).
At the height of the storm (snowfall >2 inches per hour), the visibility deteriorated.
As night fell, the snow-diffused light created an interesting scene.
By the time I was back to the room after dinner, the snowfall had finished, totalling about 8 inches.
My United-rebooked itinerary to return home was a Boston-to-Washington Dulles-to-Chicago routing, with the first leg leaving Logan about 1:00 the afternoon of Friday the 14th. Given the number of cancelled flights, and amount of snow, I weighed the option of following through on that, and thought it not likely to succeed. Given the availability of Amtrak Acela Express service, I decided to book a business-class ticket on that to DC (with a 6 hour 30 minute schedule), and standby on an earlier connection from Dulles to Chicago from there.With a 6:15 departure from Boston-South Station, I awoke at 4:30, and was to the station by 5:30. The train listing board shortly thereafter showed the expected departures and arrivals.
Originally opened in 1899, South Station was extensively renovated between 1979 and 1989, resulting in a modern public space.
The train boarded briskly, and departed on the advertised schedule. With 110-volt outlets at each seat, I was able to work on my laptop and recharge my phone while enjoying the view.Reaching top speeds in excess of 100 mph through southern Massachusetts (and creating plumes of snow in our wake), we noticeably slowed through Rhode Island and Connecticut between Providence and New Haven, where curvature warrants it.
It had brightened enough by the time we arrived in Stamford, Connecticut (the north end of electrified service before Acela-era construction to Boston), to take some pictures of Metro-North (Connecticut Department of Transportation) shops and equipment there.
We met a regional service train there.
An elderly EMD awaited its next assignment assembling trainsets.
Rounding a curve departing New Haven, I was able to glimpse our head-end power.
As we passed through northern New York City, we crossed Hell's Gate Bridge, a marvel of engineering.
Our stop at Penn Station (on time) lasted 8 minutes, and we departed. The peak speeds for Acela Express are in New Jersey and south, and we reached 150 mph between Newark, NJ and Philadelphia, covering the distance between those two stations in 52 minutes. After a stop in Delaware, the next station was Baltimore, where I saw one of MARC's commuter coaches.
The tunnels in downtown Baltimore are a significant hit to the schedule, with extended distance covered at a maximum speed of 45 mph, owing to the low wire (Pennsylvania Railroad-era catenary at 16 feet above railhead) and curves. That said, we made good time again after leaving Baltimore, stopping at BWI Airport station (which has a shuttle bus to the terminal), before entering Washington and arriving on-time at 12:45. I took advantage of the opportunity to take a couple pictures of the head end before I caught a cab to Dulles.
After a $54 (plus tip) cab ride to Dulles, I boarded my standby flight to Chicago with time to spare, and was back to O'Hare shortly after 4:00 Central time, gaining three hours plus over the rebooked itinerary.
Labels: amtrak
Wednesday, August 15, 2007
Goin' to Kansas City - Part 1
August 3rd - 6th found me sweltering in the Kansas City area. Although Railroading wasn't the primary focus of the trip, I managed to sneak out a couple hours on two days and get some in anyway.
On August 4th, my initial target was KCS/ICE Knoche Yard looking for some of the new KCS "Heritage" Locomotives, but I came up empty.
While I didn't find any new KCS locomotives, I did happen upon an ex-CNW Dash 9 on the back end of a loaded coal train sitting in Knoche Yard.
Taking the long way between Knoche Yard and UP's (ex-MP) Neff Yard (the bridge over the middle of the yard was closed) I caught a Kansas City Terminal Railway (KCT) transfer run heading into the west end of Knoche Yard.
Heading around to Neff Yard, I found an ex-DRGW Tunnel motor apparently on it's way to the razor blade factory.
With no other easy shots at Neff, I proceeded the back way to Sheffield Crossing & Flyover. As I was driving around trying to find a good spot to watch stuff, a UP Train lead by a Ferromex locomotive snuck up on me. While I didn't get any good shots off near Sheffield, he had a red signal trying to get onto the KCT which allowed me to get in front of him on the west end of the Sheffield Flyover.
At the west end of Sheffield, the two tracks from the flyover and the two tracks that come up from below shrink to three tracks for the run to Union Station.
As the Ferromex train clears, another UP Westbound comes up on other track and stops to wait.
While the UP Westbound waits, a BNSF stack train heads East over the flyover.
As the UP waits on, the BSNF eastbound stack train also grinds to a halt.
Finally, we learn why the UP train is waiting -- an Amtrak Eastbound appears. Once Amtrak clears, the UP Westbound is back on his way. Since this train went down the UP, I believe it to be one of the KC - St. Louis - Chicago trains.
As things clear out, the KCT locomotives spotted earlier headed into Knoche Yard return light, heading west
Another BNSF Eastbound Stack Train
On August 4th, my initial target was KCS/ICE Knoche Yard looking for some of the new KCS "Heritage" Locomotives, but I came up empty.
While I didn't find any new KCS locomotives, I did happen upon an ex-CNW Dash 9 on the back end of a loaded coal train sitting in Knoche Yard.
Taking the long way between Knoche Yard and UP's (ex-MP) Neff Yard (the bridge over the middle of the yard was closed) I caught a Kansas City Terminal Railway (KCT) transfer run heading into the west end of Knoche Yard.
Heading around to Neff Yard, I found an ex-DRGW Tunnel motor apparently on it's way to the razor blade factory.
With no other easy shots at Neff, I proceeded the back way to Sheffield Crossing & Flyover. As I was driving around trying to find a good spot to watch stuff, a UP Train lead by a Ferromex locomotive snuck up on me. While I didn't get any good shots off near Sheffield, he had a red signal trying to get onto the KCT which allowed me to get in front of him on the west end of the Sheffield Flyover.
At the west end of Sheffield, the two tracks from the flyover and the two tracks that come up from below shrink to three tracks for the run to Union Station.
As the Ferromex train clears, another UP Westbound comes up on other track and stops to wait.
While the UP Westbound waits, a BNSF stack train heads East over the flyover.
As the UP waits on, the BSNF eastbound stack train also grinds to a halt.
Finally, we learn why the UP train is waiting -- an Amtrak Eastbound appears. Once Amtrak clears, the UP Westbound is back on his way. Since this train went down the UP, I believe it to be one of the KC - St. Louis - Chicago trains.
As things clear out, the KCT locomotives spotted earlier headed into Knoche Yard return light, heading west
Another BNSF Eastbound Stack Train
Just as it's almost time to go, a westbound NS Stack train comes off the flyover and stops for a signal
Click here to go to part 2.
Labels: amtrak, bnsf, CNW, DRGW, Kansas City, KCT, norfolk southern, UP
Wednesday, June 13, 2007
Duplainville, May 28, 2007
Taking advantage of a full day of rest on Memorial Day before traveling for work, I made my way up to Duplainville to capture some images.
Leading off after I arrived at 11:15, the Canadian Pacific provided a westbound sulfur empty (611) led by 9650.
After impatiently waiting, the CN then took over, first running a southbound heavy at 14:00 with company motors 2237-5419-5555.
This, in turn, met a northbound 331 at Waukesha, which passed at 14:19 with a pair of GEs in the lead.
After a pause long enough to get more water from Kwik Trip, the parade resumed, with the CP starting the show at 15:29 with an eastbound.
Then, a southbound CN approached, with enough lead time for me to get to the curve south of the diamonds before its appearance at 15:38.
The closing acts of my afternoon there started with the appearance of the CN's Milwaukee turn (L510) at 16:09. Featuring the SD35R 2500, its diminished size foreshadows the imminent cancellation of this service, to be replaced by interchange with the WSOR at Ackerville.
However, before it could make its way onto the CP connection, the westbound 'Builder appeared at 16:17.
With Amtrak out of the way, CP Wisconsin Dispatcher cleared the signals and lined the connection, and the 2500 was on its way.
All in all, a good day. The week would see me traveling to Oakland and back, and returning to Milwaukee, but down time before that was much appreciated.
Leading off after I arrived at 11:15, the Canadian Pacific provided a westbound sulfur empty (611) led by 9650.
After some Sudoku time, the Canadian National obliged with a southbound manifest (336) through the "crossroads of Canada" at 11:53.
CP provided the high-priority 295 train next, at 12:48, featuring a SOO SD60 trailing.
CP took another turn at 13:27, with the 852 coal loads rolling by. Included in the 304-axle trainset were new hoppers with MILW reporting marks, notably.
The CN followed in short order at 13:34, with a 402-axle hopper train led by the mixed combo of a GE, a wide-nose SD40, and an Illinois Central 6000-series SD40 variant.
The 'Empire Builder' then dropped the CN signals to red, passing near the advertised at 13:51 with 64 axles led by motors 56-40.
CP took another turn then at 13:53, with a westbound led by GEs 8552-8574.
After impatiently waiting, the CN then took over, first running a southbound heavy at 14:00 with company motors 2237-5419-5555.
This, in turn, met a northbound 331 at Waukesha, which passed at 14:19 with a pair of GEs in the lead.
After a pause long enough to get more water from Kwik Trip, the parade resumed, with the CP starting the show at 15:29 with an eastbound.
Then, a southbound CN approached, with enough lead time for me to get to the curve south of the diamonds before its appearance at 15:38.
The closing acts of my afternoon there started with the appearance of the CN's Milwaukee turn (L510) at 16:09. Featuring the SD35R 2500, its diminished size foreshadows the imminent cancellation of this service, to be replaced by interchange with the WSOR at Ackerville.
However, before it could make its way onto the CP connection, the westbound 'Builder appeared at 16:17.
With Amtrak out of the way, CP Wisconsin Dispatcher cleared the signals and lined the connection, and the 2500 was on its way.
All in all, a good day. The week would see me traveling to Oakland and back, and returning to Milwaukee, but down time before that was much appreciated.
Labels: amtrak, canadian national, canadian pacific, soo line, trains, wisconsin central
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