Wednesday, January 02, 2008
Goin' to Kansas City - Part 3
September 21 - 23nd, 2007 found us back in KC for a wedding. Still looking for some of the new KCS "Heritage" units, on the 21st I took a "shortcut" through Knoche Yard on the way to the airport. While headed past the east end, I found several flatcars of windmill parts. Unfortunately, there was no good place to get any pictures.
On the West end, by the service area, I managed to find a TFM SD40-2 sunning itself.
Finally, on this day, there were about 8 of the new KCS "Heritage" units floating throughout the yard. I was glad I stopped and took pictures, because on subsequent trips over the next couple days, I never saw another.
Trying to kill some time on the 22nd, I headed out one last time. Knoche Yard was cleared of all the Heritage units from the previous day, however I did find a pair Gateway Western locos awaiting their next assignment.
Heading down to Santa Fe Jct, I expected to find a lot of trains moving on a Saturday morning. After all the activity I'd seen on earlier trips, there was noticeably less traffic on this day.
One interesting find was a train containing several airplane fuselages on the head end. I assume they were on their way to the Seattle area for final assembly.
They rode a setup of flatcars and spacers. There were also a couple of container type boxes that I assume included other sub-assemblies.
My final surprise of the morning was an ex-GBW boxcar, now making the rounds for "AERC" - Albany and Eastern Railroad in Oregon.
Labels: airplane, bnsf, Kansas City, UP
Goin' to Kansas City - Part 2
Part 2 finds us a couple of days later, August 6th, 2007 to be exact. Again, the search was for some of the new KCS units. Again, I came up empty but did find a few interesting things along the way.
I found this KCS (transfer?) waiting to get in the west end of Knoche Yard. Front Street follows the railroad most of the way from Knoche Yard to downtown KC.
As I got in the area of Old Union Station, I caught a UP train led by a pair of Ferromex Dash 9's.
Continuing south to Santa Fe Jct (which was a PITA due to bridge construction in the area), I found a BNSF freight making the turn to the North.
From the same spot, a UP Eastbound comes across the upper level of the Kansas River bridge and passes the KCS DPU of a westbound empty coal train. The bridge was double decked when the new Union Station was built up on the hill to prevent flooding.
Following up on some research, I got on the south end of Santa Fe Junction, behind the old roundhouse. It provided a little different view, and got me on the right side of the sun. The downside was that I missed a couple trains coming from Argentine and heading north. The road and bridge are public property until the gate at the far end of the bridge. This was a BNSF empty coal coming up from the South. Another mile or so south (behind the train) is the old Katy yard.
Here is a BNSF eastbound on the flyover with a UP coal train on the upper level.
Another shot from the south end, that gives a better view of the overall junction. It is easy to see why building the 3rd level was such a good idea. Before, the Santa Fe used to cross at grade on the bottom level. The uppermost level is primarily used by BNSF. The mid level is primarily used by UP. The lower level can see almost anything. On the lower level, the left (west) goes to Argentine. The right goes up and all 3 levels come together near Union Station. To the north is where all the coal trains head back to the Powder River as well as the connections to the various yards.
Click here to go to part 3.
Labels: bnsf, Kansas City, UP
Wednesday, August 15, 2007
Goin' to Kansas City - Part 1
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, July 18, 2007
Colorado Springs/Monument/Palmer Lake, CO July 11-12, 2007
2006 Album link
This year, the weather was more tolerable than last (high 80s instead of high 90s), and I decided to look around some more.
First, the view looking across the central square, past my hotel to the west, at Pike's Peak.
The statue in the foreground is Col. Palmer, who founded the city, and oversaw the development of much of the area.
There were a number of historic photo prints in my hotel, the Antlers. The caption on this one detailed the events of one fateful day, when the hotel and much of downtown were leveled by a boxcarload of dynamite which exploded by the passenger depot.
Down the hill from the hotel, the former DRGW depot is now a fine Italian restaurant, brewpub, and some shops.
The DRGW and ATSF (which had the Colorado & Southern operating over trackage rights) consolidated their traffic onto what had been the DRGW in 1971. Today, by my observation, much of the traffic over the line is BNSF-hauled coal bound from Wyoming for generating plants in Texas and elsewhere in the south, with UP contributing a few more coal trains, and the balance provided by 6-8 manifests split between the railroads.
Across the street from the DRGW depot is a token of the railroads' history in town.
On my morning of free time, I decided to make a point of railfanning Palmer Lake, where the Joint Line has its northern end. The grade profile for the railroad from Denver to Pueblo is simple, with the two ends at roughly 5200 and 5500 feet above sea level, respectively, and a 1.5% grade going from each to the summit at Palmer Lake, above 7200 feet. Needless to say, trains approach on their figurative hands and knees, especially the southbound loads about to crest the top and begin their descent.
On the way, I passed a bridge in Monument showing the history of the line.
On the south side of Palmer Lake, I passed what likely had been the ATSF depot, before extensive remodeling and relocation.
The city sign on the north side of town was impressive.
Taking up my post about 11:00, I surveyed the area. Here, we look north, with the separate UP (left) and BNSF (right) rights-of-way extending away.
Looking south across Palmer Lake, along which the right-of-way passes on its west side.
The historic ATSF right-of-way is now a trail from Palmer Lake Jct south.
Some remnants of the original owner's presence remain, though masked by the present.
As I remembered it from 'Trains,' the junction.
I documented the city limit sign, as much for the indicated altitude as anything.
The BNSF policeman for the area rolled through, patrolling his beat.
After waiting about an hour, the first train approached. Empties, headed back.
As all the coal trains, and some manifests, had, this had DPU engines.
After giving the railroads another 90 minutes, I headed back to Colorado Springs for my afternoon meeting. After another three hours in a hotel conference room, I headed back to Palmer Lake for dinner and some more photography, having been reminded of the work windows which the maintenance-of-way were taking advantage of in midday.
Around 18:30, the first of the evening parade came through.
While scouting out a dinner location, I found this peculiar establishment.
Before returning to my post, another northbound came through. Owing to the spacing of sidings, it was 15-20 minutes between trains.
As dusk fell, I broke off for the day, about 19:45 local time.
I found an excellent Italian restaurant in Palmer Lake, about 150 feet from the tracks, separated from direct view by a grove of trees. However, while I dined I could hear well the two trains that passed in each direction. Part 2 to follow....
BNSF/UP Joint Line Palmer Lake, CO July 12, 2007
Another patch-painted DRGW sign awaited me, as I set up in the midst of the curve just south of the junction.
Another look at the eclectic 'depot,' which was doing good business that night.
As the rains approached, the first loads of the evening did, as well. Loads slowed to walking speed as they passed, allowing gravity to handle the acceleration, with dynamic brake fans screaming.
They stopped just past me, and cut off one of the DPU helpers. A crew in a 4x4 was waiting to pilot it into the BNSF house track.
That having been accomplished, the loads went on their way south.
About 20 minutes later, another loaded train was next.
A bit of oxymoronic freight car art was in the manifest.
As the DPU engines rolled past at walking speed, the train came to a stop, and the trailing unit which they'd cut off approached.
After what must have been an interesting radio conversation, the loose unit backed north, coupling onto the engine the previous load had dropped, and both proceeded north, with the loads going south.
With dinner plans at another brewpub in the 'Springs, I left with the freshening rain about 20 minutes later. As I got to the south side of town, a northbound manifest surprised me.
I doubled back to the Junction one last time.
A good experience railfanning both days, and some good progress in the meetings that week, as well.
Friday, June 22, 2007
TPW/TZPR/UP/BNSF trip, May 26, 2007, part 1
On the way there, after a flogging of a stretch of state highway in Starved Rock state park with the MR2, I visited the Peoria area, hitting a few of the railroad high points there.
I started at the TP&W East Peoria yard and shop. A part of a larger shortline group, a switcher borrowed from sister road Indiana and Ohio was parked next to some home road power.
Nearby is the home of the Tazewell & Peoria, in Creve Coeur. Formerly the Peoria & Pekin Union, it is named after the counties in which it operates, and serves as a terminal road for much of the area's industry, much of which consists of traffic to/from the plants of Caterpillar (as seen below).
The Chicago Northwestern passed through the area to access St. Louis, with a route which diverges from their mainline at Nelson, IL and runs down toward Springfield. Its yard and engine facilities were located at South Pekin. Not much is left 12 years after the Union Pacific takeover at the location about 10 minutes south of Peoria, but my usual timing was good again, and I found the MPRPB (manifest from Proviso to Pine Bluff, Arkansas) awaiting a crew change at the south end of the yard.
After passing the ethanol plant in Pekin, the generating plants at Powerton and across the river from Pekin, and a visit to the curves of Kickapoo Creek Road in Bartonville, I made for my lunch stop in Chillicothe, following the west bank of the IL river. The Iowa Interstate's Peoria branch follows state highway 29 from its namesake city up to a junction with the IAIS (former Rock Island) main line at Bureau, and their daily train was notable by its absence.
Duly fortified with sustenance from Hardees and Kroger, I took up my position at the Curve just west of town. The weather has been better than that day on previous trips, but it was my challenge to make the figurative lemonade.
Operationally, the Curve is around milepost 134 of the Chillicothe Sub, with hotbox detectors on 160.650 MHz at MP 125 and MP 132.4 on both main 1 and main 2, allowing 6-10 minutes' warning for westbounds climbing the hill. The next hotbox detector west is over the crest of the hill, and (for at least my radio) is inaudible, meaning eastbounds are only announced by their screaming dynamic brake fans and the low rumble of their prime movers.
Settling in about the usual 13:45, three eastbound trains (two manifests and a NS-runthrough stacker) preceded the first westbound, which showed at 15:05 with a 308-axle high-priority train comprised of head=end domestic stacks, and the balance filled out with vans on flats.
Following a van train which included UPS traffic, the next westbound appeared in the freshening showers at 15:31, with 312 axles of auto racks led by a trio of BNSF-paint GEs (567-7710-7731).
Following close behind at 15:43, NS-interchange international stacks rolled by with a total of 216 axles.
After an eastbound stacker (China Shipping boxes, led by 3 BNSF GEs), the daily UP autorack run-through appeared at 15:58 (3 SD70s, 312 axles).
Next on the docket was another westbound stacker at 16:15, with 332 axles of international boxes led by 3 GEs and an SD40-2 (5396-4179-7609-6720).
Another hit the westbound detector shortly after, and as I waited in the rain, I grabbed a shot of my beast of burden for the day.
NS manifest interchange waappeared at 16:31, 272 axles in all.
As the line of thundershowers came through, I set one of the receive channels in the radio to the local weather spotter net, in case I had to contribute. Three more eastbounds came by (racks, Hanjin stacks, manifest) in the next almost two hours of heavy weather before I caught what I promised myself would be the last westbound before I moved up the hill to Edelstein.
At 18:14, a DPU stacker came through, with BNSF4631-BNSF799 on the head end, and NS 9828-BNSF7657 on the tail end, totalling 348 axles.
After 2 inches of rain, I moved up the hill. Details on the balance of the day in part 2.
Labels: bnsf, norfolk southern, trains, UP
Wednesday, June 13, 2007
TPW/TZPR/UP/BNSF trip, May 26, 2007, part 2
To allow for better operational flexibility, the UP has built a connection between its own Peoria sub and the BNSF main where they cross at West Edelstein. Going forward, the UP will be adding more sidings and CTC between there and Nelsons, but at the time, only an island of CTC exists on the connection. Here, we see the new connection signal from the north, looking down the UP right-of-way.
Most of the way around the northwest-quadrant connection, the track forces have made the division of ownership very apparent.
As I was waiting by the BNSF switch, a southbound UP DPU coal train destined for one of the Peoria-area power generating facilities passed at 18:47.
Not too long after, at 18:54, an eastbound manifest destined for CSX interchange passed on the BNSF.
With 138 miles in front of me on the way home, I waited another 20 minutes before departing, with nothing else in the pattern on either railroad. Passing through Mendota, I saw the westbound Amtrak 'Illinois Zephyr,' featuring bookend GEs, and a trainset of coal loads, including a pair of BNSF SD70MACs, was staged on the main just east of there.
As the last light faded, at a location I call "Culvert," I closed the day of photography by taking a time-exposure of the MR2, with the twinkling lights of the wind farm at Paw Paw in the background.
Friday, May 25, 2007
Weekend Excursion to Twin Towns (part 3)
Ray: Arriving in St. Paul, our first catch was a BNSF intermodal at Hoffman Avenue interlocking.
We then look a gander at what was around the Pigs Eye diesel shop.
Galen: Though unseen, a UP road-switcher set was working the adjacent former CGW yard while we were there, as well.
After our visit, we began to run out of daylight and therefore brought the photography for Saturday to a close.
Click Here to go to part four
Labels: bnsf, canadian pacific, soo line, trains
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