Wednesday, January 02, 2008
Goin' to Kansas City - Part 3
(For part 1, click here)
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.
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
(For part 1, click here)
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.
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
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, July 18, 2007
Colorado Springs/Monument/Palmer Lake, CO July 11-12, 2007
A standards organization whose meetings I attend for work has held their July meeting in Colorado Springs, CO for the past three years. For some images from last year's trip, see the following link.
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....
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....
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