Issue No. 8
August 9, 1995
On July 29th a set of SP GE's are seen at San Martin on a westbound SP coal train.
(Steve Sloan photo)
Does the new merger mean we'll have the Union Southern RR, the Southern Union RR or the Pacific Pacific. Oh, I know, must be the U-South Pacific. Sounds like a Deep South line or a short line on a Pacific island.
Heh Heh.
Ken Rattenne
(My bet is it will be called "Union Pacific" A possibility is Southern Union Pacific or "So. UP", or SoUP.--Steve)
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It has been learned that there is a key strategy by the BN-SFe-UP-SP to assimilate into one organization. At that point they will cease all reference to their former selves and move toward developing a homogenized corporate identity. They will not even call themselves a railroad. They will move to assimilate all rail operations into one melded transportation entity with as little autonomy as possible. This new group will be called the Basic Operating Rail Group, the BORG.
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Phases of the UP/SP merger - as viewed by an unnamed SP fan... :-)
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QUESTIONS
Can you tell I went to a wedding this last weekend? (Actually I photographed it, a side job.) I have some old news that had stacked up since my vacation. This is the third edition sent in quick order. I made the decision to send the newest news first, because I felt it had the most news value. Now I am sending news that you may have read about in print, perhaps even in CTC Board, naw (Sorry Brian.) Anyway, consider this a history edition and my sincerest aplogies to the writers whose news got delayed.
Steve
After reports of the possiblity of a plane departing LAX being bombed, various steps were taken to limit the amount of mail being handled on airplanes. For Amtrak, this meant an increased use of material handling cars. For example, #4 on Friday 6/30 left LA with 9 baggage cars and 9 coaches powered by 2 P40's and a P32.
At the start of the holiday weekend, train 786 ran as two sections on Friday 6/30. The first section ran about 45 minutes ahead of the normal 786 schedule and was referred to as "786 Special" and the section section ran on the advertised schedule as "Second 786".
As a track side improvement, the crossing gates at Santa Ana Blvd in Santa Ana will respond to a three tone combination from a handset keypad. This will assist westbound Amtrak and Metrolink trains departing from the Santa Ana station as trains generally have to start from the station, move about three car lengths, stop for the gates to come down, and then proceed.
Ron Lehmer
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Here's a rundown as to what was in the West Oakland Diesel Shops (after the shutdown on Saturday).
West Oakland Diesel Shop Status
Things look pretty deserted here, with the exception of the Amtrak power.
I've never seen W. Oakland ever like this! Sad.. :-(
Harry Wong
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(JUNE 26) Where are AMT GP40TC's 192-199 operating now. They used to be on the :NYC-TOR "Maple Leaf" all the time but none has been seen for a few months :??
As of June 20th, the GP40TC's are as follows -
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(JUNE 23) California Cars are indeed in service on the San Joaquins.
Here is the consist of today's #712 (departed Martinez at 8:10 AM):
And, #11 was late, arriving Martinez at 9:01 and powered by 808 and 803.
Eric Blasko
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(JUNE 20) Amtrak is beginning to run the Capitol trains from San Jose to Sacramento, CA in true push-pull mode. On Monday, June 19, California Cab Car 8304 "Mt. Wilson" was seen leading Amtrak #726 with F59PHI 2009 pushing on the rear. (As far as I know, this was the first day of push-pull operation.) Fred Holmes
On the weekend of 1-4 June, Ringling Bros. and Barnum and Bailey's "Blue Unit" appeared at Tingley Coliseum in Lubbock, Tx.
They arrived in town via rail at about 7 AM June 1. The train consisted of passenger and flat cars. The passenger cars were spotted on the mainline near Lubbock's Santa Fe depot. The flat cars were spotted on siding tracks northwest of the depot. The reporting marks used by Ringling Bros. and Barnum and Bailey on their rail equipment are RBB on the passenger cars and RBBB on the flat cars. The numbers on the passenger cars ranged from 171 on a baggage car to 192 on a flat car carrying containers. The flat cars carrying the circus trailers containing equipment and animals has 5 digit numbers. I don't remember the numbers that are on the cars right now but when I receive the pictures back I took, I will report the numbers.
The rail equipment was visible from Broadway Blvd. on the south to 8th street on the north. It was very enjoyable to go see the rail equipment on the circus train.
The destination of the circus when it left Lubbock was Austin, Tx. The train left Lubbock Sunday night, June 4th, about midnight. The train was being pulled by Santa Fe engines. The train was transferred to Union Pacific in Abilene, Tx. for the trip on into Austin. I don't know the destination of the train from there.
Earl Needham in Clovis, NM
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Santa Fe experienced a derailment at Pittsburg on the Stockton Subdivision on the afternoon of Wednesday, June 28. The 814 west, with trailing unit 5101 derailed at least the four head end cars while on the main track just east of the west siding switch. All cars remained upright. Amtrak trains 716, 715, and 718 were detoured via SP between Port Chicago and Pittsburg. By 20:00, a highway crane was on the scene, re-railing cars. The power from the M-BARI3, 699 and 5837, which was behind the derailed freight, was also used for re-railing duties. Later that evening, Amtrak 717, with CDTX 2003 leading a baggage car, four California Coaches, and a hi-level dinette, was able to squeeze by the derailment by using the siding at 21:43. They were closely followed by the 199 train, with 853 leading a five unit super fleet consist.
Gerry Salsig, Martinez CA
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Saw a nice meet at Christie this morning (June 27). The 97 West met the 678 East at 7:15. The 97 had double stacks and pigs, was probably the S-CHRI. The 678 had pigs, then lots of empty pig flats. Unfortunately it was cloudy (shot 'em anyway). The 678 West then went on to meet the 661 West at Maltby (I didn't see the 661W).
Consists:
97-5049-5257-SP7372-5112 One assumes the 7372 is an SP unit. It has no lettering.
678-602-3407 The 678 was dead (out of fuel!), so the other two were doing the work. The 602 was chugging marvelously! Having those tall stacks, the 600's have a sharper bark than the 800's.
Eric Blasko
The 1995 California Railroad Festival was held at the California State Railroad Museum in Sacramento on the weekend of June 16 through 18. Besides the usual museum-owned locomotive and car exhibits, the following visiting pieces of equipment were on display:
Inside the museum, two pieces of equipment usually not open to the public, were open for touring:
Attendance at this year's Railfest seemed to be quite high.
Fred Holmes
Do you know, that 70 of the (German DB class) 232's will be sold to the U.S.A.? The locomotives will be remotored with new Caterpilar engines and will be sold later. Has this already spread around? The class 232 isn't bad, you can drop in literaly every engine, and the rest of the maintenance can be done with a big hammer and a screwdriver. As the locomotive is light; measured by american dimensions, there is simply no limitation for the size of the engine and the number of horsepower. Remember, the 242 sister locomotives had already 4000 HP by European norms. It looks like a new, interesting locomotive will apear in the U.S.A. I hope they do not end in obscurity, like their fellow russian locomotives, that came in 1993.
Thomas Hentschel
After an extended vacation in Paducah, KY, all three NYS&W SD70M's are heading for New Jersey. About 9pm on Wednesday night, the three engines were shoved off VMV property and were moved to the nearby Paducah & Louisville Railway diesel facility. On Thursday, the three engines were fueled and sanded and were thoroughly inspected. They were fired up and by 8pm last night were cleared for departure.
To get to New Jersey, these engines are taking an interesting route. The engines will _NOT_ be going up the IC to Chicago, and then east on NS as previously believed. Instead, the units left Paducah last night on PL-4, which is the P&L Railway's overnight train from Paducah to Louisville. At Madisonville, the units were to be set out at West Yard. Sometime today, they will pick up a coal train and then continue east to Louisville. Once at Louisville, they will be interchanged to NS and will then head north (I don't know the route that the engines will take from Louisville, but if I did, I'd certainly post it).
It was quite a sight seeing the three engines at P&L's diesel facility last night (however, I'd already seen, and photographed them, on at least a dozen occasions). The smooth idle of the turbocharged 16 cylinder, 710-series engines provided a nice contrast to the classic sounds of the GP10's kicking cars in the nearby P&L yard. Although it was somewhat hazy, the yellow-and-black carbodies glistened in the evening light. Just a small bit of sand had been spilled on the radial trucks, making the details stand out. As one locomotive was fueled and sanded, a worker would hop in the cab of 4050, open the throttle a notch or two and filling the air with that wonderful sound that only a turbocharged EMD locomotive can produce (to me, when a GE starts moving, it sounds like a slob who burps after consuming a Big Mac and Coke). Once the hostler was finished with his move, it provided me with yet another vantage point to view these engines. It was beautiful, these SD70M's in the mist.
______________________ Ok, OK. So much for the romance novel style writing (trust me, I normally don't write very sappy letters). For those who have read my previous "articles" about the SD70M's seeking asylum and/or busting out of VMV and might be wondering "Is this guy serious?", let me just say that yes, the engines did VMV and have left Paducah on the P&L.
Incidentally, the locomotives were in numerical order when they left Paducah. This inagural run just might be the only time this will happen, since Susquehanna will undoubtedly split up the engines.
Cliff Downey
The House Appropriations Committee today recommended that MTA receive $125 million in federal assistance for future Metro Rail construction for FY 1996, while also approving a 44 percent nationwide cut in transit operating assistance.
"We of course are pleased that the House has recognized Los Angeles County's transportation needs, and thank the committee for recommending that we receive the funds," said incoming MTA Board Chairman Larry Zarian, a Glendale city councilman. "But the rest of the recommendations send Southern California a clear message: We must remain ever-vigilant in our efforts to cut costs, improve efficiency and find other funding sources. We must have public transportation to keep our economy healthy."
Operating assistance would take an even larger cut than originally anticipated. The 44 percent reduction would mean MTA would lose approximately $17 million in operating assistance.
The House Appropriations Committee recommendation also includes $8 million for the Gateway Intermodal Transit Center and continuance of the Advanced Technology Transit Bus research project.
The recommendation also keeps intact the federal match of 80 percent federal and 20 percent local funds for the purchase of new buses.
"The people of Los Angeles have twice voted to tax themselves by the passage of Propositions A and C, and entered into a contract with the federal government to build a rail system for this region into the 21st century," Zarian said. "We have been working with our congressional representatives to demand that Congress honor its commitment. In light of the current budget-cutting mood, we are pleased that the House appears to have seriously considered our needs."
"We are especially concerned about the proposed nationwide cut in operating assistance," said Franklin E. White, MTA's chief executive officer. "We had projected a 30 percent cut in our proposed budget for FY 1996. If Congress sustains this level of cutbacks, it could seriously affect our service levels or require us to face the painful possibility of increasing fares."
The Senate Appropriations Committee is scheduled to consider the FY 1996 budget later this summer.
via Brian P. Kreimendahl
(JUNE 28) I just arrived from West Oakland, where they were still assembling the Garbage Special passenger equipment in the Coach Yard.
Power for the special is SP 9808/BN 9627 (SD70M/SD70MAC) arranged back-to-back, with a string of SP 290-series passenger cars behind, followed by BN business cars Lake Superior, Como and Yellowstone River, and the SP 150 "Sunset" on the rear. The BN business cars arrived late yesterday into Oakland on Amtrak #5, a day behind schedule..
The special expects to leave sometime around 10am for the Napa Valley.
Strangest sight of all this morning: SP crew members washing down the SP 9808 with scrub brushes and water hoses! :-) :-)
Harry Wong
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(JUNE 26) One of the last domains of the SD39 on the SP has been invaded. For the last few months, two sets of SD39's have been used as switchers at the ICTF yard (5308/5304 mostly the last couple of months). Last weekend, the ICTF switcher was 7440/7380 and the only SD39 was the 5316, which was laying in the weeds of the switch engine lead at Dolores. 7433 was also sitting on the track that is usually used to store the extra switch engines for the ICTF.
Note to Eric L. -- When you go by West Colton next time, see if you can see any engines in the series 5296 - 5316 at the Riverside Drive road overpass.
Its too bad that the critters have to go, but its time for the SP to clean house of all the junk.
Ron Lehmer
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(JUNE 26) The two sets of DRGW SD45 hauler power in Southern California put on a couple of good shows. On Wednesday, both sets were within feet of each other, with the set 5334/5322/5331 running down the Vernon Line to switch the J Yard while 5320/5340/5325 went down the Amoco side with the WCLBL.
On Sunday 6/25, I watched a great demonstration of the strength of these old beasts. I was driving up San Fernando Road past the MMF (Metrolink Maintanence Facility) and saw a freight moving slowly past CP Taylor (sorry, guys, but the whole yard has been reduced to a control point). After some creative driving through Glendale, I got a long straight section of track between Glendale and the Allen Ave. X-Overs.
First, you could hear it...that gutty whine of SD's in harness. Then a thin line of black smoke and the headlight. Finally, it got close enough to recognize as being the lashup of 5325/5340/5320, with a least 5325 in that classic small lettering. They were hell bent with the entire 112 car WCGUM stretched out on the 1% grade out of Glendale. And this was mostly loads, with a number of lumber loads mixed in.
XDRGW5325W ran around the WCWSM at Allen while #780 waiting for it clear, definitely another reason for those 45's to pulling their hearts out.
About a month ago, I saw DRGW5411 at Dolores with "Maxed out" lights. It had all of its original DRGW lights, including Mars. Now throw on a flasher beacon and ditch lights. Amazing...
A couple of weeks ago, a train arrived in Dolores with SP5412-IC6010 FF with 6 cars. Someone is going to have the painters of 5412 a set of glasses. I don't know where it was painted (Tucson, VMV, LRC, or Burham), but the SP on the nose was about 6 inches off the walkway deck. Yeachh!!! Much too low...just like the ATSF 200's.
Ron Lehmer
PS - Killer lashup of the month:
6/25/95 LAWCZ SPL8151-2573-DRGW3022-CNW5099-4820-6359 FFBBBB
Light engines out of the Shops Yard. 4820 has those natty block lettering done by Taylor.
PPS - Sad news of the month:
West Oakland Diesel Shops closed on Saturday. RIP.
Ron Lehmer
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(JUNE 22) Friends,
Here's another unpleasant "get your shots now" story.
I was just out at Pinole(SP)/Gateley(ATSF) [California] having lunch and ran into a woman representing the City of Pinole. She was scouting the route for the extension of the Bay Trail, which would connect the existing trail at Pinole Shores with the Bayfront Park at the foot of Tennent Ave. in Pinole.
The plan is to build a footbridge over the SP about a half mile west of the Tennent Ave. grade crossing and then run the trail along the SP to the park. A four-foot-high chain-link fence will be installed where the trail runs along the SP tracks. As part of the trail also runs between the SP and Santa Fe rights- of-way, the Santa Fe may be fenced off too.
Thus a favorite spot for train photographers is likely to be marred by the fences and footbridge. On the plus side, there will be greater public access to the area with no hassles from SP police.
Concurrently, the City of Hercules is working on extending the trail along the SP right-of-way from Pinole to Rodeo, which would also involve chain-link fence along the entire stretch.
The time line for installation of the trail is one to two years from now. Apparently, the money for the installation has already been budgeted. So now is the time to shoot the scenic SP waterfront while it still is "pristine".
Eric Blasko
(JUNE 30) 7000 to 7024 are all on lease to the UP for one year (I believe.) The
first three were built as demonsrators fot the 70 series a year or two
ago. The rest are stripped-down models (I am a UP trainman, I rode in the
7018) with no air conditioning (unlike most if not all super cabs) and
non-chemical toilets (Peeee youuu!) The 7018 did not even have a refer or
water cooler installed yet. At least three are painted all-maroon,
including the 7018.
Dan Thompson
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(JUNE 30) Voluntary severance applications have been accepted from nearly 500 managers of the newly combined Union Pacific Railroad Co. and Chicago and North Western Transportation Co., it was announced today.
The 10 percent reduction in non-agreement personnel will save the railroad $64 million in salaries and benefits over the next 18 months, about double the original target. "I'm delighted that our voluntary management buyout program exceeded projections," said Dick Davidson, railroad Chairman/CEO. "This means the benefits of the merger will be even greater and will come sooner."
Management employees of both railroads were offered a severance package that included a lump sum cash payment based upon years of service, outplacement assistance and an incidental expense allowance. Almost 90 percent of the 560 applications filed during the May 1-June 15 window were accepted.
Benefits from the merger are now expected to reach $250 million by the end of 1996. These include net incremental revenue gains driven by new single-line grain service to export markets; single-line coal service from the southern Powder River Basin to utility customers; consolidation of shops, headquarters and other facilities and terminal efficiencies.
Union Pacific Railroad, headquartered in Omaha, is a subsidiary of Union Pacific Corporation (NYSE: UNP). The 22,800-mile railroad operates in 23 states located in the western two-thirds of the country. The company's 35,000 employees operate 1,400 trains daily that serve every major West Coast and Gulf Coast port, Mexico, Canada and four gateways to the East. Combined UP-CNW operating revenues totaled $6.44 billion in 1994.
Union Pacific Railroad Co. said Friday that 500 managers have accepted voluntary severance packages from the newly merged railroad, saving it $64 million in salaries and benefits over the next 18 years.
The savings is double the original target under Union Pacific's plan to cut costs after its recent acquisition of Chicago and North Western Transportation Co.
Benefits from the merger are now expected to reach $250 million by the end of 1996, the Union Pacific Corp. unit said.
Both railroads offered management employees a severance package that included a lump sum cash payment based upon years of service, outplacement assistance and an incidental expense allowance. Almost 90 percent of the 560 applications filed were accepted, Union Pacific said.
The severances will reduce the company's non-union personnel by 10 percent, it added. Union Pacific, based in Omaha, Neb., operates a 22,800-mile railroad in 23 states in the western two-thirds of the country. Union Pacific and CNW had combined revenues of $6.44 billion in 1994.
Union Pacific's stock rose 25 cents to $55.375 on the New York Stock Exchange at midday.
via Brian P. Kreimendahl
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(JUNE 22) >Spotted freshly painted UP 9668 headed west to KC on an intermodal My usual source of rumors indicates this used to be CNW 8699, and was a wreck damaged unit which was repaired at N Little Rock last week. >I would guess the Dash 9's might be renumbered
>9560-9689?
That seems to agree in general with what I've heard. UP numbered their own DASH9s in the 9700 series so as to allow room for the CNW DASH9s to fit in just below them (between the UP DASH8s and UP DASH9s). Sure is a shame to see these pretty CNW units repainted. Get 'em while you can, I know I sure am.
Jim Gilley
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(JUNE 22) On 6/19/95 at the UP facilities in Oakland, I saw.. UP 9714 DASH9-44CW (kinda dirty) side by side with the following lashup: CNW 8633/UP60xx/CNW 8545/CNW 8605 (DASH9-44CW/SD60/DASH8-42C/DASH9-44CW)
The CNW DASH9's were VERY CLEAN, and awesome to look at!
Harry Wong
ATSF F45s 5955, 5956, 5965 and 5981, and SD45 5381 arrived North Fond du Lac 6/17/95. Units to be renumbered (eventually) to 6650, 6651, 6654, 6656 and 6631 (the SD45). Probably will see service briefly before renumbering.
Frederick W Hyde
On Saturday, 13 May, Jim Aldrich and I travelled to San Jon, New Mexico to spend a day on the old Rock Island line going east toward Amarillo. The line has been abandoned for about fifteen years, but you can still see the roadbed and many telephone poles and ties. The old line paralled old Route 66 for much of its length.
Leaving San Jon, the road and the tracks separated for about 6 or 8 miles. Nearing Endee they converged again. When we got to Endee, we stopped and walked for a good while. There were many stacks of old ties, and some very interesting artifacts. In particular, we found several wood spikes and 6 date nails, each of which was from 1931! Apparently the road was built in 1931 and never changed or repaired later. It also appeared that whoever had maintained the road in its latter years just didn't give a darn about what they were doing. Many things looked like they had just been thrown together in a rush.
Jim was good at finding tie plates, most of which had a patent statement on them dating to 1917 or so. He also found several pieces of green or blue glass, which we suspect came from a signal. Many iron spikes are also in the area.
East of Endee, the tracks parallel old 66 all the way to the Texas/NM state line, where Interstate 40 comes onto the old 66 route and continues to Amarillo, paralleling the Rock Island most of the way into Amarillo. This is where we stopped. The towns of Endee and Glen Rio (I think) are two examples of nice little towns that the interstate highway system killed. In particular, Endee has all but been obliterated. The buildings are, for the most part, still there, however, they are old and abandoned. I think one family still lives there. Glen Rio is making an attempt at staying alive, but the several service stations in the town are closed.
On the Rock Island, we also found a nice old (steel) trestle. The outline of the Rockl Island heralds could still be seen on the bridge, but I imagine they are now hanging on someone's living room wall! The trestle now houses a family of horned owls, and they don't like company! There was also what appeared to be an old house track in Endee, and it was obvious where the switches were. But I think the most exciting things we found were the foundations for old coal and water towers for the steam days. Also, in Glen Rio, the foundations for the old depot were visible, although we didn't fully explore them.
If you're interested, old route 66 is drivable from the Texas state line all the way to the western edge of Tucumcari, which we did. In Tucumcari, we watched an SP freight leave town, and he really got into the throttle! I don't think I've ever seen a train get in Run 8 as fast as he did. Was quite impressive! But I suppose that's another story.
Earl Needham in Clovis, NM
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Please look at: http://www.nucleus.com/Heartland
You will note that I have linked you pages with mine.
Cliff Wedgewood
---------- Donald J. Frozina frozina@tti.com
Transaction Technology Inc. 310/450-9111 x2794
--Don----------
Donald J. Frozina .frozina@tti.com
Transaction Technology Inc. 310/450-9111 x2794
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This document was last updated August 9, 1995.