The Railroad Modeler: February 2010

Wednesday, February 17, 2010

Railroad T-Shirt - Southern Pacific Cab Forward AC-12 2-8-8-4 Locomotive - Sizes Kids Small To Adult Large

Southern Pacific Railroad's AC-12 class of cab forward steam locomotives was the last class of steam locomotives ordered by Southern Pacific. They were built by Baldwin Locomotive Works during World War II, with the first, number 4275, entering service on October 27, 1943, and the last, 4294, on March 19, 1944.

SP used the AC-12s for a little over a decade with the first retirements occurring on April 5, 1955, and the last on September 24, 1958. All but one of this class, number 4294, was scrapped.

The cab forward design was widely used by the Southern Pacific Railroad, which developed it to deal with the peculiar problems of its routes. The 39 long tunnels and nearly 40 miles (64 km) of snow sheds of the Sierra Nevada Mountains could funnel dangerous exhaust fumes back into the crew compartment of a conventional locomotive. After a number of crews nearly asphyxiated, someone had the idea of running his locomotive in reverse. This meant that the tender was leading the train, which introduced new problems. The tender blocked the view ahead and put crewmen on the wrong sides of the cab for seeing signals. The tenders were not designed to be pushed at the lead of the train, which limited speeds. Southern Pacific commissioned Baldwin Locomotive Works to build a prototype cab-forward locomotive, then ordered more before the prototype had even arrived.

All of the cab-forwards were oil-burning locomotives, which meant there was little trouble involved putting the tender at what would normally be the front of the locomotive. The oil and water tanks were pressurized so that both would flow normally even on uphill grades. Visibility from the cab was superb, such that one crewman could easily survey both sides of the track. There were concerns about what would happen to the crew in the event of a collision, and at least one fatal accident occurred on the Modoc Line when a moving locomotive struck a flat car. Turning the normal locomotive arrangement around also placed the crew well ahead of the exhaust fumes, insulating them from that hazard. One problematic aspect of the design, however, was the routing of the oil lines; because the firebox was located ahead of the driving wheels (instead of behind them, the usual practice), oil leaks could cause the wheels to slip. A nuisance under most conditions, it resulted in at least one fatal accident. This occurred in 1941 when a cab-forward with leaking steam and oil lines entered the tunnel at Santa Susana Pass near Los Angeles. The tunnel was on a grade, and as the slow-moving train ascended the tunnel, oil on the rails caused the wheels to slip and spin. The train slipped backwards and a coupler knuckle broke, separating the air line, causing an emergency brake application and stalling the train in a tunnel that was rapidly filling with exhaust fumes and steam. The oil dripping on the rails and ties then ignited beneath the engine cab, killing the crew.

No other North American railroad ordered cab-forward locomotives, although some, like the Western Pacific, did consider the type. Built to deal with difficult terrain, these remarkable locomotives became an easily recognizable symbol of the Southern Pacific. One example of the type, Southern Pacific 4294, is kept at the California State Railroad Museum in Sacramento, California. It is a 4-8-8-2 locomotive and is the only one to escape being scrapped.

See Other Railroad T-Shirts: Railroad T-Shirt - AT&SF (Santa Fe) Alco PA-1 - Sizes Kids Small To Adult XXXL / Railroad T-Shirt - AT&SF (Santa Fe) SD70Ms at San Francisco Peaks - Sizes Kids Small To Adult XXXL

See Also: Intermountain Railway Company HO Scale AC-12 4-8-8-2 Locomotive - Southern Pacific / Railroading On DVD! - Southern Pacific Cab Forward Collection

Other Southern Pacific Items: Athearn HO Scale SD40T-2 Locomotive - Southern Pacific/ Intermountain Railway Company HO Scale AC-12 4-8-8-2 Locomotive - Southern Pacific / Athearn HO Scale SD70M Locomotive - Southern Pacific / Athearn HO Scale AC4400 Locomotive - Southern Pacific / MTH HO Scale GS-4 4-8-4 Locomotive - Southern Pacific/ Bachmann HO Scale 4-8-4 GS-4 Locomotive - American Freedom Train #4449 / Bachmann HO Scale 4-8-4 GS-4 Locomotive - Southern Pacific (War Baby) / Athearn HO Scale C44-9W Locomotive - Southern Pacific / Athearn HO Scale GP40-2 Locomotive - Southern Pacific / Athearn HO Scale Bay Window Caboose - Southern Pacific

Railroad T-Shirt - AT&SF (Santa Fe) Alco PA-1 - Sizes Kids Small To Adult XXXL

ALCO PA refers to a family of A1A-A1A diesel locomotives built to haul passenger trains built in Schenectady, New York in the United States by a partnership of the American Locomotive Company (ALCO) and General Electric (GE) between June, 1946 and December, 1953. They were of a cab unit design, and both cab-equipped lead A unit PA and cabless booster B unit PB models were built.

The ALCO 244 V16 diesel prime mover proved to be the undoing of the PA: The engine had been rushed into production, and proved to be unreliable in service. The PA locomotives failed to capture a marketplace dominated by General Motors Electro-Motive Division and their E-units. The original Santa Fe three unit set #51L, 51A and 51B was repowered in August 1954 with EMD 16-567C engines rated at 1,750 hp (1,305 kW). This EMD repowering of the PAs was economically unfeasible and the remaining Santa Fe PAs retained their 244 engines. The later 251-series engine, a vastly improved prime mover, was not available in time for ALCO to recover the loss of reputation caused by the unreliability of the 244. By the time the ALCO 251 engine was accepted into widespread use, General Electric (which ended the partnership with ALCO in 1953) had fielded their entries into the diesel-electric locomotive market. General Electric eventually supplanted ALCO as a manufacturer of locomotives. ALCO's loss of market share led to its demise in 1969.

See Other Railroad T-Shirts: Railroad T-Shirt - AT&SF (Santa Fe) SD70Ms at San Francisco Peaks - Sizes Kids Small To Adult XXXL

Tuesday, February 16, 2010

Norfolk Southern Pumped $3.1 Billion Into Local Industries In 2009

Source: Norfolk Southern (Press Release)

Norfolk Southern Corporation participated in the location of 70 new industries and the expansion of 23 existing industries along its rail lines in 2009.

New plants and expansions represented an investment of more than $3.1 billion by Norfolk Southern customers and are expected to create 3,000 jobs in the railroad’s territory, eventually generating more than 138,500 carloads of new rail traffic annually.

Norfolk Southern assisted state and local government and economic development officials throughout 19 states in helping customers identify ideal locations for new and expanded facilities.

“The energy sector anchored our results during 2009,” said Newell Baker, assistant vice president industrial development. “Our group assisted in the location or expansion of 24 energy related facilities in 12 states across our service area. Ethanol production and distribution accounted for the lion’s share of energy projects, with 11 new and expanded facilities that began to receive NS rail service in 2009.”

The balance of other projects secured during 2009 was distributed among several of the broad product areas Norfolk Southern serves.

Norfolk Southern works with state and local economic development authorities on projects involving site location and development of infrastructure to connect customers to its rail system and provides free and confidential plant location services, including industrial park planning, site layout, track design, and logistics assistance. During the past 10 years, Norfolk Southern’s Industrial Development Department has participated in the location or expansion of 1,084 facilities, representing an investment of $23.9 billion and creating nearly 50,000 customer jobs in the territory served by the railroad.

Norfolk Southern Corporation (NYSE: NSC) is one of the nation’s premier transportation companies. Its Norfolk Southern Railway subsidiary operates approximately 21,000 route miles in 22 states and the District of Columbia, serving every major container port in the eastern United States and providing efficient connections to western rail carriers. Norfolk Southern operates the most extensive intermodal network in the East and is North America’s largest rail carrier of metals and automotive products.

See Also: Norfolk Southern Joins U.S. Green Building Council / Norfolk Southern Launches Improved Investor Relations Site / Railroad Job Postings For December 2009

The Golden Gate Railroad Museum Gives Railfans A Chance To Run A Steam Locomotive

Source: The Golden Gate Railroad Museum (Press Release)

The Golden Gate Railroad Museum, in conjunction with the Niles Canyon Railway, is excited to announce the opportunity of a lifetime. Take a step back in time and fulfill your childhood fantasy of running a steam locomotive with our "Run-A-Steam-Locomotive" program.

The Run-A-Steam-Locomotive program will be held on Thursday, March 11, and Friday, March 12, 2010 on the Niles Canyon Railway in beautiful Niles, California. What better way to gear up for Winterail 2010?

Operations will utilize the GGRM's former Southern Pacific 4-6-2 #2472

An instructional course will be provided by the Golden Gate Railroad Museum's Chief Mechanical Officer on the safe and proper handling of a steam locomotive.

During your one hour session you will operate SP 2472 from the end of yard limits at Niles two miles into the canyon and back at 10 miles per hour.

Two people can share an operating session; Participants under 18 must be accompanied by an adult.

Proper clothing is required. We recommend a long sleeve shirt, boots and gloves.

Former Southern Pacific Club-Lounge No. 2979 will serve as the classroom and refreshment area.

Participants will receive a certificate and special recognition item.

Tickets can be purchased online at http://ral.eventbrite.com.

See Also: The Golden Gate Railroad Museum To Offer Romance On The Rails

Caltrain Addresses Recent Delays

Source: Caltrain (Press Release)

Wheelchair lift won’t retract. Signal is displaying red. Engine won’t start. Trespasser steps in path of train. No matter what the reason it has the same result: delayed trains, resulting, more importantly, in delayed customers. And Caltrain has had more than its fair share lately and it apologizes for any inconvenience its customers have experienced.

You might say, “But I was three trains behind the one that wouldn’t start” or “I was traveling in the opposite direction; what gives?” That illustrates how orchestrated and tightly connected the Caltrain service is. One train incident can cause a domino effect. If the delayed train can’t get out of the way of other trains, they too will be delayed. Also, if the train can’t get to its destination on time and “flip” to head in the opposite direction, those customers also will be late. The 90 weekday trains are operated with only 20 train sets. That means that one train sets plays an integral role in moving Caltrain’s customers.

While Caltrain has implemented a number of contingencies, such as a stand-by set of equipment and crossovers to bypass breakdowns, customers still feel the impact when the problems are bigger than the contingencies.

Caltrain staff has been conducting an evaluation of both the locomotive and passenger car fleet to identify areas of maintenance that should be enhanced to not only provide increased reliability but to provide the ride quality and comfort level the passenger expects. Caltrain staff also is working diligently with its contract operator, Amtrak, to reduce delays and refocus on preventative maintenance.

When there is a major service disruption, Caltrain’s goal is to get service restored as quickly as possible. That may entail having one train pass, or “overtake”, another train so that it can get to its destination and cover service in the other direction. It never feels good to be at a station waiting for a train, feel relieved when you see the approaching headlight, then super frustrated as the trains speeds through the station. While it’s the best way to get service back on track, it’s a disservice to Caltrain’s customers to not let them know what’s going on. To rectify that, Caltrain is committed to improving its communication with customers.

During delays, announcements will be made every 10 minutes onboard trains and at stations. The station announcements will include both public address messages as well as visual messages, if the infrastructure is in place. By mid next year, Caltrain will be offering real-time information on train status.

Caltrain will continue to work diligently on meeting your expectations for on-time service.

See Also: Caltrain Holiday Train Collects More Than 4,000 Toys / Caltrain Beats Traffic To The KPFA Crafts & Music Fair / Live Entertainment Lights Up Caltrain Holiday Train / Caltrain Gears Up For A Busy Holiday Schedule

Railroad T-Shirt - AT&SF (Santa Fe) SD70Ms at San Francisco Peaks - Sizes Kids Small To Adult XXXL

The EMD SD70 is a series of diesel-electric locomotives produced by the Electro-Motive Division of General Motors beginning in 1992. Over 4000 locomotives in this series have been produced, mostly of the SD70M and SD70MAC models. All locomotives of this series are hood units with C-C trucks. All SD70 models up to the SD70ACe and SD70M-2 have the HTCR Radial truck, rather than the HT-C truck; the self-steering radial truck was designed to allow the axles to steer in curves, reducing wear on the wheels and railhead. With the introduction of the SD70ACe and SD70M-2, in an effort to reduce cost EMD introduced a new bolsterless non-radial HTSC truck as the standard truck for these models. The radial truck, now the HTCR-4, is still an option.

The SD70M has a wide nose and a large comfort cab (officially known as the "North American Safety Cab"), allowing more crew members to ride comfortably inside of the locomotive than the older standard cab designs. There are two versions of this cab on SD70Ms, the Phase I, which was introduced on the SD60M, and is home on the SD80MAC & SD90MAC's and the Phase II, which made a return to a more boxy design a la the original 3 window SD60M cabs. Though the Phase II cab has a two piece window matching the Phase I cab windows, the lines of the nose are boxy, with a taller square midsection for more headroom. The SD70ACe/SD70M-2 line has what is considered the Phase II cab, but it is actually more so a Phase III cab, as the windows went from the teardrop design to a rectangular window. Like the SD70, the SD70M also uses DC traction motors. Starting in mid-2000, the SD70M was produced with SD45-style flared radiators allowing for the larger radiator cores needed for split-cooling (split-cooling is a feature that separates the coolant circuit for the prime mover and the circuit for the air pumps and turbocharger). There are two versions of this radiator, the older version with two (2) large radiator panels per side, and the newer style with four (4) square panels per side. This was due to the enactment of the EPA's Tier I environmental regulations. Production of the SD70M was replaced by the SD70M-2 in late 2004, as the EPA's Tier II regulations went into effect on January 1, 2005. 1,646 examples of this model locomotive were produced. SD70M models were produced with 4000 horsepower (2,980 kW) EMD Model 710 prime movers. Purchasers included CSX, New York Susquehanna & Western (part of EMDX order #946531), Norfolk Southern, Southern Pacific (now UP), and Union Pacific.

Monday, February 15, 2010

Railroad Photography - Saturday Afternoon At Oro Grande

Story & Photos By: Ken Hulsey

Many a travel book has been written about America's historic transcontinental highway, Route 66. The interstate, which at one time, traversed the country from Chicago to Los Angeles in very much the same way as the Santa Fe railroad did. Alas Route 66, and the Santa Fe, are gone, for the most part, memories of a by-gone era in American Transportation.

The highway itself, being replaced by Interstate 40, in the west, and the Santa Fe merged with the Burlington Northern.

Remnants of these items of good old Americana can still be found for those who look hard enough, as today's photo gallery will illustrate.

Back in the 1970s, Trains Magazine published a very interesting photo spread entitled, "Railroad Photographs Without Trains". I was reminded of that classic magazine piece this past weekend, when I decided to kill two birds with one stone, and combine my quest to find a Valentine's Day present for my lovely wife, with a little train watching/photography.

One of my favorite haunts for antiques, my wife and I love old stuff, is the very quaint "Antique Station" in Oro Grande, Ca. I can normally find the perfect gift for my special little lady there, and as a matter of luck, the BNSF/Union Pacific main line runs right past the shop.

Oro Grande is located on what used to be Route 66, a stretch of road that now serves as the 'back way' into Barstow from Victorville.

Now on any given day, while shopping, at least a half dozen trains will pass this location, so I figured that this would be a great spot to capture some great railroading action shots.

I parked my car and crossed the highway to the rail line and then began my wait. I waited, and I waited.

Some 30-minutes passed before I spotted my first train, two actually, a BNSF stack-train on the track closest to me, and a Union Pacific on the adjacent trackage. Both were going the same direction, south, and both were pacing each other.

As the two trains came closer, the Union Pacific train slowed, and the BNSF freight quickly overtook it. This was a big disappointment, because I had hoped to catch them both in a photograph, but as luck would have it, I could only get a good shot of the first one to me.

I captured one shot as the train passed by the Oro Grande sign, just before it passed by some set out gondola cars, then another as it passed beyond them, headed south.

As I mentioned before, remnants of the pre-BNSF days were quite evident in Oro Grande on this unusually warm February day as this old worn-out Burlington Northern logo on the side of a set out gondola illustrates.

As I waited for another train, or trains, I snapped several pics of rolling stock near the TXI Riverside Cement plant.

Old meets new. An old Burlington Northern car coupled to a BNSF car.

The afternoon proceeded on, without any sign of action, which was odd for this local, so I took photos of what was available.

I soon got bored with my wait, so I decided to get my shopping out of the way, that was the main reason that I was visiting Oro Grande this day......honestly.

Of course, while in the store, five, count em, five trains passed by. Four UP mixed trains, and another BNSF stack-train.

I didn't rush my shopping though, I take finding the perfect gift for my wife very seriously, besides, trains always pass by this local often, so I would be certain to catch some after I was done.....or so I thought.

Again I took a position beside the tracks and waited.

Cue the sound of crickets if you will.

Nothing.

Again getting restless, I staked out an excellent place for a dramatic railroad action shot, this time adjacent to the curve alongside the cement plant. From this vantage point, I could get a great shot of trains headed south or coming north.

Only one problem, none showed up.

Again feeling artistic a took a few snaps of some assembled rail and ties along the trackage.

It was beginning to get late so I headed back to my car. While on my hike back, I took a photograph of the "Derail" switch on a very old siding.

I also noticed that several of the spikes on the main-line were falling out. I thought that this may make for an interesting photograph as well.

One shot, that may have been interesting, would have been of the discarded spray-paint cans I found along the tracks, with the graffiti laden freight cars in the back-ground. Unfortunately, I couldn't line up both subjects to my satisfaction, and I didn't want to move the cans closer to the rail-cars. Knowing my luck, a CHP officer would come by at exactly that moment and think that I was tagging the hoppers.

Now, many people would think that I had a rather boring Saturday afternoon, just hanging around the train tracks, but honestly I had a ball.

Granted, not many trains came by, but I feel that I got some great photographs anyway. Plus I was able to scout out some great spots for future photographs, and you know that the next free day I get, that's where I'll be.

"Railroad Photographs Without Trains" can sometimes be as artistic as ones with them.

For me, it was a great Saturday afternoon at Oro Grande.

See Also: Railroad Photo Gallery - Santa Fe FP45 Locomotives #95 & #98 / Railroad Photo Gallery - Union Pacific GP40-2 1368 (Ex Rio Grande)

Other Railroad History Articles: * The History Of Burlington Northern Steam Power?* Railroading On DVD! - Southern Pacific Cab Forward Collection* Why Is The CSX Intermodel Yard In Atlanta Named 'Hulsey'?......And Does Anybody Know?* The Diesel Railroad Locomotive - From Box Cabs And The SD40 To The SD70 And Gensets* Railroad History - Fun Facts - The Modern Era (1980-Present)* Railroad History - Fun Facts - The Post-War Era (1945-1980)
See Also: Tickets Now On Sale For The Return Of Santa Fe Locomotive 3751 To San Diego / The Cajon Pass Railroad Museum - The Birth Of A Dream / Santa Fe Locomotive 3751 To Return To San Diego In May 2010!

See Other HO Scale Santa Fe Items: Athearn HO Scale FP45 Locomotive - Santa Fe (Red & Silver Warbonnet) / Athearn HO Scale F45 Locomotive - Santa Fe (Blue & Yellow Warbonnet) / Athearn HO Scale F7A/F7B Locomotives - Santa Fe / MTH HO Scale 2-10-0 Russian Decapod Locomotive - Santa Fe / Bachmann HO Scale Rail King Electric Train Set - Santa Fe / Athearn HO Scale EMD GP38-2 Locomotive - Santa Fe / Athearn HO Scale PS-2 Covered Hopper - Santa Fe / Athearn 50ft Ice Reefer Box Car - Santa Fe (Scout) / Athearn HO Scale Cupola Caboose - Santa Fe / Athearn HO Scale GP60M Locomotive - Santa Fe / Athearn Genesis F45 HO Scale Locomotive - Santa Fe / Bachmann 2-10-4 Texas HO Scale Locomotive - Santa Fe / Bachmann 4-8-4 Northern Locomotive - HO Scale - Santa Fe / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Bachmann HO Scale FT Locomotive - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

Athearn HO Scale SD75M Locomotive - Santa Fe / BNSF

The EMD SD75M is a series of diesel-electric locomotives produced by General Motors Electro-Motive Division in 1994. The series was a response to General Electric's Dash 9-44CW. By bumping up the output of the 16-710-G3 engine from 4000 to 4,300 horsepower (3,200 kW), the SD75 was a reality. The unit is recognized from the SD70 by the added bulge below the inertial air-intake on the right side of the unit. The "M" in the model designation is the style of the cab, in this case the North American style cab. The SD75I had a "WhisperCab" in EMD speak. Both models use the HTCR-II radial truck and are mounted on the 72 feet 4 inches (22.05 m) frame. This model only sold 76 units and was not as popular as the SD70. The biggest buyers of this model were the Santa Fe, now Burlington Northern Santa Fe.

Mainly built for a special request from ATSF/BNSF, the SD75M's are slightly more powerful than SD70M's, having horsepower ratings between 4,300 hp (3,200 kW) & 4500 hp. They are almost identical to SD70M's, but can be distinguished by looking for an equipment blower duct on the right side. SD70M's have a blower duct on the left side only (like most EMD's), but SD75M's have a blower duct on both sides of the locomotive.

See Also: BNSF Shareholders Approve Sale To Berkshire Hathaway / The BNSF Honors Three Shortline Railroads For Partnership Excellence / The Cajon Pass Railroad Museum - The Birth Of A Dream

Friday, February 12, 2010

Railroad Photo Gallery - Santa Fe FP45 Locomotives #95 & #98

Story & Photos By: Ken Hulsey

I was very blessed in my younger days. My family would make bi-yearly treks from our home in Southern California to visit my uncle in Texas. One trip in the summer, and then another at Thanksgiving. As a young person who was very much in love with railroading, I considered each of these trips as my own personal train watching odyssey.

We would venture from our home in Whittier, where the Union Pacific and Southern Pacific tracks merged to go into Orange County, out past the huge SP yard in Colton, to Cajon Pass, then across the deserts of Arizona and New Mexico, where the Santa Fe ran free, then on to the plains of eastern New Mexico and western Texas, where the Rock Island had a seldom traveled line, finally arriving in northern Texas where the Burlington Northern paraded freight after freight in front of my eyes.

Amazingly, these all are the very same railroads that I model today.

While spending all those hours with my eyes pressed against the window of my family's Buick, I took in a lot of scenery, and a countless number of Santa Fe freight trains. Over the years I developed a love for the SF, and all of their varied forms of motive power. Though I truly loved them all, one locomotive really stood out above the rest, in my opinion, the F45 'cowl' unit.

I don't know exactly why that particular locomotive has always fascinated me. I suppose that I always thought that it looked powerful, yet somewhat streamlined. I don't know, I just love the things.

As a matter of coincidence, at the very same time that I was brought into this world, December of 1967, the Santa Fe, despite plummeting passenger numbers, ordered nine brand new diesel locomotives to head their signature trains, The Super Chief and the El Capitan. These new FP45 locomotives, the sisters to my beloved freight F45s, were to replace the Santa Fe's aging fleet of F7 passenger power.

The locomotives shot down the rails like bullets fired from a gun, each geared to exceed the road's 90-mph passenger-train speed limit. Truly the were a sight to behold as they rocketed down the Santa Fe's transcontinental express-way between Chicago and Los Angeles on the head end of passenger trains and the line's Super C premium intermodal freights.

Throughout the 30+ year service record of the FP45, it has been a locomotive of many colors, and for that fact, many numbers. Originally painted in Santa Fe's signature red and silver "warbonnet" paint scheme for passenger service in the late 1960', the locomotives would soon find themselves in the road's blue and yellow, pinstripe, "bookend" freight colors when Amtrak came into service in 1971. It was at this time that the SF renumbered the units, moving from the 100-series to the 5940-series.

A year later the units would yet again be repainted in a blue and yellow variant of the 'warbonnet' along with all of the locomotives in the Santa Fe's fleet. In these colors the FP45's would remain, until the mid-80s, when in a premature move, they were painted in the red and yellow, 'kodachrome', scheme for the proposed merger of the Santa Fe and the Southern Pacific.

When that merger fell through, the FP45's returned to their freight 'warbonnet' colors.

In 1989, when Mike Haverty was named the president of Santa Fe, the line was in a very bad state of decline. There was the failed merger with the SP, several takeover attempts, a late start in stack train service, and a lack of capital for infrastructure improvements, all of which had taken a toll on the railroad.

Inspired by a railfan's suggestion, Haverty made a executive decision to return the Santa Fe to it's famous red and silver colors, a move that immediately improved company moral and garnished the type of public attention that the company desperately needed.

The first of Santa Fe's locomotives to receive the new paint, the FP45's, which were also renumbered back to the 100-series.

For a short period of time the FP45's were once again at the head end of the Santa Fe's premiere trains, but the days of the locomotives service were numbered.

As the Santa Fe began to build it's 'Super Fleet' of fast running intermodal trains between Chicago and the west, the Fp45's were soon pushed aside by the smaller, and more fuel efficient, GP60M and then by the larger, and more powerful, Dash-8 and Dash-9 series locomotives.

The FP45's were also renumbered into the 90-series.

When the Santa Fe finally merged with the Burlington Northern in the mid-90s the aging FP45's had been reduced to 'helpers' on intermittent freights. In 1999 all six surviving units were retired and donated to museums across the country.

Now as a matter of luck, two of these FP45's are within driving distance of my home. Number 98 is at the The Orange Empire Railroad Museum in Perris, Ca, and number 95 is at the Western America Railroad Museum in Barstow, Ca. Perris is about an hours drive from me and Barstow is a mere 30-minutes down the I-15.

As you can imagine, I have visited both locomotives frequently and have taken dozens of photos of each of them.

I just wanted to share a few of them with you today, in hopes that they would be use to railroad history buffs and modelers.

Here a few shots of FP45 #95 and #98 as they are today, a bit worn, but still looking fast and powerful. Hey, they look better at 42 than I do.

See HO Scale FP45 Locomotives: Athearn HO Scale FP45 Locomotive - Santa Fe (Red & Silver Warbonnet) /Athearn HO Scale FP45 Locomotive - Milwaukee Road

See Other HO Scale Santa Fe Items: Athearn HO Scale F45 Locomotive - Santa Fe (Blue & Yellow Warbonnet) / Athearn HO Scale F7A/F7B Locomotives - Santa Fe / MTH HO Scale 2-10-0 Russian Decapod Locomotive - Santa Fe / Bachmann HO Scale Rail King Electric Train Set - Santa Fe / Athearn HO Scale EMD GP38-2 Locomotive - Santa Fe / Athearn HO Scale PS-2 Covered Hopper - Santa Fe / Athearn 50ft Ice Reefer Box Car - Santa Fe (Scout) / Athearn HO Scale Cupola Caboose - Santa Fe / Athearn HO Scale GP60M Locomotive - Santa Fe / Athearn Genesis F45 HO Scale Locomotive - Santa Fe / Bachmann 2-10-4 Texas HO Scale Locomotive - Santa Fe / Bachmann 4-8-4 Northern Locomotive - HO Scale - Santa Fe / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Bachmann HO Scale FT Locomotive - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

Athearn HO Scale FP45 Locomotive - Santa Fe (Red & Silver Warbonnet)

The EMD FP45 is a cowl unit type of C-C diesel locomotive produced in the United States by General Motors Electro-Motive Division. It was produced beginning in 1967 at the request of the Atchison, Topeka and Santa Fe Railway, which did not want its prestigious Super Chief and other passenger trains pulled by freight style hood unit locomotives, which have external walkways. The Santa Fe preferred a cowl unit.

The EMD SDP45 was a good passenger locomotive, but to the Santa Fe it did not look the part. EMD therefore designed a lightweight "cowl" body to cover the locomotive, though it did not, as in earlier cab units, provide any structural strength, which remained in the frame. The cowl provided sleeker looks, better aerodynamics at speed, and allowed the crew to enter the engine compartment en route for diagnostics and maintenance. Final drive gear ratio for passenger service was 59:18.

The Santa Fe purchased nine of the locomotives (road numbers 100 through 108), and the Milwaukee Road bought five for its passenger service (road numbers 1 through 5). Reportedly, Illinois Central Railroad was considering an order for five FP45s as well (EMD order #5742, serial #s 34952-34956), but cancelled it. Such low production was feasible and profitable for EMD since the locomotive was fundamentally just a re-clothed SDP45. Power, as in the SDP45, was from a V20 645E3 engine (or prime mover) developing 3,600 hp (2,680 kW).

See Also: Tickets Now On Sale For The Return Of Santa Fe Locomotive 3751 To San Diego / The Cajon Pass Railroad Museum - The Birth Of A Dream / Santa Fe Locomotive 3751 To Return To San Diego In May 2010!

See Other HO Scale FP45 Locomotives: Athearn HO Scale FP45 Locomotive - Milwaukee Road

See Other HO Scale Santa Fe Items: Athearn HO Scale F45 Locomotive - Santa Fe (Blue & Yellow Warbonnet) / Athearn HO Scale F7A/F7B Locomotives - Santa Fe / MTH HO Scale 2-10-0 Russian Decapod Locomotive - Santa Fe / Bachmann HO Scale Rail King Electric Train Set - Santa Fe / Athearn HO Scale EMD GP38-2 Locomotive - Santa Fe / Athearn HO Scale PS-2 Covered Hopper - Santa Fe / Athearn 50ft Ice Reefer Box Car - Santa Fe (Scout) / Athearn HO Scale Cupola Caboose - Santa Fe / Athearn HO Scale GP60M Locomotive - Santa Fe / Athearn Genesis F45 HO Scale Locomotive - Santa Fe / Bachmann 2-10-4 Texas HO Scale Locomotive - Santa Fe / Bachmann 4-8-4 Northern Locomotive - HO Scale - Santa Fe / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Bachmann HO Scale FT Locomotive - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

Athearn HO Scale F45 Locomotive - Santa Fe (Blue & Yellow Warbonnet)

An EMD F45 is a C-C cowled diesel-electric locomotive built by General Motors Electro-Motive Division between 1968 and 1971. Power was provided by an EMD 645E3 20-cylinder engine which generated 3,600 hp (2,680 kW).

After sponsoring the development of the FP45 passenger locomotive, the Santa Fe requested a similar freight locomotive from Electro-Motive. Where the FP45 was an SDP45 wrapped in a full-width Cowl carbody, the new F45 was essentially an SD45 given the same treatment.

Where the Santa Fe requested a full-width carbody for aesthetics, the Great Northern saw an opportunity to protect crews from the dangers of winter operation in northern climates.

The Santa Fe ordered two lots of twenty each, for 1968 delivery. Where the FP45s were delivered in Santa Fe's red, yellow and silver warbonnet colors, the forty F45s came in the blue and yellow freight colors. The second lot of F45s were equipped with steam lines so that they could be used as trailing units on passenger consists.

Great Northern ordered an initial lot of six, for 1969 delivery. These were numbered immediately following a previous lot of SD45s. Another lot of eight was ordered before the first six arrived. All were factory-painted in the GN's blue, white and grey Big Sky Blue colors.

GN ordered twelve more for 1970 delivery - they were to be numbered 441-452 - but the GN merged into the Burlington Northern prior to delivery, so they arrived with BN numbers and BN's green, white and black Cascade Green colors.

BN followed with a final order for twenty in 1971. Afterwards they returned to ordering SD45s. This final order differed in several small ways from the GN specs.

See Also: Tickets Now On Sale For The Return Of Santa Fe Locomotive 3751 To San Diego / The Cajon Pass Railroad Museum - The Birth Of A Dream / Santa Fe Locomotive 3751 To Return To San Diego In May 2010!

See Other HO Scale F45 Locomotives: Athearn HO Scale F45 Locomotive - Burlington Northern / Athearn Genesis F45 HO Scale Locomotive - Santa Fe

See Other HO Scale Santa Fe Items: Athearn HO Scale F7A/F7B Locomotives - Santa Fe / MTH HO Scale 2-10-0 Russian Decapod Locomotive - Santa Fe / Bachmann HO Scale Rail King Electric Train Set - Santa Fe / Athearn HO Scale EMD GP38-2 Locomotive - Santa Fe / Athearn HO Scale PS-2 Covered Hopper - Santa Fe / Athearn 50ft Ice Reefer Box Car - Santa Fe (Scout) / Athearn HO Scale Cupola Caboose - Santa Fe / Athearn HO Scale GP60M Locomotive - Santa Fe / Athearn Genesis F45 HO Scale Locomotive - Santa Fe / Bachmann 2-10-4 Texas HO Scale Locomotive - Santa Fe / Bachmann 4-8-4 Northern Locomotive - HO Scale - Santa Fe / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Bachmann HO Scale FT Locomotive - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

Athearn HO Scale F45 Locomotive - Burlington Northern

An EMD F45 is a C-C cowled diesel-electric locomotive built by General Motors Electro-Motive Division between 1968 and 1971. Power was provided by an EMD 645E3 20-cylinder engine which generated 3,600 hp (2,680 kW).

After sponsoring the development of the FP45 passenger locomotive, the Santa Fe requested a similar freight locomotive from Electro-Motive. Where the FP45 was an SDP45 wrapped in a full-width Cowl carbody, the new F45 was essentially an SD45 given the same treatment.

Where the Santa Fe requested a full-width carbody for aesthetics, the Great Northern saw an opportunity to protect crews from the dangers of winter operation in northern climates.

The Santa Fe ordered two lots of twenty each, for 1968 delivery. Where the FP45s were delivered in Santa Fe's red, yellow and silver warbonnet colors, the forty F45s came in the blue and yellow freight colors. The second lot of F45s were equipped with steam lines so that they could be used as trailing units on passenger consists.

Great Northern ordered an initial lot of six, for 1969 delivery. These were numbered immediately following a previous lot of SD45s. Another lot of eight was ordered before the first six arrived. All were factory-painted in the GN's blue, white and grey Big Sky Blue colors.

GN ordered twelve more for 1970 delivery - they were to be numbered 441-452 - but the GN merged into the Burlington Northern prior to delivery, so they arrived with BN numbers and BN's green, white and black Cascade Green colors.

BN followed with a final order for twenty in 1971. Afterwards they returned to ordering SD45s. This final order differed in several small ways from the GN specs.

See Also: The History Of Burlington Northern Steam Power?

Other Burlington Northern HO Scale Items: Athearn HO Scale GP50 Diesel Locomotive - Burlington Northern / Athearn HO Scale F7A Diesel Locomotive - Burlington Northern / Trainline EMD GP9M HO Scale Locomotive - Burlington Northern / Athearn HO Scale SD60M Locomotive - Burlington Northern / BNSF / Athearn HO Scale SD60M Locomotive - Burlington Northern Santa Fe / Intermountain Railway Company 40ft Box Car - Burlington Northern / Athearn HO Scale Cupola Caboose - Burlington

Athearn HO Scale FP45 Locomotive - Milwaukee Road

BNSF Shareholders Approve Sale To Berkshire Hathaway

Source: BNSF (Press Release)

Burlington Northern Santa Fe Corporation (BNSF; NYSE:BNI) shareholders today voted overwhelmingly in favor of the company's acquisition by Berkshire Hathaway Inc. (Berkshire; NYSE: BRK.A, BRK.B), securing a path for BNSF Railway to continue to build upon its position as one of America's premier freight transportation companies.

In all, preliminary results show that approximately 70 percent of BNSF issued and outstanding shares not owned by Berkshire or its affiliates were voted in favor of the transaction, above the 66-2/3 percent required. Additionally, holders of at least a majority of the issued and outstanding shares of BNSF voted in favor. Both of these votes were required under Delaware law to adopt the merger agreement and were reported at a shareholder meeting held today at BNSF headquarters in Fort Worth. Representatives of Innisfree M&A Incorporated tabulated the votes and acted as independent inspectors.

"Tomorrow begins the first century of ownership of BNSF by Berkshire Hathaway. I'm looking forward to every day of it as our railroad does its part to ensure the future prosperity of the country," said Warren E. Buffett, Berkshire Hathaway chairman and chief executive officer.

"We are at an important milestone in our 160-year history," said Matthew K. Rose, chairman, president and chief executive officer of BNSF. "This is a vote of confidence in BNSF and the future of freight rail, and it demonstrates how well our business model is aligned with our new parent company. By providing cost-effective and energy-efficient transportation that also benefits the environment, we are moving the goods that are crucial to consumers and our economy as our nation powers its way out of the recession."

The merger is expected to close on February 12.

Over the long term, the nation's demand for transportation is destined to grow. As the most environmentally friendly form of surface transportation, rail is more fuel-efficient for moving freight than using the nation's crowded highways. If just 10 percent of the freight that currently moves by truck were diverted to rail, fuel savings would exceed 1 billion gallons per year and annual greenhouse gas emissions would fall by more than 12 million tons. And as the nation's demand for transportation continues to increase, rail is an obvious solution to meet this challenge.

As a leader in environmental stewardship, BNSF can move a ton of freight an average of 470 miles on a single gallon of diesel fuel. As the rail industry's intermodal leader, each BNSF intermodal train can take 280 or more long-haul trucks off the nation's crowded highways.

See Also: The BNSF Honors Three Shortline Railroads For Partnership Excellence / The Cajon Pass Railroad Museum - The Birth Of A Dream

HO Scale BNSF Items: Athearn HO Scale Center Fow Hopper Car - BNSF / Athearn HO Scale 50ft Sieco Box Car - BNSF / Athearn HO Scale Iron Horse Express Electric Train Set - BNSF / Athearn HO Scale SD60M Locomotive - Burlington Northern Santa Fe / Athearn HO Scale SD60M Locomotive - Burlington Northern / BNSF

Union Pacific To Sink $29 Million Into Improving Houston Infrastructure

Source: Union Pacific (Press Release)

Union Pacific will improve Houston's transportation infrastructure with a $29 million investment to improve the rail line that runs from Spring, Texas, to the Washington Avenue Corridor.

Work on the 23-mile stretch of railroad tracks will begin on the line that parallels the Hardy Toll Road February 18. Crews also will make track improvements to the rail line located along Washington Avenue, between downtown Houston and Hempstead Road.

The project includes removing and installing new rail, 29 track switches and more than 62,000 concrete ties. Crews also will spread 99,000 tons of rock ballast to ensure a stable roadbed and renew the roadway surfaces at 14 crossings.

Union Pacific will use a modern track renewal train, the TRT 909, which installs rail and concrete ties in one pass. The TRT can install up to 5,000 ties in a twelve-hour day. The track renewal train consists of approximately 30 rail cars, with each car capable of carrying 210 concrete ties. Three sets of gantry cranes move the concrete ties forward for the TRT to drop into place and the machine then threads the new rail onto the ties. The old wooden ties are picked up and discarded rail is threaded out as the machine works its way down the track. A conveyor moves the removed ties into position for the gantry cranes to load them onto the cars for movement to a facility for sorting.

Union Pacific plans to spend approximately $2.5 billion in 2010 to support America's current and future freight transportation needs and enhance the safety and efficiency of the railroad's 32,000-mile network. Improved and additional rail capacity benefits everyone. It allows freight rail service to grow, helping to build a cleaner environment. According to the U.S. Environmental Protection Agency, freight trains are nearly four times more fuel efficient than trucks. Motorists also benefit from reduced congestion on highways as a single Union Pacific train can remove up to 300 trucks off our roads.

See Also: The Union Pacific Increases Speed Through Malvern, Arkansas With Grade Crossing Improvements / Union Pacific Railroad Sets Monthly Record Moving Loaded Agricultural Unit Trains / Union Pacific Railroad's Pipeline Express Service Reaches 25,000 Rail Car Milestone / Railroad Photo Gallery - Union Pacific GP40-2 1368 (Ex Rio Grande) / The Diesel Railroad Locomotive - From Box Cabs And The SD40 To The SD70 And Gensets / The Cajon Pass Railroad Museum - The Birth Of A Dream

See Union Pacific Model Trains: Athearn HO Scale C44-9W Locomotive - Union Pacific / Bachmann HO Scale Pacific Flyer Electric Train Set - Union Pacific / Athearn HO Scale GE AC4400 Locomotive - Union Pacific / Trainline HO Scale Alco FA-1 Locomotive - Union Pacific / Athearn HO Scale 4-8-4 Nothern "800" Locomotive - Union Pacific / Athearn HO Scale 50ft Combo Door Box Car - Union Pacific

Thursday, February 11, 2010

$13.29 For An Athearn F3 A/B Set With DCC & Sound?!!

The EMD F3 was a 1,500-horsepower (1,100 kW), B-B freight-hauling diesel locomotive produced between July 1945 and February 1949 by General Motors’ Electro-Motive Division. Final assembly was at GM-EMD's La Grange, Illinois plant. A total of 1,111 cab-equipped lead A units and 696 cabless booster B units were built.

The F3 was the third model in GM-EMD's highly successful F-unit series of cab unit freight diesels, and it was the second most produced of the series. The F3 essentially differed from the EMD F2 in that it used the “new” D12 generator to produce more power, and from the later EMD F7 in electrical equipment. Some late-model F3s had the same D27 traction motors used in the F7, and were nicknamed F5 models.

As built, the only way to distinguish between the F2 and F3 was the nose number panels on the A units, which were small on the F2 and large on the F3 and subsequent locomotives. However, these could and were often altered by the railroad. Few F2s were built, however.
Early versions of the F3 had the "chicken wire" grilles along the top edge of the carbody. Later production featured a distinctive stamped stainless steel grille.

All F-units introduced after the FT have twin exhaust stacks and four radiator fans arranged close together atop their roofs, unlike the FT's four stacks and separated pairs of fans.

Bachmann HO Scale GP40 Locomotive - Alaska Railroad

An EMD GP40 is a 4-axle diesel locomotive built by General Motors Electro-Motive Division between November 1965 and December 1971. Power was provided by an EMD 645E3 16-cylinder engine which generated 3000 horsepower (2.2 MW).

1,187 examples of this locomotive model were built for American railroads, 16 were built for Canadian railroads, and 18 were built for Mexican railroads. Various passenger versions were also built.

In 1972, the GP40 was discontinued and replaced by the GP40-2, which had an improved electrical system and a few minor exterior cosmetic changes.

The Alaska Railroad (reporting mark ARR) is a Class II railroad which extends from Seward and Whittier, in the south of the state of Alaska, in the United States, to Fairbanks (passing through Anchorage), and beyond to Eielson Air Force Base and Fort Wainwright in the interior of that state. Uniquely, it carries both freight and passengers throughout its system, including Denali National Park (most other intercity passenger rail in the U.S.A. is carried on the Federal Amtrak system). The railroad has a mainline over 470 miles (760 km) long and is well over 500 miles (800 km) including branch lines and sidings. It is currently owned by the State of Alaska. The railroad is connected to the lower 48 via three rail barges that sail between the Port of Whittier and Harbor Island in Seattle (the Alaska Railroad-owned Alaska Rail Marine, from Whittier to Seattle, and the CN Rail-owned Aqua Train, from Whittier to Prince Rupert, British Columbia) but does not currently have a fixed land connection with any other railroad lines on the North American network. In 2008, the company earned a profit of $12.5 million (down 23%) on revenues of $158.7 million (up 6.9%), $121.7 million of which was operating revenue (up 5.2%).

See Also: Bachmann N Scale Electric Train Set - McKinley Explorer - Alaska Railroad

Other HO Scale GP40 Locomotives: Bachman HO Scale GP40 Locomotive With Dummy And Caboose - Santa Fe / Athearn HO Scale GP40-2 Locomotive - Southern Pacific

Wednesday, February 10, 2010

Amtrak Brings A Touch Of Elegance Back To The Coast Starlight

Source: Amtrak (Press Release)

Elegant dinner service aims to improve customer satisfaction

Beginning today, real china, table linens and glassware are returning to Amtrak’s popular Coast Starlight long-distance train to provide an elegant dining experience for passengers and is the latest service change aimed at further improving customer satisfaction on the west coast route between Los Angeles and Seattle.

The re-introduction of full china service —and the move away from disposable plastic dinnerware— is one result of a comprehensive Route Performance Improvement (RPI) analysis undertaken by Amtrak to enhance Coast Starlight customer service, product quality and market performance.

"Amtrak listened to what passengers were telling us when they said ‘a premium train service deserves a premium place setting for meals—not throwaway plastic’," said Brian Rosenwald Chief of Product Development. "We are committed to customer satisfaction and in favor of eliminating plastic in favor of ‘green’ alternatives wherever possible."

Fiscal year 2009 was one of the most successful ridership years for the Coast Starlight, welcoming over 432,000 passengers, a 22.3 percent increase over the previous year. Customer satisfaction scores during the year also showed improvement, with 83 percent of customers ranking Coast Starlight service as excellent, up from 79 percent in fiscal year 2008.

The RPI analysis has resulted in Amtrak making other changes to Coast Starlight service. For example, sleeping car passengers may experience the Pacific Parlour Car, a lounge venue featuring alternative meal service, specialty coffees, a daily wine tasting, and private movie theater. In addition, Amtrak upgraded sleeping cars, enhanced room service, and re-trained employees to focus on high-level customer service delivery.

Other Amtrak trains that feature full china service include the Empire Builder (Chicago - Seattle/Portland), and Auto Train (Lorton, VA. – Sanford, FL).

In addition, this year Amtrak is performing an in-depth evaluation of other long-distance routes to identify and implement changes where possible to improve key measures such as customer service, ridership, and financial performance. The five routes being analyzed are the Sunset Limited (Los Angeles – New Orleans), Cardinal (New York – Cincinnati - Chicago), Texas Eagle (Chicago – San Antonio), Capitol Limited (Chicago – Washington, D.C.), and California Zephyr (Chicago – Emeryville/San Francisco).

The Golden Gate Railroad Museum To Offer Romance On The Rails

Source: The Golden Gate Railroad Museum

The Golden Gate Railroad Museum is pleased to announce that our 1940's vintage Southern Pacific lounge car #2979 will be available for reserved seating on the 2010 Valentine’s Day Train on the Niles Canyon Railway.

Mark your calendars and come out to experience Romance on the Rails when GGRM and The Pacific Locomotive Association host a Valentines Day Wine Train on Sunday February 14, 2010. You'll be served a selection of wines and Hors d'oeuvres onboard this luxurious Art Deco Lounge Car.

Experience the magic of this elegant Art Deco lounge, as it winds through Niles Canyon on a two-hour round-trip ride from Sunol to Fremont and return. Your trip on the Southern Pacific 2979 is aboard a vintage 1940’s parlor lounge car restored to its original layout, appearance and atmosphere. The car features plush lounge seating and a semi-circular mahogany bar framed by etched glass and mirrors.

All seating in the Valentine Lounge is reserved. To purchase tickets, please visit our ticketing site.

The car is climate controlled for your comfort and enjoyment. For your comfort and safety our volunteer car attendants will be aboard the car to assist in boarding, detraining or if any assistance is needed during your trip.

Note: The Valentine Lounge is not wheelchair accessible due to the narrow aisles and doorways on our antique equipment.

For more information, see the Valentine Lounge FAQ and event flyer.