The Railroad Modeler

BNSF News - Sioux Falls Site For Grade Crossing Safety Record

2010-09-13T12:01:00.000-07:00

City officials join BNSF Railway to close 69th Street and mark 5,000th crossing closure across BNSF network

Officials from the city of Sioux Falls, the state of South Dakota and BNSF Railway today celebrated the closure of the 5,000th grade crossing on BNSF's rail network, setting a new national record for grade crossing closures and safety improvement.

At a ceremony near the crossing and in view of the new 69th Street overpass currently under construction, officials watched as railroad crews pulled out the old crossing surface that allowed vehicles to cross the railroad tracks on 69th Street in Sioux Falls. Removing the surface was the last step to permanently closing the 69th Street crossing and to eliminating the opportunity for any future grade crossing collisions.

"Safety is a top priority at BNSF," said Lyn Hartley, BNSF Director of Public Projects. "We have learned over time that one of the best ways to address grade crossing safety is to reduce the number of at-grade crossings. To the great credit of Sioux Falls city leaders, they recognized that the ideal solution between trains and motorists was to close this crossing and build the 69th Street overpass."

Sioux Falls Mayor Mike Huether said, "We are a forward thinking city in Sioux Falls always looking for opportunities to grow. However, public safety always remains as our primary goal in our quest to have the highest quality of life possible. This provides us a safer, more efficient way for vehicles to cross the tracks."

BNSF has worked cooperatively with states and communities across its 28-state network to close 5,000 crossings since the BNSF crossing closure program began in 2000. Combined with other safety initiatives, the grade crossing closure program has helped to reduce grade crossing collisions on BNSF's 32,000 mile network by 70 percent since 1995. BNSF has one of the lowest highway-railroad grade crossing collision rates in the rail industry and continues to work with the states and communities it serves to further improve grade crossing safety.

See Also: BNSF Crew Haulers Honored At Summit / Top-Scoring BNSF Locomotive Engineers Recognized With Top Gun Awards / BNSF Named Finalist As CivilianJobs.com Most Valuable Employer For Military / Railroad Photography - Saturday Afternoon At Oro Grande / 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

HO Scale BNSF Items: Athearn HO Scale SD75M Locomotive - Santa Fe / BNSF / 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

Final Environmental Report To Electrify Caltrain Receives Clearance

2010-03-26T14:30:00.000-07:00

Source: Caltrain (Press Release)

The plan to electrify Caltrain will achieve a major milestone pending certification of the Final Environmental Impact Report and Project Adoption on April 1 by the Board of Directors.

Approval by the board completes the environmental process for the Caltrain Electrification Program, a major element of the plans to modernize the Peninsula rail system, and positions the railroad to seek federal and state funding.

“Electrification is the future of Caltrain,” said Caltrain Chair Sean Elsbernd, “and this puts us in an ideal position to pursue federal and state funding. This is a major step forward for our efforts.”

Caltrain prepared a combined environmental document for the electrification program: an Environmental Assessment/Final EIR. Approval of the Environmental Assessment and Certification of the Final EIR are critical steps in enabling Caltrain to compete for federal and state funds. Environmental clearance is a key criterion for funding investment decisions.

Under the National Environmental Policy Act, the Federal Transit Administration issued the Findings of No Significant Impact for the Environmental Assessment in 2009. The Final EIR is required by the state under the California Environmental Quality Act.

Public participation has been an important component of the complex project. To solicit input on the Environmental Assessment/Draft EIR, four formal public hearings were held in 2004 throughout the Caltrain service area and the meetings were widely publicized. Additionally, the Environmental Assessment/Draft EIR was available for public review and comment from April 12, 2004 through May 25, 2004. Staff also met with representatives from cities and other public agencies about the project. All of the comments received during this period have been included and addressed in the Environmental Assessment/Final EIR.

Last year, persons who submitted comments on the Environmental Assessment/Draft EIR, as well as elected officials and public agencies in the Caltrain service area, received a newsletter updating them on the status of the electrification program. Public agencies that commented on the Environmental Assessment/Draft EIR within the public review period have received copies of the Environmental Assessment/Final EIR.

The electrification program is the critical modernization program to ensure a vibrant future for Caltrain. It anticipates an electrified rail system from the San Francisco Caltrain Station to the Tamien station in San Jose. The system is powered by overhead wires and designed to minimize visual impact.

In addition, the electrification program calls for converting the Caltrain rolling stock from its current diesel locomotive-powered cars to Electric Multiple Units in use throughout the world. The EMUs feature greatly enhanced performance that will enable Caltrain to provide more service.

The electrification of Caltrain also will result in significant reductions in noise and air pollution. The Environmental Assessment/Final EIR concludes that the electrified system will be quieter than the current diesel equipment and will mean a 90 percent reduction in emissions.

Following the board action, the Final EIR will be filed with the State Clearinghouse. The public has 30 days to review the report.

The Environmental Assessment/Final EIR is posted on the Caltrain Web site: www.caltrain.com/caltrain2025.html. Questions can be directed to Stacy Cocke, senior planner at cockes@samtrans.com or 650.508.6207

See Also: Caltrain Addresses Recent Delays / 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

Union Pacific Railroad Invests $6 Million For Kansas Track Improvements

2010-03-25T17:12:00.000-07:00

Source: Union Pacific (Press Release)

Union Pacific will improve part of Kansas' transportation infrastructure with a $6 million investment to its rail line that runs from Wichita to near Caldwell, Kan.

The project includes removing and installing more than 41,500 ties. Crews also will spread 33,500 tons of rock ballast to ensure a stable roadbed and renew the roadway surfaces at 70 crossings. The tie replacement part of the project began March 1 and is scheduled to be completed April 5. The crossing surface renewal projects will be completed in mid-August.

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. Investment in 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: Union Pacific Railroad's Legendary Steam Locomotive 844 To Visit South Texas On A Heritage Tour / The Union Pacific Invests $5.7 Million To Improve Washington State Trackage / Railroad Photography - Saturday Afternoon At Oro Grande / Union Pacific To Sink $29 Million Into Improving Houston Infrastructure / 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: Proto 2000 Ho Scale Alco PA/PB Locomotive Set - Union Pacific / 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

BNSF Crew Haulers Honored At Summit

2010-03-25T17:03:00.000-07:00

Source: BNSF (Press Release)

Crew hauler successes in 2009 and opportunities for 2010 were the focus of the recent Fifth Annual Crew Transportation Supplier Summit.

Held in Fort Worth, Texas, the summit helps improve alignment in safety, service and efficiencies. Participants included representatives of BNSF's primary contract crew haulers; Outsource Administrators Inc., the third-party company that manages the crew haulers; and BNSF.

Greg Fox, vice president, Transportation, and Paul Bischler, vice president and chief services officer, addressed the group as part of the summit.

The summit also celebrates the successes of the past year. Awards were given to the supplier with the best safety record and the BNSF divisions with the lowest incident ratio and most improved safety performances in 2009.

* Randall West, president and chief operating officer of RailCrew Xpress (RCX), was presented the Supplier Safety Performance Award for 2009.
* Stephen Dawson, UTU safety coordinator, accepted the award for the California Division for lowest incident ratio.
* Pat Engebrecht, UTU safety coordinator, received the most improved award for the Powder River Division.

See Also: Top-Scoring BNSF Locomotive Engineers Recognized With Top Gun Awards / BNSF Named Finalist As CivilianJobs.com Most Valuable Employer For Military / Railroad Photography - Saturday Afternoon At Oro Grande / 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

HO Scale BNSF Items: Athearn HO Scale SD75M Locomotive - Santa Fe / BNSF / 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

CSX Highlights Company Achievements In 2009 Annual Report

2010-03-25T16:56:00.000-07:00

Source: CSX (Press Release)

CSX Corporation (NYSE:CSX) today announced that proxy materials for its 2010 Annual Shareholders Meeting are now available to shareholders via the Internet under the Securities and Exchange Commission's Notice and Access rules. These materials, including the company's proxy statement and 2009 annual report, can be accessed on its website at http://investors.csx.com.

In his annual report message to shareholders, Chairman, President and Chief Executive Officer Michael J. Ward said that CSX positioned itself as a "stronger and more capable company" in a tumultuous 2009.

While a 15 percent volume decline led to a 22 percent reduction in earnings per share from continuing operations, the company set records in safety, lowered full-year operating costs by 20 percent and achieved a record 74.7 percent operating ratio. These achievements were made while delivering strong customer service and maintaining a healthy balance sheet with strong cash flows for future investment and value creation.

"Our 30,000 employees didn't just let the economy happen "to" us. When the downturn began, we moved quickly to respond," said Ward. "Many of the operational changes we made are systemic and permanent." Ward reiterated the company's plans to invest $1.7 billion in its train network in 2010 and to continue to offer value to communities as well as customers. "We are holding ourselves even more accountable for tackling important issues for our nation, including the environment, traffic congestion and fuel dependency," he said.

CSX will mail printed copies of its proxy materials only by shareholder request. The company adopted this practice last year, reducing printing by 25 million pages, and expects a similar result this year. The company employed eco-friendly printing processes certified by the Forest Stewardship Council and the Sustainable Forestry Initiative.

CSX's 2010 Annual Shareholders Meeting will be held at 10 a.m. (EDT) on Wednesday, May 5, 2010, at The Rittenhouse Hotel, 210 West Rittenhouse Square, Philadelphia.

CSX HO Scale locomotives: Athearn HO Scale C449W Locomotive - CSX

MTH HO Scale 4-6-4 Hudson Locomotive - Streamlined NYC Empire State

2010-03-25T07:36:00.000-07:00

HO RTR 4-6-4 with PS3, NYC/Empire State #1

Written By:
Ken Hulsey
Source: Steamlocomotives

MTH has released, what might be, one of the finest examples of the famed New York Central's 4-6-4 streamlined, 'Hudsons', in HO gauge. This locomotive is painted in the railroad's 'Empire State' paint scheme, and is a must have for all railroad modelers and enthusiasts.

In total 275 of these powerful passenger locomotives were built for the NYC by the American Locomotive Company between 1926 and 1938. Of these engines, 13 were streamlined in the now infamous, "bathtub" casing that was designed by the Case School of Science in Cleveland, OH.

NYC locomotive 5344 was the first to receive the streamline treatment, in fact, it was the first American steamer to ever be streamlined, having its shroud installed in 1934.

In 1935 No. 5344 was assigned to the New York Central's premiere passenger train, the 20th Century Limited, which ran between Toledo and Chicago. This locomotive would remain on the head end of the 'Limited' until 1945, when a collision with a truck at a grade crossing, would cause the engine to have to have it's streamlining removed.

Locomotives 5426 and 5429, were streamlined with a stainless steel cowling to match the "Empire State Express" train. Both locomotives would wear this cowling until 1950.

Ten 'Hudsons' , numbers 5445 through 5454, were graced with the famed streamline design created by Henry Dreyfuss that matched the new cars of the New York to Chicago "Twentieth Century Limited" which was one of America's most famous luxury trains.

UNM Student Maggie Ryan Is The Rail Runner's Three Millionth Passenger

2010-03-24T07:50:00.000-07:00

Source: New Mexico Rail Runner Express (Press Release)

This morning (Monday) following the arrival of the 8:34 southbound Rail Runner train at the Downtown Albuquerque Station, commuter Maggie Ryan became the three millionth passenger to ride the New Mexico Rail Runner Express! The University of New Mexico graduate student says she boards the train at the Santa Fe Depot Station two to four times a week, and takes it into Downtown Albuquerque where she connects to the Rapid Ride to get to UNM.

“I love that I can get all my work done on the train, so it’s a very productive ride,” said Maggie. “Since I started taking the Rail Runner, I’ve saved thousands of dollars. In fact, I sold my car last November because I just didn’t need it anymore.”

The Santa Fe resident says she’s been taking the train to school since the Rail Runner extended service to Santa Fe in December 2008. Ryan says prior to hopping on the Rail Runner, she drove her car into Albuquerque everyday. She says now she doesn’t have to worry about the crowded morning commute – she arrives to school relaxed with a her work done instead of being stressed.

“Maggie is a shining example of how commuters in our region can save money and help our environment by using public transportation,” said Transportation Secretary Gary L. J. Girón. “She is just one of many New Mexicans who has realized the convenience and economic benefits of the Rail Runner.”

The Rail Runner, which has become the fastest start-up of a commuter rail train in the country in the past 20 years, currently carries a daily average of approximately 4,500 commuters between the City of Santa Fe and the City of Belen.

“It’s amazing that in less than four years, we’ve carried 3-million passengers to their destinations,” said Dewey Cave, Executive Director of the Mid-Region Council of Governments. “That translates to more than 100 million vehicle miles taken off our roadways.”

For the distinction of three millionth passenger, Ryan was rewarded with a basket of Rail Runner items, including a pass to ride the train free for one year, a Three Millionth Passenger certificate and a gift bag that included Rail Runner pins, t-shirts, hats and other train merchandise.

See Also: New Mexico Rail Runner Express Announces Schedule & Fare Adjustments / New Mexico Rail Runner Express Featured On The Santa Fe TV Show / Santa Claus Rides The New Mexico Rail Runner Express! / The New Mexico Rail Runner Express Fits Into A New Vision For Bernalillo County - Mass Transit Magazine Feature

AAR Reports A Slight Shift In Carload Declines During February

2010-03-24T07:44:00.000-07:00

Source: BNSF (Press Release)

The Association of American Railroads (AAR) is reporting that U.S. freight railroads saw a 1.5 percent decline in carloads compared with the same month last year and a decline of 15.6 percent compared with the same month in 2008.

However, according to the March AAR Rail Time Indicators Report, 14 of the 19 major commodity categories that AAR tracks saw higher carloads in February compared with the same month in 2009. Carloads of coal, the single highest volume commodity carried by rail, were down. Excluding coal, U.S. rail carloads in February 2010 were up 7.2 percent compared with February 2009.

U.S. rail intermodal traffic, which covers the movement of truck trailers and shipping containers by rail, was up 10.1 percent in February compared with the same month last year, but down 10.6 percent for the same month in 2008.

"Rail traffic trends over the past few months, especially when you take out coal, are consistent with a slowly recovering economy," said John Gray, AAR's senior vice president of Policy and Economics. "Other economic indicators taken as a whole seem to be saying the same thing. Is a sustained recovery a sure thing? No, not yet, but prospects are certainly much brighter now than they were four or five months ago."

Record snowfalls on the East Coast last month made rail operations difficult and affected many rail customers' ability to originate or receive loads. The last week of February was the highest-volume week for U.S. rail carloads since December of 2008 - likely at least partly the result of "catch-up" traffic following the storms.

On a seasonally adjusted basis, U.S. rail carloads in February fell 0.1 percent compared with January 2010, while seasonally-adjusted U.S. intermodal traffic was down 3.6 percent in February compared to the prior month.

"Adjusting for seasonal issues that cause peaks or valleys in traffic - such as end of year holidays and the fall grain harvest - allows us to see more clearly the strength or weakness of the underlying demand for rail traffic," Gray said. "Over the past six months, the upward trend in seasonally adjusted rail traffic indicates an increase in underlying demand."

The Rail Time Indicators report, available at www.aar.org, comprises detailed monthly rail traffic data framed with other key economic indicators to show how freight rail ties into the broader U.S. economy.

See Also: Top-Scoring BNSF Locomotive Engineers Recognized With Top Gun Awards / BNSF Named Finalist As CivilianJobs.com Most Valuable Employer For Military / Railroad Photography - Saturday Afternoon At Oro Grande / 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

HO Scale BNSF Items: Athearn HO Scale SD75M Locomotive - Santa Fe / BNSF / 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

Classic Railroad Photos - Rio Grande Steam In The 1940s

2010-03-23T17:07:00.000-07:00

Written By: Ken Hulsey
Photos By: Lucius Beebe

Every railfan and railroad modeler know how important photographs from the 'golden age' of steam are. For the railfan, the images from a bye-gone age can help to keep the great history of railroading alive. To the railroad modeler, such images can be an invaluable tool. Allowing the craftsman to travel back in time, so that he can recreate such scenes on his own miniature main-line.

I don't think that will be necessary to sing the praises of one of the greatest railroad photographers of all time, Lucius Beebe, here. Just about everybody knows about his life-long dedication to preserving images of American trains on film for posterity.

Today, I have two fine examples of Beebe's work for you to enjoy. The first image (above) is of one of the Denver and Rio Grande Western's famed 4-8-4's on the head end of the lines No. 3 passenger train, the 'Westerner', on the out-skirts of Littleton, Colorado, circa 1940.

Locomotive No. 1705 is a prime example of the Grande's fleet of 4-8-4 'Northerns' that were kept polished and in perfect running condition at all times. Though these amazingly beautiful locomotives were the primary power for the lines top passenger trains, they were also often times used in freight service as well.

In our second photograph, Beebe was able to catch an interesting looking member of the Rio Grande's steam locomotive fleet, 4-6-2 light Pacific No. 802, barreling down the tracks between Colorado Springs and Denver.

To the observer, 802 would seem to have more than it's fair share of domes. Hey, in the varying grades of the Rocky Mountains, you can never have enough sand to improve traction.

Behind this interesting locomotive is the Grande's No. 10 passenger train, an unnamed local, consisting of a mail-storage car, two coaches, and a Pullman lounge.

Again, this image is circa 1940-1941.

Two classic images from the age of steam captured by the camera of Lucius Beebe.

More to come!

Norfolk Southern CEO Notes Positive Momentum In 2009 Annual Report Message To Stockholders

2010-03-19T16:11:00.000-07:00

Source: Norfolk Southern (Press Release)

In his message to stockholders in the 2009 Annual Report, posted online today, Norfolk Southern Corporation CEO Wick Moorman (NYSE: NSC) says the company “withstood the economic shocks of 2009 to produce good economic results, and I go into 2010 with a sense of optimism for our future prospects.”

Compared to a year ago, Moorman said, “we have a much clearer picture of our own economic outlook and can act accordingly.” He cited the company’s strides in safety and service, along with disciplined cost control, continued investment in key projects, and aggressive pursuit of new business opportunities, as important indicators.

“Even in the face of the recession,” Moorman said, “we made significant gains in each of these areas, and these same strategies will drive our continuing success in 2010 and beyond. While the short-term economic outlook remains somewhat uncertain, the longer-term prospects for Norfolk Southern and the railroad industry remain very bright.

“We go into the new year with positive momentum. Our traffic levels increased sequentially in both the third and fourth quarters of 2009, and we’re confident many of the cost efficiencies we achieved in 2009 will remain in place as we see rail traffic continue to increase,” Moorman said.

The annual report is available on the company’s Web site at www.nscorp.com. Some 200,000 copies are distributed to stockholders, the financial community, news media, and libraries. Norfolk Southern’s annual report is certified by the Forest Stewardship Council, which promotes environmentally responsible printing standards. To request a copy, call 800-531-6757, e-mail annualreport@nscorp.com, or write to Norfolk Southern Corp., Corporate Communications Department, Three Commercial Place, Norfolk, Va. 23510-9217.

See Also: Norfolk Southern Pumped $3.1 Billion Into Local Industries In 2009 / Norfolk Southern Joins U.S. Green Building Council / Norfolk Southern Launches Improved Investor Relations Site / Railroad Job Postings For December 2009

Top-Scoring BNSF Locomotive Engineers Recognized With Top Gun Awards

2010-03-19T15:59:00.000-07:00

Source: BNSF (Press Release)

BNSF locomotive engineers who score in the top 5 percent of network simulator training are being honored with the Top Gun Award in recognition of their performance.

The Top Gun Program was started this year, said Shane Merritt, manager of locomotive engineer training and field simulation, Technical Training Center (TTC), in Overland Park, Kan. The award recognizes engineers who excel when they complete training on a BNSF network simulator (NetSim).

An estimated 4,000 Year "A" locomotive engineers will receive training on the simulators at about 80 locations in 2010. During NetSim training, engineers complete two 75-minute runs and one 20-minute "unusual conditions" training run. Based on the territories where they operate, engineers may complete runs that include non-mountain grade, mountain grade and/or distributed power and positive train control. Scores are based on individual train handling and rules compliance. Locomotive engineer instructors provide engineers with a briefing on the track chart, timetable and paperwork similar to the documents they receive in the field, such as Form As and Form Bs.

This year, Merritt said, engineers' performances are being tracked against their peers' NetSim scores. Engineers who score in the top 5 percent receive a "Top Gun Award" certificate from the TTC, presented to the employee by his/her road foreman of engines.

"I believe we have the best engineers in the industry," Merritt said. "This is one way of acknowledging the best of the best."

See Also: BNSF Named Finalist As CivilianJobs.com Most Valuable Employer For Military / Railroad Photography - Saturday Afternoon At Oro Grande / 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

HO Scale BNSF Items: Athearn HO Scale SD75M Locomotive - Santa Fe / BNSF / 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

CN Obtains Resolution Of Labour Issues With Locomotive Engineers In Canada

2010-03-19T15:43:00.000-07:00

Source: CN (Press Release)

CN (TSX:CNR) (NYSE:CNI) announces that it received yesterday, and will begin implementing, Arbitrator Andrew Sims' arbitration ruling setting the terms and conditions of a new three-year collective agreement between CN and the Teamsters Canada Rail Conference (TCRC), representing 1,700 locomotive engineers in Canada.

The decision, whose terms are retroactive to January 1, 2009, expires on Dec. 31, 2011. It provides a 1.8 per cent wage increase in 2009, 2.4 per cent in 2010, and 2.6 per cent in 2011, as well as dental plan benefit improvements that come into effect on April 1, 2010.

“With a secure labour agreement in place, we will now work to re-establish a positive dialogue with the TCRC, focusing on issues of common interest for the company, its employees and its customers,” said Claude Mongeau, president and chief executive officer.

Sims was appointed by the federal government in December 2009 to arbitrate the CN-TCRC contract dispute, after the company and union agreed to further negotiations and binding arbitration of wages and benefits if renewed talks failed. The parties' agreement ended a five-day strike by locomotive engineers.

See Also: CN Selects Children's Hospital Foundation Of Manitoba As Community Charity For 2010 CN Canadian Women's Open / CN Announces New $100-million Calgary Logistics Park / Arbitrator To Decide Wage And Benefit Issues For CN Locomotive Engineers / CN Signs Voluntary Mitigation Agreement With The Village Of Plainfield / CN Locomotive Engineers' Strike To End Immediately After Company And Union Reach Agreement / CN Makes New Offer To Locomotive Engineers' Union In An Effort To End The Strike In Canada / Talks Between CN And Locomotive Engineers' Union In Canada Break Off With No Settlement / CN Receives Strike Notice From Union Representing Locomotive Engineers In Canada / CN To Implement Wage Increase And Milage Cap For It's Canadian Engineers / CN Reaches 20th Voluntary Mitigation Agreement (VMA), Makes Substantial Strides In EJ&E Integration

Model Train Items: Trainline HO Scale EMD GP-9M Locomotive - Canadian National / Bachmann HO Scale 2-6-0 Mogul Locomotive - Canadian National

Union Pacific Railroad's Legendary Steam Locomotive 844 To Visit South Texas On A Heritage Tour

2010-03-18T13:54:00.000-07:00

Source: Union Pacific (Press Release)

Union Pacific Railroad's historic steam locomotive, No. 844, will travel more than 3,500 miles from its base in Wyoming on a 28-day, eight-state tour to South Texas, to celebrate the railroad's history and heritage.

The "Valley Eagle Heritage Tour" will begin April 2 when No. 844 leaves Cheyenne, Wyo., and travels to North Platte, Neb. The locomotive will make overnight stops and be on display in the following cities before arriving back in Cheyenne April 29:

North Platte, Neb.;
Marysville, Parsons and Coffeyville, Kan.;
Kansas City, Mo.;
McAlester, Okla.;
Ft. Worth, Hearne, Houston, Bloomington, Raymondville, Harlingen, Palestine and Longview, Texas; and
North Little Rock and Van Buren, Ark.

"This will be the first time No. 844 has operated south of Houston and we look forward to bringing a piece of living history to this part of our rail network," said Joe Adams, vice president of public affairs for Union Pacific's Southern Region. "Our steam locomotives play a special role in our collection of historical railroad equipment, which is the largest of any U. S. railroad."

The tour was named after a Missouri Pacific Railroad passenger train that operated between Houston and Brownsville. The Valley Eagle began running in late-1948 until the train was discontinued in June 1962. Missouri Pacific merged with Union Pacific in 1982.

No. 844, also known as Union Pacific's "Living Legend," returned to service in 2005 after one of the most extensive steam locomotive overhauls in the United States since regular steam service ended. The work, which started in 2000, included overhauling the locomotive's running gear, pumps, piping, valves and springs, along with replacement of its firebox and extensive boiler work. The cab interior also was refurbished. No. 844 was the last steam locomotive built for Union Pacific Railroad and was delivered in 1944. A passenger locomotive, it pulled such widely known trains as the Overland Limited, Los Angeles Limited, Portland Rose and Challenger.

When diesel-electric locomotives took over all passenger train duties, No. 844 was placed in freight service in Nebraska between 1957 and 1959. It was saved from being scrapped in 1960 and held for special service.

No. 844 has run hundreds of thousands of miles for UP's Heritage program. It has made appearances at Expo '74 in Spokane, the 1981 opening of the California State Railroad Museum in Sacramento, the 1984 World's Fair in New Orleans and the 50th Anniversary Celebration of the Los Angeles Union Station in 1989. During the 1990's No. 844 pulled several of the Denver Post Cheyenne Frontier Days specials and visited several Oklahoma cities during the Oklahoma Centennial in 2007.

A Global Positioning Satellite (GPS) transmitter was installed on one of the rail cars that will travel with No. 844. The GPS system has been integrated with a map on UP's Web site. Enter the word "Steam" in the search box on the homepage for a shortcut to the map.

Web site visitors will be able to access route maps with varying amounts of detail. The GPS system will update the map every five minutes showing No. 844's location. GPS updates are also available at http://twitter.com/UP_Steam.

During 2010, the Reed Jackson concession car displays a commemorative sign celebrating the National Model Railroad Association's 75 years of service to the model railroad community.

See Special: Athearn HO Scale 4-8-4 FEF-3 Locomotive - Union Pacific

See Also: The Union Pacific Invests $5.7 Million To Improve Washington State Trackage / Railroad Photography - Saturday Afternoon At Oro Grande / Union Pacific To Sink $29 Million Into Improving Houston Infrastructure / 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: Proto 2000 Ho Scale Alco PA/PB Locomotive Set - Union Pacific / 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

BNSF Named Finalist As CivilianJobs.com Most Valuable Employer For Military

2010-03-18T13:44:00.001-07:00

Source: BNSF (Press Release)

CivilianJobs.com helps veterans look for civilian employees. The MVE for Military helps military-experienced job seekers identify the top employers to target for civilian careers. MVEs are selected annually based on those employers whose recruiting, training and retention plans best serve military service members and veterans.

About 30 companies were named as finalists; CSX is the only other railroad named to the list. Other finalist companies include Amazon, Army Air Force Exchange Service, Chesapeake Energy, Con-Way Freight, General Electric, Northrup Grumman, USAA and Walmart.

"I would like to express my appreciation to all of the companies who submitted Most Valuable Employers (MVE) for Military 2010 surveys," said Bill Basnett, vice president, Operations, CivilianJobs.com. "This is our second year conducting the MVE for Military survey and we are pleased to have a 30 percent increase in surveys submitted for 2010. The submission responses show us that despite recent economic challenges, corporate America values the highly skilled talent and leadership ability that veterans bring to a company when hired."

The Most Valuable Employers (MVE) for Military 2010 was open to all U.S.-based companies. The finalists were selected based on surveys in which employers outlined their 2010 recruiting, training and retention plans that best serve military service members and veterans. Winners will be selected from the pool of finalist companies and will be announced May 2, 2010. Both winners and finalists will be recognized on the CivilianJobs.com Web site as well as in the May issue of Civilian Job News, CivilianJobs.com's world-wide military base newspaper.

See Also: Railroad Photography - Saturday Afternoon At Oro Grande / 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

HO Scale BNSF Items: Athearn HO Scale SD75M Locomotive - Santa Fe / BNSF / 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

CN Selects Children's Hospital Foundation Of Manitoba As Community Charity For 2010 CN Canadian Women's Open

2010-03-18T13:34:00.000-07:00

Source: CN (Press Release)

CN (TSX: CNR)(NYSE: CNI) announced today the selection of the Children's Hospital Foundation of Manitoba Inc. as the official charity and beneficiary of the CN Miracle Match program that will accompany the 2010 CN Canadian Women's Open. The golf championship will be held at Winnipeg's St. Charles Country Club Aug. 23-29.

CN Miracle Match will rally the Winnipeg and Manitoba communities to make charitable donations to the Children's Hospital Foundation. Each year since 2006, CN and the Royal Canadian Golf Association (RCGA) have generated funds to support a children's hospital by matching donations made through initiatives associated with the CN Canadian Women's Open. In the past four years, this program has raised more than $3.5 million for children's hospitals.

Michael Cory, CN senior vice-president, Western Region, said: “CN has a major presence in Winnipeg, and we want to help build a safer, stronger community here. One of the best ways we can do that is raising funds to assist the Foundation's mission to improve the health and safety of children. We'll be out there in the community drumming up donations for the Foundation during the tournament and run-up to it. We hope total donations to the 2010 CN Miracle Match in Winnipeg will exceed $1 million, thus allowing our Miracle Match program to top that figure for the third straight year.”

Lesia Sianchuk, executive director of the Children's Hospital Foundation of Manitoba, said: “We are so excited to have the CN Canadian Women's Open in Winnipeg, and to build a strong partnership with the CN organization and their many Manitoban employees. It's going to be an excellent opportunity for our Foundation and community to not only increase support for, but to also enhance child health care and research in Manitoba. ”

“Along with our partners at CN, we believe it is very important that the CN Canadian Women's Open leave a lasting legacy in our local host communities,” said Scott Simmons, RCGA executive director and chief executive officer. “As a national charity program with a philanthropic mandate to raise money for children's hospitals, CN Miracle Match is a terrific initiative that helps to raise charitable proceeds in the name of Canada's National Women's Open Championship.”

See Also: CN Announces New $100-million Calgary Logistics Park / Arbitrator To Decide Wage And Benefit Issues For CN Locomotive Engineers / CN Signs Voluntary Mitigation Agreement With The Village Of Plainfield / CN Locomotive Engineers' Strike To End Immediately After Company And Union Reach Agreement / CN Makes New Offer To Locomotive Engineers' Union In An Effort To End The Strike In Canada / Talks Between CN And Locomotive Engineers' Union In Canada Break Off With No Settlement / CN Receives Strike Notice From Union Representing Locomotive Engineers In Canada / CN To Implement Wage Increase And Milage Cap For It's Canadian Engineers / CN Reaches 20th Voluntary Mitigation Agreement (VMA), Makes Substantial Strides In EJ&E Integration

Model Train Items: Trainline HO Scale EMD GP-9M Locomotive - Canadian National / Bachmann HO Scale 2-6-0 Mogul Locomotive - Canadian National

CSX Transportation Announces 2009 Chemical Safety Excellence Award Winners

2010-03-18T13:22:00.000-07:00

Source: CSX (Press Release)

CSX Transportation (CSXT) today announced a record 73 winners of its annual Chemical Safety Excellence Award (CSEA), celebrating customers' commitment to safe hazardous material rail car loading and maintenance.
"The CSEA recipients understand the best practices of chemical safety, and they have demonstrated a commitment to those practices and strong industry leadership among their peers," said Clarence Gooden, executive vice president and chief commercial officer at CSX. "Safety is a core value for CSX, and we appreciate the winners' help in making CSX one of the safest freight transportation companies in North America."

To qualify for the award, each winner shipped 600 or more railcars during 2009 on CSXT, with no non-accidental hazardous material releases through the entire year. Shippers include companies from the chemicals, fertilizer, agriculture and metals merchandise commodity markets as well as from emerging markets.

The awards ceremony will be held today, March 17, in Baltimore, Maryland. Along with Gooden, speakers at the ceremony will include Skip Elliott, vice president of Public Safety & Environment, Dean Piacente, vice president of Chemicals & Fertilizer; Tim Male, assistant vice president of Advanced Engineering; and Bill Schoonover, Office of Safety Assurance & Compliance, Hazardous Materials Division of the Federal Railroad Administration.

At the ceremony, CSX's senior management will discuss the current operating environment and explain how CSX's safety initiatives are evolving to address changing federal policy and a continued emphasis on protecting the environment. In addition, participants will have the opportunity to tour the B&O Railroad Museum and to ride the rails to the site where the First Stone of the Baltimore & Ohio Railroad was laid on July 4, 1828 by Charles Carroll, the last living signer of the Declaration of Independence.

This year, CSXT is proud to specially recognize shippers who have shown a five year commitment to chemical safety excellence. These winners are: BASF Corporation; BP Products North America; CF Industries, Inc.; Eka Chemicals, Inc.; Inter-Chem; Kemira Finnchem; Kinetic Resources (LPG); Nan Ya Plastics Corporation America; NGL; Targa Transport LLC; Valero Marketing and Supply, Inc.; and Westlake CA&O.

Additional winners for 2009 include: Abengoa Bioenergy US; Air Liquide Industrial U.S.; Air Products and Chemicals, Inc.; ALON USA; American Ecology Corporation; The Andersons; Arizona Chemical; Arkema, Inc.; Ascend Performance Materials LLC; ASHTA Chemicals, Inc.; Aux Sable Liquid Products; Cardinal Ethanol LLC; Cargill, Inc.; Celanese; Chemtrade Logistics, Inc.; Chevron Products Company; Citgo Petroleum Corporation; Consumer Co-Op. Refinery Ltd. (Division of Federated Co-Op. Ltd.); Countrymark Cooperative; Dominion Transmission, Inc.; The Dow Chemical Company; Dow Corning Corporation; Eastman Chemical Company; EQ Northeast, Inc.; Evonik Degussa Corporation; ExxonMobil Chemical; Glacial Lakes Energy; Granite Falls Energy LLC; Green Plains Renewable Energy; Hawkeye; Huntsman; Husky Energy Lima Refinery; INEOS Nitriles; INEOS Phenol; Irving Oil Limited; Kemira Water Solutions; Koch Sulfur Products; Koppers, Inc.; LyondellBasell; Marsulex; MHF Services; Moose Jaw Asphalt, Inc.; NorFalco LLC; Nucor Corporation; NuStar Energy L. P.; Nyrstar; Occidental Chemical Corporation; Olin Chlor Alkali Products; Patriot Renewable Fuels LLC; Platinum Ethanol LLC; Praxair, Inc.; Pursue Energy; Reagent Chemical and Research; SABIC Americas, Inc.; SABIC Innovative Plastics; Shell Chemicals Canada; Sunoco Chemicals, Inc.; Transammonia, Inc.; Tronox; United Refining Company; Utica Energy and Western Wisconsin Energy LLC.

CSX Transportation is a principal operating company of CSX Corporation. CSX Corporation, based in Jacksonville, Fla., is a leading transportation company providing rail, intermodal and rail-to-truck transload services. The company's transportation network spans approximately 21,000 miles with service to 23 eastern states and the District of Columbia, and connects to more than 70 ocean, river and lake ports. More information about CSX Corporation and its subsidiaries is available at www.csx.com.

See Also: Why Is The CSX Intermodel Yard In Atlanta Named 'Hulsey'?......And Does Anybody Know? / CSX Names David Brown Executive Vice President & Chief Operating Officer / CSX Transportation Brings Cleaner Air To Indiana

CSX HO Scale locomotives: Athearn HO Scale C449W Locomotive - CSX

VIA Rail Announces Plans For A New Station In Smiths Falls

2010-03-09T07:53:00.000-08:00

Via Rail (Press Release)

Dean Del Mastro, Member of Parliament for Peterborough and Chairman of the All Party Rail Caucus Parliamentary Group, on behalf on Rob Merrifield, Minister of State (Transport), and VIA’s Senior Director, Real Estate, Magdy Fahmy today announced the construction of the town’s new station and rail line upgrading. Made possible by the Government of Canada’s investments of close to $21 million for major rail infrastructure work, the projects will increase and improve the safety, frequency and speed of passenger rail service all along VIA’s busy Toronto-Ottawa route. MP Del Mastro and Senior Director Fahmy were joined at the announcement by Smiths Falls Mayor Dennis Staples and Canadian Pacific (CP) Vice-President of Government Affairs Michael Murphy.

“The Government of Canada understands how important VIA’s rail service is to Smiths Falls and hundreds of other communities and rail travelers across Ontario,” said MP Del Mastro. “By investing in rail services and facilities such as these here in Smiths Falls, we are underlining our commitment to VIA’s capital renewal as a wise way to stimulate economic activity and job creation, contribute to environmental sustainability and improve Canada’s passenger rail system for years to come.”

Senior Director Fahmy added, “These investments will create a passenger rail service second to none. A rail service that is safe, fast and sustainable. A rail service designed for Canadians – in the 21st century. VIA is very pleased that the citizens of Smiths Falls are going to be a part of this new era in rail travel.”

"We're very pleased to work with VIA to implement upgrades to CP's Brockville Subdivision, and thereby help improve passenger rail service on this important segment of the network,” said VP Murphy.

VIA’s new Smiths Falls station will be fully-accessible and located just north of downtown. With its distinctive tower, the new station has been designed to blend harmoniously with the historic character and railway legacy of Smiths Falls. It will provide easy passenger access, ample parking and room for future growth. The new location will also reduce schedule conflicts between VIA passenger and Canadian Pacific freight trains at the old site, which is in the middle of a junction between four busy CP lines and VIA’s Smiths Falls Subdivision to Ottawa. The construction of the new Smiths Falls station is due to be completed at the end of this year.

The rail infrastructure upgrading began recently on CP’s Brockville Subdivision, which is the route of VIA’s heavily-used Toronto-Ottawa trains. The project, scheduled to be completed at the end of 2010, includes two new passing sidings between Smiths Falls and Brockville, a new Centralized Traffic Control signal system, upgraded protection at rail/road grade crossings and strategic sections of safety fencing.

“Smiths Falls’' connection with and affection for the railways goes back to 1859, when the Brockville & Ottawa’s first train steamed into town,” said Mayor Staples. “It brought with it so many opportunities for this town to grow and prosper. I’m convinced these VIA projects can and will do the same today.”

VIA’s Smiths Falls projects are closely linked with other work that is now, or will soon be, underway throughout the Quebec-Windsor Corridor, which generates almost 90% of VIA’s ridership and revenue. Other corridor projects include similar upgrading of the VIA-owned Ottawa-Smiths Falls line and Canadian National’s Montreal-Toronto main line. These projects combined will lead to increases in VIA train safety, frequency and speed.

The construction of VIA’s new Smiths Falls station is part of the $516 million capital program announced by the Government of Canada for VIA Rail in 2007. This investment is stimulating job creation, skills development and private sector activity across the country. Additional infrastructure projects are aimed at improving service quality and cost efficiency at other points across VIA’s coast-to-coast route network.

Proto 2000 Ho Scale Alco PA/PB Locomotive Set - Union Pacific

2010-03-08T11:51:00.000-08:00

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 PAs, as well as their cousins, the ALCO FAs, were born as a result of Alco's development of a new diesel engine design, the Model 244. In early 1944, development started on the new design, and by early 1946, the first engines were beginning to undergo tests. This unusually short testing sequence was brought about by the decision of Alco's senior management that the engine and an associated line of road locomotives had to be introduced no later than the end of 1946. In preparation for this deadline, by January of 1946, the first 244 engines were being tested, and while a strike delayed work on the locomotives, the first two PA units were released for road tests in June 1946, for testing for one month on the Lehigh Valley Railroad. After these first tests were completed, the locomotives returned to the factory for refurbishment and engine replacement. In September 1946, the first production units, an A-B-A set of PA1s in Santa Fe colors were released from the factory, and sent to New York's Waldorf-Astoria Hotel, which had a private railroad siding, for exhibition before being launched into road service.

Two different models were offered: the 2,000 horsepower (1,500 kW) PA-1/PB-1 (built between September, 1946 and June, 1950); the 2,250 horsepower (1,680 kW) PA-2/PB-2 (built between April, 1950 and December, 1953)

Models popularly termed the PA-3/PB-3 were in fact only an upgrade of the PA-2/PB-2. The true PA-3/PB-3 model would have boasted 2,400 horsepower (1,800 kW), though none were ever built. Aside from the small power increase between the PA-1 and the PA-2, differences between the models were minor. Externally, PA-3s could be distinguished by the absence of the "eyebrow" trim piece on the grille behind the cab and the porthole window behind the radiator shutters. Internally, later PA-2 and PB-2 production featured a water-cooled turbocharger and other engine compartment changes, but these were frequently added to older models undergoing major repairs and/or overhauls.

Like its smaller cousin, the ALCO FA, the PA had distinctive styling, with a long, straight nose tipped by a headlight in a square, slitted grille, raked windshields, and trim pieces behind the cab windows that lengthened and sleekened the lines. The overall design owed something to the Fairbanks-Morse Erie-built design, which had been constructed by ALCO's electrical equipment partner General Electric at their Erie, Pennsylvania plant. The majority of PA components were compatible with the FA.

Fans deemed the PA one of the most beautiful diesels by design and an "Honorary Steam Locomotive", with the first being Professor George W. Hilton in a book review in the September, 1968, Trains Magazine,[2] because of a peculiarity of the ALCO 244 diesel prime mover when accelerating. Until the turbocharger came up to speed, thick clouds of black smoke would pour from the exhaust stacks, due to turbo lag. Photographing a moving PA while smoking became a prime objective of railfans.[3]

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 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

Union Pacific News Articles: The Union Pacific Invests $5.7 Million To Improve Washington State Trackage / Railroad Photography - Saturday Afternoon At Oro Grande / Union Pacific To Sink $29 Million Into Improving Houston Infrastructure / 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

The Union Pacific Invests $5.7 Million To Improve Washington State Trackage

2010-03-08T11:27:00.000-08:00

Source: Union Pacific (Press Release)

Union Pacific Railroad will improve Seattle's transportation infrastructure with a $5.7 million investment to enhance its track from Seattle to Fife, Washington. Running generally parallel to Interstate 5, this section of Union Pacific track critical to the movement of goods in Washington and helps keep local and regional economies competitive. The project is underway and will continue through the middle of 2010.

Work will be taking place in and around the cities of Seattle, Tukwila, Renton, Kent, Auburn, Sumner and Fife, representing more than 28 miles of Union Pacific track. When the project is complete, crews will have installed more than 35,000 new railroad ties and spread 9,000 tons of rock ballast to ensure a stable roadbed, improve operating efficiency and enhance railroad safety. Crews will also upgrade 42 public grade crossings as part of the project.

See Also: Railroad Photography - Saturday Afternoon At Oro Grande / Union Pacific To Sink $29 Million Into Improving Houston Infrastructure / 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

Kansas City Southern Acquires Puerta Mexico Intermodal Facility

2010-03-08T11:15:00.000-08:00

Source: Kansas City Southern (Press Release)

Kansas City Southern (KCS) (NYSE: KSU) announced today that it has acquired the Puerta Mexico intermodal facility at Toluca in the State of Mexico. Later this month, Kansas City Southern de Mexico, S.A. de C.V. (KCSM) will add direct train service from Lazaro Cardenas to Puerta Mexico, providing Mexico City import and export shippers with a service alternative featuring improved consistency and reliability and better transit times.

“Puerta Mexico is well-positioned on KCS’ International Intermodal Corridor, making it a valuable enhancement for our cross border service offering,” said David L. Starling, KCS president and chief operating officer.

KCS executive vice president sales and marketing Patrick J. Ottensmeyer, added that, “The growth of manufacturing activity and international trade flows in the Mexico City area is increasing the demand for modern, multi-modal terminals in Mexico’s industrial heartland. The strategic location and modern facilities at Puerta Mexico will allow KCS to better serve these growing markets.”

With its connection to the KCS rail network, Puerta Mexico serves the industrial centers of Mexico and the U.S., several important seaports and the Toluca-Mexico City industrial corridor. The facility provides intermodal rail and truck services, warehouse storage and has the only inland customs-clearing facility in the State of Mexico.

In addition to train service, Puerta Mexico offers multi-modal terminal services and on-site customs and bonded warehousing facilities to ocean carriers, intermodal and other logistics service providers. With its direct access to KCSM’s “N” line, Puerta Mexico will become the terminal of choice for service to and from the central valley, the Port of Lazaro Cardenas and the border crossing at Nuevo Laredo/Laredo. With an estimated capacity exceeding 150,000 containers and two million plus tons of cargo per year on more than 130 developed acres, it essentially doubles the intermodal capacity available to the greater Mexican central valley region and alleviates congestion in the region.

“Since 1996, KCS has invested over $3 billion to expand and improve Mexico’s rail infrastructure. The purchase of Puerta Mexico further demonstrates KCS’ commitment to Mexico and its institutions, the appeal of Mexican markets and the viability of direct foreign investment in Mexico,” said KCSM president and executive representative Jose G. Zozaya. “Puerta Mexico is a key link in KCS’ International Intermodal Corridor, creating a continuous cycle of economic growth for Central Mexico.”

See Also: KCS Announces The Promotion Of Gene M. Goode To Vice President Administration / Railroad Job Postings For December 2009 / Goodwill And Holiday Spirit Run Kansas City Southern’s Ninth Annual Holiday Express / KCS’ Michael Upchurch To Address The Citi 6th Annual Small/Mid Cap Conference

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

2010-02-17T07:45:00.001-08:00

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

2010-02-17T07:30:00.000-08:00

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

Norfolk Southern Pumped $3.1 Billion Into Local Industries In 2009

2010-02-16T10:34:00.000-08:00

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

2010-02-16T09:46:00.000-08:00

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

2010-02-16T09:37:00.000-08:00

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

2010-02-16T09:01:00.000-08:00

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.

Railroad Photography - Saturday Afternoon At Oro Grande

2010-02-15T13:05:00.000-08:00

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

2010-02-15T12:36:00.000-08:00

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

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

2010-02-12T13:14:00.000-08:00

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)

2010-02-12T12:14:00.001-08:00

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)

2010-02-12T11:55:00.000-08:00

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

2010-02-12T11:36:00.000-08:00

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

2010-02-12T11:15:00.000-08:00

BNSF Shareholders Approve Sale To Berkshire Hathaway

2010-02-12T11:06:00.000-08:00

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

2010-02-12T10:58:00.000-08:00

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

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

2010-02-11T07:53:00.000-08:00

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

2010-02-11T07:42:00.000-08:00

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

Amtrak Brings A Touch Of Elegance Back To The Coast Starlight

2010-02-10T07:54:00.000-08:00

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

2010-02-10T07:46:00.000-08:00

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.

Athearn HO Scale 4-8-4 FEF-3 Locomotive - Union Pacific

2010-02-09T07:54:00.000-08:00

Athearn HO Scale FEF-3 4-8-4 Northern Locomotive w/DCC & Sound, Union Pacific /Black #820

Product Features

HO Sound Equipped Steam
For use with your scale model railroad

Product Description

== Key Features == / / * Boiler backhead with full details and printed gauges / * Individually applied detail parts like piping, valves and generators / * Adjustable cab windows and opening doors / * Cab hatches can be opened and closed / * See-through running boards / * Blackened metal wheels / * 22" recommended minimum radius / * Pilot has opened and closed positions / * Factory installed DCC sound board with dual speakers / * Decoder automatically senses the power supply (works with both DC and DCC systems) / * Smoke unit ready with no soldering needed / * Includes hand-held remote control unit for DC operation / / == Specs == / / * DCC:Yes / * SOUND:Yes / * WHEEL CONFIGURATION:Northern / * COUPLER STYLE:Knuckle / * RTR/KIT:Ready To Run / * MIN. RADIUS:22" recommended

The FEF was a series of three types of 4-8-4 steam locomotives owned and operated by the Union Pacific Railway. The classes were: FEF-1; FEF-2; FEF-3. "FEF" was an acronym for the wheel arrangement, "four-eight-four."

During the late 1930s, the rising trainloads started to exceed the limits of the then in use 4-8-2's, which were the mainstay of the UP passenger operations. One day, in 1937, with UP President William Jeffer's business car in the rear, a "7000" Cass 4-8-2 demonstrated the lack of steaming power inherent in the type. Even when the train was waiting for rescue, dialog by telegram was sent to Alco in Schenectady, with a view of something better. The result was a superb class of forty-five locomotives.

The first twenty locomotives, numbered 800-819, were delivered by Alco in 1937. The "800"s as a whole followed - like Northumbrian 108 years earlier - the simplest possible arrangement of only having two outside cylinders. Fitting Alco's lateral motion devices to the leading coupled wheels eased the negotiation of curves. Complicated accessories often spoilt the basic simplicity of so many US locomotives, but UP resisted most of them, resulting in an elegant, uncluttered appearance. Despite frequently moving at speeds over 100 mph (161 km/h), the forces and stresses on the coupling and connecting rods were kept within acceptable limits. There were thus excellent results, and there were many reports of reaching the design limit of 110 mph (177 km/h).

The second batch of fifteen was delivered in 1939. Theses had several improvements, including larger cylinders, better tractive effort, taller driving wheels, and smoke deflectors on the sides of the smokebox. The greatest change, however, was the provision of a fourteen wheeled “pedestal” or “centipede” tender, in place of the twelve wheeled ones of the first twenty locomotives. Thus, the first locomotives became known as "FEF-1," whilst these were known as "FEF-2."

Except for the use of some substitute materials, the final batch of ten were nearly identical to the FEF-2. After World War II, coal supplies were affected by a series of strikes. In order to safeguard operations, UP converted the 800s to oil burning, and a 6,000 US gallons (23,000 l; 5,000 imp gal) tank was fitted in the bunker space. Otherwise, few modifications were needed to insure years of mainline service. These were the last steam locomotives delivered for the UP. 844, the last of the FEF-3 class, is the longest continuously operating 4-8-4 engine in the world, and the only one never retired by a Class I railroad. Like many of the "late era" steam locomotives, their final design was cut short by the advent of new monarchs of the rails, diesels. Although it is stated that the UP FEF series was designed to safely operate at 120 mph (190 km/h), no one really knows how fast the final 4-8-4 could go.

Other HO Scale 4-8-4 Northern Locomotives: 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) / Bachmann HO Scale 4-8-4 J Class Northern Locomotive - Norfolk & Western / Athearn HO Scale 4-8-4 Nothern "800" Locomotive - Union Pacific / Bachmann 4-8-4 Northern Locomotive - HO Scale - Santa Fe

Other Union Pacific HO Scale Items: 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

Union Pacific News Articles: 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

Amtrak To Step Up Security On Pacific Northwest Trains During Olympic Games

2010-02-09T07:42:00.000-08:00

Source: Amtrak (Press Release)

With two daily Amtrak Cascades trains operating to Vancouver, B.C., Amtrak is stepping up its overall security measures in the Pacific Northwest as part of its preparation for the 2010 Winter Games set to begin this week.

“Amtrak is working closely with our partners to provide passengers a safe and secure journey during the Games,” said Amtrak Police Chief John O’Connor, noting increased passenger ridership and activities are expected.

Amtrak Police is supporting local, state and federal counterterrorism efforts including participating in U.S. Transportation Security Administration (TSA) Visible Intermodal Prevention & Response (VIPR) teams that bring to bear specialized capabilities in monitoring for surveillance, detecting suspicious behaviors, and supporting random security inspections with mobile explosives detection equipment.

At stations, passengers may notice additional uniformed police presence, K-9 explosive detection teams, and random passenger baggage screening activities. During the baggage screening process, randomly selected riders and their carry-on bags, briefcases, backpacks or other selected items, may be screened or inspected by uniformed officers from the Amtrak Police
and the TSA.

On board trains, passengers will encounter random security and identification checks. In addition, uniformed and undercover Amtrak police officers will be riding trains. Security messages will also run on monitors throughout the trains traveling to/from Vancouver, B.C.

Amtrak asks passengers to be vigilant and if they see something suspicious or unusual, contact uniform personnel at stations or call Amtrak Police at 1-800-331-0008 or dial 911.

The Amtrak Police Department is committed to maintaining the safety and security of the rail traveling public, improving the quality of life of Amtrak personnel, and safeguarding the trains and rails through Customer-Oriented Policing. This is accomplished by building partnerships to
enhance the capacity to protect a nation in transit.

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph—to more than 500 destinations. Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

The Union Pacific Increases Speed Through Malvern, Arkansas With Grade Crossing Improvements

2010-02-08T07:52:00.000-08:00

Source: Union Pacific (Press Release)

Drivers will spend less time waiting for trains to pass as Union Pacific increases the speed of its trains on the rail line that parallels State Highway 279 in Malvern, Arkansas. The train speed limit will increase from 35 miles per hour to 60 mph on nearly two miles of track that crosses Banks, Babcock and Cabe Streets.

Train speeds will increase in five mph increments each week beginning February 14. Trains will begin traveling at 60 mph by March 21. Recent signal improvements that increase advance warning times at grade crossing approaches will permit the higher speeds.

About Union Pacific

Union Pacific Corporation owns one of America's leading transportation companies. Its principal operating company, Union Pacific Railroad, links 23 states in the western two-thirds of the country. Union Pacific serves many of the fastest-growing U.S. population centers and provides Americans with a fuel-efficient, environmentally responsible and safe mode of freight transportation. Union Pacific's diversified business mix includes Agricultural Products, Automotive, Chemicals, Energy, Industrial Products and Intermodal. The railroad emphasizes excellent customer service and offers competitive routes from all major West Coast and Gulf Coast ports to eastern gateways. Union Pacific connects with Canada's rail systems and is the only railroad serving all six major gateways to Mexico, making it North America's premier rail franchise.

See Also: 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

CN Announces New $100-million Calgary Logistics Park

2010-02-08T07:38:00.000-08:00

Source: Canadian National (Press Release)

CN today announced it plans to establish a new $100-million CN Calgary Logistics Park in Conrich, located in Rocky View County north east of Calgary.

The 680-acre park is planned to include a state-of-the-art intermodal terminal with room for customers to co-locate with CN and custom build their facility in place. The Logistics Park will be designed to include a multi commodity transload and warehouse facility, an automotive compound, and a liquid/bulk transload and distribution facility. The site is strategically located a few miles east of the Calgary Airport, on Twp Road 250/ McKnight Boulevard, providing fluid access to Stoney Trail and other major roadways.

“We are very excited about business prospects in Alberta and this investment in the Calgary area,” said Claude Mongeau, CN president and chief executive officer. This facility is part of our program to grow a network of logistics parks that provide seamless and efficient transportation and distribution capabilities for customers, linking their facilities across North America.”

“Combined with CN's superior rail service offering, this is a win-win combination,” said Mongeau.

Calgary is the third largest distribution centre in Canada and is becoming the logistics hub of Western Canada, serving a rapidly expanding market. The new site provides ample space for current and planned customer initiatives, and the park will be designed to allow easy expansion as the Calgary hub continues to grow.

The new CN Logistics Park will offer the potential for a total warehousing footprint of over two million square feet to customers who need to distribute their goods across Western Canada, whether sourced from Asia through the West Coast or coming from eastern Canada and the US. CN provides the fastest rail freight transit time between Eastern and Western Canada, which will allow customers' goods to be on the shelves within three days, a major advantage in managing inventory especially in peak season.

“This is an exciting prospect for Rocky View County and ties in well with our long-term strategic direction,” stated the County's Chief Administrative Officer, Rob Coon. “An investment of this magnitude would bring substantial benefits to both the County and the Calgary regional area.”

This project will be subject to regulatory approval, including a thorough environmental assessment and public consultation. With a scheduled opening expected in 2013, most of CN's Calgary yard operations will shift to the new Logistics Park. CN will also continue to provide quality rail service to customers along its existing lines in the City of Calgary.

Please visit www.cn.ca/calgarypark for a map of the CN Calgary Logistics Park's location.

See Also: Arbitrator To Decide Wage And Benefit Issues For CN Locomotive Engineers / CN Signs Voluntary Mitigation Agreement With The Village Of Plainfield / CN Locomotive Engineers' Strike To End Immediately After Company And Union Reach Agreement / CN Makes New Offer To Locomotive Engineers' Union In An Effort To End The Strike In Canada / Talks Between CN And Locomotive Engineers' Union In Canada Break Off With No Settlement / CN Receives Strike Notice From Union Representing Locomotive Engineers In Canada / CN To Implement Wage Increase And Milage Cap For It's Canadian Engineers / CN Reaches 20th Voluntary Mitigation Agreement (VMA), Makes Substantial Strides In EJ&E Integration

Model Train Items: Trainline HO Scale EMD GP-9M Locomotive - Canadian National / Bachmann HO Scale 2-6-0 Mogul Locomotive - Canadian National

Tickets Now On Sale For The Return Of Santa Fe Locomotive 3751 To San Diego

2010-02-04T07:54:00.000-08:00

Source: San Bernardino Railroad Historical Society

The Central Coast Railway Club and the Pacific Locomotive Association announce the San Diego Steam Special-II, powered by former Santa Fe 4-8-4 3751. Our train will depart LAUS mid-morning, Saturday, May 1 (2020) and arrive in San Diego mid-afternoon. On Sunday, May 2, the train will return to Los Angeles, leaving San Diego mid-morning, arriving at LAUS mid-afternoon.Tickets packages are available for the steam train in one direction and Surfliner in the other, or steam train round trip (hotel not included).

Passengers can ride from the Los Angeles area to San Diego, have a relaxed lunch and return on a scheduled Surfliner, or return the next day. The same itinerary is available the next day, Sunday, from San Diego. Ticket packages are available for the steam train in one direction and Surfliner return, or steam train round trip.

Our train will have two dome cars, Amtrak coaches and an open-door baggage car. A photo stop has been requested in each direction.

Ticket Prices:

Coach, one way: $99
Coach, round trip: $198
Dome, one way: $199
Dome, round trip: $398
Dome Premium, one way: $249
Dome Premium, round trip: $498

The train will run from Los Angeles to San Diego on Saturday, May 1, returning to Los Angeles on Sunday, May 2. You will be able to ride the train both ways, if you choose to overnight in San Diego, or you can return to your starting point on the same day by taking a scheduled Surfliner. One way steam train fares will probably be $99 or $198 roundtrip. One way steam train with Surfliner return will be less than $150. Seats in dome cars are available at higher cost.

Place all orders through this link: Buy Tickets

We promise you an exciting and safe trip along the scenic Amtrak Coast Line behind the steam locomotive that powered the last scheduled passenger steam operation on the Santa Fe, on this line in 1953.

See Also: Santa Fe Locomotive 3751 To Return To San Diego In May 2010!

Athearn HO Scale SD40T-2 Locomotive - Southern Pacific

2010-02-04T07:30:00.000-08:00

Athearn HO Scale Ready To Run SD40T-2 Locomotive w/88" Nose, Southern Pacific #8498

Product Features

Fully assembled and ready for your layout
Upgraded tooling
Separately applied wire grab irons
Separately applied air tanks
Etched see-through side grilles

Product Description

== Key Features == / / * Fully assembled and ready for your layout / * Upgraded tooling / * Separately applied wire grab irons / * Separately applied air tanks / * Etched see-through side grilles / * See-through fans / * Celcon handrails / * DCC-ready wiring harness installed / * Prototype specific details applied / * McHenry scale knuckle spring couplers installed / / == Specs == / / * DCC:Ready / * SOUND:No / * PROTOTYPE MANUFACTURER:Electro Motive Division / * COUPLER STYLE:McHenry scale knuckle / * ERA:1975 - Present / * MIN. RADIUS:18 inches / * Minimum Age Recommendation:8 years / * Is Assembly Required:No

An EMD SD40T-2 is a 6-axle diesel locomotive built by General Motors Electro-Motive Division. Power is provided by a 16-cylinder EMD 645E3 diesel engine capable of producing 3000 horsepower (2,240 kW). The Southern Pacific's locomotive features a 4,400-US-gallon (16,700 l) fuel tank and is 70 feet 8 inches (21.54 m) long. The Rio Grande's locomotive features a smaller 4,000-US-gallon (15,100 l) fuel tank. A total of 312 examples of this locomotive were built for North American railroads between April 1974 and July 1980. This locomotive, along with the SD45T-2, are popularly called tunnel motors, but are officially referred to as SD40-2s with "cooling system modifications" (and the EMD manuals so state), because they were specifically designed to be more effective when operating in tunnels. The major differences between this locomotive and its non-tunnel motor cousin, the SD40-2, are the radiator intakes and radiator fan grills located at the rear of the locomotive. The radiator air intakes in this model were located along the deck to allow more fresh, cooler air to enter and less hot exhaust fumes lingering around the tunnels ceiling.

This locomotive model was purchased by the Southern Pacific Railroad, its subsidiary Cotton Belt, and the Denver and Rio Grande Western Railroad. At one point Southern Pacific and then later the Union Pacific owned every SD40T-2.

In 2005 most of these units were in service on the Union Pacific or various leasing companies. By 2008 none were left in service on the Union Pacific with SP or DRGW reporting marks. DRGW 5371 was the last one retired from active service in March 2008. The Union Pacific still runs many of these units in its own livery.

Other Southern Pacific Items: 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

New Mexico Rail Runner Express Announces Schedule & Fare Adjustments

2010-02-03T07:48:00.000-08:00

Source: New Mexico Rail Runner Express

In two weeks, passengers aboard the New Mexico Rail Runner Express will see some changes in both train fares and service. The Rio Metro RTD Board – which manages the Rail Runner and its regional transit connections – voted on these changes last week.

Weekday Fares will be increased to comply with FTA (Federal Transportation Administration) regulations that require reduced fares to be half the amount of full fares. To comply, weekday one-way fares will be raised by one-to-two dollars. In addition, the three-zone day pass will increase by a dollar.

Weekend Fares will be raised to be consistent with weekday prices. Previously, all passengers were able to use the Reduced Fare structure on weekends. Now, this will only apply to those who meet the reduced fare criteria – such as senior citizens and students with a valid I.D.

Five Saturday Trips will be suspended indefinitely: Train #500 departing north from Downtown Albuquerque at 6:20 a.m., Train #503 departing south from Santa Fe at 8:10 a.m., Train #510 departing north from Belen at 7:08 p.m., Train #512 departing north from Belen at 9:07 p.m., and Train #513 departing south from Santa Fe at 10:00p.m.
“Faced with a budget shortfall due to lower-than-expected gross receipts taxes to fund Rail Runner operations, the Rio Metro Board decided to make some sound fiscal adjustments”, said Dewey Cave, Interim Executive Director for the Mid-Region Council of Governments. “The State assisted with the projected shortfall, and these fare and schedule modifications were also necessary to balance the budget entirely.”

These changes will take effect Monday, February 15, 2010.

See Also: New Mexico Rail Runner Express Featured On The Santa Fe TV Show / Santa Claus Rides The New Mexico Rail Runner Express! / The New Mexico Rail Runner Express Fits Into A New Vision For Bernalillo County - Mass Transit Magazine Feature

Operating Under Vegetable Power Brings The Grand Canyon Railroad Accolades

2010-02-03T07:30:00.000-08:00

Source: Grand Canyon Railway

The Grand Canyon Railway has been recognized by the Arizona Hotel and Lodging Association (AzHLA) with a 2009 Special Achievement Award. The Railway and Xanterra South Rim developed a program to collect used vegetable oil from Grand Canyon restaurants for use in the train’s steam locomotive.

According to AzHLA, “The ‘Stars of the Industry’ awards program was created more than 40 years ago to recognize outstanding accomplishments in the lodging industry. While the categories have evolved over the years, the concept is still the same - to honor lodging employees and properties that best symbolize the quality service of the industry.” The Special Achievement Award recognizes entities that meet guest expectations while minimizing environmental impacts.

In previous years the Grand Canyon Railway operated steam locomotives from Memorial Day to Labor Day, but the Railway discontinued this schedule after 2008, opting to maintain the steam locomotives and use them for special occasions. In 2009 the steam locomotive #4960 – powered by vegetable oil – operated in September to celebrate the Railway’s 20th anniversary since it began its second incarnation in 1989. The Grand Canyon Railway operated for nearly 70 years beginning in 1901.

“We made the decision to discontinue regular usage of our steam locomotives for environmental reasons,” said Gordon Taylor, general manager of the Grand Canyon Railway. “We have continued to maintain and conserve the engines for future use. In keeping with our environmental mission, we sought ways to operate them in a more eco-friendly manner, and that’s where our sister operation Xanterra South Rim entered the picture by collecting and processing the used vegetable oil from its restaurants.”

Specific results of the decision to discontinue steam locomotives throughout the summer included:

- Saving approximately 900 gallons per day or 162,000 gallons fuel per year of diesel fuel
- Saving approximately 1,200 gallons of water per day – 216,000 gallons per year
- Reducing approximately 2,700 tons of carbon dioxide (chief greenhouse gas) emissions, 2.6 tons of nitrogen oxides and 1.8 tons of sulfur oxides
- Reducing the pollution associated with maintenance and operation of the steam train

The Grand Canyon Railway operates daily train service between Williams, Ariz., and the Grand Canyon. The Railway offers four distinct classes of service, as well as money-saving packages featuring the Grand Canyon Railway Hotel in Williams. Overnight stays at the Grand Canyon and optional tours also can be included in the packages. Grand Canyon Railway is an authorized concessioner of the National Park Service and the U.S. Forest Service. For more information, visit www.thetrain.com or call 1-800-THE-TRAIN (1-800-843-8724).

The Grand Canyon Railway is operated by Xanterra Parks & Resorts

Intermountain Railway Company HO Scale AC-12 4-8-8-2 Locomotive - Southern Pacific

2009-12-30T07:42:00.000-08:00

Intermountain Railway Company HO 4-8-8-2 AC-12 Locomotive -Southern Pacific #4292

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.

In steam locomotive design, a cab forward design will typically have the driver's compartment placed immediately forward of the firebox at the very front of the engine while the fireman's station remains on the footplate behind the firebox (for obvious reasons). This type of design was widely, though not commonly, used throughout Europe in the first half of the 20th century, often in conjunction with an enclosed body design and/or streamlining.

In contrast however, the best known example of the cab-forward design in the United States, the Southern Pacific Cab-Forward (also known as "Cab-in-fronts") placed the cab at the front by the simple expedient of turning the entire locomotive, minus the tender, by 180 degrees, an arrangement made possible by burning fuel oil instead of coal.

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. 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.

Other AC-12 4-8-8-2 Locomotive Items: Railroading On DVD! - Southern Pacific Cab Forward Collection

Other Southern Pacific Items: 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

Other Intermountain Railway Company Items: Intermountain Railway Company HO Scale F7 Locomotive - Rock Island / Intermountain Railway Company 40ft Box Car - Burlington Northern

Athearn HO Scale SD70M Locomotive - Southern Pacific

2009-12-30T07:32:00.000-08:00

Athearn HO Scale SD70M Locomotive - Southern Pacific #9822

Product Features

Researched from the prototype to match specific units
Genesis driveline with dynamically balanced five-pole skew wound motor and dual flywheels
Directional, constant lightling
Working ditch lights
Cab interior

Product Description

Features / / * Researched from the prototype to match specific units / * Genesis driveline with dynamically balanced five-pole skew wound motor and dual flywheels / * Directional, constant lightling / * Working ditch lights / * Cab interior / * Factory installed Celcon handrails / * DCC ready / / Specifications / / DCC: Ready / SOUND: No / PROTOTYPE MANUFACTURER: Electro Motive Division / COUPLER STYLE: McHenry Scale Knuckle / Minimum Age Recommendation: 14 years / Is Assembly Required: No

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 SD70M's, 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.

This locomotive model is also built for export, and is still catalogued by EMD (at 4300hp). CVG Ferrominera Orinoco has 6 SD70Ms that were built as an add-on order to UPs FIRE cab equipped SD70Ms. Companhia Vale do Rio Doce (CVRD) in Brazil has ordered 27 of this model for service in Carajas pulling trainloads of iron ore. Since CVRD track is gauged at 1600 mm, a wider bogie, the HTSC2, was designed for these units by EMD.

See Other Southern Pacific Items: 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

Bachmann HO Scale Royal Gorge Electric Train Set - Rio Grande

2009-12-29T07:56:00.000-08:00

Bachmann Trains Royal Gorge Ready-to-Run HO Train Scale Train Set

Product Features

Powered F7-A and F7-B locomotive
Smooth side coach and Full-dome passenger car
63" x 45" oval of snap-fit E-Z Track
Power pack and speed controller
Illustrated instruction manual

From the Manufacturer

Colorado's oldest scenic line combines rich history, spectacular views and stylish accommodations into a train that takes you on a 24-mile journey through the 1,000 Feet deep Royal Gorge. Passengers travel alongside the Arkansas River on a ribbon of rail for an up-close nature show deep in the canyon, observing bald eagles, blue heron, bighorn sheep, mule deer, and flora native to the gorge.

The Royal Gorge Route Railroad is a heritage railroad located in Cañon City, Colorado.

The railroad transits the Royal Gorge on a 2-hour scenic and historic train ride through the Royal Gorge on what is considered to be the most famous portion of the former Denver and Rio Grande Western Railroad. The 1950s-era train departs the Santa Fe depot in Canon City daily.

In the late 1870s miners descended on the upper Arkansas River valley of Colorado in search of carbonate ores rich in lead and silver. The feverish mining activity in what would become the Leadville district attracted the attention of the Denver & Rio Grande Western Railroad and the Atchison, Topeka, and Santa Fe Railway, each already having tracks in the Arkansas valley. The Santa Fe was at Pueblo and the D&RGW near Canon City, Colorado, some 35 miles west. Leadville was over 100 miles away. For two railroads to occupy a river valley ordinarily was not a problem, but west of Canon City was an incredible obstacle - an obstacle that would result in a war between the railroads in the race to the new bonanza.

West of Canon City the Arkansas River cuts through a high plateau of igneous rocks forming a spectacular steep-walled gorge over a thousand feet deep. At its narrowest point shear walls on both sides plunge into the river creating an impassible barrier. On April 19, 1878, a hastily assembled construction crew from the Santa Fe began grading for a railroad just west of Canon City in the mouth of the gorge. The D&RG whose end of track was only ¾ of a mile from Canon City raced crews to the same area, but were blocked by the Santa Fe graders in the narrow canyon. By a few hours they had lost the first round in what became a two-year struggle between the two railroads that would be known as the Royal Gorge War.

The D&RG crews tried leapfrogging the Santa Fe grading crews, but were met with court injunctions from the Santa Fe in the contest for the right-of-way. The D&RG built several stone "forts" (such as Fort DeRemer at Texas Creek) upstream in an attempt to block the Santa Fe. Grading crews were harassed by rocks rolled down on them, tools thrown in the river and other acts of sabotage. Both sides hired armed guards for their crews. Rifles and pistols accompanied picks and shovels as tools. The railroads went to court with each trying to establish their primacy to the right of way. After a long legal battle that ended in the U.S. Supreme Court, on April 21, 1879, the D&RG was granted the primary right to build through the gorge that in places was wide enough at best for only one railroad.

The Santa Fe resorted to its larger corporate power and announced it would build tracks parallel to and in competition with the existing D&RG lines. The bondholders of the D&RGW, fearing financial ruin from this threat, pressured the management of the D&RGW to lease the existing railroad to the Santa Fe for a 30-year period. This created a short-lived truce in the struggle. The Santa Fe soon manipulated freight rates south of Denver to favor shippers from Kansas City (over its lines to the east) to the detriment of Denver merchants and traffic over the leased D&RGW lines. During this period the Santa Fe constructed the railroad through the gorge itself. The D&RGW, however, continued construction in areas west of the gorge still trying to block the Santa Fe.

After months of shrinking earnings from their leased railroad, the D&RG management went to court to break the lease. An injunction from a local court restraining the Santa Fe from operating the D&RG on June 10, 1879, sparked an armed retaking of their railroad by D&RG crews - war in earnest in the old west. Trains were commandeered, depots and engine houses put under siege, bullets flew and a few men died. A final peace in the war came after the intervention of the Federal courts, and the railroad "robber baron" Jay Gould who loaned the D&RG $400,000 and announced the intention to complete a rail line in competition to the Santa Fe from St. Louis to Pueblo.

On March 27, 1880, the two railroads signed what was called the Treaty of Boston which settled all litigation, and gave the D&RG back its railroad. The D&RG paid the Santa Fe $1.8 million for the railroad it had built in the gorge, the grading it had completed, materials on hand and interest. The Royal Gorge War was over. D&RGW construction resumed, and rails reached Leadville on July 20, 1880. Passenger train service began in 1880 and continued through 1967. Rio Grande continued freight service through the gorge as part of their Tennessee Pass subdivision until 1989, when the company merged with the Southern Pacific Railroad, and the Southern Pacific name took control of the gorge line. In 1996, the combined company was merged into the systems of the Union Pacific Railroad. The year after Union Pacific purchased Southern Pacific and Rio Grande, the railroad closed the Tennessee Pass line, silencing the tracks in the gorge.

In 1998, the Union Pacific Railroad was persuaded to sell the 12 miles of track through the Royal Gorge in an effort to preserve this scenic route. Two new corporations, the Canon City & Royal Gorge Railroad (CC&RG) and Rock & Rail, Inc. (R&R), joined together to form Royal Gorge Express, LLC (RGX) to purchase the line. Passenger service on the new Royal Gorge Route Railroad began in May 1999. Train movements are still controlled by the Union Pacific’s Harriman Dispatching Center in Omaha, Nebraska.Except for this section of track, the Tennessee Pass line has been dormant.

See Other HO Scale Train Sets: Bachmann HO Scale Pacific Flyer Electric Train Set - Union Pacific / Bachmann HO Scale Rail King Electric Train Set - Santa Fe / Athearn HO Scale Iron Horse Express Electric Train Set - BNSF

See Other Rio Grande Items: Lionel O Scale 4-6-6-4 Challenger Locomotive - Rio Grande / Bachmann G Scale Electric Train Set - Durango & Silverton / Bachmann On30 Scale Electric Train Set - Rio Grande / Atlas HO Scale TM 70T 3-Bay Open Hopper - Rio Grande / Walthers HO Scale 30' GTW Caboose - Offset Coupla - Rio Grande / Bachmann HO Scale 2-6-2 Prairie Locomotive - Rio Grande / Trainline EMD GP9 HO Scale Locomotive - Rio Grande

See Rio Grande Related News Items: Railroad Photo Gallery - Union Pacific GP40-2 1368 (Ex Rio Grande)

Athearn HO Scale F7A/F7B Locomotives - Santa Fe

2009-12-29T07:41:00.000-08:00

Athearn HO Scale Ready To Run F7 A/B Locomotives, Santa Fe /Passenger #41L/#41A

Product Features

Fully assembled and ready to operate
B unit is unpowered
Super weight installed for extra traction
Machined RP25 profile metal wheels
McHenry scale knuckle spring couplers installed

Product Description

== Key Features == / / * Fully assembled and ready to operate / * B unit is unpowered / * Super weight installed for extra traction / * Machined RP25 profile metal wheels / * McHenry scale knuckle spring couplers installed / / == Specs == / / * DCC:No / * SOUND:No / * PROTOTYPE MANUFACTURER:Electro Motive Division / * COUPLER STYLE:McHenry Scale Knuckle / * ERA:1940 - Present / * MIN. RADIUS:18" Radius / * Minimum Age Recommendation:14 years / * Is Assembly Required:No

Lionel O Scale El Capitan Electric Train Set - Santa Fe

2009-12-23T06:18:00.000-08:00

Lionel O Scale Electric Train Set - El Capitan - Santa Fe

Product Features

Transformer controlled forward, neutral, and reverse operation
TrainSounds sound system with diesel engine revving, diesel horn, bell, squealing brakes, and operator-controlled, multi-part crew dialog
Operating headlight
Front operating coupler
40” x 60” oval of Fastrack

Product Description

The classic FT diesel locomotive, equipped with realistic sounds from the TrainSounds sound system, hurtles down the “Route of the Warbonnets.” Three streamlined passenger cars—two illuminated coaches and an illuminated observation car—follow the westbound locomotive. With the CW-80 Transformer and a loop of FasTrack track, you are ready to run one of the Santa Fe’s best known passenger trains.

SET INCLUDES: • FT locomotive • Two coaches • Observation car • CW-80 Transformer with accessory wire • Three straight FasTrack track sections • Eight curved FasTrack track sections • One straight FasTrack terminal track section • Replacement traction tire • Owner’s Manual • Service Center list • Instruction DVD • Lionel RailRoader Club flyer

El Capitan was one of the named passenger trains of the Atchison, Topeka and Santa Fe Railway. It was the only coach, or chair car (non-Pullman sleeper) train to operate the Santa Fe main line from Chicago, Illinois to Los Angeles, California on the same fast schedule as the road's premier Pullman Super Chief.

This all-coach, streamlined train (assigned Nos. 21 & 22) began operations in February 1938. Not unlike the Pennsylvania Railroad's Trail Blazer, it offered "low-cost passage with high-speed convenience." Originally conceived as the Economy Chief, the name El Capitan was ultimately chosen to honor the Spanish conquistadors and their influence on Southwestern culture, though it didn't hurt that the name seemed to outrank the Union Pacific's Challenger all-chair train, with which it was designed to compete. Unique in charging an extra-fare despite being a coach train, it pioneered such features as "RideMaster" seating optimized for sleeping. The original consists were two new Budd Company-built trains of five cars each made of lightweight stainless steel. Each of the two luxury trains were capable of accommodating 188 passengers for a mere $5.00 upcharge over the price of a ticket on the road's all-chair Scout.

El Capitan was the first of Santa Fe's trains to utilize the "Big Dome"-Lounge cars, though these were soon given to the Chief in favor of new double-decker "Hi-Level" coaches developed by Budd and the railroad in 1955. These experimental units featured a quieter ride, increased seating capacities, and boasted better views of the Southwestern terrain El Cap passed through and made this train unique and revolutionary. Amtrak's Superliner equipment, which was placed in service along many of Amtrak's long distance routes, were based on the Santa Fe Hi-Level design. The Superliners were designed to be operated along with older Hi-Level cars.

Eventually the train was combined with the Super Chief and operated under train numbers 17 and 18 through the end of Santa Fe passenger operations. Today the route formerly covered by El Capitan is served by Amtrak's Southwest Chief. Many of Amtrak's trains (especially those in California) consist of a combination of refurbished former Santa Fe Hi-Level cars along with newer Superliner railcar designs. In recent years, four "mothballed" El Capitan lounge cars were removed from storage, refurbished, and placed into service on Amtrak's Coast Starlight as "Pacific Parlour" first-class lounge cars. These refurbished cars feature a service bar, booths, and chairs on the upper level, and a theater on the lower level.

Other O Scale Items: Bachmann O Scale Dual FA1/FA1 Locomotives - Rock Island / Lionel O Scale FT Locomotive - Dummy - Santa Fe / Lionel O Scale 4-6-6-4 Challenger Locomotive - Rio Grande / Lionel O Scale Electric Train Set - B&O - Just In Time For Christmas! / Lionel O Scale Electric Train Set - Rio Grande Flyer- Just In Time For Christmas! / Lionel O Scale Electric Train Set - Polar Express - Just In Time For Christmas!

Other Santa Fe Items: Lionel O Scale FT Locomotive - Dummy - 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

Bachmann O Scale Dual FA1/FA1 Locomotives - Rock Island

2009-12-20T09:00:00.000-08:00

Bachmann O Scale Dual FA1/FA1 Locomotives - Rock Island

The ALCO FA was a family of B-B diesel locomotives designed to haul freight trains. The locomotives were built by a partnership of ALCO and GE in Schenectady, New York, between January 1946 and May 1959. They were of a cab unit design, and both cab-equipped lead (A unit) FA and cabless booster (B unit) FB models were built. A dual passenger-freight version, the FPA/FPB, was also offered. It was equipped with a steam generator for heating passenger cars.

Externally, the FA and FB models looked very similar to the ALCO PA models produced in the same period. Both the FA and PA models were styled by GE's Ray Patten. They shared many of the same characteristics both aesthetically and mechanically. It was the locomotive's mechanical qualities (the ALCO 244 V-12 prime mover) and newer locomotive models from both General Motors Electro-Motive Division (EMD) and General Electric (the partnership with ALCO was dissolved in 1953) that ultimately led to the retirement of the locomotive model from revenue service. Several examples of FAs and FBs have been preserved in railroad museums, a few of them in operational status on such lines as the Grand Canyon Railway and the Napa Valley Wine Train.

The Chicago, Rock Island and Pacific Railroad (CRI&P RR) (reporting marks RI, ROCK) was a Class I railroad in the United States. It was also known as the Rock Island Line, or, in its final years, The Rock.

Its ancestor, the Rock Island and La Salle Railroad Company, was incorporated in Illinois on February 27, 1847, and an amended charter was approved on February 7, 1851, as the Chicago and Rock Island Railroad. Construction began October 1, 1851, in Chicago, and the first train was operated on October 10, 1852, between Chicago and Joliet. Construction continued on through La Salle, and Rock Island was reached on February 22, 1854, becoming the first railroad to connect Chicago with the Mississippi River.

In Iowa, the C&RI's incorporators created (on February 5, 1853) the Mississippi and Missouri Railroad Company, to run from Davenport to Council Bluffs, and on November 20, 1855, the first train to operate in Iowa steamed from Davenport to Muscatine. The Mississippi river bridge between Rock Island and Davenport was completed on April 22, 1856.

In 1857, Abraham Lincoln represented the Rock Island in an important lawsuit regarding bridges over navigable rivers. The suit had been brought by the owner of a steamboat which was destroyed by fire after running into the Mississippi river bridge. Lincoln argued that not only was the steamboat at fault in striking the bridge but that bridges across navigable rivers were to the advantage of the country.

M&M was acquired by the C&RI on July 9, 1866, to form the Chicago, Rock Island and Pacific Railroad Company. The railroad expanded through construction and acquisitions in the following decades.

The Rock Island stretched across Arkansas, Colorado, Illinois, Iowa, Kansas, Missouri, Nebraska, New Mexico, Oklahoma, South Dakota and Texas. The easternmost reach of the system was Chicago, and the system also reached Memphis, Tennessee; west, it reached Denver, Colorado, and Santa Rosa, New Mexico. Southernmost reaches were to Galveston, Texas, and Eunice, Louisiana while in a northerly direction the Rock Island got as far as Minneapolis, Minnesota. Major lines included Minneapolis to Kansas City, Missouri, via Des Moines, Iowa; St. Louis, Missouri Meta, Missouri, to Santa Rosa via Kansas City; Herington, Kansas, to Galveston, Texas, via Fort Worth, Texas, and Dallas, Texas; and Santa Rosa to Memphis. The heaviest traffic was on the Chicago-to-Rock Island and Rock Island-to-Muscatine lines.

See Other FA1 Locomotives: Trainline HO Scale Alco FA-1 Locomotive - Union Pacific

See Other O Scale Items: Lionel O Scale FT Locomotive - Dummy - Santa Fe / Lionel O Scale 4-6-6-4 Challenger Locomotive - Rio Grande / Lionel O Scale Electric Train Set - B&O - Just In Time For Christmas! / Lionel O Scale Electric Train Set - Rio Grande Flyer- Just In Time For Christmas! / Lionel O Scale Electric Train Set - Polar Express - Just In Time For Christmas!

See Other Rock Island Items: Intermountain Railway Company HO Scale F7 Locomotive - Rock Island / Athearn HO Scale F7 Locomotive - Rock Island / Bachman HO Scale 2-6-0 Mogul Locomotive - Rock Island / Bachmann Spectrum 2-8-0 Consolidation HO Scale Locomotive - Rock Island

Intermountain Railway Company HO Scale F7 Locomotive - Rock Island

2009-12-20T08:19:00.000-08:00

Intermountain Railway Company HO Scale Ready To Run FP7A Locomotive - Rock Island

The EMD F7 was a 1,500 horsepower (1,100 kW) Diesel-electric locomotive produced between February 1949 and December 1953 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD). It succeeded the F3 model in GM-EMD's F-unit sequence, and was replaced in turn by the F9. Final assembly was at GM-EMD's La Grange, Illinois plant or GMD's London, Ontario facility. Although originally promoted as a freight-hauling unit by EMD, the F7 was also used in passenger service hauling such trains as the Santa Fe's El Capitan.

A total of 2,366 cab-equipped lead A-units and 1,483 cabless booster or B-units were built. The F7 was the fourth model in GM-EMD's successful line of F-unit locomotives, and by far the highest-selling cab unit of all time.

Many F7s remained in service for decades, as railroads found them economical to operate and maintain. However the locomotive was not very popular with the yard crews who operated them in switching service because they were difficult to mount and dismount, and it was also nearly impossible for the engineer to see hand signals from his ground crew without leaning way outside the window. As most of these engines were bought and operated before two-way radio became standard on most American railroads, this was a major point of contention. In later years, with the advent of the “GP” type “road switchers”, Fs were primarily used in “through freight” and “unit train” service where there was very little or no switching to be done on line of road.

The F7 can be considered the zenith of the cab unit freight Diesel, as it was ubiquitous on North American railroads until the 1970s (longer in Canada). The F7 design has become entrenched in the popular imagination due to it having been the motive power of some of the most famous trains in North American railroad history.

The F7 replaced the F3, differing primarily in internal equipment (mostly electrical) and some external features. The F7 was eventually succeeded by the more powerful but mechanically similar F9.

The Chicago, Rock Island and Pacific Railroad (CRI&P RR) (reporting marks RI, ROCK) was a Class I railroad in the United States. It was also known as the Rock Island Line, or, in its final years, The Rock.

The Rock Island jointly operated the Golden State Limited (Chicago—Kansas City—Tucumcari—El Paso—Los Angeles) with the Southern Pacific Railroad (SP) from 1902–1968. The name was shortened to the Golden State after 1948's modernization. Another joint venture with the SP, the Golden Rocket, was planned to enter service in 1948 but instead became "the train that never was," after SP withdrew from the joint train operating agreement. The Golden Rocket's uniquely-colored livery was placed in Golden State service instead.

In 1937, the Rock Island introduced Diesel power to its passenger service, with the purchase of six lightweight Rocket streamliners.

The railroad operated a number of trains known as Rockets serving the Midwest, including the Rocky Mountain Rocket (Chicago—Omaha—Lincoln—Denver—Colorado Springs), the Corn Belt Rocket (Chicago—Des Moines—Omaha), the Twin Star Rocket (Minneapolis—St. Paul—Des Moines—Kansas City—Oklahoma City—Fort Worth—Dallas—Houston), the Zephyr Rocket (Minneapolis—St. Paul—Burlington—St. Louis) and the Choctaw Rocket (Memphis—Little Rock—Oklahoma City—Amarillo—Tucumcari).

The Rock Island did not join Amtrak on its formation in 1971, and continued to operate its own passenger trains. After concluding that the cost of joining would be the same as operating the two remaining intercity roundtrips (the Chicago-Peoria Peoria Rocket and the Chicago-Rock Island Quad Cities Rocket), the railroad decided to "perform a public service for the state of Illinois" and continue intercity passenger operations. Both trains were discontinued on December 31, 1978.

The Rock Island also operated an extensive commuter train service in the Chicago area. The primary route ran from LaSalle Street Station to Joliet along the main line, and a spur line, known as the "suburban branch" to Blue Island. These services started to receive financial backing in 1976 from the newly formed Regional Transportation Authority. Today these lines are operated as part of Metra, and are known as the Rock Island District.

See Other HO Scale F7 Locomotives: Athearn HO Scale F7 Locomotive - Rock Island / Athearn HO Scale F7A Diesel Locomotive - Burlington Northern / Proto 2000 HO Scale EMD F7A-B Locomotives - Canadian Pacific / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

See Other Rock Island Items: Athearn HO Scale F7 Locomotive - Rock Island / Bachman HO Scale 2-6-0 Mogul Locomotive - Rock Island / Bachmann Spectrum 2-8-0 Consolidation HO Scale Locomotive - Rock Island

Athearn HO Scale F7 Locomotive - Rock Island

2009-12-20T07:58:00.000-08:00

Athearn HO Scale Modernized F7A Locomotive w/DCC & Sound, Rock Island /Frieght #111

Product Features

Researched from the prototype to match specific units
Factory installed onboard sound and DCC decoder
Individual sound boards installed in both A and B units
Genesis driveline with dynamically balanced five pole skew wound motor and dual flywheels
Directional constant lighting

Product Description

Features / / * Researched from the prototype to match specific units / * Factory installed onboard sound and DCC decoder / * Individual sound boards installed in both A and B units / * Genesis driveline with dynamically balanced five pole skew wound motor and dual flywheels / * Directional constant lighting / * Screw mounted chassis / * Individual window 'glass' / * Detailed battery boxes/air tank with brackets / * Detailed 1200-gallon or 1500-gallon fuel tank (as appropriate) / * Partial or complete de-skirting (as appropriate) / * Front and rear lift lugs (as appropriate) / * Front and rear MU hoses, coupler cut levers and air hoses / * Equipped with some or all of the following parts (as appropriate): eyebrow grabs, sunshades & mirrors, cab interior, nose-side ladder grabs, ladder rest grabs and SP snow plow / / Overview / / Athearn Genesis F units are now available in 'modernized' configurations and with an improved / factory installed onboard sound and DCC decoder. / / / / DC Functions: / / / / / / * All sound features are operated by a wireless handheld remote. No additional control box is required to operate advanced sounds. / / * Six-button wireless remote control allows control of the horn, bell, coupler crash,brake / squeal, dynamic brake and brake air release. / / * Additional programmable features allow for different bell and horn tones, coupleron/off, bell rate, directional lights on/off and volume control. / / * Creation of multiple unit lashup with horn, bell and lights on the lead unit only / / / / DCC Functions: / / / / / / * Compatible with all NMRA standard DCC systems / / * Programable for either 2 digit or 4 digit address / / * Programable start voltage / / * Programable acceleration/deceleration rate / / * Programmable top voltage / / * Programmable speed steps / / * Programmable individual unit sound volume / / * Factory equipped

The History Of Burlington Northern Steam Power?

2009-12-16T12:47:00.000-08:00

Written By: Ken Hulsey

Any rail fan with even a basic knowledge of railroad history would certainly look at the title of this article and think that I made a mistake.

"Don't you mean 'The History of Burlington Steam Power?'" Would be the obvious question, believing that I was intending to write some long winded piece on the history of the Chicago Burlington & Quincy and their varied forms of steam locomotive power.

That, however, is not the case. I'm indeed writing about Burlington Northern steam power.

Now, before you get some wild ideas, that the CBQ, Northern Pacific and Great Northern some how merged in the 1940s, then split again, or that the BN had some covert steam program in the 70s that no one either knew about or forgot about, let me explain.

Their has been one steam locomotive in the history of railroading that has worn the name "Burlington Northern", though that locomotive actually didn't belong to the BN that came to be after the fore mentioned railroads merged into one.

Are you really curious now? Are you tired of all this 'beating around the bush?'

Okay, I'll come clean.

Almost all of you would certainly recognise Sierra Railroad's 4-6-0 locomotive #3. The old wood burning locomotive has been in hundreds of movies and television shows, including the "Lone Ranger", "Petticoat Junction", "Rawhide", "Death Valley Days", "Lassie", "Gunsmoke", "Bonanza", and "Little House on the Prairie."

Yes, that's right, the 'Hooterville Cannonball".

Indeed, it was this locomotive that once ran under the flag of the Burlington Northern......well on a TV show anyway.

For the 1971 episode of "Gunsmoke" called "The Bullet", the famed #3, was repainted and re lettered with the Burlington Northern name on her tender.

In that episode, the shows main character, Marshall Dillon (played by actor, James Arness) is almost fatally wounded by a black hat wearing outlaw, and has to be transported, by rail, from Dodge City to Denver where there would be a doctor who could save his life.

Now, why exactly, the crew of "Gunsmoke" would opt to name a train traveling from Kansas to Colorado, "Burlington Northern" was never formally explained (and people did ask back in the day) it can only be assumed that some Hollywood type, simply wanted to add 'realism' to the episode and took the time to find out which railroad ran the same route as the train that would be portrayed on screen. Well, in 1971, that would have been the BN.

Being naive to recent railroad mergers, and most certainly, railroad history, whoever it was that decided to go with the BN lettering, probably assumed that the railroad had been around for a hundred years or better.

Little did they know that the railroad, at the time, was only a year into it's existence.

That's just how Hollywood works.

Well let me tell you that after "The Bullet" aired in 1971, CBS received many a letter from confused rail fans, who also let their thoughts be known in the magazines of the day.

Okay, I know what you are thinking, 'a TV show? What? I thought that this was going to be about 'real' BN steam power?'

I get it. I kinda cheated. Their was never any 'real' BN steam locomotives, no green and white painted 4-8-4 'Northerns' with the company's logo on their tenders.

I just thought that it was an interesting bit to throw in on a Wednesday.

Oh, and as a side note. The famed Sierra Locomotive #3 is currently dismantled, and the California Railroad Museum has been raising funds to restore her. Read more about that - HERE

Metrolinx Acquires Full Ownership Of Toronto-Barrie Rail Commuter Corridor

2009-12-16T07:53:00.000-08:00

Source: CN (Press Release)

Metrolinx today purchased from CN the lower portion of the Newmarket Subdivision in central-north Toronto for C$68 million. The transaction gives Metrolinx end-to-end ownership of the 60-mile-long Barrie-Bradford GO Train corridor between downtown Toronto and Barrie, Ont. – a first for the government transit agency.

Please visit www.cn.ca/newmarket for a map of the Lower Newmarket Subdivision and CN and GO Transit rail networks in the Toronto area.

Metrolinx is the Ontario government Crown corporation responsible for delivering an integrated, multi-modal transportation network in the Greater Toronto Area (GTA), from York and Durham through Toronto, Peel Halton and Hamilton. GO Transit, the operating division of Metrolinx, provides commuter rail and bus services in the GTA.

The Metrolinx line acquisition fills the rail gap between the agency's east-west Union Station Rail Corridor in downtown Toronto, its Weston Subdivision in west-central Toronto, and the northern segment of its commuter rail-line reaching Barrie.

Metrolinx President and Chief Executive Officer J. Robert S. Prichard said: “This transaction marks a milestone for the agency, giving us – for the first time – end-to-end ownership of a GO Transit rail line. This transaction with CN – an important partner of ours -- will permit improvements to service between Toronto and Barrie and points in between. Improved commuter rail and mass transit are vital to easing traffic congestion and air pollution in the GTA, while improving the productivity and economic competitiveness of the region.”

Claude Mongeau, CN executive vice-president and incoming president and chief executive officer, said: “CN is pleased to have reached this sales agreement with Metrolinx. We have close ties with GO – most of its services in the Greater Toronto Area operate over CN's network – and we see our partnership with GO and Metrolinx continuing to drive the environmental benefits of rail in the Toronto region. In addition, this line sale will generate additional value for the company.”

The line acquired by Metrolinx branches off its Weston Subdivision, acquired from CN earlier this year, in west Toronto's Parkdale neighbourhood and runs north past York University to connect with the agency's existing commuter line to Barrie. That line starts immediately north of CN's main east-west freight corridor that parallels Steeles Avenue between Keele and Dufferin streets.

GO currently runs eight commuter trains daily, Monday to Friday, between Toronto and Barrie over the Newmarket Subdivision, which also accommodates a daily CN freight train and VIA Rail Canada Inc.'s transcontinental passenger train three times a week.

Under its sales agreement with Metrolinx, CN will continue to serve five freight customers on the lower Newmarket Subdivision between Highway 401 and CN's main east-west freight corridor.

Rail has a benign environmental footprint, and CN is the green, energy-efficient choice for shippers. Rail has been shown to be up to six times more energy-efficient than heavy trucks, because rail consumes a fraction of the fuel to transport one tonne of freight one kilometre. In fact, we can move one tonne of freight almost 200 kilometres on just one litre of fuel.

The company's innovative Precision Railroading model, and partnership agreements with other railroads to share assets and deliver interchange traffic at the most efficient gateways, have also reduced fuel consumption and emissions.

GO Transit recognizes the decisions we make today will have a major impact on the world we live in tomorrow. Changing attitudes and shifting mindsets are putting the environment at the forefront of GO's plans – both today and in the future. Transit is a clean, sustainable transportation option and GO believes the environment should be a key consideration for future growth strategies and development. Going green is just one of the many ways GO Transit is leading the way, both in the transportation industry and in the eyes of its customers.

See Also: Arbitrator To Decide Wage And Benefit Issues For CN Locomotive Engineers / CN Signs Voluntary Mitigation Agreement With The Village Of Plainfield / CN Locomotive Engineers' Strike To End Immediately After Company And Union Reach Agreement / CN Makes New Offer To Locomotive Engineers' Union In An Effort To End The Strike In Canada / Talks Between CN And Locomotive Engineers' Union In Canada Break Off With No Settlement / CN Receives Strike Notice From Union Representing Locomotive Engineers In Canada / CN To Implement Wage Increase And Milage Cap For It's Canadian Engineers / CN Reaches 20th Voluntary Mitigation Agreement (VMA), Makes Substantial Strides In EJ&E Integration

Model Train Items: Trainline HO Scale EMD GP-9M Locomotive - Canadian National / Bachmann HO Scale 2-6-0 Mogul Locomotive - Canadian National

Bachman HO Scale GP40 Locomotive With Dummy And Caboose - Santa Fe

2009-12-16T07:41:00.000-08:00

Bachman HO Scale EMD GP40 Locomotive, Dummy and Caboose - Santa Fe

Product Description

This Santa Fe EMD GP40 Dual Locomotive Set is an HO Scale Model from Bachmann®. Suitable for Ages 8 & Older. FEATURES: Fully assembled with added weight for extra pulling power! The operating diesel locomotive is equipped with a precision can motor, 8-wheel worm gear drive and directional lighting. Each locomotive has a die cast chassis. Separate bearings. Blackened metal RP25 wheels. Body-mounted E-Z Mate® magnetic knuckle couplers. Separately applied handrails. Accurately molded GP40 plastic body shells prototypically painted blue and yellow with crisp pad printing: - Powered: 3518, Santa Fe, logo - Unpowered: 3514, Santa Fe, logo Accurately molded caboose body shell prototypically painted red with crisp yellow print: Santa Fe logo, ATSF 999628. INCLUDES: (1) Powered GP40 (1) Dummy GP40 (1) Caboose SPECS: Scale: HO 1:87 kr9/11/06

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.

Other HO Scale GP40 Locomotives: Athearn HO Scale GP40-2 Locomotive - Southern Pacific

Other Santa Fe Items: Lionel O Scale FT Locomotive - Dummy - 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

KCS Announces The Promotion Of Gene M. Goode To Vice President Administration

2009-12-16T07:29:00.000-08:00

Source: Kansas City Southern (Press Release)

Kansas City Southern (KCS) and its U.S. subsidiary, The Kansas City Southern Railway Company (KCSR), announced today the promotion of Gene M. Goode from assistant vice president finance to vice president-administration. Mr. Goode will report to executive vice president-corporate affairs Warren K. Erdman.

“Gene has been with KCS for 30 years and is a valuable employee,” said Mr. Erdman. “In his new capacity, he will bring even greater value to our company by managing several important administrative functions that are essential to the company’s daily operations, including real estate, building facilities and U.S. security.”

Mr. Goode joined Kansas City Southern in 1980 and has served in accounting, comptroller and other finance roles for KCS and various subsidiaries during his tenure. Most recently, he was integral to financing the purchases of Kansas City Southern de Mexico, S.A. de C.V. (KCSM) and Panama Canal Railway Company (PCRC), as well as projects related to strategic studies and risk management. Mr. Goode holds a master of business administration in finance and a bachelor of arts in accounting from Avila University.

Headquartered in Kansas City, Mo., KCS is a transportation holding company that has railroad investments in the U.S., Mexico and Panama. Its primary U.S. holding is KCSR, serving the central and south central U.S. Its international holdings include KCSM, serving northeastern and central Mexico and the port cities of Lázaro Cárdenas, Tampico and Veracruz, and a 50 percent interest in PCRC, providing ocean-to-ocean freight and passenger service along the Panama Canal. KCS' North American rail holdings and strategic alliances are primary components of a NAFTA Railway system, linking the commercial and industrial centers of the U.S., Mexico and Canada.

See Also: Railroad Job Postings For December 2009 / Goodwill And Holiday Spirit Run Kansas City Southern’s Ninth Annual Holiday Express / KCS’ Michael Upchurch To Address The Citi 6th Annual Small/Mid Cap Conference

Lionel O Scale FT Locomotive - Dummy - Santa Fe

2009-12-15T07:48:00.000-08:00

Lionel O Scale FT Locomotive - Dummy - Santa Fe

Product Description

This Santa Fe Non-powered FT Diesel features: Die-cast metal trucks, pilot, fuel tank Metal frame Engineer and fireman figures Gauge: Traditional O Gauge Dimensions: Length: 12 3/4? RailLine: Santa Fe Minimum Curve: O-27The Trainz SKU for this item is S11451256. Manufacturer: Lionel Model Number: 28905 Scale/Era: O Modern Model Type: Diesel Loco

The EMD FT was a 1,350-horsepower (1,010 kW) diesel-electric locomotive produced between November 1939, and November 1945, by General Motors' Electro-Motive Division (the "F" stood for "freight" and the "T" for 2,700 horsepower (2,000 kW) with a two-unit set). All told 555 cab-equipped A units were built, along with 541 cabless booster B units, for a grand total of 1,096 units. The locomotives were all sold to customers in the United States. It was the first model in EMD's very successful F-unit series of cab unit freight diesels, and was the locomotive that convinced many U.S. railroads that the diesel-electric freight locomotive was the future. Many rail historians consider the FT one of the most important locomotive models of all time.

FTs were generally marketed as semi-permanently coupled A-B sets (a lead unit and a cabless booster connected by a solid drawbar) making a single locomotive of 2,700 hp (2,000 kW). Many railroads used pairs of these sets back to back to make up a four-unit A-B-B-A locomotive rated at 5,400 hp (4,000 kW). Some railroads purchased semi-permanently coupled A-B-A three-unit sets of 4,050 hp (3,020 kW), while a few, like the Santa Fe, ordered all their FTs with regular couplers on both ends of each unit for added flexibility. All units in a consist could be run from one cab; multiple unit (MU) control systems linked the units together.

Other Lionel O Scale Products: Lionel O Scale 4-6-6-4 Challenger Locomotive - Rio Grande / Lionel O Scale Electric Train Set - B&O - Just In Time For Christmas! / Lionel O Scale Electric Train Set - Rio Grande Flyer- Just In Time For Christmas! / Lionel O Scale Electric Train Set - Polar Express - Just In Time For Christmas!

Other Santa Fe Items: 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

Lionel O Scale 4-6-6-4 Challenger Locomotive - Rio Grande

2009-12-15T07:40:00.000-08:00

Lionel O Scale Lionmaster 4-6-6-4 Challenger Locomotive - D&RGW

Product Features

LEGACY Control System
CrewTalk dialog and TowerCom announcements
Wireless Tether connection between locomotive and tender
Dual powerful maintenance-free motors with momentum flywheels
Authentically detailed cab interior

Product Description

Bringing realism to train enthusiasts like only Lionel can do, the LionMaster Challenger is offered for the first time ever with the LEGACY Control System and LEGACY RailSounds. Beautifully detailed and decorated in the Denver & Rio Grande Western livery, this fully-featured locomotive gives you the opportunity run a classic steam giant on your 0-31 and wider radius track. Close your eyes and blast that RailSounds whistle—it’s easy to imagine that the real Grande Challenger is under your control! For additional railroading realism and excitement we suggest pairing your Challenger with new D&RGW-decorated freight cars. A 40’ flatcar with real wood-deck and an all-new pipe load, and a steam-era double-sheathed boxcar. Whatever you choose to run with this outstanding locomotive, realism has never looked so good on O-31!Gauge: Traditional O Gauge Dimensions: Length: 29" RailLine: Denver & Rio Grande Western Minimum Curve: O-31

The Denver and Rio Grande Western Railroad (reporting mark DRGW), generally referred to as the Rio Grande, originally the Denver and Rio Grande Railroad, is a former U.S. railroad, having been absorbed into a larger system — Southern Pacific Transportation Company — as the result of a merger. The D&RGW served mainly as a transcontinental bridge line between Denver, Colorado, and Salt Lake City, Utah, and a major origin of coal and mineral traffic, with a motto of Through the Rockies, not around them. The Rio Grande was the epitome of mountain railroading, operating the highest mainline rail line in the United States, the over 10,240 feet (3,120 m) Tennessee Pass in Colorado, and the famed routes through the Moffat Tunnel and the Royal Gorge. At its height, around 1890, the D&RG had the largest operating narrow gauge railroad network in North America. Known for its independence, the D&RGW operated the last private longhaul passenger train in the United States, the Rio Grande Zephyr.

Other Lionel O Guage Items: Lionel O Scale Electric Train Set - B&O - Just In Time For Christmas! / Lionel O Scale Electric Train Set - Rio Grande Flyer- Just In Time For Christmas! / Lionel O Scale Electric Train Set - Polar Express - Just In Time For Christmas!

Other Rio Grande Items: Bachmann G Scale Electric Train Set - Durango & Silverton / Bachmann On30 Scale Electric Train Set - Rio Grande / Atlas HO Scale TM 70T 3-Bay Open Hopper - Rio Grande / Walthers HO Scale 30' GTW Caboose - Offset Coupla - Rio Grande / Bachmann HO Scale 2-6-2 Prairie Locomotive - Rio Grande / Trainline EMD GP9 HO Scale Locomotive - Rio Grande

Athearn HO Scale SD40-2 Locomotive - Missouri Kansas & Texas

2009-12-14T10:37:00.000-08:00

Athearn HO Ready To Run SD40-2 Locomotive with 88" Nose - MKT #629

Product Features

Fully assembled and ready to operate
Upgraded tooling
Separately applied wire grab irons
Separately applied air tanks
Celcon handrails

Product Description

Features / / * Fully assembled and ready to operate / * Upgraded tooling / * Separately applied wire grab irons / * Separately applied air tanks / * Celcon handrails / * DCC ready wiring harness installed / * Prototype specific details applied / * McHenry scale knuckle spring couplers installed / / Overview / / Prototype specific details that may be applied to this model: / / / / / / * Nose length / / * Grilles / / * Fans / / * Battery access doors / / * Exhaust stack / / * Bell / / * Anticlimbers and snowplow / / * Headlights / / * Fuel tank / / * Dynamic brakes / / * Electrical cabinet/Air Filter Box / / * Air Horn / / * Truck sideframes / / Specifications / / DCC: Ready / SOUND: No / PROTOTYPE MANUFACTURER: Electro Motive Division / COUPLER STYLE: McHenry Scale Knuckle / ERA: 1975 - Present / Minimum Age Recommendation: 14 years / Is Assembly Required: No

The Missouri–Kansas–Texas Railroad (reporting mark MKT) was incorporated May 23, 1870. In its earliest days the MKT was commonly referred to as "the K-T", which was its stock exchange symbol; this common designation soon evolved into "the Katy".

The Katy was the first railroad to enter Texas from the north. Eventually the Katy's core system would grow to link Kansas City and St. Louis, Missouri; Tulsa and Oklahoma City, Oklahoma; Dallas, Fort Worth, Waco, Temple, Austin, San Antonio, Houston, and Galveston, Texas. An additional mainline between Fort Worth and Salina, Kansas, was added in the 1980s after the collapse of the Chicago, Rock Island and Pacific Railroad; this line was operated as the Oklahoma, Kansas and Texas Railroad

The EMD SD40-2 is a 3,000 horsepower (2,240 kW) diesel-electric locomotive built by General Motors' Electro-Motive Division between January 1972 and February 1986; 3,957 examples were built, and every class 1 railroad in North America has operated this locomotive. Part of the EMD Dash 2 line, the SD40-2 was an upgraded SD40 with modular electronic control systems, HT-C trucks, and many other detail improvements. The SD40-2 is one of the best-selling diesel locomotive models of all time. BNSF, CSXT, Union Pacific and Canadian Pacific operate some of the largest fleets of the type.

The SD40-2 was not the most powerful locomotive type even when introduced; EMD's SD45 and SD45-2 delivered 3,600 hp (2,680 kW), as did GE Transportation Systems' U36B/C and MLW's M636. However, the SD40-2 was significantly more reliable and economical than the higher-powered units, the latter becoming increasingly important with the oil crises of the 1970s.

Just as the SD38, SD39, SD40, and SD45 shared a common frame, so too did the SD38-2, SD40-2, and SD45-2. It was 3 ft (0.91 m) longer than the previous models, giving an overall locomotive length of 68 ft 10 in (20.98 m) over the coupler pulling faces. The SD38-2 and SD40-2 shared the same basic superstructure, since they both used the same 16-645E3 engine (in naturally aspirated and turbocharged form respectively); the long hood was 18 inches (46 cm) longer than the SD38 and SD40, but since the increase in frame length was even greater, the SD38-2 and SD40-2 were left with even larger front and rear "porches" than the earlier models. These empty areas at front and rear are distinctive spotting features to identify the Dash 2 models of both units. The SD40-2 can be distinguished from the SD38-2 by having three roof-mounted radiator fans instead of two. Another distinguishing feature of the SD40-2 as compared to the SD40 is the SD40-2's trucks (HT-C truck), which have shock absorbers on the outside of middle axle. However, this is not true of the former Conrail SD40-2s. After a rash of derailments involving Amtrak SDP40F units that were equipped with HT-C trucks, Conrail ordered the SD40-2 units and several orders of SD50s with the older flexicoil trucks.

As of 2008, some SD45 units have been modified by replacing their 20 cylinder engine with the 16 cylinder removed from otherwise scrapped SD40-2 units. This was common practice for units owned by Union Pacific and possibly other owners. In many cases these are identified by the owner as SD40-2, SD40M-2 or some other such means. Confusion is created when what appears to be an SD45 is labeled as an SD40-2.

Also, some older SD40-2 units used in low-power modes such as yard switching or hump service have been de-turbocharged, resulting in the mechanical equivalent of a SD38-2. Units so modified may or may not be re-labeled.

There are several variations of the SD40-2. Such as the SD40T-2's (T for tunnel motor) bought by fallen flags: Southern Pacific, and Denver and Rio Grande Western; now operated by the Union Pacific Railroad. There is the SD40-2W (W for the 4-Window Safety Cab) bought and operated by the Canadian National railway. There were high-nosed versions of the SD40-2 bought by fallen flags: Norfolk & Western, & Southern Railway. These units are now operated by the Norfolk Southern Railway (Resulting merger of N&W and The Southern Railway). There are even some narrow gauge versions around the world called BB40-2's.

Three cabless SD40-2Bs were also rebuilt from standard SD40-2s by the Burlington Northern Railroad in the early 1980s. The units had been in collisions and it was decided that it would be more economical to rebuild them without cabs. Canadian Pacific also owns a few SD40-2Bs. These were created by welding metal plates over the cab windows of many of its ex-Norfolk Southern and some of its original SD40-2s.

Commuter Railroad, Metrolink, Announces Major Changes

2009-12-14T10:24:00.001-08:00

Source: Metrolink (Press Release)

After a closed session personnel discussion amongst the Board of Directors, the Chairman of the Board of the Southern California Regional Rail Authority Keith Millhouse announced that Metrolink CEO David Solow will change his role at the agency effective December 15, 2009.

The Board of Directors and Solow have agreed that he will step down as CEO and for the balance of this fiscal year, until June 30, 2010, he will remain with the agency devoting full time to the interagency collaborations necessary for Metrolink to implement safety enhancements, including Positive Train Control, and interoperability agreements.

“Metrolink has the opportunity to usher in the era of dramatic enhancements in rail travel in this region and in this country, such as Positive Train Control and the addition of High Speed Rail,” said Millhouse. “With Mr. Solow’s expertise focused on interagency collaboration, Metrolink has a unique ability to bring together public and private railroads to improve passenger safety and service in our complex railroad operating environment.”

Mr. Solow's expertise and experience in the interagency operations issues facing commuter rail are widely acknowledged and respected. The Board is appointing him to a new position of "Advisor: Interagency Initiatives," which reports to the Chief Executive Officer. He will be working pursuant to an at will contract through this fiscal year at his current salary.

To lead the agency into this new era of commuter rail, the Board will immediately begin the recruitment of a successor Chief Executive Officer.

In the interim, the Board is fortunate to be able to name as Chief Executive Officer Mr. Eric Haley effective December 15, 2009.

Mr. Haley will be working under an at will contract as Metrolink's Chief Executive Officer until the arrival of a new CEO, but for not more than six months. He brings a wealth of experience to this position from both the public and private sectors and is very familiar with Metrolink and its member agencies based on his experience as the former CEO of the Riverside County Transportation Commission, a Metrolink member agency.

Both Mr. Solow and Mr. Haley are looking forward to working with each other and for Metrolink in their new roles.

“Because I remain dedicated to our top priority of enhancing safety and leading in the development and implementation of new technology, I am pleased to be able to continue this aspect of the work that I have begun,” said Solow. “I look forward to a smooth transition with Eric and the Metrolink team.”

“I would like to thank the Board for this opportunity as a capstone of my career. We face tremendous budget challenges and simultaneously have a plan to continue expansion, which David began,” said Haley. "David's recognized expertise in Positive Train Control will be crucial because safety is the top concern. We are fortunate to have the benefit of David’s experience as Metrolink moves forward with industry leading safety upgrades."

The Board has authorized a two member ad hoc committee to negotiate final contract terms with both Solow and Haley. When final, the contracts will be available on request consistent with the applicable law.

One of Mr. Haley's priorities will be to direct the Board's search for the new CEO to lead Metrolink to being this nation's premier commuter railroad. The Board anticipates hiring a CEO within the first half of 2010. Mr. Haley has agreed that he is not a candidate for the new CEO position.

The Metrolink Board of Directors board took no action on staff recommendations related to potential service cuts or fare increases. Instead, the board approved a motion by L.A. County Supervisor Don Knabe, and seconded by Montclair Mayor Paul Eaton, to not impose a fare increase at this time and to initiate the FY 10-11 budget process in January, 2010. The SCRRA board will reconvene at its regular board meeting on January 8, 2010.

See Also: The Metrolink Holiday Toy Express Delivers Cheer To Antelope Valley & Orange Co / Metrolink Board Postpones Decision On Proposed Fare Increase / Athearn HO Scale F59PHI Locomotive - Metrolink / Athearn HO Scale Bombardier Passenger Cab Car - Metrolink / Athearn HO Scale Bombardier Passenger Coach - Metrolink

Caltrain Holiday Train Collects More Than 4,000 Toys

2009-12-14T10:18:00.001-08:00

Source: Caltrain (Press Release)

The holiday season will be brighter for thousands of children thanks to the generosity of people who donated toys during Caltrain’s ninth annual Holiday Train last weekend, Dec. 5 and 6.
In conjunction with the U.S. Marine Corps Reserve’s Toys for Tots program and the Salvation Army, the Caltrain Holiday Train received a total of 4,045 donated toys and books and $2,304 in cash donations from visitors to the stations. Since the first Holiday Train in 2001, approximately 43,755 gifts have been generated for needy Bay Area children.

Working at the San Francisco rail yard at Sixth and Townsend streets, Caltrain staff and volunteers spent weeks decorating the train for this festive tradition.

Thousands of children and adults came out to see the spectacularly lighted train, which visited nine train stations between San Francisco and Santa Clara over the weekend. Kids of all ages got a chance to meet Mr. and Mrs. Claus, Rudolph, Frosty and other holiday characters and enjoy music provided by the San Francisco Corps of the Salvation Army band and on-board choruses.
The Caltrain Holiday Train would not be possible without support for decorations, wiring and costumes from the following sponsors: Linear Technology Corporation, HNTB Corporation, Parsons Brinckerhoff, the Port of San Francisco, Shimmick Construction Company Inc. and Rinat.

The San Mateo County Times, The Daily Journal and Radio Disney are the event’s media sponsors, and in-kind donations are being provided by Peterson Power Systems of San Leandro, Raison D'etre bakery and the San Francisco Caltrain Station Subway.

Amtrak, Caltrain’s contractor operator, and the San Mateo County Transit District also are partners in the event.

See Also: Caltrain Beats Traffic To The KPFA Crafts & Music Fair / Live Entertainment Lights Up Caltrain Holiday Train / Caltrain Gears Up For A Busy Holiday Schedule

Arbitrator To Decide Wage And Benefit Issues For CN Locomotive Engineers

2009-12-14T10:07:00.000-08:00

Source: CN (Press Release)

Unresolved wage and benefits issues for 1,700 CN locomotive engineers in Canada will be submitted to binding arbitration after renewed negotiations between the company and Teamsters Canada Rail Conference (TCRC) ended yesterday without a settlement.

The company and union agreed, as part of the memorandum of settlement that ended the TCRC's strike Dec. 2, 2009, to third-party arbitration of wage and benefits issues if further talks failed to resolve their contractual differences.

The federal Minister of Labour will now appoint an arbitrator, who will have 90 days following his or her appointment to report to the Minister with a final decision on a new collective agreement. Nothing precludes CN or the TCRC from agreeing to further negotiations once the arbitration process starts.

Under the dispute resolution mechanism of the Dec. 2, memorandum of settlement, no further strike action is permitted by the TCRC, nor can CN lockout TCRC members.

Other CN News Articles: CN Signs Voluntary Mitigation Agreement With The Village Of Plainfield / CN Locomotive Engineers' Strike To End Immediately After Company And Union Reach Agreement / CN Makes New Offer To Locomotive Engineers' Union In An Effort To End The Strike In Canada / Talks Between CN And Locomotive Engineers' Union In Canada Break Off With No Settlement / CN Receives Strike Notice From Union Representing Locomotive Engineers In Canada / CN To Implement Wage Increase And Milage Cap For It's Canadian Engineers / CN Reaches 20th Voluntary Mitigation Agreement (VMA), Makes Substantial Strides In EJ&E Integration

Model Train Items: Trainline HO Scale EMD GP-9M Locomotive - Canadian National / Bachmann HO Scale 2-6-0 Mogul Locomotive - Canadian National

Union Pacific Railroad Sets Monthly Record Moving Loaded Agricultural Unit Trains

2009-12-14T09:53:00.000-08:00

Source: Union Pacific (Press Release)

Union Pacific Railroad today announced it set a monthly record for moving loaded agricultural unit trains from facilities across its network. In November, the railroad moved 400 agricultural unit trains, breaking the previous record of 381 trains during October 2006. Of the 400 trains, 338 of them were grain and soybean unit trains and 62 were grain product trains.

"With record crop production levels, we knew this would be a busy year. Every area, from operating to engineering to our dispatch center, was ready for the challenge and provided peak service levels for our customers," said Paul Hammes, Union Pacific vice president and general manager - Agricultural.

Union Pacific also announced the following agriculture loading records:

During November, Union Pacific moved 35,588 carloads of grain and soybeans. This was the best November since 2007 when the railroad moved 33,797 cars. The previous best November was in 2002 with 32,897 carloads.

Union Pacific moved 12,399 carloads of soybeans in November, the second largest month ever behind October 2009 when the company moved 16,490 carloads of soybeans.

About Union Pacific's Agricultural Services

Union Pacific's Agricultural Products business consists of whole grains for animal and human consumption and commodities produced from these grains, food and beverage products, sweeteners and refrigerated products. Union Pacific is a key transportation provider for these markets.

With access to most major grain markets, Union Pacific provides a critical link between the Midwest and western producing areas and the primary export destinations in the Pacific Northwest and Gulf ports, as well as Mexico. Union Pacific also serves the U.S. domestic grain markets.

Primary food commodities consist of a variety of fresh and frozen fruits, vegetables and dairy products which are moved to major population centers for consumption. Frozen meat and poultry are transported to the West Coast ports for export.

About Union Pacific

Union Pacific Corporation owns one of America's leading transportation companies. Its principal operating company, Union Pacific Railroad, links 23 states in the western two-thirds of the country. Union Pacific serves many of the fastest-growing U.S. population centers and provides Americans with a fuel-efficient, environmentally responsible and safe mode of freight transportation. Union Pacific's diversified business mix includes Agricultural Products, Automotive, Chemicals, Energy, Industrial Products and Intermodal. The railroad emphasizes excellent customer service and offers competitive routes from all major West Coast and Gulf Coast ports to eastern gateways. Union Pacific connects with Canada's rail systems and is the only railroad serving all six major gateways to Mexico, making it North America's premier rail franchise.

Other Union Pacific News Articles: 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

Athearn HO Scale Center Fow Hopper Car - BNSF

2009-12-14T09:18:00.000-08:00

Athearn HO Scale Ready To Run ACF Centerflow Hopper Car, BNSF/Red #424123

Product Features

Fully assembled and ready for your layout
Razor sharp painting and printing
Weighted for optimal performance
Machined RP25 profile 36" metal wheels
McHenry scale knuckle spring couplers installed

Product Description

== Key Features == / / * Fully assembled and ready for your layout / * Razor sharp painting and printing / * Weighted for optimal performance / * Machined RP25 profile 36" metal wheels / * McHenry scale knuckle spring couplers installed / / == Specs == / / * PROTOTYPE MANUFACTURER:American Car & Foundry / * COUPLER STYLE:McHenry Scale Knuckle / * ERA:1960 - Present / * Minimum Age Recommendation:14 years / * Is Assembly Required:No

A Covered Hopper is a railroad freight car. They are designed for carrying dry bulk loads, varying from grain to products such as sand and clay. The cover protects the loads from the weather - dried cement would be very hard to unload if mixed with water in transit, while grain would be liable to rot if exposed to rain. However, they are unsuitable for perishables such as fruit or meat - these are transported in Refrigerator car, where they can be kept at low temperatures as well. Similar to an open hopper car, Covered Hoppers tend to contain 2, 3 or 4 separated bays. Each of these can be loaded and emptied individually, with access at the top to load the materials and visible chutes at the bottom for unloading.

Covered hoppers in North American service have been built by most of the freight car manufacturers of the 20th century. Originally, boxcars were used for the transport of bulk materials, but these had many disadvantages. Not having been specifically designed for this, it was very hard to use any form of machine to load or unload them. Also, a large amount of product was liable to be lost, either during loading or unloading, or in transit - since the cars had to be boarded up, rather than using the doors, to enclose the products.

2, 3 and 4 bay hoppers are used for different purposes - 2 bay hoppers are used for the most dense loads (such as sand), while 4 bay hoppers are more suited to lighter loads. This is due to axle load limits - for example, dry cement is very heavy in bulk quantities, and a 4-bay hopper of sand would be very likely to exceed these limits, while also having problems with increased strain upon the central span. Therefore, by trading off cubic capacity, 2 bay hoppers are able to transport these heavy loads. As technology has advanced, some of the heavier loads formerly assigned to 2-bay hoppers have been assigned to larger, more efficient 3-bay hoppers.

Large unit trains of various grain crops are a common sight in North America, reaching up to 125 cars long. These predominantly haul grain from the large farming areas of the great plains to various markets - however, there are also a number of unit trains which originate from other major farming areas, such as Illinois and Indiana. These trains may originate from a single grain elevator, or may be marshalled in a yard from various locals (short trains which serve nearby industries). The destinations tend to be large flour mills, ports (for export) or split up and delivered to multiple locations. The empty cars may return as a whole train, or may be sent back in smaller quantities on manifest trains (trains which carry just about any type of freight). These trains are used primarily for hauling products such as corn, wheat and barley.

Other HO Scale BNSF Items: 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

Other HO Scale Hopper Cars: Atlas HO Scale TM 70T 3-Bay Open Hopper - Rio Grande / Athearn HO Scale PS-2 Covered Hopper - Santa Fe

Athearn HO Scale 40ft Modern Box Car - Pennsylvania Railroad

2009-12-14T09:06:00.000-08:00

Athearn HO Scale Ready To Run 40' Modern Box Car - Pennsylvania Railroad #24253

Product Features

Fully assembled and ready for your layout
Weighted for optimum performance
Razor sharp painting and printing
Machined RP25 profile 33" metal wheels
McHenry scale knuckle spring couplers installed

Product Description

== Key Features == / / * Fully assembled and ready for your layout / * Weighted for optimum performance / * Razor sharp painting and printing / * Machined RP25 profile 33" metal wheels / * McHenry scale knuckle spring couplers installed / / == Specs == / / * COUPLER STYLE:McHenry Scale Knuckle / * ERA:1950 - 1980 / * Minimum Age Recommendation:14 years / * Is Assembly Required:No

Boxcars can carry most kinds of freight. Originally they were hand-loaded, but in more recent years mechanical assistance such as forklifts have been used to load and empty them faster. Their generalized design is still slower to load and unload than specialized designs of car, and this partially explains the decline in boxcar numbers since World War II. The other cause for this decline is the container. A container can be easily transshipped and is amenable to intermodal transportation, transportable by ships, trucks or trains, and can be delivered door-to-door. In many respects a container is a boxcar without the wheels and underframe.

Even loose loads such as coal, grain and ore can be carried in a boxcar, with boards over the side door openings, at later times grain transport used metal reinforced cardboard which was nailed over the door and could be punctured by a grain auger for unloading. This was more common in earlier days; it was susceptible to losing much loading during the journey, and damaged the boxcar. It was also impossible to mechanically load and unload. Grain can also be transported in boxcars designed specifically for that purpose; specialized equipment and procedures are required to load and unload the cars.

Livestock can be transported in a boxcar (which was standard practice in the U.S. until the mid-1880s), but there is insufficient ventilation in warm weather. Specially-built or converted stock cars are preferable. Insulated boxcars are used for certain types of perishable loads that do not require the precise temperature control provided by a refrigerator car. Circuses used boxcars to transport their workers, supplies, and animals to get from town to town.

Historically automobiles were carried in boxcars, but during the 1960s specially built autoracks took over; these carried more cars in the same space and were easier to load and unload. The automotive parts business, however, has always been a big user of the boxcar, and larger capacity "high cube" cars evolved in the 1960s to meet the auto parts industry's needs. Special boxcars carry newsprint paper and other damage-sensitive cargo.

While not holding the dominant position in the world of railborne freight that they had before World War II, the boxcar still exists and is used in great numbers around the world.

Other HO Scale Box Cars: Athearn HO Scale 50ft Sieco Box Car - BNSF / Athearn HO Scale 60' Berwick Hi-Cube Box Car - Western Pacific / Intermountain Railway Company 40ft Box Car - Burlington Northern / Athearn 50ft Ice Reefer Box Car - Santa Fe (Scout) / Athearn HO Scale 50ft Combo Door Box Car - Union Pacific

Athearn HO Scale 50ft Sieco Box Car - BNSF

2009-12-14T08:55:00.000-08:00

Athearn HO Scale Ready To Run 50' SIECO Box Car - BNSF #723611

Product Features

Fully assembled and ready for your layout
Completely detailed full cusion underframe
Separately applied wire grab irons and etched end platforms
Ready To Roll 70-Ton trucks
Machined RP25 profile metal wheels

Product Description

Features / / * Fully assembled and ready for your layout / * Completely detailed full cusion underframe / * Separately applied wire grab irons and etched end platforms / * Ready To Roll 70-Ton trucks / * Machined RP25 profile metal wheels / * McHenry scale knuckle spring couplers installed / / Specifications / / PROTOTYPE MANUFACTURER: Southern Iron & Equipment Co / COUPLER STYLE: McHenry Scale Knuckle / ERA: 1970 - 2000 / Minimum Age Recommendation: 14 years / Is Assembly Required: No

Boxcars can carry most kinds of freight. Originally they were hand-loaded, but in more recent years mechanical assistance such as forklifts have been used to load and empty them faster. Their generalized design is still slower to load and unload than specialized designs of car, and this partially explains the decline in boxcar numbers since World War II. The other cause for this decline is the container. A container can be easily transshipped and is amenable to intermodal transportation, transportable by ships, trucks or trains, and can be delivered door-to-door. In many respects a container is a boxcar without the wheels and underframe.

Even loose loads such as coal, grain and ore can be carried in a boxcar, with boards over the side door openings, at later times grain transport used metal reinforced cardboard which was nailed over the door and could be punctured by a grain auger for unloading. This was more common in earlier days; it was susceptible to losing much loading during the journey, and damaged the boxcar. It was also impossible to mechanically load and unload. Grain can also be transported in boxcars designed specifically for that purpose; specialized equipment and procedures are required to load and unload the cars.

Livestock can be transported in a boxcar (which was standard practice in the U.S. until the mid-1880s), but there is insufficient ventilation in warm weather. Specially-built or converted stock cars are preferable. Insulated boxcars are used for certain types of perishable loads that do not require the precise temperature control provided by a refrigerator car. Circuses used boxcars to transport their workers, supplies, and animals to get from town to town.

Historically automobiles were carried in boxcars, but during the 1960s specially built autoracks took over; these carried more cars in the same space and were easier to load and unload. The automotive parts business, however, has always been a big user of the boxcar, and larger capacity "high cube" cars evolved in the 1960s to meet the auto parts industry's needs. Special boxcars carry newsprint paper and other damage-sensitive cargo.

While not holding the dominant position in the world of railborne freight that they had before World War II, the boxcar still exists and is used in great numbers around the world.

Other HO Scale BNSF Items: 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

Other HO Scale Box Cars: Athearn HO Scale 60' Berwick Hi-Cube Box Car - Western Pacific / Intermountain Railway Company 40ft Box Car - Burlington Northern / Athearn 50ft Ice Reefer Box Car - Santa Fe (Scout) / Athearn HO Scale 50ft Combo Door Box Car - Union Pacific

Athearn HO Scale SD40 Locomotive - Pacific Harbor Line

2009-12-14T08:44:00.000-08:00

Athearn HO Scale Ready To Run SD40 Locomotive - Pacific Harbor Line #71

Product Features

Fully assembled and ready to operate
Based on Rail Power tooling with many upgrades
Factory installed wire grab irons
Factory installed Celcon handrails
Detailed fuel tank with correct capacity

Product Description

Features / / * Fully assembled and ready to operate / * Based on Rail Power tooling with many upgrades / * Factory installed wire grab irons / * Factory installed Celcon handrails / * Detailed fuel tank with correct capacity / * See-through fans / * Available with and without dynamic brakes as appropriate (undecorated model includes both) / * DCC ready wiring harness installed / * Directional headlights / * Machined RP25 profile metal wheels / * McHenry scale knuckle spring couplers installed / / Specifications / / DCC: Ready / SOUND: No / PROTOTYPE MANUFACTURER: Electro Motive Division / COUPLER STYLE: McHenry Scale Knuckle / ERA: 1966 - Present / Minimum Age Recommendation: 14 years / Is Assembly Required: No

The Pacific Harbor Line (reporting mark PHL) was formed in 1998 to take over the Harbor Belt Line (HBL). In 1998, the Alameda Corridor was nearing completion, allowing a massive amount of railroad traffic from the largest harbors in the Western hemisphere: Port of Los Angeles and Port of Long Beach.

The railroad has 18 route miles with a web of 59 miles of track.

The PHL was formed to create a level playing field for shippers. Up to that time, the HBL was owned and operated by the major railroads in Los Angeles; the Southern Pacific, the Santa Fe Railway and the Union Pacific. The PHL, in contrast, is privately owned by the Anacostia & Pacific Company. It operates on tracks and facilities owned by the ports.

One of the problems with the HBL arrangement was that shipper could have problems getting their goods to or from the port depending on where an individual railroad's track ended.

The PHL hailed itself as a neutral switching railroad that could reliably serve shippers at this large port complex. PHL handles 40,000 carloads of freight a year excluding intermodal traffic.

PHL was the first railroad to have its locomotive fleet comprised of only Tier II and Tier III "clean diesel" locomotives.

Pacific Harbor Line was named the 2009 Shortline of the Year by Railway Age magazine.