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Showing posts with label History. Show all posts
Showing posts with label History. Show all posts

Tuesday, March 23, 2010

Classic Railroad Photos - Rio Grande Steam In The 1940s

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!

Monday, February 15, 2010

Railroad Photography - Saturday Afternoon At Oro Grande

Story & Photos By: Ken Hulsey

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

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

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

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

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

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

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

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


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


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

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


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


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


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


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


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

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

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

Again I took a position beside the tracks and waited.

Cue the sound of crickets if you will.

Nothing.

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

Only one problem, none showed up.

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


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


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

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

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

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

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

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

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

Friday, February 12, 2010

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

Story & Photos By: Ken Hulsey

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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










See 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

Wednesday, December 16, 2009

The History Of Burlington Northern Steam Power?

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

Friday, December 11, 2009

Railroading On DVD! - Southern Pacific Cab Forward Collection


Written By: Ken Hulsey
Source: Pentrex Railroad Videos And Books

I have honestly been a train nut since I was a baby. My childhood home was about two blocks away from where the Southern Pacific joined up with the Union Pacific in Whittier, California. Both railroads were separate entities back then, but they did merge together in my hometown to share trackage, linking the Los Angeles suburbs with Orange County.


Since I regularly watched local freights, from both the SP, and UP, in the comfort of my car seat, and then later on, the back seat of my folks car, I have had a love for both railroads. A love that still exists today, though, now both railroads are one entity, the Union Pacific.

Growing up in Southern California, in the 1970s, I never got a chance to witness the majesty that was the Southern Pacific's vast line of varying steam locomotive power. All I had were pictures in books, and those occasional film clips on Captain Kangaroo. Not much to go on, but I was still enamoured with steam.

There were, of course, toy trains, and I had plenty of those.

The one style of locomotive that I didn't like as a child, were SP's cab forward locomotives. I always thought they looked funny. "They were backwards, for Christ's sake!" To me, they didn't have the sex appeal of UP's 'Challengers' and 'Bigboys.'

As people grow older, their tastes generally change, and I am no exception. My dislike for the cab forward locomotive changed as well. I began to admire the locomotives for their unique style, and raw power.

This new 'love' for the AC-12 and their kin, came to a head two years ago, when I laid eyes on locomotive 4294 in the California State Railroad Museum. What a magnificent monster, a true giant.

Now, I have been in the cab of a Bigboy, the one in Pomona, and in comparison, the AC-12 is a sport scar. I know it was an optical illusion, but the 4294 looked bigger indoors than the Bigboy did outdoors. I know which one is actually larger. I just want to mention that 4294 looks spectacular displayed in the Sacramento museum, all polished, it is something to behold, I tell you.

Throughout my reading, I have heard the tales from rail fans who lived during the heyday of steam that spent many a free hour near Donner Pass, watching SP train after SP train being pulled by cab forwards.

Secretly, I envied them. I too wanted to see those monster locomotives in action. Alas, that will never happen.

In my railroad video collection I have several DVDs that feature classic steam locomotives in action. None of these have any footage of Southern Pacific cab ahead units. That always bummed me out.

I was delighted today, when I came across Pentrex's channel on Youtube, and learned that they had a video available with nothing but SP's cab forwards.

The DVD is called "Southern Pacific Cab Forward Collection". Here is the vids synopsis from Pentrex's website:

The Complete Story of SP’s Mighty 4-8-8-2 Articulated Locomotives!

For nearly 47 years, the Southern Pacific Railroad relied upon its massive AC-type steam locomotives to haul freight and passenger trains throughout California and neighboring states. Built to provide the power and flexibility demanded by the mountainous passes they traversed, these giants were constructed with their cab in front of the boiler, thus earning them the name Cab Forwards. The last Cab Forward revenue train ran in 1956, after which all but one were scrapped. From then on, film coverage of these AC-class engines was eagerly sought, hard to locate, and highly prized. Now, after years of research, Pentrex has assembled an awesome collection of footage and still images of SP AC-1s through AC-12s spanning the years 1927 to 1956.

You’ll see Cab Forwards in service on the Overland Route, the San Joaquin Line, the Sunset Route, the Coast Route, the Shasta Route, and the Modoc Line. You’ll thrill to incredible images of Cab Forwards in the snow, on grades, bridges, and scenic valleys; running with mid-train and rear-end helpers; teamed with Black Widow F-units and GS-class helpers; and in meets with other CF’s. The locomotives shown include nearly every class of Articulated Consolidation SP ever rostered: the Baldwin-built Cab Forwards and the Lima-built 3900 class AC-9s. Historic stills of the original cab forwards, the Baldwin-built MC, MM, and AM class engines, are also featured. Plus, author Dr. Bob Church and photographer Stan Kistler provide insightful insiders’ views. This is the most comprehensive record of the legendary Cab Forwards ever presented on film and it belongs in every railfan’s collection!

DVD Special Features:

Chapter Menus provides instant access to program segments.


1 Hour 30 Minutes, plus 15 Minutes Bonus Footage
In Color and Black & White, with Hi-Fi Sound and Narration
Full-screen (4x3) Format
No region code; can be played in NTSC DVD players worldwide
Packaged in Sturdy Vinyl Clamshell Case
ISBN: 1-56342-212-3
UPC: 7-48268-00495-7
Produced by Pentrex 2007

As I am saving up my lunch money to one day buy a scale model of an AC-12, I believe that I will have to purchase this one, you know, for reference material.

Other Articles By Ken Hulsey: Why Is The CSX Intermodel Yard In Atlanta Named 'Hulsey'?......And Does Anybody Know? / Classic Locomotives, Including SP #4449 & SP&S #700, Featured On Portland Holiday Trains / Railroad Job Postings For December 2009 / The Cajon Pass Railroad Museum - The Birth Of A Dream / 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) / Railroad News - Cumbres & Toltec - Photographers Special With K-36 Plow & Flanger

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

Wednesday, December 9, 2009

Why Is The CSX Intermodel Yard In Atlanta Named 'Hulsey'?......And Does Anybody Know?

Written By: Ken Hulsey

As a huge railroad geek, you can imagine my surprise, and delight, a few years back when I discovered that the CSX intermodel rail yard in Atlanta, GA, was named 'Hulsey'. At the time I discovered that little interesting fact, I thought that it was a neat little coincident, and filed it away in my little brain......until a couple of weeks ago.

After a few years of sitting on the nugget, that the rail yard in Atlanta, and myself, both shared the same namesake, I finally decided to find out some information about the subject.

Little did I know that my simple......well I thought it was simple, question, would turn into a quest that would entail several hours of internet research and several e-mails, all of which provided me with little to no information.

Let me explain.

First, I went straight to the source that I thought would be able to answer my questions, the CSX railroad. I logged onto their website, and e-mailed the company. I just simply stated that I was a railfan named 'Hulsey' who wanted to know how the Atlanta yard had come by the same name?

Simple enough.

In my imagination, I figured that I would either receive an e-mail, or letter, from CSX with some historical information about how the yard was named.

To my delight, about a week after my inquiry, I received a letter from CSX in my mailbox. It was very thick, so I thought the company had taken some time to do the research, and was now providing me with my requested info.

That was not the case.

What CSX had sent me was a cover letter with typical company jargon, and a four page list of railroad historical societies that may be able to answer my question.

This response lead me to two possible answers. One, CSX doesn't know the answer, or two, they didn't want to devote time to look up the historical data for just some rail buff.

Well, I don't want to assume that CSX just didn't care, they did take the time to mail me and provide the enclosed list. So, I believe that they may not have actually known the answer.

I then took it upon myself to do some internet research. Simply because I didn't want to take the time to write letters to dozens of railroad historical societies. I did, however, try to contact some of them, the ones that I thought were applicable, via email. That took a bit.

Now, let me tell you something outright. If you type in the words, "Hulsey", "Atlanta", "History" and "Railroad", into Google you will get lost in a ton of information that has nothing to do with what we are talking about.

The main problem with this line of inquiry is the simple fact that there a zillion "Hulsey's" in Atlanta. That fact really bogs up any searches for information on the history of the rail yard, or the city of Atlanta for that matter.

There are also a zillion railroads that have done business, past and present, in the state of Georgia.

I did find out that the sixth mayor of Atlanta was a William H Hulsey, who was a Confederate war hero, who established the cities public school system. It is possible that the yard was named after him, but I could find no connection between the ex-rebel and any railroads.

I also learned that the prior mayor, Jonathan Norcross, was a co-founder of the Georgia Railroad. The very same railroad that originally named the yard 'Hulsey' (I was able to find that out). I found this odd, why didn't the company name the thing after Norcross?

After several hours of research, I could find no documented connection between William Hulsey and the Georgia Railroad.

I was now at an impasse.

Granted, I still have several e-mails out there to all of those historical societies, but as of this date, no one has sent me a response.

So, here I am with a bunch of assumptions, and no real information. I'm left with two thoughts, one, the yard was indeed named for former mayor, William Hulsey, or my other assumption, that the land that the yard occupies once belonged to the Hulsey family.

Really, I don't know. Does anybody know?

If I get a response that yields any more insight, I may be revising this post, or writing a follow up.

Oh, and if you are reading this, and have some more information, please feel free to reply below.

I hate puzzles that never get solved!

Friday, November 27, 2009

Railroad Photo Gallery - Union Pacific GP40-2 1368 (Ex Rio Grande)

Photos & Story By: Ken Hulsey

One of the great things about the mega-mergers of the 1990's, is the fact that now railfans sometimes get a chance to see examples of motive power in their own region that would have never ventured there prior.

Case in point is today's photo study on Union Pacific GP40-2 #1368, which, as you can plainly see, is of ex Rio Grande lineage. To be precise, ex Rio Grande locomotive #3117. Had the Union Pacific never merged with the 'Grande" then it would be a forlorn conclusion that this diesel would have never found itself parked in Ontario, California, where these photos were taken.

Luckily, the UP never took the time to repaint many of their acquisitions, spare the front hood logo and company colored number board.

As luck would have it, I got a chance to talk to a Union Pacific engineer on this day, who informed me that there was and unaltered Rio Grande unit of this type still in use in it's native Colorado, often times paired with UP's, Rio Grande 'Heritage' series SD-70ACE #1989.


On this day in October of 2007, #1368 was lashed up with a pair of ex Southern Pacific road switchers, one of which is numbered 1414. I failed to note the number of the third locomotive.

Of course, I'm assuming that the second engine was Southern Pacific, with the long hood lettering painted over, it could be an old Cotton Belt unit. Locomotives from the SP owned line used to find themselves in the nearby Colton yard quite frequently when it was still in the railroad's ownership.

Since I snapped these photos, I have seen #1368 in and around UP's Colton digs a few times. The last time, being on the head end of a local, paired with a leased unit, traveling south through Grand Terrace with several loads of lumber.

Saturday, November 21, 2009

The Diesel Railroad Locomotive - From Box Cabs And The SD40 To The SD70 And Gensets

This article is available at Rails West!

Visit Rails West The Magazine Of Western Railroading - HERE

Thursday, November 19, 2009

Railroad History - Fun Facts - The Modern Era (1980-Present)

Written By: Ken Hulsey

In the modern era the American railroad industry went through a series of drastic changes. Deregulation, mega-mergers and intermodal service, which ultimately saved the railroads, changed the landscape forever.

Let's take a quick look at some of the things that happened post 1980:

The Staggers Act deregulated railroads and allowed them to set their own rates for shipping services.

In the 1980s’ the Reagan Administration distanced itself from Amtrak. It was their policy that US passenger rail service should survive on its own. Amtrak as forced to pay for half their operating expenses from passenger fares. The railroad experienced more hard times in the 1990s’ and several unprofitable trains had to be discontinued. In response to all this, the railroad added several new features to rail cars such as TVs and Viewliners.

VIA likewise suffered financially during the 1980s’ and 90s’. The railroad purchased an refurbished dozens of passenger cars from US railroads. They continued to operate passenger trains in an “old-fashioned” manor with Pullman like sleeping cars and rear end observation cars. The railroad even allowed private companies to operate trains to tourist destinations.

In the 1990s’ several railroads began to merge into one another. Railroads found it more financially viable to exist as one large railroad instead of several small ones by the end of the decade there were only seven Class I railroads in the United States where once there were hundreds.

RailTex began as a railroad car leasing company. They soon started buying up small feeder railroads. Before long they owned several small railroads in the US and few in Canada and Central America. Though RailTex owns the smaller railroads they still let them operate independently.

In November 1995 the Canadian Government released all of its shares in the Canadian National on the New York, Montreal, and Toronto stock exchanges allowing the railroad to become a private company. In July 1999 the Illinois Central merged with the CN giving the railroad a major US artery, a frost free port at New Orleans and connections with Mexican railroads.

Railroading Terms - From The Modern Era (Circa 1980 - Present):

Second Generation Diesels – Developed in 1972 the EMD “Dash 2” series of locomotives provided 3,000hp with reduced emissions and improved traction control.

Engineer-less Locomotives – The use of a remote control locomotive, operated by a nearby worker, to perform switching duties.

FRED – The Flashing Rear End Device eliminated the need for a caboose on a freight train. The device monitors air brake pressure and motion and then relays the information to the engineer.

EABS – The Electronic Air Brake System is an electronic braking system designed to eliminate air brakes. The EABS is able to set the brakes on each car simultaneously via a computer in the locomotive.

Since the 1980s’ railroads have adopted environmentally friendly policies and practices in their day-to-day operations. Railroads have begun to clean up their old facilities, regulate the use of toxic substances and control the amount of pollutants that are released into the air and water.

With passing of the Stagger’s Act in 1980 the deregulation of the railroad industry made the ICC obsolete. In 1995 the government initiated the ICC Termination Act brought an end to the 109-year old commission and the “Railroad Era”.

Random Thoughts About The History Of Railroading In America:

In my opinion the building of America’s first transcontinental railroad is the most significant event. The linking of the East and West opened up the country for settlers and farmers to change the landscape of the “Great American Desert”.

Trains hold the same kind of magic that ships, planes and automobiles do. There has always been a romance about them. For myself personally, I have always been in awe of the massive size and power of trains. I suppose it is the main reason I love large steam locomotives so much. I once heard them described as “beautifully ugly” I guess that seems to fit them to a “T”. Once trains get in your blood they are there to stay.

See Also: Railroad History - Fun Facts - The Post-War Era (1945-1980)

Wednesday, November 18, 2009

Railroad History - Fun Facts - The Post-War Era (1945-1980)

Written By: Ken Hulsey

Modern Times & Twilight of the Railroad Era

Here are some fun, and interesting, facts from the post-war era of American railroading, circa 1945-1980. It was a time of transition as railroads moved from traditional steam power to diesel and railroads tried to compete with other growing forms of transportation.

After WWII the economical and social environment of the United States changed drastically. The railroads main forms of competition, which had been held back due to the war, were now free to serve the public. Factories that once built weapons now were churning out automobiles, gasoline that was rationed during the war was now cheap and plentiful, buses had cheaper fares, interstate highways were constructed and airlines grew in number. All these factors, combined with anti-railroad legislation left over from the turn of the century, spelled hard times for the railroads. Passenger and freight traffic experienced a sharp rate of decline after the war.

Cars, trucks and buses utilized an interstate highway system that was built with government money. Likewise airlines were heavily subsidized. While the government was investing money in other forms of transportation the railroads had to maintain their own rails (Highways were maintained by the government) and pay heavy taxes.

When the railroads switched from steam to diesel during the decade after WWII the work force changed drastically. There was no longer a need for the massive maintenance shops the kept the fleet of steamers up and running. This was an extreme hardship in several small towns where the locomotive shops were the areas main employer.

President Kennedy devised “Arbitration Award 282” in August 1963. This allowed they railroads to do away with the now unnecessary position of “fireman” on passenger and freight trains. The main provision of this act was that railroads simply couldn't fire all of their fireman. Existing fireman would be allowed to retire, resign or accept a severance package.

Diesel Locomotive Manufacturers of the post WWII era:

General Motor’s Electro-Motive Division – Became an industry leader.
Fairbanks-Morse – Built early gasoline driven rail cars, 1,000 hp switchers and a limited amount of road diesels. Went out of business in 1958.


Baldwin – The steam locomotive giant bought the Lima Locomotive Company in 1950. Used Westinghouse equipment to build diesel-electric locomotives. Though the manufacturer had lucrative contracts and built 3,000 units, its practice of marketing “customized diesels” proved antiquated.


The American Locomotive Company (ALCO) – Allied with GE to gain an early hold in the locomotive market. Produced a 2,000hp locomotive for dual freight and passenger service. GE severed its relationship and the company went out of business, although it still built locomotives through the Montreal Locomotive Works until 1969.

The EMD GP7 & GP9 were very unique locomotives. The design was initially envisioned as a switcher, but its good visibility in both directions leads to its use a mainline workhorse. Overall 6,000 “Geeps” were produced and many units remained in service until the 1990s’.

In the 1950s’ and 60s’ the American and Canadian railroads made several attempts to lure passengers. The US railroads sponsored a radio program to keep the industry in the public eye. Railroads from both countries introduced “Vista Dome” cars that gave passengers an exceptional view of the countryside. New private sleeping cars were introduced. The Canadian railroads even tried a moderately successful staggered rate program known as the “Red. White & Blue Fares.” Railroads even developed new modern looking logos and shiny new cars, but in the end it made little difference.

When the railroads in the United States and Canada were threatening to abandon their passenger service the respective governments stepped in and formed the National Rail Passenger Corporation (Amtrak) and the Crown Corporation (VIA). Both governments deemed that passenger rail service still filled a public need and that this was the only way to keep passenger trains running.

In the 1950s’and 60s’ several railroads merged into one another. These railroads generally serviced adjacent areas and found better financial stability by increasing their base. This trend happened again in the 1990s’ when 40+ Class I North American railroads merged into 7.

Although the Pennsylvania and New York Central merged into one railroad, the Penn Central, the railroad still operated as if they were still separate. Crews from the individual railroads often fought and had trouble learning the practices of the other railroad. Shipments being delivered to the wrong destination and derailments were common. When the ICC ordered that the failing New York, New Haven & Hartford to merge into the Penn Central things became even more complicated. The line began bankruptcy proceedings in 1970.

Union Pacific vice-president William McDonald came up the idea of forming Conrail to bail out the failing Penn Central, Lehigh Valley, Central of New Jersey and Reading railroads.

Railroads began to use telephones, television monitors, microwave communications, computers, classification yards, hot box detectors, undercarriage inspection units, Timken roller bearings and disc brakes.

New Railroad Terms From The Post WWII Era:

TOFC – Trailer on Flat Car is the shipment of truck trailers on a railroad flat car.


COFC – Container on Flat Car is the shipment of a international shipping container on a railroad flat car.


Auto Railers – Is the practice of attaching railroad wheel trucks directly to trailers or containers to eliminate the use of a flat car.


Unit Trains – Unit trains are comprised of one type of freight car that hauls one specific commodity such as coal or wheat.


Mini Trains- Mini Trains are 10 to 15 car Unit Trains.


Due to the changing economic climate and the decline of rail service the Pullman Company, REA and US Railway Mail Service became outdated and unneeded.