Railroads: BNSF Railway, Union Pacific, Amtrak
Location: On BNSF Seattle Sub (joint with UP) in southwest Washington on the Columbia River about 30 miles north of Vancouver/Portland.
Radio: Channel 66: 161.100 mhz
Date: Sunday, May 6, 2012
Beautiful day for anything in Western Washington, so why not do some railfanning? It started out a bit foggy but that soon burned off to wonderful blue skies and shirt sleeve temperatures. I met up with Bruce from Salem, Oregon at the City Park, then we climbed up the stairs to the pedestrian bridge over the BNSF double-tracked mainline. I’m sure the bridge was intended for folks at the marina to easily get to the businesses in Kalama on the other side of the tracks, but it makes for a handy railfanning platform. Like most overpasses, it’s covered in cyclone fencing, limiting photography, but both Bruce’s and my own camera were able to peek through the mesh. I decided to climb down the stairs to a landing on the east side of the tracks and had a completely open view to the north that was still high enough for a nice shot of the trains. It’s a good idea to bring some warm clothing as there always seems to be a cool breeze coming off the river, especially when you’re up on the bridge.
First train showed its headlight from the north about 09:55. We were in for a nice surprise since as soon as it got within camera range a horn blast from behind us trumpeted the arrival of a northbound. A meet between the two trains occurred right in front of us. Too bad we can’t take credit for planning it!
Southbound: UP 7748 (GE ES44AC), UP7084 (GE AC4400CW) manifest freight
Northbound: UP 8154 (EMD SD90/43AC), UP 4922 (EMD SD70M) manifest freight
A few minutes later, another northbound came around the curve at about 10:10. This time it was a BNSF manifest led by locos 4048 and 4840. Keeping good notes on locomotive road numbers is hard enough without putting together two units like that! As can be readily seen, shooting northbounds can be tough as the position of the sun throughout the day tends to shade the nose of the lead unit.
BNSF 4048 (GE C44-9W), BNSF 4840 (GE C44-9W) manifest freight
We then moved south to Toffett Road, where the large concrete grain elevator is located. Two units in a northbound light power move came through about 10:50. Also the plant switcher was on hand waiting for its next task. This one took a little scrambling around to find a vantage point high enough to clear the chain link fence.
BNSF 2724, NNSS 168 Light power
Plant switcher (former BNSF 3529) at Harvest States Elevator
Our next stop was the former depot site at the Kalama station sign on the east side of the tracks and just north of the pedestrian bridge. We waited for awhile, but finally gave up in favor of getting some lunch at Subway. Here’s where the First Law of Railfanning kicked in: A train will come when you are least prepared for it. Nonetheless, we managed to race back trackside and get off a quick shot at 11:59 just as Amtrak streaked by.
Amtrak 90340 (Cascades, Talgo equipment), southbound
During lunch, the southbound Coast Starlight sneaked past us, but sometimes you just have to stop to do things like eat. We didn’t feel bad, since we were seeing trains everyplace we stopped. Our scanners weren’t picking up the detector broadcasts, though, either the one just to the south at MP 113.5 or the one to the north at Castle Rock, MP 87.4. This meant trains kept taking us by surprise, like this Amtrak we saw after lunch from Kalama River Road.
A second grain export facility (“Peavey”) is located on the north end of town. This one stores grain in covered hoppers instead of silos and uses a large loop of track to facilitate the unloading of rail cars directly into a ship’s holds. Power for the trains is stored in an adjacent siding and is called when the cars are emptied and need to be moved out to make way for the next train. A third set of power occupied the center track earlier in the day, so we figured a train was ready to go. Strings of cars often block the road here, requiring a hop back to the freeway to get to the other side.
Before we could leave, a southbound BNSF blasted across the Kalama River, adjacent to the grain export facility. Again, no warning on this one, either on the radio or by hearing it coming.
13:37 BNSF 5211/5461/5128 (All C44-9W’s) southbound
Sure enough, the missing power was found to be on the other end, waiting for its conductor to finish walking the train.
BNSF 6822 (GE ES44C4), 6974 (GE ES44C4) + Rear DPU 7563 (GE ES44DC) Grain empty, southbound
Before 6822 South could leave, a northbound arrived with more grain to be unloaded. This meant a delay in the train’s departure, but we didn’t mind.
14:05 BNSF 7614 (GE ES44DC), 5098(GE C44-9W) + Rear DPU 5142 (GE C44-9W) Grain loads, northbound
After all the action we’d seen, we were so spoiled we decided to call it a day after a 30-40 minute lull without any trains and more sunshine than we had seen so far this year. Kalama is a great place to railfan, with lots of traffic, and amenities like food and public restrooms close at hand. In between trains, there are also plenty of other sights to keep you occupied:
World's tallest totem cut from a single tree.
Blue heron
Ocean going ships pass on the Columbia to get to Portland and Vancouver.
Traveling Exhibit Provides Close-up Look at How the Railroad Helped Build America
Omaha, Neb., April 13, 2012 – Three of the most graceful locomotives in American history will travel to San Antonio as part the “UP 150 Express Tour” to celebrate the company’s 150th Anniversary at the annual Fiesta Celebration. The sleek E-9 locomotives took over in the 1950s, when the steam era was over and increasingly powerful diesels ruled the rails. Also known as streamliners, E-9 locomotives are the last of Union Pacific’s high-speed diesel-electrics built for service on the famous streamliner and domeliner passenger trains.
Editor’s Note: Steam locomotive No. 844 is experiencing mechanical issues, changing plans for Union Pacific’s 150th Anniversary celebration in San Antonio.
The E-9 locomotives will pull a rail car that was converted into a traveling exhibit that honors Union Pacific’s rich history. Using dramatic graphics and the latest in interactive touch screen technology, the Union Pacific 150th Anniversary Traveling Exhibit shares the history of the development of the first transcontinental railroad and culminates with the modern railroad we know today.
It was 150 years ago that Abraham Lincoln signed the Pacific Railway Act of July 1, 1862, creating the original Union Pacific. One of America’s iconic companies, today, Union Pacific Railroad links 23 states in the western two-thirds of the country by rail and providing freight solutions and logistics expertise to the global supply chain. From 2000 through 2011, Union Pacific spent more than $31 billion on its network and operations, making needed investments in America’s infrastructure and enhancing its ability to provide safe, reliable, fuel-efficient and environmentally responsible freight transportation.
Schedule for the UP 150 Express:
Arrival at Sunset Station
Location: Commerce Street Crossing
Thursday, April 19 at 1 p.m.
Union Pacific 150th Anniversary Traveling Exhibit Public Display
Location: San Antonio Amtrak Depot, 350 Hoefgen Street
Saturday, April 21, from 9 a.m. to 5 p.m.
Source: UP News Release dated Apr.13, 2012
Note the remarks below about how UP’s maintenance expenditures exceed the highway and infrastructure spending of 46 states. In this age of government stimulus and bailouts, UP and other railroads continue to emphasize that their investments are private dollars, not funds collected from taxpayers. In other words, they are saying “We pay our own way – don’t tell us how to run a railroad!”
UP press release dated Mar. 5, 2012:
Union Pacific Railroad Invests Nearly $1 Million for Track Improvements to Its West Central Colorado Line
Omaha, Neb., March 05, 2012 – Union Pacific Railroad will continue improving the transportation infrastructure in Colorado by investing nearly $1 million in the rail line that runs in the Grand Junction area. Crews will be stabilizing the railroad track banking along the Colorado River. The bank stabilization project will begin March 12 and is scheduled to be completed by the end of May.
Before the stabilizing project can begin, Union Pacific will undertake a significant cleanup of an area in Grand Junction known as “The Point”, located at the confluence of the Colorado and Gunnison rivers. The cleanup effort will include removing trash and debris that have collected in the vicinity over the years. The project will help address significant public safety concerns with the installation of a fence along the Union Pacific tracks in the area near the river.
Union Pacific is coordinating its cleanup efforts with several local government and non-profit agencies.
“There were persons living illegally next to the railroad trackbed along the Colorado River in Grand Junction, and they put themselves in danger each time they would go to or from their shelters,” said Jay Everett, general superintendent – Denver Service Unit. “Persons either had to cross the 740-foot railroad bridge or scale down a nearly 150-foot high embankment, then cross the tracks to gain access to this prohibited area.”
Union Pacific worked with the Grand Valley Coalition for the Homeless to relocate those that formerly living in the area along the railroad track.
“We’re working with the homeless folks who had been living in the area to find safer, better, longer-term solutions for them,” said Gi Moon, executive Director of HomewardBound of the Grand Valley, which runs a local community homeless shelter. “This effort is consistent with our coalition’s 10-year plan, and helps to address an identified need regarding chronic homelessness in our community.”
“We will continue to collaborate with Union Pacific and our local agencies to find long-term solutions to these issues,” added Mollie Woodard, Chair of the Grand Valley Coalition for the Homeless.
Union Pacific plans to invest $3.6 billion in its rail network during 2012, supporting America’s current and future freight transportation needs and enhancing the safety and efficiency of the railroad’s 32,000-mile network.
Union Pacific’s capital and maintenance program exceeds infrastructure spending of the state highway departments in 46 states. These are private investments, not taxpayer dollars.
Improved and additional rail capacity benefits everyone. It allows freight rail service to grow, helping to build a cleaner environment. Union Pacific can move one ton of freight nearly 500 miles on a single gallon of diesel fuel, and, 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.
About Union Pacific
It was 150 years ago that Abraham Lincoln signed the Pacific Railway Act of July 1, 1862, creating the original Union Pacific. One of America’s iconic companies, today, Union Pacific Railroad is the principal operating company of Union Pacific Corporation (NYSE: UNP), linking 23 states in the western two-thirds of the country by rail and providing freight solutions and logistics expertise to the global supply chain. From 2000 through 2011, Union Pacific spent more than $31 billion on its network and operations, making needed investments in America’s infrastructure and enhancing its ability to provide safe, reliable, fuel-efficient and environmentally responsible freight transportation. Union Pacific’s diversified business mix includes Agricultural Products, Automotive, Chemicals, Energy, Industrial Products and Intermodal. The railroad serves many of the fastest-growing U.S. population centers and emphasizes excellent customer service. Union Pacific operates competitive routes from all major West Coast and Gulf Coast ports to eastern gateways, connects with Canada’s rail systems and is the only railroad serving all six major Mexico gateways.
Source: UP
A trip to Aberdeen, Washington, this afternoon yielded an unexpected surprise. One of UP’s heritage units, UP 1988 made up to celebrate the M-K-T Railroad (or, Katy) was parked as if on display at Snyders Loop near the ethanol plant. I’ve seen several other heritage units, but I never expected to see this one in this part of the country.
UP 1988 SD70Ace, Aberdeen, WA, Jan. 8, 2012 3:53 PM.
Beautiful day for anything in Western Washington, so why not do some railfanning? It started out a bit foggy but that soon burned off to wonderful blue skies and shirt sleeve temperatures. I met up with Bruce from Salem, Oregon at the City Park, then we climbed up the stairs to the pedestrian bridge over the BNSF double-tracked mainline. I’m sure the bridge was intended for folks at the marina to easily get to the businesses in Kalama on the other side of the tracks, but it makes for a handy railfanning platform. Like most overpasses, it’s covered in cyclone fencing, limiting photography, but both Bruce’s and my own camera were able to peek through the mesh. I decided to climb down the stairs to a landing on the east side of the tracks and had a completely open view to the north that was still high enough for a nice shot of the trains. It’s a good idea to bring some warm clothing as there always seems to be a cool breeze coming off the river, especially when you’re up on the bridge.
We then moved south to Toffett Road, where the large concrete grain elevator is located. Two units in a northbound light power move came through about 10:50. Also the plant switcher was on hand waiting for its next task. This one took a little scrambling around to find a vantage point high enough to clear the chain link fence.
Plant switcher (former BNSF 3529) at Harvest States Elevator
Our next stop was the former depot site at the Kalama station sign on the east side of the tracks and just north of the pedestrian bridge. We waited for awhile, but finally gave up in favor of getting some lunch at Subway. Here’s where the First Law of Railfanning kicked in: A train will come when you are least prepared for it. Nonetheless, we managed to race back trackside and get off a quick shot at 11:59 just as Amtrak streaked by.
During lunch, the southbound Coast Starlight sneaked past us, but sometimes you just have to stop to do things like eat. We didn’t feel bad, since we were seeing trains everyplace we stopped. Our scanners weren’t picking up the detector broadcasts, though, either the one just to the south at MP 113.5 or the one to the north at Castle Rock, MP 87.4. This meant trains kept taking us by surprise, like this Amtrak we saw after lunch from Kalama River Road.
A second grain export facility (“Peavey”) is located on the north end of town. This one stores grain in covered hoppers instead of silos and uses a large loop of track to facilitate the unloading of rail cars directly into a ship’s holds. Power for the trains is stored in an adjacent siding and is called when the cars are emptied and need to be moved out to make way for the next train. A third set of power occupied the center track earlier in the day, so we figured a train was ready to go. Strings of cars often block the road here, requiring a hop back to the freeway to get to the other side.
Before we could leave, a southbound BNSF blasted across the Kalama River, adjacent to the grain export facility. Again, no warning on this one, either on the radio or by hearing it coming.
Before 6822 South could leave, a northbound arrived with more grain to be unloaded. This meant a delay in the train’s departure, but we didn’t mind.
