Tag Archives: union pacific

SNIPPETS (5/17/2019)

Snippets

SNIPPET 1

I finished my second video of the two Union Pacific steam locomotives, this one titled “They’ll be coming round the mountain when they come. They’ll be high up on the mountain when they come.” The scenery is just as beautiful as the train!

SNIPPET 2

The lead locomotive, Big Boy #4014, recently restored after sitting in static display at Rail Giants Museum in Pomona, California, from 1959 to 2014, derailed yesterday. The public didn’t know the extent of any damage for about thirty minutes. Fortunately, the train was entering the yard in Rawlins, Wyoming, so it was going rather slow. It took them a little over three hours to get Big Boy up on the rails again. We rail fans were tense for a time there.

SNIPPET 3

All the cacti that had bloomed in my gardens two days ago bloomed again yesterday. However, someone was late to the party but finally made it, but it was worth the wait. It’s a Trichocereus grandiflorus Thai hybrid.

SNIPPET 4

My neighbors have a huge loquat tree (Eriobotrya japonica) in their back yard which I can see from my kitchen window. It is in full fruit right now, and the ground squirrels are all over it, seeming to forget that they are ground squirrels, not tree squirrels. Here’s one who has found an all-you-can-eat buffet about thirty feet up in the tree:

Ground squirrel eating loquats in the tree

SNIPPET 5

It rained all day yesterday, so I drank some macho juice and went outside to take macro pictures of raindrops on flowers. The first picture below is raindrops on the flowers of Asclepias physocarpa, a type of milkweed called the “Balloon Plant” because it’s seed pods look like balloons, albeit hairy balloons. The second picture is of the seed pods, of which this plant had three last year when it was just a wee plant; it’s now about ten feet tall.

Asclepias physocarpa

Asclepias physocarpa seed pod

SNIPPET 6

My road trip to Promontory Summit and Ogden, Utah, comprised five days and covered 2,282.9 miles (yes, I’m a little detailed). My two favorite scenic parts of the drive were the Virgin River Gorge in Arizona and Interstate 80 from Echo, Utah, to Evanston, Wyoming.

I bought a dash cam last July on that eight-day road trip, so eventually I’ll be able to share these two drives on YouTube. They were that great.

SNIPPET 6

Based on state license plates over the 2,282.9-mile drive, here is my considered opinion of drivers, best to worst:

  1. Wyoming drivers were the best but perhaps only because there were so few of them, right in line with Wyoming being the least populous state with a mere 544,270 people spread out over 97,000 square miles.
  2. Arizona—Interstate 15 went through the northwest corner of Arizona for only about 35 miles so I might not have a large enough sample to truly say anything definitive about Arizona drivers.
  3. Nevada—The speed limit was 70 or 75 mph, and Interstate 15 goes right smack dab through the heart of Las Vegas. I do believe most Nevada drivers also were gambling while driving.
  4. Utah—The speed limit on Interstate 15 in Utah is 70 to 80 miles per hour, mostly 80, only dropping to 70 in construction zones. Sadly, speed limit laws apply equally to the smart and the stupid, but I think the number of stupid people is far greater than smart people. The fact that so many stupid people are driving 80 miles per hour, and often up to 90 miles per hour, in heavy traffic, was a constant source of worry.
  5. California drivers were the worst. I think each person believes all roadways within 10 miles belong to him or her; female drivers were far worse than male drivers.

SNIPPET 7

Speaking of speed limits, it was interesting how each state handles them. California was 65 mph in or near cities and 70 mph in boondocks areas. Arizona was 70 mph and 75 mph, as was Nevada. Utah was 70 mph in construction zones, 75 mph through cities, and 80 mph in the boondocks, which was basically all of southern Utah. Wyoming was 80 mph. My thinking would be that California needs to get with the program!

SNIPPET 8

Gas prices were another issue of mine. When I left the confines of California, gas was $4.799 a gallon for the cheapest grade, usually something like ARCO 87 octane. In Arizona, Nevada, Utah, and Wyoming, gas was $3.049 to $3.159. Interestingly, almost all the brands were the exact same price, so instead of doing ARCO, I went with Shell, Union 76, and ExxonMobil.

As I determined back in the late ’70s when I got my first car, the major brands brought better gas mileage. What was weird, though, was that the major brand cheap gas was 85 octane. Theoretically, 85 octane should give you lower gas mileage than 87 octane.

Gas mileage using California ARCO 87 octane gas ranged from 30.9 mpg to 33.8 mpg. Using Shell, Union 76, and ExxonMobil 85 octane gas provided 35.2 to 40.7 mpg.

A new item this morning indicates that certain entities might be manipulating California gas prices, which I would believe since California gas prices usually aren’t $1.80 higher than surrounding states.

I filled up with Shell gas at a truck stop just south of Las Vegas where I paid $3.089. A few miles later I passed the first truck stop in California where the gas was $4.999. I saved $1.91 a gallon, calculating to $22.92 for my
12-gallon tank. That would buy a lot of margaritas!

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Out & About—Historic trains in Ogden Utah

Out & About The World

Granddad, as well as my dad, worked for Missouri Pacific Railroad, granddad as a Road Foreman of Engines. Dad also was a Road Foreman of Engines but had just been promoted to Vice-President of Missouri Pacific Railroad when he killed himself. They found his body on January 18, 1961, in a railroad box car in a small, isolated railroad siding northeast of Palestine, Texas. They estimated that he had been dead for three days.

After dad’s death, mom moved us from Palestine to northern Utah, first Hyrum, then Wellsville, then Logan, and finally Brigham City. Brigham City is where I became a rail fan. Among other things, I used to skip school and hop the Union Pacific trains, riding in a box car down to Ogden and back. A cool 38-mile round trip. I’m the reason why you don’t see open doors on empty box cars anymore….

In May 1969, when I was 14 years old, I was living in Kingsville, Texas, with my paternal grandparents. They had adopted me 3½ years earlier. May 1969 was the 100th anniversary of the completion of the first transcontinental railroad. I wanted so badly to go back to Utah and help Union Pacific celebrate, but said grandparents would not take me. I was sad. Granted, it was 1,500 miles away, but nevertheless…. Still sad.

My stamp collecting helped me determine that historic events were celebrated every 50 years. I did the calculations and determined that I would be 64 in 2019 when the 150th anniversary rolled around. I had a chance to still be alive, so I put it on my calendar.

Fast forward to May 10, 2019. Guess where I was. Yep. Northern Utah participating in many celebrations of the 150th anniversary of the completion of the first transcontinental railroad. Two historic steam locomotives were due to be in Ogden, Utah, to help with the celebrations My #1 goal was to get a video of the two locomotives leaving Ogden to go back to the steam shops in Cheyenne, Wyoming.

Here’s the video I got:

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Picture of the Moment—Zoey the Cool Cat talks….

Picture of the Moment

I left at 4:18 on the morning on Wednesday, May 8, to go to northern Utah for the sesquicentennial celebration of the completion of the first transcontinental railroad.

I lived in northern Utah—Hyrum, Wellsville, Logan, and Brigham City—from mid-1961 (unsure of the actual date) to December 18, 1965.

Union Pacific #844 and #4014 meet in Ogden, UtahI visited the historic railroad depot in downtown Ogden, Utah, to see two historic steam locomotives re-enact the meeting 150 years ago at….

Promontory Summit, Utah, the place where the eastern railroad, Union Pacific, met with the western railroad, Central Pacific;

Buffalo on Antelope Island, Great Salt LakeAntelope Island, a huge island in the Great Salt Lake, where there is a very large herd of buffalo;

Red Butte Gardens on the campus of the University of Utah in Salt Lake City;

Lagoon Amusement Park, one of the few places that I have positive memories of my years ages 6-10 in northern Utah;

visited my oldest aunt and uncle in Provo, Utah. Mom was the oldest child, and this uncle was the second oldest. Aunt & uncle were the two who drove me from Brigham City, Utah, to Kingsville, Texas, in December 1965 when I was to be adopted by my wise old (paternal) grandmother.

and I chased the two steam locomotives from Ogden to Morgan to Echo to Evanston, Wyoming, on May 12.

I will have lots of pictures and videos to share in the coming days, weeks, and months.

I got home at 7:50 on the morning of Monday, May 13.

I’m not sure whether I got a “Welcome home!” or a different message from the little queen, Zoey the Cool Cat.

What do y’all think?

150th anniversary of the completion of the transcontinental railroad coming up in May

Railroads & Trains logo

Trains always have fascinated me since my dad and granddad worked for Missouri Pacific Railroad in Texas.

My favorite railroad flag is the Union Pacific, the nation’s largest railroad in terms of traffic, revenue, and track miles.

Union Pacific also has the nation’s largest roster of operating steam locomotives, led by Big Boy #4014 (due back on the rails in just a couple of months after sitting for 52 years at the RailGiants Museum in Los Angeles and the last 6 years undergoing restoration in Wyoming), Challenger #3985, and Northern #844. Once Big Boy is back on the tracks, it will become the world largest operating steam locomotive, taking that title away from Challenger #3985.

In four months, on May 10, I expect to see all three of these beauties in one location, at Promontory Point, Utah. That’s the date of the the 150th anniversary celebration of the completion of the first transcontinental railroad.

Here are some Photographic Art creations of the three locomotives for my new Double R Creations enterprise.

Union Pacific Big Boy #4014
132 feet long

Union Pacific Challenger #3985
122 feet long
Union Pacific Challenger 3985

Union Pacific Northern #844
114 feet long
Union Pacific Northern 844

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One of them might be unique

Railroads & Trains logo

Whenever I go out I’m always on the lookout for trains. When I was over in Palm Springs on August 21 with the Pacific Photographic Society, our bus came home via the Salton Sea. I have a few billion pictures of the Salton Sea but across from where our bus stopped, I saw this:

CSX 7679

Union Pacific enginesYou might say, “Meh. A train engine.” and that would be true in a sense. However, to train fanatics like me, it’s interesting. It was the fifth engine on that freight train, trailing four Union Pacific engines. What makes this interesting is that Union Pacific is the largest railroad in the nation, operating 32,000 miles of track, and this was deep into Union Pacific territory. Here is a map of the Union Pacific rail network:

Union Pacific Railroad network

CSX Transportation is the nation’s second largest railroad, operating 21,000 miles of track. Here is a map of its rail network:

CSX Transportation

Notice that it is a pretty good distance from the CSX tracks on the East Coast to Palm Springs, California, on the West Coast.

Although not unheard of, it is somewhat unusual for an engine from one railroad to be found on the tracks of another railroad. If such occurs, it often means that the competitor’s engine has been borrowed short-term or perhaps leased for a extended period.

There are various web sites where we train nuts can track the movement of train engines, and when I went there, I found that CSX 7679 had been built in May 1991 by General Electric. It is GE model C40-8W. You didn’t know train engines had model numbers and years, did you?

The first picture that shows up anywhere is from January 1, 1995, when it was in Huntington, West Virginia. It was seen in Fort Worth, Texas, on February 3, 2006, and then, six months later, back on the East Coast, in Selkirk, New York. It stayed on CSX tracks through June 1, 2017, when it was seen in Hamilton, Ohio. Thence, it disappeared until showing up in Norden, California (a southern suburb of Palm Springs) on February 12, 2018. My picture also was taken in Norden, but on August 21, 2018, pretty much indicating that CSX 7679 is on a long-term lease to the Union Pacific.

Next time you’re waiting for a train, check out those engines. One of them might be unique.

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Videos—One fewer item on the Bucket List

In February 2010 I bought a Canon Rebel T2i DSLR. My whole reason in buying it to replace my Canon Rebel XSi was because the T2i had video. Sadly, though, I was never satisfied with the videos because the autofocus pretty much didn’t work. A Google search indicates that I wasn’t the only one in the world who was dissatisfied.

In late 2015 I replaced the T2i with a T6s because the autofocus was supposed to be vastly improved. Nope. The delay in focusing just wasn’t acceptable.

The shakiness of the videos didn’t make me happy either. Some of the shakiness was the camera’s fault because it weighs 26 ounces. Add a lens that weighs  19 ounces, or one that weighs 69 ounces, and taking videos is not a one-hand event. Even two-hand support gets tiresome, and more shaky,  if the video is longer than about ten seconds.

So this past June I considered buying a dedicated video camera. After a couple of months of research, I settled on the Canon Vixia HF R800. It retails for $299.99. I figured if it didn’t do what I wanted it to do, I could sell it on eBay. Well, it does what I want it to do (and what I wanted my DSLR to do).

The Vixia weighs a whopping 8 ounces. Could 8 ounces do what 95 ounces could not?

The autofocusing is awesome. It has a 32x optical zoom and an 1140x digital zoom. I wasn’t hopeful about the digital zoom because I was familiar with digital zooms on Point & Shoot cameras. Well, the zoom is extraordinarily easy to use and focusing is pretty much instantaneous.

After experimenting by taking videos of the birds, rabbits, and squirrels eating together in my back yard….

….it was time to test it out on the big boys—TRAINS! I wasn’t disappointed.

I took the Vixia to the famous Colton Crossing in Colton, an eastern suburb of Los Angeles. Ever since I discovered the Colton Crossing, I have wanted to get a picture of a Union Pacific train using the Colton Crossing upper tracks—the Flyover—to “fly over” a BNSF train on the lower tracks. Here’s my video of exactly that:

Bucket List has one fewer item on it.

Now I have to learn how to keep my fingers out of the field of view when in wide angle mode. I think I can handle that.

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Trains—A short history of the Colton Crossing

Halls of History

If you look back at the rich people in history, they pretty much were land barons, newspaper publishers, or railroad tycoons. In some cases, they were all three because many state and federal governments gave free land to people who were willing to build railroads on that land. The only people who could afford to build a railroad were newspaper publishers, so they became land barons and railroad tycoons.

Many of the railroad tycoons, like Leland Stanford (Stanford University) and Cornelius Vanderbilt (Vanderbilt University), are considered now to have been robber barons, a derogatory metaphor of social criticism originally applied to certain late 19th-century American businessmen who used unscrupulous methods to get rich. The robber baron list is long and includes many names familiar to us today from many industries, such as Andrew Carnegie of Carnegie Library fame, Marshall Field of Marshall Field’s, J.P. Morgan of J.P. Morgan, John D. Rockefeller of Standard Oil, Charles M. Schwab of Bethlehem Steel.

In San Diego history we have our own personality who made the robber baron list:
John D. Spreckels, making his claim via the water transport, sugar, and railroad businesses. He built the San Diego & Arizona Railway (SD&A) from San Diego to Yuma. It was during my early research into the SD&A for a railroad book that I’m writing that I discovered the Colton Crossing.Union Pacific on the flyover at Colton (CA) Crossing

The SD&A’s construction costs were said to be underwritten by Spreckels but in actuality were underwritten by the Southern Pacific Railroad (SP). After the transcontinental railroad was completed with the driving of the Golden Spike at Promontory UT in 1869 by the Central Pacific and Union Pacific railroads, focus shifted to a southern transcontinental route, either from Los Angeles or San Diego to points east. SP was first to market and pretty much dominated Southern California railroad interests until 1883 when the Colton Crossing was built.

Colton Crossing is a railway crossing in Colton CA and the site of one of the most intense frog wars in railroad construction history. A frog is where two railroad lines cross each other, and a frog war often occurred when those two railroad lines belonged to different railroads. In the case of Colton Crossing, the two lines belonged to the Atchison, Topeka & Santa Fe (AT&SF), trying to gain a foothold in Southern California, and the California Southern Railroad, a subsidiary of the SP.

California Southern’s construction crew was ready to install the frog tracks when an SP locomotive arrived pulling a single freight car, and stopped. The SP engineer drove the train back and forth slowly at the crossing point in order to prevent the California Southern crew from installing the crossing. SP had hired Virgil Earp to guard its tracks in Colton, and he rode in the cab of the SP locomotive.

Colton Crossing mapThe citizens of Colton supported SP, but SP had bypassed nearby San Bernardino, leaving its residents upset. Railroads at that time could make or break a community. San Bernardino hoped that the California Southern line would put their city back on the map.

Ultimately, California Southern obtained a court order on August 11, 1883, in its favor but it still took California Governor Robert Waterman’s involvement in ordering the county sheriff to enforce the court order.

On the morning of September 13, events reached a head in a confrontation known as the “Battle of the Crossing.” Citizens from Colton and San Bernardino gathered on either side of the tracks with the SP locomotive between them. Men on both sides carried picks and shovels, as well as revolvers and shotguns. Virgil Earp stood in the gangway between the locomotive cab and tender facing the San Bernardino citizens, revolver in hand. It was believed that the freight car, a gondola, held SP men with rifles and other weapons, crouching below the walls of the car so as not to be seen.

The Colton Crossing in today’s world is very busy with trains from Union Pacific (east-west), BNSF (north-south), Amtrak (Southwest Chief on BNSF tracks and Sunset Limited on UP tracks), and Metrolink (BNSF tracks). In the 2000’s, Colton Crossing got so busy that Union Pacific decided to build a flyover, a bridge over BNSF’s tracks, to alleviate delays for both railroads.

Colton Crossing and the West Colton railroad yard, within a mile of each other, are great places to watch railroad action, and that’s what I did on February 5. Here are some videos of the action I saw just in the three hours I was hanging out.

BNSF southbound on the lower tracks
There are two “helper” engines on the rear,
one of which is a Norfolk Southern engine.

Union Pacific westbound on the upper flyover tracks

Metrolink southbound on the lower tracks

Thanks for stopping by! See you next time!

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This post approved by Zoey the Cool Cat