UP manifest heads for the Transcon
July 14, 2008 Sitting trackside back in May, I was talking with the Twin Cities' resident ATCS expert Nat. We started to hatch a plan to make a run to Ames, Iowa, for a day or two of railfanning the Union Pacific's Transcon line between California and Chicago. Our only stipulation was it had to be sooner than later - as work and personal agendas had to remain unaltered.
Knowing I could clear the books to make any date work I made a few calls and sent a few e-mails trying to see if other TCR folks might be on board for the trip. The schedules of the others I contacted could not shift for the trip, that is except for one; Brahamfireman was all in for this trip, come hell or high-water. A date was picked and our calendars were cleared for a June 14th planned run.
Well, as it turned out, it was not hell, but high-water all across Iowa from massive flooding not seen in 100 years. This caused washouts, bridge failures, and a halt in rail traffic for weeks affecting every railroad in Iowa and southern Wisconsin. Having planned to see trains during our trip this information was not a good sign. The night before our departure Nat gave me a call, the information he was getting from the flood zone would put all of our plans on hold. With the Union Pacific down to a few bridges, there were no trains traversing the line - thus giving the term "washout," a whole new meaning.
Fast forward a month: the rivers are back down to pre-flood levels, bridges and right-of-ways had been repaired, and the trains were once again running through Iowa. Now Braham was leading the push to make the run; we picked a new date which happened to be one month to the day of the original. Our plan was set into motion. The only problem now was that we had lost Nat. He was no longer able to make the trip, so we decided to go it as a duo and hope for the best.
Departing just after 6 am on Monday morning, we headed south towards the UP's Valley Park yard to start our rail journey. Spotting a lone headlight in the distance along Highway 13, we went as fast as traffic would allow to catch up with what we figured would be some UP power heading for the yard. Imagine the surprise when we found a BNSF C44-9W pulling a brand new BNSF Gevo #7411 running lite to the yard. Looking for spots to get shots, we found our location where the tracks cross under the former Minnesota Northfield & Southern (MN&S) line in Savage. Braham doing his best Xrayguy impression, he made the turn and took his shot at the same time, very impressive driving!
Next up, a quick stop at the Valley Park yard and a few shots of yard power sunning themselves on the east end of the yard. We then headed south for a meet with the UP's Spine line in Owatonna, MN. Traveling on Interstate 35, we were well away from the tracks, so when we arrived at the exit to Owatonna and saw the tracks again, we were excited to see them. Gassing up the truck and getting some travel snacks, Braham looked around for any sign of action on the rails. The scanner was as quiet as the tracks around us. Continuing south, this time we would stay next to the rails. This was done by taking back roads and county highways.
Following tracks to Albert Lea, MN, we were growing tired of seeing nothing but corn fields and counting the dead bugs on the windshield instead of trains on the tracks. Albert Lea proved to be just as quiet. The only thing worth shooting was the old signal tower and the diamond where the UP crosses the Dakota Minnesota & Eastern (DM&E). While taking a few minutes to check over the map book, to determine which way to head out of town, we picked a line that ran west. The line that runs south appeared to die just outside of town according to the map book. Several miles later I was expecting to see a grade crossing. I mentioned to Braham, "I don't understand, it should be right here?" We found remnants of the right-of-way that used to be here; the tracks had been gone for some time.
Making a U-turn to head back to the other line, Braham tossed me a pen and told me to cross out the line so we don't make the same mistake again. So far we had logged 65 miles and had yet to see a train. Finally the scanner came to life letting us know there was a train just ahead. It was busy setting out cars alongside a small elevator in Glenville, MN. Cresting a hill we saw our first real train of the day. UP 1073 and LLPX 2247 were in charge of a short local train made of tanks and hoppers. Grabbing some shots, we were reenergized and ready for more.
Crossing into Iowa I warned Braham to be ready, as we might find some Iowa Northern (IANR) power in Manley. Arriving on the north side of Manley we marveled at the sight of the massive unloading operation of windmill parts from rail cars to truck; also, the GATX tank trainer cars spotted at the ethanol plant made for a few good pictures. Making a turn we spotted a lone Iowa Northern unit sitting in the yard.
Making our way to get some pictures, we could not help but notice the former Rock Island (RI) roundhouse, it had been cut in half to accommodate a track to the grain elevator next door. As we were heading for the static display in town of an old Iowa Northern unit and RI caboose, we again were meet by the UP 1073 and LLPX unit we had seen several miles ago. Getting a few more shots we left to explore the town's display.
Climbing all over the displayed locomotive and caboose to see what we could, as well as get some cool shots, we knew that we would never get on an active train here. We moved south a few blocks and ran into an Iowa Northern train doing an air test. The lead unit was one of four ex-Canadian American Railroad (CDAC) F40PHR units now owned by the IANR. After the conductor finished some last minute checks on the outside of the locomotive, they were off and running. Braham was pretty happy to get these units. I then told him that we were only miles away from the Iowa Traction Railroad (IATR), an electrified freight line in Mason City.
Pulling into Mason City we went by the DM&E yard to see what, if any power they had milling about. Spotting a duo of ex-Canadian Pacific dash-twos, I was a little taken aback; the yard is normally full of power, but not on this day.
Getting back on the main drag, through town, we spotted the ITAR 50 pulling a cut of cars for transfer to the UP. Taking some great action shots we moved on, in search of the remaining three units, but first we had to catch the first UP northbound train of the day. The train was just setting out of the west yard as we positioned ourselves on a small hill and got some nice pics.
After finding the rest of the ITAR motive power in the yard, it was time for a pit stop and route planning for the rest of the trip to Ames, IA. After some lunch and consulting the map on the laptop we had a planned route that would keep us on the tracks the rest of the way.
The first town we would come to was Sheffield. Here we found a southbound UP train that was having engine trouble. Taking a few shots of the trio of SD70Ms, we were back on the move. Now, one thing that is well known to anyone who has traveled with Braham: he loves the dirt roads! We would not see asphalt or trains for close to 60 miles - until the town of Iowa Falls.
Here is a great town, the Canadian National (CN) and UP have a diamond next to a park of sorts. The park has an old signal tower, signal mast, train order post, and of course an old Illinois Central (IC) caboose. Both railroads have bridges over a river just feet apart from one another. It was here that we were back on the trains in a matter of 45 minutes. Here got three northbound trains, two manifests and a light power mover, which we would later learn, was heading for Mason City to pick up a Maintenance of Way rock train intended for bridge work in Ogden, IA.
After deciding that this was the best town in the state, Braham and I discussed moving here. We continued south, still talking about the town and how great it was. Passing through the town of Garden City, we found two SW units sitting at a grain elevator. Stopping in town only long enough to get some shots of them, we were miles away from our last turn before hitting Ames.
Arriving on Hwy 30 we got our first sight of the Transcon line. Stopping to look east and west, along the line, we saw no hint of a train - we made our way down and around to the highway. Turning west we saw the first of two wyes; the first wye allows southbound trains to move east or west on the transcon, the other a few hundred yards to the east allows trains heading north to do the same. A very interesting location, where I'm sure it causes a few headachs for the dispatcher.
It was here as well that we saw the coolest over under shot one could dream of. But, as luck would have it, there would be no trains. Moving further west we caught sight of a fast moving coal train headed east. Not knowing where the nearest crossing was, there was no way we were going to catch this train. Finding the town of Nevada, we were meet by another eastbound train stopped on the main. Taking a few shots we next spotted another industrial unit - this on a GP9 sitting alongside the main lines with a cut of tank cars. Seeing a water tower in the distance with the word Ames on it we made our final push into town.
Just as we arrived, the scanner announced the arrival of another eastbound coal load. Driving in circles, trying to find a road to the tracks, all we could find was a bridge. The train was already going under it. After a few choice words, it was decided we should find the hotel. 10 hours of driving made us tired, hot, and ready to put our feet up for awhile… before we headed out again for some night photography.