Railroad Ties 2014 by Telegraph Webmaster

SUNDAY, MARCH 2, 2014

RAILROAD TIES 2014

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Union Pacific Railroad moves coal. Lots of coal. Of the 140 trains that pass through Bailey Yard in North Platte on an average day, roughly half are hauling coal. As a company, Union Pacific hauls about 220 million tons of coal each year, a quarter of the annual U.S. supply. The total weight a railcar holds depends on its size but the average hopper or gondola cars used for coal can hold up to 130 tons. Diane Wetzel / The North Platte Telegraph

n In the 19 miles between Oâ&#x20AC;&#x2122;Fallons and the South River Bridge there are 370 miles of railroad track. n Bailey Yard has 17 receiving and 16 departure tracks handling 14,000 rail cars every 24 hours. n Tracks are given class numbers that determine the speed at which trains can travel over those tracks. They are Class 1, 10 miles per hour; Class II, 25 mph; Class III, 40 mph; Class IV, 60 mph and Class V 80 miles per hour. n Annually, the car department will change about

10,000 pairs of wheels. n RIP Track. The letters stand for Repair in Place track. n Bailey Yard has 315 miles of track. n It is technology, rather than age or miles, that overtakes the lifespan of a locomotive. n General Electric and Electro Motive Diesel are the two primary builders of locomotives. n Bailey Yard covers 2,850 acres. n Union Pacific operates 8,300 locomotives.

RAILROAD TIES 2014

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SUNDAY, MARCH 2, 2014

Half of the rail cars are carrying coal From heavy manual labor to easier trap doors, hopper and gondola cars have evolved million tons of coal from the mines in the Southern Powder RivLet’s talk coal. er Basin, Utah, ColoraMore specifically, do, Southern Wyoming let’s talk about the and Souther Illinois. transportation of coal Of the 140 trains that from the mines across pass through Union the country. Pacific Railroad’s While coal producBailey Yard in North tion in the United Platte every day, about States is focused in half are coal trains. just a few states, it is In the early days of consumed in large hauling coal by rail, quantities all over the unloading coal-filled country. cars involved hard That happens bemanual labor, as men cause the U.S. has the with shovels and “most efficient and wheelbarrows unloadcomprehensive coal ed the cars. transportation sysAccording to www. tem, led by railroads,” columbusrailroads. according to a report com, Joseph Ralston by the Association of and Anton Becker, of American Railroad. The U.S. Energy and the Ralston Steel Company, drew up plans Information Adminfor a new freight car istration reports that 70 percent of U.S. coal that had 16 trap doors in the bottom. Any shipments were defour could be opened livered to their final by pulling a lever at destination by rail in the end of the car, al2012. lowing the dumping of Every year, Union Pacific Railroad trans- one-fourth of the car’s contents. ports more than 200 By DIANE WETZEL dwetzel@nptelegraph.com

The men had a sample car built by the Pullman Company in 1905. Railroads hauling coal liked the design, but before they would place any actual orders, they wanted Ralston to have a plant to build them. So Ralston purchased the Rarig Engineering Plant in Rarig, Ohio. From 1905 to 1910, more than 10,000 freight cars were built. As railroads began to develop steam locomotives that could haul heavier trains, they began to buy freight cars with steel underframes instead of the old wood style. The older wood-style frames aged faster, which caused them to weaken. One of Ralston’s first comDiane Wetzel / The North Platte Telegraph mercial activities involved installing steel A pair of coal trains pass under the railroad overpass on Buffalo Bill Avenue underframes in all in North Platte. The average coal train contains more than 100 hopper cars and wooden freight cars. stretches roughly 1½ miles.

Photo courtesy of Alex Campbell at www.columbusrailroad.com

The first drop-bottom gondola car that carried coal was built using Ralston A 50-ton drop bottom gondola was built in August 1910. There were four levers Steel Car Company patents. It was built in 1905 by the Pullman Company in controlling the 16 drop doors, two at each end of the car. Each lever controlled Chicago. four doors.

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Hauling perishable food meant lots of ice Actual cooling units built onto railcars didn’t come until the 1960s

on the American rails. The company contracted primarily with Union Pacific and Southern Pacific until its assets were divided between the two railroad giants in 1978. The last cars built to transport non-perBy ANDREW BOTTRELL ishable items with abottrell@nptelegraph.com ice were constructed in the late 1950s and Freight companies remained on the rails began experimenting into the 1970s. with the transportaTrue refrigeration, tion of food with ice in with cooling units the 1840s, though the attached to the cars, design for the refrigerwas introduced into ator car wasn’t patentthe rail lines in the ed until 1867 and the 1960s and continues to practice wasn’t combe used today. mon until after 1900. In the early 1900s, The cars have White estimated that evolved from giant ice Courtesy of the Union Pacific Railroad Museum more than 180,000 boxes to refrigerator refrigerator cars were Union Pacific Railroad partnered with Pacific Freight Express for transport of refrigerated goods in “reefer” in use. That declined systems, and many cars beginning in 1906. cars were eventually to 63,000 by 1922 and decommissioned by 25,000 by 1960. the 1970s. The use of refriger1900 that train compa- became one of the 300 miles to refill the Fleet: A History of Early mass use nies began investing compartments and largest operations that ator cars has slowly American Railroad of refrigerator cars keep the items as fresh more in “reefers,” as used refrigerator cars declined since 2005, Refrigerator Cars.” originated in Kansas according to Statisthe cars were known, as possible. exclusively to transThe early refrigerCity and Chicago as ta, an Internet-based because of the export fresh produce North Platte had its ator cars were made the large meat-packing up of two ice boxes on from California to the statistics gathering own ice house into the pense of transporting companies were exper- each end of the comcompany. items with ice and the rest of the country. 1900s. imenting with ways In 2005, 24,321 refrigStarting with a fleet partment with the difficulty of keeping Because of this, to transport beef from shipment placed in of 6,600 in 1907, the erator cars were in the the cars at the proper transporting non-perthe stockyards in the company gradually between. U.S. freight fleet. temperature to keep ishable items was an late 1860s, historian Railroads were That number deproduce from spoiling. expanded, peaking in expensive process in 1930 when 40,509 PFE forced to build ice John W. White wrote Pacific Freight Exclined to 14,475 by the late 1800s. houses every 250 to press, founded in 1906, refrigerator cars were 2011. It wasn’t until after in “The Great Yellow

n On any given day an average of 139 trains will pass through Bailey Yard. The train types are manifest, 61; Coal, 64; grain, 4 and local, 3. n A total of 3,000 cars are humped daily in Bailey Yard, the number divided equally between North Platte East and North Platte West. n The majority of UP freight cars fall into the categories of automobile racks, box cars, covered hoppers, flat cars,

gondolas, open top hoppers, intermodel equipment and tank cars. n The U.P. locomotive roster includes diesel freight, diesel switch and slug units and diesel and steam excursion engines. n Union Pacific is the largest railroad in North America, operating in the western twothirds of the United States and serving 23 states.

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RAILROAD TIES 2014

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Pacific Fruit Express refrigerated freight cars circa 1948 — post World War II — had to be iced by hand and then reiced every 250 to 300 miles. The process became quite expensive. True refrigeration, with cooling units attached to the cars, was introduced into the rail lines in the 1960s and continues to be used today.

Courtesy of the Union Pacific Railroad Museum

Two Union Pacific employees hang beef in a Pacific Freight Express mechanical refrigerator car at the Cudahy Packing plant in Omaha, circa 1965-70.

RAILROAD TIES 2014

SUNDAY, MARCH 2, 2014

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Days of livestock on the rails are gone Ranchers enjoyed huge benefits from shipping animals via Union Pacific

order to accommodate a particular load of stock. The insides were completely smooth and void of any protruding bolts or other things that could snag aniBy HEATHER JOHNSON from the Midwest bemals. hjohnson@nptelegraph.com came highly desirable Aluminum paint on by packers in the east. the roof and ends of the Railcars full of Short hauls also cars repelled heat. livestock are no longer increased, with trains “These cars are ususeen on Union Pacific picking up animals at ally several degrees Railroad tracks, but almost every station cooler inside than cars it’s difficult to imagthat loaded livestock ine what the country with red or black paintand dropping them off ed roofs,” a description would have been like at local stockyards. of them says. “So far, without the transporMuseum records innothing better has tation. dicate those small runs been developed.” Many communities ended in the Omaha owe their existence to They also had 6-foot area around 1912. it, having started out doors, wood plank The length of time as shipping points. floors, shock-absorbing livestock was confined According to the Nedraft gears, bolster braska State Historical to railcars soon caught snubbers to eliminate the attention of animal Society, railroad cars bounce and sway, highwere used to haul live- welfare organizations. speed steel wheels, The first federal Courtesy of the Union Pacific Railroad Museum quick-acting air brakes stock since the 1830s. and Timken roller The method became in- humane legislation, known as the “28-hour Livestock cars progressed from wooden to aluminum. This one dates back to bearings. creasingly popular as law” was passed March 1972. Union Pacific’s livestock shipments ended by the mid-1980s. In November 1952, tracks were laid from UPRR became the first east to west across the 3, 1873, as a result. where an attendant The special animals tion was also intended According to the American railroad to nation. stayed. to reduce chances ani- were immune from U.S. Department of Records from the use metal stock cars. The fragility of the periodic unloading mals could be injured Union Pacific Railroad Agriculture, the law The cost to maintain birds, coupled with by the “slack” action of requirements because required train operaMuseum in Council them was cheaper than things such as fumes attendants rode with Bluffs, Iowa, show live- tors to unload animals the train. the wood-sided cars in tunnels, put them at that required frequent them and took care of According to museand provide them with stock transportation high-risk for fatalities their needs. um records, the earfood, water and rest by UPRR was in full slat replacement. and more of a hassle For a time, drovers liest stock cars were for at least five hours swing after 1869. The steel also elimithan they were worth. were also allowed to boxcars with some of before reloading. The method providnated the chance that Livestock dispatch accompany livestock the sides removed for The time could be ed a huge benefit to an animal could splincars started rolling on trains. But instead ranchers by shortening extended to 36 hours if ventilation. ter, or break completeout in 1946. Both sinof riding with the aniThey were supposed the owner or person in cattle drives. ly through a car. mals, the drovers rode gle- and double-deck custody of the animals to still have roofs to Instead of moving The inside of the either in cars specially options were available. metal version had to protect the animals made such a request herds from the range designated for them or Earle Reed, UPRR’s from adverse weather in writing. Failing to to packing plants, be sprayed with an general livestock in the caboose. conditions. heed the restrictions cowboys only had to insulating material to agent, came up with When the animals On hot days, hogs keep animal flesh from take the animals to the was punishable by the idea for a dual-pur- sticking to it in cold and their bedding were reached their destinanearest shipping yard. fines of $100-$500 for pose, double-deck tion, the drovers were sprayed from the outeach violation. Not only did that weather. design, according to give return passenger side with hoses. Bulls Train crews began save time, but it also Museum documents museum records. were tied to the sides of tickets to the place making hotshot runs gave ranchers extra indicate the era of It could be used as a cars to keep them from first boarded. money in their pockets to avoid the penalties. transporting livestock single deck when haul- by rail was on the deAccording to musefighting or moving when the job was done. Museum documents ing most cattle and as around too much while um records, poultry show entire trains Less travel meant cline by the 1970s. a split-level for transwas the first type of were filled with livein transit. less weight was worn According to Mark animal to leave the rail porting calves, sheep Show or breeding off the cattle. The more stock on certain days Davis, UPRR director or hogs. scene. stock was hauled in they weighed, the more of the week. of corporate relations It allowed for both That’s because shipThe trains were immigrant cars, which money they brought. and media, the railimproved capacity ping birds required a either faster than were boxcars that had The volume of liveroad was only hauling and convenience. It unique type of car — stock shipments by rail average, or else loaded one door closed and hogs by 1982. eliminated the need to heavily on the front to peaked after the turn By the mid-1980s, the other blocked with basically a high-rise sort, change and move livestock shipments of the century, as fat chicken coop with a make them faster. several boards across had stopped altogether. and slaughter cattle walkway in the middle empty equipment in The weight distribu- the opening.

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RAILROAD TIES 2014

SUNDAY, MARCH 2, 2014

This wooden car, once used to transport livestock along Union Pacific Railroad lines, dates back to the 1940s-1950s era. The act of hauling livestock by train began much earlier than that. It was in full swing on UPRR tracks by the late 1860s.

Courtesy of the Union Pacific Railroad Museum

n A spur is a short, usually dead-end section of track used to provide access to loading or unloading ramps. n Union Pacific covers about 32,000 route miles. n A crossover or switch is a device that guides a locomotive or rail car from one track to another. n Frogs are heavy metal flangeways that connect track to switches, diamonds, crossovers and other track structures. They guide wheels from one track structure to another. n A shoofly is temporary track constructed to allow passage around obstacles blocking movement on the

normal track section. n The Extra Board is comprised of unassigned engineers or trainmen used to make up extra crews as needed for higher traffic levels. n Hot wheels are overheating of a railcarâ&#x20AC;&#x2122;s wheels due to sticking brakes and the break shoes rubbing against the wheel tread. n A Hot Box is the result of an axle hub overheating due to bearing failure. Metal on metal friction can generate enough heat to melt a 6-inch diameter steel axle. n Bailey Yard was named in honor of former Union Pacific president, Edd H. Bailey.

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This was an architect’s drawing of the North Platte Freight House and transfer platform. The facility opened in 1949.

Courtesy of Union Pacific Railroad

A state-of-the-art freight house Facility offered new UP job opportunities in NP By DIANE WETZEL dwetzel@nptelegraph.com

After the new hump yard for Union Pacific Railroad opened in North Platte in August 1948, the railroad announced that it would build a new freight house at North Platte. The $750,000 freight house was said to incorporate the latest developments in modern design and the most modern equipment to facilitate the loading and unloading of freight cars. It featured a 90-foot frontage and was 100 feet deep, with two covered freight platforms, each 20 feet wide and 1,200 feet long. The facility was built to car floor height with the most modern equipment incorporated in the platforms to facilitate the loading and unloading of freight cars. It included electric lights, power outlets for extension lights in cars being loaded or unloaded and a telephone system extending from the station offices to any point on the platform. Many employees at the freight house transferred to North Platte from Cheyenne, Wyo. Dick Linn, who had been working at the freight house in Cheyenne, was among them. “I imagine about 35 families came to North Platte from Cheyenne when the freight house

all manual labor.” Del Attebery went to work at the freight house in 1951, during his junior year in high school. opened,” he said. “My dad, Dorl, “They also hired a worked for Pacific lot of people here in Fruit Express for town.” 40-some years so I Linn grew up in had been around the Florence, Colo. railroad my whole “There were no jobs life,” Attebery said. “I around there when I hadn’t really planned got out of high school,” on working for the he said. “My brothrailroad, but I needed er was working as a a job. I started as a janswitchman in Cheyitor while I was still in enne and he called to high school, just filled say they were hiring. in when they needed So I mooched a ride Courtesy of Union Pacific Railroad someone.” This shot of the interior of the freight up there and hired on When the freight house was taken shortly after conwith the railroad. house closed struction was completed in 1949. “I thought it was a in the midgood place to work,” 1970s, the emLinn said. “I was just a ployees were kid out of high school “I am Mexican and switch given the option and I had no experiNative American,” he engines of moving to ence. The main resaid. “When we came would other jobs in quirement was having down here, there was remove North Platte or Dick Lin a strong back. I worked some awful prejudice. any cars transferring to n Fran k Naran out on the dock for 4-5 jo Del The bars in town that another town. Attebery years, then moved into wouldn’t serve you were “I know I didn’t an office at the freight if you were Mexican. not to continue on want to move,” house.” We came down with with the train, such Attebery said. “I Like Linn, Frank FedEx or UPS sorting seniority from Cheyas cars headed for the went to work driving Naranjo moved to facility does today, enne and we had some freight house. When a paddy wagon at the North Platte from minus the automaguys trying to get us the switching was [Bailey] yard.” Cheyenne when the tion,” according to the to quit. My dad told finished, other cars Linn also declined a freight house opened. Summer 2013 edition me to never take any would be added or transfer to St. Joseph, Naranjo worked as a crap from nobody and of “The Steamliner,” trains would be conMo., opting to go to lift truck operator, he published by the Union work in Bailey Yard I never did. I fought for solidated to fill them said. Pacific Historical my job.” to optimal tonnage or driving a paddy wagon “I used to handle all Society. Naranjo has been length. until he retired after the heavy stuff, like The freight house retired for more than The original North 44 years. skids of paper that 25 years. Platte freight house included three cement Although the North weighed 2,000-3,000 “North Platte has was located east of the docks about a quarter Platte freight house is pounds,” he said. “We been good to us,” he passenger depot. It was of a mile long that ran now history, memories used to get a lot of big said. torn down once the from the main buildof the place remain rolls of carpet that Before the hump new facility was built. ing, Linn said. strong in the minds of weighed up to 1,400 yard opened in 1948, At the freight house, “Our job was to the men who worked pounds.” westbound railroad workers removed transfer freight from there. Moving to North traffic moved through individual shipments one car to another,” “Things at the railPlatte brought chalNorth Platte much as it from boxcars and he said. “They would road have changed an lenges, Naranjo said, did through all the oth- moved them into other bring in empty cars awful lot since I first including dealing with er yards on the Union boxcars grouped by and spot them on emp- started working at the the resentment of local Pacific system. Trains destination. ty tracks. We transfreight house,” Attewould enter the yard “From a logistical workers who did not ferred freight from one bery said. “It was a lot standpoint, the North receive jobs in the new and each train’s lococar to another. There of work, no question motive and caboose Platte freight house freight house. He also was nothing mechaabout that. You sure were removed. Then functioned much like a nized about it. It was faced prejudice. got plenty of exercise.”

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Courtesy of Union Pacific Railroad

The interior of a Union Pacific AutoFlex vehicle transport railcar, shown with only one level. The exterior walls are designed to protect vehicles during transport.

n Unit trains carry only one commodity to one customer; 70 percent of the traffic through Bailey Yard is made up of unit trains. n There is enough room at Bailey Yard for 3,097 football fields. n The eastbound hump in Bailey Yard crests at 34 feet. n The westbound hump in Bailey Yard crests at 20 feet. n 18 million gallons of diesel fuel are pumped every month at Bailey Yard. n In 1995 the Guiness Book of World Records entered Bailey Yard in North Platte as the world’s largest railroad yard. n Grenville Dodge, Union

Pacific’s chief engineer, laid out the town site of North Platte in August 1866. n The first train entered North Platte, known as “Hell on Wheels,” on Dec. 3,1866. n The UP passenger depot, that had been home to the North Platte Canteen, was demolished on Nov. 1, 1973. n The eastbound hump yard and diesel shop were completed in 1970. n The new westbound hump yard was dedicated in 1980. n Two longs, a short and a long. That’s the horn signal for a train approaching a public crossing.

Courtesy of Union Pacific Railroad

With the dividers installed in the interior of a Union Pacific AutoFlex vehicle transport railcar, a single railcar is able to accommodate more cars or trucks for customers.

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Railroad adapts to auto industry Union Pacific has now developed the largest fleet of vehicle transportation cars By DIANE WETZEL dwetzel@nptelegraph.com

haul 10 vehicles. In 1957, the Canadian National Railroad In 1944, America’s introduced bi-level trains carried more auto rack cars with than 910 million pasend doors. sengers. According to WickBy the mid-1960s, ipedia.com the railthat number dropped cars were a success, to less than 300 miland helped lead to the lion as Americans development of today’s took to the nation’s enclosed auto racks. highways by automoThe rail cars could bile. carry as many as eight When American began its love affair with vehicles. During the 1960s, the automobile, the autoracks were built country’s railroads in tri-level configuraadapted. tions. The rail industry Although autoracks began using flat cars were the standard for for auto transport in shipping new vehicles, the early 1900s, acrail cars were an excording to “A History pensive auto transport of the Railroads in investment. Michigan,” by Willis Throughout the F. Dunbar. 1970s, railroads conThe auto industinued to refine auto try depended on the rack cars. Perforated railroad’s ability to provide efficient trans- exterior side panels, roofs and end doors port so the railroad’s ability to ship cars and were added to help trucks became import- protect the new vehiant to both industries’ cles from weather and debris. success. Enclosed or semi-enSix new automobiles closed tri-level auto would fit onto a flat railroad car, but there racks helped lower auto transport costs was still a great deal and ensured delivery of unused space. of new vehicles in In the 1950s, Volkgood condition. swagon engineers The development of worked with German railroads to design the the Auto-Max railcar by Honda and Greenfirst auto racks. brier Companies was The first auto rack rail cars were basical- an important innovation in the evolution of ly extra-long versions of a double-deck trans- auto transport. According to an port trailer that could

Courtesy of Union Pacific Railroad

Union Pacific’s AutoFlex convertible multi-level railcar for transporting vehicles can be adjusted to accommodate bi-level or tri-level vehicle transportation while using the same rack structure. article by Max Lindberg for gas2.org, the railcars have a single middle chassis and provide twice the length of a conventional autorack. The articulated connection allows for faster speeds and reduced vibration. Auto-Max railcars can be up to 145 feet long, 20 feet tall and feature adjustable interior decks to carry up to 22 light trucks or mini-vans. Today, Honda transports more than 80 percent of its Honda and Acura cars by rail, more than any other automaker. In 2011, Union Pacific Railroad introduced the AutoFlex.

Employee-designed and built, the 90-foot AutoFlex is a convertible, multi-level rail car that can be transformed from two to three decks based on the customer’s shipment needs. According to a press release issued by UPRR, the AutoFLex offers many benefits to customers, including the flexibility of three decks to transport smaller vehicles or two decks for larger ones. Traditional rail cars have either two or three and cannot be converted. The AutoFlex offers superior security because of the removal of ladder access to the

rail car roof and upper decks. The ladder is accessible only when the end doors are open. The AutoFlex fea-

tured a new end-door design with ladders that allow for safer, more ergonomic access to the rail car interior. It provides increased service quality, thanks to its proven durable door edge system, improved tie-down chock systems and upgraded in-transit damage protection. The UPRR holds 15 patents related to the design and process that resulted in developing the AutoFlex. Union Pacific Railroad is the largest automotive carrier west of the Mississippi River and serves more than 40 distribution centers, according to Mark Davis, spokesman for the railroad. The company has the largest fleet of rail cars assigned to transporting vehicles in the industry. Along with transporting finished vehicles, Union Pacific handles the transportation of automotive parts headed for Mexico, the U.S. and Canada.

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Getting goods from here to there Rail car styles have grown and changed to meet varying customer needs By ANDREW BOTTRELL abottrell@nptelegraph.com

Boxcars are one of the oldest methods of carrying freight by rail. The basic boxcar is a large container car made of wood or steel with side-opening doors to load and unload goods. Boxcars have been in use since the beginning of rail transport in the early 1800s and is one of the most versatile ways to transport freight across the rails.

Intermodal containers When we picture a freight yard, we picture giant, colorful, intermodal containers being hauled from one place to another by huge cranes. The large containers allow freight companies, including the railroads, flexibility and ease when moving freight across the country, whether it is

traveling by sea or by rail. The containers are essentially large, steel boxes used to transport goods. They are flexible because they can be transported from the deck of a ship to a flat rail car or the flatbed of a truck for travel by rail or road. The containers originated in the 1950s and came in to common use in the 1970s. Today, the containers come in three sizes — 20 feet, 40 feet and 45 feet — and are used by every freight company.

Flatcars Flatcars are used to haul heavy, large loads that might not fit into typical boxcars or containers. They can also carry intermodal containers. The cars originated during World War II as equipment to build airplanes grew larger

Courtesy of Union Pacific Railroad

One benefit of using intermodal containers on railroad flatcars is the ability of shippers to use multiple modes of transportation. The large steel containers can go from the deck of a ship to a rail car and on to the flatbed of a semi truck if necessary.

and larger, and the government needed a method of transporting those items across the country. By the 1960s, the flatcars were in use by commercial railroad companies, and as the

intermodal container became more commonplace in the 1970s, so did the flatcars used to haul them. The decks of flat cars have been constructed from both steel and wood, and

several types of flatcars now exist, including bulkhead flatcars and centerbeam flat cars. Bulkhead flat cars are typically used to carry pipe, utility poles and lumber and

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have walls at each end to help secure the cargo. Centerbeam flatcars have a large I-beam down the center of the car and are used to tie up large loads of lumber or fence posts.

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Courtesy of the Union Pacific Railroad Museum

SUNDAY, MARCH 2, 2014

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Courtesy of the Union Pacific Railroad Museum

This is one of the early wooden boxcars that was used by the Union Pacific in The steel 1514-C Challenger boxcar was used by the Union Pacific near the 1898. turn of the century, circa 1940 to 1955.

Courtesy of the Union Pacific Railroad Museum

Union Pacific’s steel boxcars — this one circa 1970 — continued to evolve to Union Pacific boxcar No. 517580 hit the rails in 1978. Modifications continue meet the needs of the railroad’s customers. and new cars are added.

n UP's basic paint scheme for its diesel-electric locomotives is the oldest still in use by a major railroad. The primary color of the the locomotive body is painted Armour Yellow. A band of Signal Red divides the yellow

Andrew Bottrell / The North Platte Telegraph

The amazing thing about the intermodal containers is that what’s inside is always a mystery. The giant steel boxes can carry anything from shoes to furniture to computer hardware and much more.

from the light gray used for the upper body and roof. The trucks, underframe, fuel tanks and everything else beneath that line are also gray. Lettering and numbering are in red, with black outlines.

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Courtesy of Union Pacific Railroad

The dining cars in Union Pacific passenger trains usually had an up-scale feel, The “Colorado Eagle” dome diner was created in 1955. It can seat a total of 80 similar to one of today’s fine restaurants. people and has restrooms in the belly.

Passenger cars full of prestige Once a common way to travel cross country, Union Pacific ended its service in 1971 teristics marking an important period in American history. Catching sight of a U.S. presidents, Union Pacific Railroad senators and generals passenger car is a rare are just a few of the opportunity. dignitaries that have Once commonplace traveled in the cars along the tracks, the over the years. cars are now rolled out The oldest models only for special occain the fleet date back sions. to 1912, according to Each has characUPRR. By HEATHER JOHNSON hjohnson@nptelegraph.com

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Passenger service continued until 1971, when Amtrak took over.

traveled to U.S. political conventions.

Club lounge

The “Sun Valley” club lounge car was made in 1949 by Despite its name, American Car and Baggage the “North Platte” Foundry. In 1959, the business car is kept Not much is known about the early history in Houston, Texas. It’s barber shop and valet areas in the car were of the “Council Bluffs” a platform car with a converted into card kitchen, dining room baggage recreation rooms. and observation deck. car except that it was In 1989, the vehiThere are three bedoriginally built to cle was titled “Sun carry mail. The inside rooms. The main two Valley” in honor of is one large room void share a bathroom. the Sun Valley, IdaThe design and purof furnishings. ho, ski resort UPRR pose of the car changed established in 1936. It’s currently stamultiple times over the Currently, the car has tioned at Council years. It was created in a small sitting room Bluffs, Iowa, which 1926 as an observation at one end with seatby World War II had car and wasn’t convert- ing for 10 and a large become the largest ed into a business car mail transfer point conference table at the until 1945. in the nation. Mail other end with seating It was put into transfer remained an for 24. storage in 1990, but important aspect in The layout can be was out again by 1995. the community until reconfigured to inAt that point, it was the early 1970s. clude two round-top The “Council Bluffs” named “North Platte” tables, each of which car was converted into in honor of the homeseats four people, in town of Bailey Yard, a baggage recreation the sitting area. the largest railroad car in 2000. At that A bar then occupies classification yard in time, it became part the center of the car, the world. of a special train that and the larger lounge area can be set up for 33 passengers.

Business

Coach The “City of Salina” was built by American Car and Foundry in

1953 as a 44-seat coach No. 5486. It was named the “City of Salina” in 1992 after the first high-speed train set in the country. Powered by an internal combustion engine, the set consisted of a locomotive and mail car, a coach and another coach with buffet service. Passengers were able to eat in their seats, using trays that resembled those on airliners. The experimental train embarked on a nationwide tour in 1934, which included a stop at a Chicago Century of Progress exhibition. Put into service that fall, it traveled between Kansas City, Mo., and Salina, Kan. However, because it was considered experimental, the “City of Salina” quickly depreciated. The aluminum underbody deteriorated and the set was scrapped for war material in 1942. Please see PASSENGER CARS, Page D17

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Courtesy of Union Pacific Railroad

Power car “2066” has two Deutz diesels in one end and a control room. It also has a crew room with a private bathroom and a storage room with a walk-in refrigerator and freezer. The “Council Bluffs” baggage car consists of one large open room. It was part of a special train that traveled to U.S. political conventions. It was originally built to carry mail but was converted into a baggage recreation car in 2000.

Courtesy of Union Pacific Railroad

The “Walter Dean” dome lounge car offers great luxury. It is named after a longtime UPRR employee Walter Dean, who began working for the railroad in 1942 as a dining car waiter.

Courtesy of Union Pacific Railroad

Thick, Green Lawns... Begin with 20-4-4 This special, proven formula is made especially for this area’s soils. Contains slow release nitrogen for a long lasting feeding. Rich in iron and sulphur for deep green color. Courtesy of Union Pacific Railroad

The “Art Lockman” tool car started out as a baggage car in 1962 and was later converted. It’s basically a traveling machine shop.

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Courtesy of Union Pacific Railroad

The “Council Bluffs” baggage recreation car is one large room void of furnishings. Originally built to carry mail, the car was converted into a baggage car in 2000 and it became part of a special train that traveled to U.S. political conventions. The “Willie James” started out in 1949 as a 10-roomette, six-bedroom sleeper. It has since been rebuilt and is now is one of two stainless steel cars remaining in UPRR’s fleet. It is used as a command post for support staff for special train operations. Courtesy of Union Pacific Railroad Courtesy of Union Pacific Railroad

The “Walter Dean” is a dome car named after a longtime UPRR employee who served passengers Mickey Rooney, Judy Garland, Frank Sinatra and former U.S. President Harry Truman.

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PASSENGER CARS from Page D14

Concessions The “Reed Jackson” concession car was built in 1961 by the St. Louis Car Company. It started out as a railroad post office, then was converted into a tool car and later a kitchen car. It wasn’t until 1992, when it was included in the Heritage Passenger Fleet, that it became a concession car under the name, “Sherman Hill.” Sherman Hill in Wyoming was the highest point on the transcontinental railroad. In August 2009, the car’s title was changed to “Reed Jackson” in honor of a dedicated conductor who died without warning the same month.

Deluxe sleeper The “Omaha” deluxe sleeper got its start in 1949. Initially, it had four bedrooms and 12 private single compartments. In 1965, it was transformed into 11 bedrooms. Another remodel in 1974 changed the accommodations to the current eight bedrooms, each with a private restroom. The rooms share adjoining showers.

Diner The “City of Denver” car launched in 1959 as a lunch counter cafe and lounge. UPRR sold it to the

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new diesel-electric generators capable of providing electricity to an entire train. Each passenger car Golden Wool Company Power “207,” is connected to a power in 1972, then bought it “208,” “2066” car using a series of back in 1989 and turned The “2066” was used “jumper cables.” it into a dining car for storing postage. Power cars have named, “City of DenPower cars “207” and living quarters for an ver.” “208” were constructed electrician who moniIt has seating for Courtesy of Union Pacific Railroad in 1949 as combination tors the system, as well 36 people around six The “Reed Jackson” concession car began as a boiler, baggage and dor- as additional refrigerround-top tables. railroad post office, then was converted into a tool mitory cars. They were ators and freezers for car and later a kitchen car. It’s equipped with a pony eventually rebuilt as Dome coach commissary services. engine, fuel and water. steam generator dormiThe “Challenger,” Tools tory cars. made in 1958, was the The “Art Lockman” Initially, steam longtime UPRR employ- trains. last dome car ever tool car was created as locomotives supplied ee Walter Dean, who built. Challenger Inspection a baggage car in 1962. passenger cars with passenger trains burst began working for the It was one of the last the steam needed for The “Idaho” inspecrailroad in 1942 as a onto the railroad scene baggage cars purheat and hot water. tion car was created in dining car waiter. during the Depression chased by UPRR. That changed when 1949 as a 12-roomette, He was eventually as an attempt to enIt was converted into diesel locomotives were courage more people to bumped up to an atten- four-double bedroom a tool car for snowplow phased in. car. It was rebuilt by dant, responsible for travel by rail. service in 1973 and was Steam generators Pullman Standard in stocking and maintainThree meals were assigned to the Heriwere put in baggage ing a bar and providing 1965 as an 11-bedroom offered for less than $1 tage Passenger Fleet in sleeper and converted cars at the front of services to passengers per day. 1981. to an inspection car in trains. Locomotive such as Mickey Rooney, With the Challenger It carries tools, parts, 1980. auxiliary generators Judy Garland, Frank trains came the intromachines, lubricants Its theater-style seats provided 32-volts of Sinatra and U.S. Presiduction of registered and numerous othface a large window in electrical power to the dent Harry Truman. nurse stewardesses. er items necessary the back to allow for an passenger cars that The single women were Crew car/ for maintaining and unrestricted view of could be “stored” in supposed to provide repairing steam lococrew sleeper the tracks and surbatteries underneath first-aid to passengers motives. rounding right-of-way. each car. The “Willie James” and assist women with The car also has a Track inspection has As the need for elecstarted out in 1949 as small children and chillounge area, locker always been a priority tric power increased, a 10-roomette, six-beddren traveling alone. room and laundry for UPRR. steam generator cars room sleeper but was facilities. The “Idaho” evolved were equipped with Dome diner rebuilt over the years. It’s currently a The “Colorado Eagle” mechanical staff car dome diner was made with a lounge area and in 1955. Square tables dining room. on each end of the car It has a round table and in the dome can with seating for six, a seat a total of 80 people. kitchen, four bedrooms There is no kitchen. with private bathrooms Restrooms are in the and a public restroom. belly. It’s one of two stainDome lounge less steel cars remainThe “Walter Dean” ing in UPRR’s fleet. dome lounge car, built It’s used as a command in 1955, has seating for post for support staff a total of 42 people. for special train operaIt contains a small tions. room with a card table The car is typically and chairs and a bar. found toward the front of special passenger It’s named after from earlier models, which were open on the sides, with only a roof to shelter inspectors.

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