Service Interruptions

I normally do not report crossing collisions as they happen too often, but this one need to be reported. At 14:30 on September 8^th, train Z-LACSSP3-06 running at 70 MPH just east of Kiowa, KS hit a tractor-trailer with a flatbed carrying a John Deer Versatile Tractor. The lead unit climbed upon the flatbed and slid down the track some 2000 feet before stopping. The 2^nd & 3^rd units turned over to the north side of the tracks with the head 10 cars (23 car lengths) piling up behind them. The crew was shaken, but uninjured. Miraculously, the driver of the vehicle only sustained minor injuries. He was able to walk to the adjacent Kansas Highway 2 and flag someone down for help. Due to many of the trailers and containers having hazardous material in them, one nearby farm house was evacuated, but the occupants soon returned when BNSF decided that none of the hazardous material had been compromised. The single main track was blocked until 10:15 on the 9^th. Due to this, several trains were detoured via other lines. The Z-WSPNBY9-08, Z-NYCLAC9-08 & Z-WSPLAC9-08 were routed westbound from Kansas City to La Junta and via Raton pass. An eastbound light engine move also ran via Raton pass, the D-PHXCHI1-08. Running west to Hutchinson and then detouring via the UP to Vaughn, NM were trains P-CHILAC6-08, P-CHILAC2-08 & Q-NYCLAC3-08. Many trains ran via the Avard Gateway from Avard via Enid to Perry, OK then to Arkansas City and Augusta, KS. Eastbounds that used this route were the Z-LACWSP1-07, Z-LACNYC9-07, Z-NBYWSP1-07, Z-LACWSP2-07 & the rear of the derailed train, the Z-LACWSP3-06. Three westbound Z trains used this route as well, the Z-KCKLAC9-08, Z-WSPNBY8-08 & the Z-WSPPHX9-08. The total cost of the derailment to the BNSF not including the cost of detours was over $5.6 Million.

The previous day, the same Z train had been involved in an incident at Barstow, CA. At 05:15 on the 7^th, RCL job 405 using BNSF SD39 6213 sideswiped the Z train at lines 8, 9 & 10 derailing them and knocking two trailers off the cars and lodging the locomotive on top of one of the containers. The 6213 spilled over 300 gallons of diesel fuel and sustained side damage. The Z train was released and continued on east until it got to Kiowa where it hit the semi. The Barstow hum lost production of 400 cars due to the sideswipe. (See special trains below also)

At 09:10 on September 25^th, train Z-WSPNBY8-23 derailed the rear four cars (10 car lengths) with three of then cars on their sides at Allensworth, CA. The cause was not known at the time of the derailment. Also with this derailment, several of the trailers contained hazardous material, but none were compromised. Due to this incident, at least three Z trains detoured between Bakersfield and Fresno over the UP tracks. They were the Z-NBYWSP9-25, Z-NBYWSP8-25 & Z-WSPNBY9-23. Three other trains were reported to be detoured via the UP, but I have not found out which ones.

On September 11^th, train H-MODSEL1-11 reported stalling at the east end of the siding at Marcel on the UP Mojave sub (Tehachapi) due to locomotives overheating and the software cutting the Horsepower back. This was at 18:00 and the crew waited an hour for them to cool off. The train stalled again at Cable at 19:50 and the crew reported a locked axle indication on the second locomotive, the ATSF 645. The mechanical co-coordinator at Fort Worth and the Road Foreman of engines helped with the train and determined that all three lead locomotives had a slipped pinion gear. These were all Dash 9-44CWs, BNSF 4954, ATSF 645 & BNSF 745. The train departed Bakersfield with BNSF 4954, ATSF 645, BNSF 745, BNSF 2402, BNSF 2326, NREX 5073 & MRL 330 on the head end of the train with Dash 9-44CWs 4509, 4101 & 4782 cut in behind 71 cars as DP power. In addition the to three lead Dash 9s having problems, DP unit 4509 was isolated due to tripping the ground relay. This train had 92 loads and 10,753 tons trying to climb the 2.3% grade at Cable. BNSF added the BNSF 9270 and 4787 to the point for power from another train to get the disabled train to Barstow. The Santa Fe 645 & BNSF 745 had slipped pinions earlier this year as well.

September 7^th was a very rainy day for the Texas Panhandle. They need rain, so that was good. The bad part is that the heavy rains took out 1800 feet of the west end of the siding at Boden, TX on the Dalhart Sub (Ex BN line north of Amarillo). The good news was that the main line was not damaged and due to the directional running, the siding was not severely needed.

At 10:45 the morning of September 30^th, BNSF suffered a grain train derailment at Norman, OK. The G-HUTGAT9-29 with 111 loads derailed 32 cars with lines 24 –26 upright and lines 27 – 55 on their sides in the ditch. The single main track was out of service until 07:50 the morning of October 1^st. Due to this derailment, some interesting detours occurred. Two westbound trains detoured from Augusta, KS to Canyon, TX on the Transcon via Wellington to Amarillo, then south from Canyon to Lubbock and back east through Sweetwater and Temple. Train G-ANDCPS9-26 was the first detour. It had to pick up another locomotive in Wellington to make the steeper grade of Curtis Hill vs. running south on the Red Rock sub to Texas. It had BNSF 5314, 743, and 6352 arriving at Welling adding the 4560 as it departed with 105 loads and 14063 tons. The second train to use this panhandle Sub was the V-KCKPEA1-30 train running with BNSF 582 & 3011 with 35 loads and only 2694 tons. Train Z-ALTWSP9-01 was detoured via the ex SLSF line to Madill, Ok, Tulsa and on to Kansas City. In addition to get the Oklahoma City UPS business moved, BNSF originated a Z-OKCWSP9-01 train. BNSF SD40-2 6339 lead 15 cars north out of Oklahoma City’s Flynn Yard early on the 1^st. The southbound Heartland Flyer had already passed the location ahead of the derailment. Sue to the track being closed, the northbound 822 train was annulled at Fort Worth which meant that the equipment was not available to run the southbound 821 on October 1^st from Oklahoma City either. It ran out of Fort Worth on October 1^st only.

Power Notes

Warbonnet Watch

A few actual 3 unit consist of Warbonnets appeared this month. Train M-BARKCK1-14 was seen arriving at Clovis with BNSF Dash 9-44CW 4705, followed by ATSF Dash 9-44CWs 640 & 687.

On September 24^th, train S-LPCLBT1-22 was seen in Amarillo, TX with ATSF Dash 9-44CW 677 leading BNSF Dash 8-40BW 543 & BNSF Dash 9-44CW 777.

On September 27^th, train S-LHALPC1-25 arrived at Wellington, KS with ATSF Dash 9-44CW 620 leading BNSF Dash 9-44CW 786 & ATSF Dash 8-40CW 938 towards Logistics Park.

In addition to those two three unit sets, there were many two unit sets roaming the system. On September 10^th train B-SBDWSP1-07 was seen at Hutchinson, KS with BNSF GP60M 156 & Dash 8-40BW 549 for power. On September 25^th, train V-KCKPHX8-24 was seen at Lora, TX with BNSF Dash 8-40CWS 869 & 871 for sole power. ATSF 925 & 942 made several trips together during September including a trip with some other BNSF Heritage units to Columbus, OH on the NS. They returned from the NS as just the two ATSF units only for power for train S-NSIFTM1-12. On September 28^th train Z-WSPLAC4-27 was seen crossing Kansas with only a pair of ATSF Dash 9-44CWs. The train had ATSF 682 & 637 for power.

There are very few pure ATSF units left on the BNSF. The only GP60M left that is pure ATSF is the 135. There is a trio of Dash 8-40BWs, the 561, 571 & 576. So far, only 14 of the 100 original ATSF Dash 9-44CWs in the 600 class have been lettered or painted. The Dash 8-40CWs from 800 – 926 have all been re-lettered or repainted plus the 941 & 946. This leaves only the 927 – 940, 942 – 945, & 947 – 951 (20 units) as pure ATSF. Other than a trio of GP7s out of service in Washington and one GP9 leased to the Stockton Intermodal facility, the rest are lettered or painted for BNSF.

Foreign Power

KCS AC4400CW #2000 painted with the NAFTA Roads scheme has been roaming the BNSF for quite a while. I was seen departing Clovis, NM on September 8^th leading train Q-SBDAUG6-07 towards Austell, GA with the BNSF 900 (Red & Silver) and BNSF 4694 trailing it. The big GE came to BNSF in mid August on a cola empty from KCS at Kansas City then made a couple of trips to the Powder River Basin. It has been on a M-SUPNTW train out of Superior, Wisconsin to Northtown, MN and then ran to Wilmar, MN where it was on a M-WLMKCK train to Kansas City. From there it went into intermodal service and ran on a Z-KCKSBD train to California. In early September, it was heading for Georgia.

Other KCS power trains included the U-PUEKCK1-01 departing Pueblo, CO on October 1^st with only KCS 2006 for power on 25 loads of rail for Kansas City. This was a BNSF welded rail train restricted to 35 MPH. Not only has KCS power been seen on the Transcon, but several TFM unit have as well. Probably the most interesting was the TFM Super 7 2387 that has been used on a work train at Canadian, TX. The 2387 was moving concrete tie cars on September 30^th by itself as BNSF train W-CDACDA3-30 just west of Canadian on the new track that was not yet in service.

Several SOO Line units have graced the former ATSF Transcon again this month. Train P-CHILAC2-27 was seen at Wellington, KS on September 28^th with BNSF 5471 leading Red SOO SD60M 6060 and White SD60 6011 with BNSF SD40-2 7324 trailing the consist. On September 14^th, train V-MCISBD7-13 was seen at Pampa, TX with BNSF SD40-2 6778 leading SOO SD60 6044. On September 7^th, train V-MCISBD7-06 had a pair of white SOO SD60s, the 6025 & 6002 for solo power.

UP power has also been seen quite frequently on the BNSF Transcon. Some of it is the newest UP power on the system. On September 7^th, the BNSF ran train Z-WSPLAC4-06 through Wellington, KS with BNSF Dash 9-44CWs 5475, 5365, UP SD70M 3936 and BNSF Dash 9-44CW 719 for power. On September 25^th at Codman, TX, train G-SJOCLO9-22 (St. Joseph, MO to Clovis, NM) was seen with UP AC4400CW 7249 leading BNSF Dash 9-44CW 1005, SD40-2 7335 & Dash 9-44CW 788. The 1005 & 7249 lead empties back to St. Joe on the 30^th of September. Also on September 30^th, train Z-WSPSBD9-30 was seen at Carrollton, MO with BNSF Dash 9-44CW 5265, UP AC4400Cw 7116 and BNSF Dash 8-40CW 825. On October 2^nd, train Q-OIGCHI1-26 was seen leaving Clovis, NM with BNSF Dash 9-44CW 4350 leading UP Dash 8-40C 9323 & SD70M 4205. Several SP AC4400CWs have been seen running loose on BNSF trains as well across the Transcon.

Unusual consists and dinosaurs

One of the most unusual consists to see service on the Transcon was on a Z-KCKWSP9-09 train departing Kansas City on the 9^th of September. The train had BNSF Dash 9-44CW 4496 leading SD40-2 6871, GP7 1375, GP9 1667 and GP60 8702. The 1375 was the engine last month that started the fires at Ottawa, KS while on the Road Railer train from Kansas City to Fort Worth.

Train P-CHISBD6-02 was seen passing Williamsfield, IL on October 2^nd with a trio of GP50s. BNSF 3127, 3178 & 3119 were the honorees for the train with the 3178 being an ex ATSF in blue & yellow and the other two in green and white. Another set of GP50s was seen on October 3^rd departing Fort Madison, IA. Train S-LPCLBT1-02 had green 3140 & 3152 followed by Heritage 3199. Since BNSF can still run GP50s on intermodal trains, why not run a set of GP60s. Train S-LPCLBT1-29 was seen departing Baring, MO with Ex ATSF GP60s 8730, 8732 & 8724 for power. All are still in Blue and yellow.

Train M-WLMBAR2-38 was seen departing Lincoln, NE on October 2^nd with several SD9s in the consist. In fact, it was almost an all SD9 train. It had SD40-2 7847 leading SD9s 6153, 6110, 6107 & 6192 with 63 loads, 6 empties and 7820 tons. Another BNSF SD9 was out of its usual element when seen in Amarillo, TX on September 13^th. Train H-AMAPTR1-13 was leaving Amarillo with BNSF 721 leading BNSF SD9 6119, NREX SD50 5477 (Ex CR) and BNSF 4725.

Former ATSF SD45-2s still can be found on good trains across the BNSF system. Seen departing Mulvane, KS on September 25^th was train S-CHIWAT7-24 with BNSF SD45-2 6512, SD40-2 7035 and SD45-2 6485 for power.

New & Lease Power

More new Dash 9-44CWs are showing up on the BNSF. Someone at BNSF finally realized that the cost of letting the new Dash 9s sit at Erie while leasing other power was not an economical move and decided to move up the delivery of the newest Dash 9s from January 2004 to start in late September. Some of the first new engines were sent west from Kansas City on train H-KCKBAR9-29 departing there the morning of the 29^th. The train departed Kansas City with BNSF 4029, 4036 & 4013 up front with the 4414 & 4041 on the rear as DP units. There were 92 loads weighing 11,168 tons in between the two sets of power. Two other trains with new Dash 9s were seen crossing Illinois on October 2^nd. Train Z-WSPSTO9-02 was at Streator with brand new Dash 9s 4038, 4031 & 4023 for power. Train Z-WSPSBD1-02 was at Williamsfield with BNSF 4069, 4033, 4018 and 871 for power. Also being delivered in early October are the first of the newest AC4400CWs with the 12-cylinder GEVO engine from GE. They are numbered in the 5718 class with the first seven heading for BNSF on September 30^th for October delivery. Locomotives 5718 – 5724 were shipped form GE and are expected to arrive on BNSF in Cicero, IL the first couple of days in October.

Also last month I incorrectly identified a locomotive. GECX 6001 made a couple of test runs on BNSF and I called it a Dash 9-60CW. It is actually an AC6000CW. It is a 6000 horsepower AC locomotive, but GE had reduced the horsepower to only 4390 for the test runs on the BNSF.

The above-mentioned Dash 9s will end some of the short-term leases that BNSF has had with the NREX SD50s and SD40-2s recently. I mentioned last month about the 9 ex QNS&L SD40-2s that BNSF was leasing from NREX. Those 9 engines along with ex DRGW 5398 also lettered for NREX have been leased to use exclusively in Northern California. All 10 engines are in their former owners colors. The Ex DRGW unit is a tunnel motor of course, as DRGW did not have any straight SD40-2s.

Power Moves

BNSF is still shuttling power to the new unit train loading facility at Shattuck, OK. In late August, BNSF GP39-2 2779 was replaced by GP50 3166, which was also replaced in late September by GP50 3123. Ironically, the Johnston’s Elevator has already gotten their new power but has not been using it yet. They have a GP38 and slug now for power delivered by BNSF train M-KCKPHX1-09 on September 10^th. The GP38 and slug are lettered for MPRX and numbered 2810 and 2238 respectively. The GP38 is an original Southern engine with the high hood and dynamics removed. The slug was originally ATSF 120 and has been on the Texas & New Mexico and North Carolina and Virginia prior to coming to Shattuck.

The FURX SD40-2s 3050 & 3051 that BNSF moved from the Panhandle Northern at Panhandle, TX to Kansas City for lease by BNSF, were rejected by them for lease power. The two green & silver ex CP SD40-2s moved to Kansas City on September 6^th on train M-AMSKCK1-05.

The glut continues. BNSF is moving more ex BN C30-7s to Houston to be exported to Brazil. At Silvis, IL on August 26^th, BNSF inspected the following ex BN units now lettered as ATGX: The 5541, 5550, 5526, 5000 & 5522. On the 29^th, the ATGX 5535, 5542, 5546, 5562 & 5513 were inspected at Silvis and allowed to move to Houston. On August 30^th the BN 5546 moved from Silvis towards Tulsa. Also, BN 5000, 5550 & BNSF 5562 moved to Tulsa, although I am not sure if they came from Silvis or not. The units migrated to Tulsa on M-GALTUL trains and then departed Tulsa on train M-TULPTR1-07 heading for Houston. The train had the BNSF 7800 & 7032 leading for power followed by a few loaded cars then starting at line 12, BN 5546, ATGX 5542, ATGX 5535, ATGX 5513, BNSF 5562, ATGX 5522, BN 5550, ATGX 5541, ATGX 5526 & BN 5000. That train was switched at Oklahoma City and the mess of former BN units departed there on train M-TULPTR1-08 with BNSF 1000 and FURX 8102 doing the honors. The 10 Ex BN units were following 5 loaded cars out of Oklahoma City. Some of these were listed last month as moving to St. Louis from Silvis and were billed to Gulf Stream Marine at Houston on August 8^th.

Also mentioned last month were the former ATSF SD45s still stored at Northtown and Galesburg. Train M-GALMAD1-08 (Galesburg to Madison, IL) Arrived in Madison with the following SD45s in the consist tucked in behind the power of a pair of Ex ATSF GP60s, the 8737 & 8735: BNSF 6414, 6408, 6415 & 6404. All were billed to National Railway Equipment at Mt. Vernon, IL.

Traffic

BNSF has added some traffic to the former ATSF Northern Route this month. Last month, I reported that the Z-NBYWSP train no longer originates at North Bay (Richmond, CA) on Monday, so a Z-BELWSP train originates at Belen on Tuesday to handle the Albuquerque UPS traffic. Effective on September 21^st, that train was abolished from the schedule and a Z-ABQWSP9 was added with a Tuesday only departure running via Raton Pass. The train is to depart Albuquerque at 07:00 on Tuesday and passes Raton at 12:45. It arrives in Kansas City at 03:20 Wednesday morning and is due at Willow Springs at 13:25 on Wednesday. This train does not always run to Willow Springs as if it makes a good connection at Kansas City with the Z-NBYWSP8, it can be combined there. Since the Transcon traffic gets heavy on weekends, the hot Z-NBYWSP9 has also been routed via Raton Pass with the Thursday & Friday departures. The train departs Albuquerque at 10:21 on Friday & Saturday passing Raton at 15:55 and arriving at Willow Springs at 14:00 on Saturday & Sunday.

BNSF also schedules a M-PUEKCK train to depart Pueblo on Tuesday, Thursday & Saturday. It is due out of Pueblo at 21:00 and arrives in Kansas City at 16:20 the next afternoon. It is scheduled to set out and pick up at La Junta, Pick Up at Dodge City and set out and Pick up at Newton. There is a M-KCKPUE on the Transportation Service plan, but it has no days of operation yet. These changes are effective on September 24^th.

Effective on August 15^th was the new S-LHTCHI7 symbol originating at the TICTF terminal of Los Angeles Harbor at 21:30 on Wednesdays. It is due at Chicago at 00:30 on Sunday Morning. The train is scheduled to handle auto parts moved by NYK Container Lines. It also sets out at Kansas City and Logistics Park. Train S-LPCLBT is a new symbol starting on August 22^nd. It departs Chicago land on Monday, Thursday & Saturday. It is scheduled out of Chicago at 21:00 with a stop in Logistics Park from 23:00 to 01:00. It is due at Long Beach Pier T at 21:15 on Thursday, Sunday, & Tuesday. It also includes Los Angeles Double Stacks in the train.

Last Month I mentioned that BNSF ran another Unit Ethanol train. They have been running about once per week during September from both Rock Island, IL and Wilmar, MN. While there are no days of operations scheduled for them, they have become regular trains with the symbols of G-RCIWAT7 and G-WLMWAT7. Eastbound, the symbols are X-WATRCI7 and X-WATWLM7.

The new grain facility at Ransom, IL got the first set of empties in on September 29^th with the loaded train heading for Summerfield, TX on October 2^nd as train G- RNMSUM9-02.

A rather unusual train was seen passing through Augusta, KS on September 27^th. Train U-TPLSEM1-26 was seen with BNSF SD40-2 6794, Dash 9-44CW 4867, CSX 8030 & NS 6680 pulling 72 empty open hoppers mostly lettered for BN. The train was the returning empty coal train from Mexico that gets coal out of Canada. It was going to Steelton, MN instead of back to Canada where it was loaded with Iron ore on the DM&IR and moved to Fairfield, AL as train U-SEMBIR1-02.

Special Trains

The UP ran a wind train across the BNSF on September 9^th. Seen in Amarillo, TX at 04:00 was train S-HOGY1-07 from Houston to Glenco, WY moving as BNSF train F-SHOGY1-07. The train had UP SD70Ms 4134 & 4976 with 47 cars moving along the Dalhart Sub. The train was loaded with blades, hubs and generator housings for several of the wind turbines. The blades were being shipped in special containers with two blades end to end spanning more than the length of an 89’ flat car. On the rear of the train was a caboose, KPL #74. The components are arriving from overseas and loaded onto flat cars at Houston for movement to the wind farms. UP is supposed to operate several of these trains. Another train was seen crossing Arkansas later in September.

The Heartland Flyer is making an extended run on Friday, October 10^th. It will be making an extended run from Fort Worth to Dallas to take passengers to the OU/Texas football game at Dallas. The train will depart at the regular time at Oklahoma City and will arrive in Fort Worth at the regular time. It will make a 10 minute stop in Fort Worth and then run to Downtown Dallas with a 15:20 arrival time. The train will depart Dallas at 15:40 and return to Fort Worth at 17:00 for the scheduled departure at 18:00 back to Oklahoma City. The same schedule will be used on Sunday, October 12^th for those wishing to return to Oklahoma City or any other station along the Flyer route.

BNSF moved a combination hospital train and wide load special on September 23^rd. BNSF 6867 departed Woodward, OK on the 23^rd with four XTTX flat cars loaded with large metal tanks headed for Breckinridge, MI. The cars had to have idler flats between them as the tanks were so long they hung over the ends of the flat cars. Train D-WDWKCK1-23M then picked up the damaged engines from the Kiowa derailment and headed for Kansas City. The 4629, 856 & 5354 were the trio of damaged units picked up at Kiowa as the wide load special turned into the combination train.

Track

BNSF has added some speed to the Heartland Flyer allowing it to depart Oklahoma City later and still arrive in Fort Worth on time. The speed for passenger trains on the Red Rock and Fort Worth Subs has been 60 MPH since Amtrak left the line back in 1979. On September 29^th the Red Rock Sub had a change to allow trains to operate up to 79 MPH in certain places, and increased speeds in others. The 60 MP speed limit was allowed form MP 387.4 (between Burnett and GM crossovers in Oklahoma City) to MP 411.3X at Gainesville. Effective the 29^th, that was changed to read passenger trains were allowed to run at 79 MP between MP 388.4 and MP 411.3X. There are several speed restrictions along the way though. They include a 70 MPH from 407.2 to 412.5 from Noble to Purcell; a 55 MPH from 415.8 to 503.0 (Purcell to Paoli); 496.5 to 494.2 is 50 MPH through Paul’s Valley; a 60 MPH from 476.3 to 473.7 and a 65 from 473.7 to 467.7 (south of Davis to south of Dougherty); From 467.7 to 466.4 is a 60 MPH through the Dolese Crusher area and a 70 MPH from MP 453.2 to 451.3 between Ardmore and Gene Autry. Also a 60 MPH is still in effect from 417.7X to 412.4X just north of Gainesville. Many other 40 and 50 MPH speed restrictions have been lifted including the 40 MPH over the crossings at Norman and the crossings at Wynnewood. This speed increase does not include the Fort Worth sub south of Gainesville, TX at the present time. That track is still considered 60 MPH for passenger trains.

The Panhandle Sub expansion is coming along nicely. As of September 10^th, all of the track was in place between Coburn at MP 438.2 and Clear Creek at MP 449 with the exception of the turnouts for the double crossovers east of Clear Creek at MP 447. All of the track had some ballast and much of it was already tamped. It could be ready for service by mid October. West of Canadian, the new main track was completely laid out between Canadian at MP 458 and Lora at MP 470. Two sets of crossovers need to be finished and the track has to be ballasted and tamped. Both new portions of track are to be in service by November 15^th. Work on the bridge over the Canadian river between Canadian and Clear Creek has started as of September 22^nd. Dirt work has been in process for over two weeks at West Clear Creek. There is a 50 MPH curve there that will be relaxed to allow higher speeds for trains on both tracks. This will require two new bridges over US 60 at this location and the dismantling of the old one.

September 22^nd was the day that work began on the second main track west of Curtis, OK. One of the work crews began clearing brush west of Curtis for the second main track to be added to the north of the existing track. Dirt work began later in the same week starting with new roadbed at Curtis and working west to Woodward. At Woodward, four gondolas of steel have been unloaded for the trio of bridges between Woodward and Mooreland. One of the bridges crosses the North Canadian River while the other two are just lowlands that are associated with the river. All three are long bridges.

The UP is getting ready to do another track project on the Enid sub. Used welded rail is on the ground along with tie plates from El Reno, OK north to at least Kingfisher, OK. This project will continue on towards Wichita in the future. The UP had placed several miles of used welded rail on the old Rock Island in the past mostly on curves and where the track had deteriorated to a point that it was no longer usable. The first used welded rail that was placed on this north-south ex Rock Island line came from the pulled up former MP line east of El Dorado, KS to Yates Center, KS.

Other UP track works is going on at Haysville, KS just south of Wichita. Part of the Wichita rail corridor project is to raise the UP over two streets in Haysville. In order to do that, the UP is building a shoo-fly around the present track by running down the west side of the present track. This effectively cuts the city of Haysville in half. In order to keep the city safe, a second fire station has been opened on the east side of the tracks to protect the east half of Haysville.

The Wichita Eagle is reporting that the BNSF and K&O are working on a deal to eliminate some more slow track through Wichita. The article says that if the agreement with the two railroads and the city of Wichita is made, the K&O will abandon the former MP track from Newman, University just south of US 54 along Kansas Highway 42 to the city of Maize. If this happens, then the K&O would serve all customers from Maize to Hutchinson via the Hutchinson end. There is a sand dealer in Maize, and elevators in Colwich, Andale, Mt. Hope, Haven & Yoder. Also the ethanol plant just east of Colwich ships tank cars about every day. Any of this traffic that would have to move back to Wichita to go south on either the BNSF or UP would have to go to Hutchinson first, then the K&O would use trackage rights over the BNSF from Hutchinson to Newton to Wichita. The city of Wichita wants to get rid of the railroad tracks through northwest Wichita that the K&O uses twice daily. They run at 10 MPH and block several busy intersections with trains of up to 100 cars. The tracks also run near the Sedgwick County Zoo and under I-235. This would allow the city to rebuild the interchange with the Interstate and Zoo Blvd. In order to get the railroads to allow this, the city must also build an overpass or underpass at the BNSF tracks at 29^th street. The street cuts right through the middle of the former ATSF yards. If trains are too long for the yards to be on one side of the crossing, the carmen use extension air hoses to run the air on the cuts of cars to be picked up. Trains also block 29^th street when picking up or setting out. All of this would be in addition to the Central Rail corridor project that BNSF & UP are taking on to raise the tracks above street level through part of Wichita that is not already above street level. The Central Rail Corridor Project is already costing the city of Wichita about $15 Million of the total $98 Million to raise the railroad over Central, Murdock & 13^th street as well as close some other crossings and rebuild the 1^st & 2^nd street bridges. Another bridge over or under the former ATSF yard would also be very expensive as the railroad has 14 tracks at that location, plus Broadway street is adjacent to the yards and would have to be dealt with.