Santa Fe News
BNSF
and other Railroads
October & November 2003
At 03:00 on the 9th of October, train P-RICBIR1-04 was instructed to shove their train into 8 track at Yale, TN (West of Memphis), but for some reason shoved their train into 4 track that was out of service. The incident derailed two cars, (4 car lengths) with one three pack on its side and allowed it to hit cars on another track. While this did not damage the main track, it did delay trains on the main line in and out of Memphis due to not being able to set out and pick up at Yale.
At 14:30 on October 9th, BNSF train M-TULBAR1-09 struck a Little Giant Crane on the tracks operating at MP 490.65 in downtown Morrison, OK on the Avard Sub. The crane was over a mile out of his TWC limits when struck by the train moving nearly at track speed of 49 MPH. The two crane operators jumped prior to impact and were not injured. The engineer and conductor were taken to a nearby hospital for cuts and bruises. The crane was pulling two gondolas at the time of impact. They were knocked loose and traveled approximately 1500 feet before stopping. The reason for the injury to the train crew was that the boom of the crane hit the front door of the lead locomotive exactly in the middle causing it to cave in and letting the boom push up through the cab and into the electrical cabinet in the back of the cab. Fortunately, the crew stayed in their seats and were not seriously injured. Had they dove to the floor; they would have been hit by the boom coming through the cab doors. The lead locomotive was three-day-old 4060. It sustained approximately $75,000 damage. This also damaged the main track by turning over some rail. The main track was returned to service at 00:01 on the 10th. Some trains were operated through a siding around the damaged crane and locomotive.
As the Avard sub was starting to get back to normal, another incident occurred causing it to be blocked. At 08:15 at Mannford, OK, the H-BARTUL was slowly pulling through the siding in heavy fog. Two separate vehicles hit the side of the train at the Highway 48 crossing which is equipped with flashers and bells, but no gates (from what I understand). One vehicle carried a lone occupant in a small auto that was taken to the hospital with unknown injuries. The second vehicle was a small box, delivery truck that the lone occupant was a fatality. The train crew was unaware of the collisions until the dispatcher who had been notified by local authorities notified them. There was no damage to the BNSF train and only a slightly wide gauge in the track at the crossing.
At 02:30 the morning of October 14th, the east end lead job in the former ATSF yards at Amarillo suffered a collision with another train. BNSF GP7 3830 & Slug 3959 operating in Remote Control mode hit the side of the power on train M-BELALT1-12 that was sitting on the lead track. MRL 232 was the unit that was hit by the yard job and it sustained a ruptured fuel tank. One hazardous tank car was also involved that sustained damage, but it was not compromised. The cause of the incident as with almost all remote control incidents is that there was no one on the leading end of the movement when it happened. The 3830 was sent to Topeka for repairs. BNSF GP7 3835 was damaged in Amarillo nearly a year ago in a remote control incident where no one was on the leading end of a shove move. The 3835 had the cab ripped open and will most likely not see service on BNSF again. The 3830 should be repaired and returned to Amarillo soon.
At 02:50 on the morning of October 27th train S-LPCLBT1-26 was entering the siding at Hazelton, KS with 69 cars and two engines. Lines 24 – 29 (rear 5 cars of the train) derailed at the elevator track switch due to a connecting pin not being installed properly and letting the switch points gap. All cars were articulated cars with empty trailers except for one containing FAK for Long Beach. No hazardous material was involved. The main track was blocked with the derailed cars, but otherwise unaffected. The cars were moved off the main track and it was opened at 07:10 on the 27th. The siding was out of service until late on the 28th since a track window was going to be in place on the 28th already.
BNSF and UP have both been suffering due to the Southern California fires. Many acres have burnt off near the two railroads in Cajon Pass. While not much actual damage has occurred to the railroads, traffic has been halted in many cases. One such case was on October 26th at 04:15 in the morning. All train operations were suspended between San Bernardino and Lugo, CA (29 miles) due to wild fires in Waterman Canyon and fires approaching Verdemont and Keenbrook. Traffic was released at 20:30 that evening with a total of 35 eastbound trains and 24 westbound trains delayed including some UP trains on the BNSF. Due to this delay, Amtrak train #3 & 4 were detoured. Train #3 was stopped at Victorville while Amtrak thought BNSF might let it go on to Los Angeles. Instead they tried to use busses to get the passengers off of the train and to LA, but that was not going to happen, as the busses could not get through the smoke and ash either. Finally Amtrak made medicine with BNSF and UP allowing the train to return to Barstow. The power was ran around the train and the train headed back down the hill to Barstow where it then headed north to Mojave and then back southwest to LA via the ex SP line through Saugus. Train #4 took the reverse route to reach Barstow.
At least three BNSF employees had lost their homes as of October 26th. Many others have had a hard time getting to work due to the fires causing smoke and debris on roadways. Those employees that have lost homes are being put up in the La Quinta Inn or Radison Inn in San Bernardino at the expense of the BNSF. The tracks are also impacted with low visibility due to the smoke and ash falling across the tracks. BNSF is also parking many of the manifest trains heading for Barstow when they leave Kansas City. They get parked at Emporia or Ottawa until Barstow yard can handle the traffic. Too much smoke and trains parked at Barstow and on the Needles sub to accommodate some of this traffic.
The UP routed train Z-GSAP-26 from San Pedro to Chicago via the Sunset/Golden State Route then used the former ATSF lines from Hutchinson to Chicago due to fires on Cajon Pass. Later, the UP routed the Z-IMLB-30 train over the BNSF from Chicago to Hutchinson then via the Golden State and into Southern California via the old SP line avoiding some of the fires in the Cajon Pass area also. On October 31st, UP train Z-LAG1-28 was routed via the former ATSF from Hutchinson to Chicago again avoiding fires on Cajon pass. This train had 3 engines and 109 cars at 7151 feet with only 2.0 horsepower per ton making it not exactly the Pride of the UP while on BNSF.
On
October 7th, the people of Perham, MN had a rude shock as many of
them were going to work in the downtown area at 08:20.
Train M-DILNTW traveling east on Main 2 derailed line 23, an empty SSAM
boxcar. The empty traveled about
400 feet down Main Street that runs parallel to the BNSF main line, and then it
ran into a private warehouse. The
car ruptured a natural gas line in the warehouse forcing the evacuation of over
100 people from 4 nearby businesses. At
09:10, local fire department stopped the gas leak and allowed everyone back into
their businesses. Main 1 was not
affected by the incident and there were no injuries.
The cause of the derailment was s cross key fell out of a drawbar
allowing the drawbar to fall out of the car letting the train go into emergency.
When the rear of the train hit the SSAM boxcar, it derailed and
catapulted out of the train onto the city street.
Main 2 was returned to service at 17:30 the same evening.
Warbonnet Watch
I have
only one trio of Warbonnets this month. That
was on train Q-SBDCHI2-28 seen at Amarillo, TX.
The power was ATSF 669, ATSF 676 & BNSF 681.
Since BNSF is painting the Superfleet, less and less there are three sets of Warbonnets together. What has been amazing is that some of the older units are still running in pairs or sets and some are the only power on trains. SD45-2s have been seen on the main line trains quite frequently even though many have already been sold or scrapped. On October 12th, train B-PTLWAT2-08 was seen at Amarillo, TX with SD45-2s 6493 & 6507 coming off of the Boise City sub and heading west on the Transcon for Clovis. The train was a rolling storage train from Portland, OR to Watson, CA running via Pasco, WA, Denver, CO and Amarillo, TX to reach the port at Watson.
Seen departing Fort Worth on October 5th, was train S-ALTWAT1-05 with paired and sequentially numbered SD45-2s, 6496 & 6495. The train had 49 loads. On October 9th, BNSF 6457 was a solo locomotive on empty grain train X-SMRRCI5-09 as it departed Amarillo, TX.
While those SD45-2s were leading train on the BNSF, four of the former ATSF SD45-2s were heading for Brazil. BNSF had sold BNSF 6456, 6459, 6467 and 6494 to National Railway back in May of 2003. They were moved to Paducah, KY then on September 23rd, they were sent back to BNSF for movement to Houston. They ran from St. Louis to Tulsa on the M-STLTUL1-08 and then from Tulsa to Houston on train M-TULPTR1-11 arriving at Houston on the 13th of October.
On occasion, some things just don’t make sense with lease power. Such as the former BN SD40-2s being sent back after the lease on the them expired and First Union Rail picking them up, lettering the FURX, then leasing them to BNSF. Of course, many of them that came back to BNSF are on short term lease instead of a long term lease like BNSF did have. Now BNSF has some former ATSF units leased from National Railway. Those include SD45s 6403, 6404, 6408, 6410 & 6415, and SD45-2 6462. Former SP units are also in the current NREX lease fleet to BNSF. They include SD40 7376, SD40T-2 8315, SD40T-2 8543 & SD45T-2 9323 along with former DRGW (last owned by UP) SD40T-2 5398. Those 9 ex QNS&L SD40-s were assigned to the BNSF in Northern California, but are beginning to show up in other places. At least three of them had failures of some sort and went back to Galesburg for repairs by NREX. The 227 was seen in Woodward, OK on a rail train with BNSF GP40X 3032. The 263 has been in Birmingham, AL on the H-BIRKCK train.
BNSF got the first of the new 12 cylinder GEVO locomotives from GE in early October. They are AC4400CWs with the new Tier 0 emissions diesel engines. The new engines that were delivered to BNSF are numbered 5718 – 5724. All 7 of these engines experienced a failed slip ring on the alternator and were sent to Boise, ID for repairs. This came to light when train H-PASGAL1-08 reported that as they arrived at Spokane on the 8th of October at 18:30, they had problems with the locomotives. The consist of the train was 5719, 5720, 5721, & 5722. All four units were shut down and new power was added to the train in the form of BNSF SD40-2 6726, MRL 382 & BNSF 2702. The 6726 then experienced a problem with the sanders and the MRL 382 was already dead which delayed the train for an additional 5 hours until repairs could be made to the 6726. FURX 8127 was also added to the train. The Four new AC4400s were taken to Havre for inspection. As of November 4th, they are still at Boise for repairs.
As
mentioned last month, BNSF got 65 of the new Dash 9-44CWs that were slated for
delivery in January 2004 early. Delivered
in September & October were these following locomotives:
4002, 4004, 4005, 4006, 4008 – 4041, 4046, 4047, 4053 – 4055, 4057,
4059 – 4064, 4069, 4072, 4073, 4075 – 4080, 4085 – 4087, 4089, 4093 –
4095. The 4060 suffered a collision
after only three days on the railroad as noted in the Service Interruptions
section.
With over 1300 Heritage painted Dash 9-44CWs on BNSF it is rare to see a train without at least one of them except for a few locals or work trains. There are of course exceptions to this, but having four or five units on a train and not having at least one Dash 9 is really rare on the Transcon main line trains. Here are a few exceptions that are notable though.
Train M-KCKAMS1-18 was seen at Pampa, TX with several small EMDs on October 19th. BNSF GP39-2 2785 was the leader with BNSF GP38 2105, NS SD40-2 3221, BNSF GP38-2 2296, & BNSF GP39E 2933.
Train P-CHIRIC6-15 was seen at Canadian, TX on October 16th with 5 units none of which were Dash 9s. They were BNSF 6772, 6800, 7065, NREX 5061, & BNSF 6375. That makes four SD40-2s and one SD50 on this intermodal train. Another intermodal train with unusual power was seen at Kansas City was the P-CHILAC6-xx with MRL SD45 355, MRL SD45-2 310, FURX SD40-2 7264 (Ex BN), BNSF Dash 8-40BW 568 & BNSF SD40-2 7861. Train M-BARKCK1-10 was seen departing Amarillo, TX the night of October 11th with a rather unusual set of power. It had CSXT AC4400CW #1, named the Spirit of West Virginia in the lead with CSXT SD80MAC 809 (ex CR), BNSF SD75I 8289, CN SD40-2W 5269 & BNSF SD75I 8297 for power.
Another odd set of power seen at Wellington, KS on October 6th was train M-BARKCK1-04 that had 7 locomotives that had 7 different paint schemes from 6 different owners and representing 3 different countries! Power for this train was BNSF 4581, MRL 251, TFM 2362, BNSF 7855, GCFX 6061, CSXT 8043 & CN 2601. (Heritage 2 Dash 9-44CW / blue SD40-2XR / C30-Super 7 in TFM two-tone blue / SD40-2 in BN green & white / SD40-2 in Alstom gray with orange lettering / SD40-2 in regular CSX gray & yellow with white roof / Red & black Dash 9-44CW).
On November 3rd, BNSF train V-KCKGAL1-03 departed Kansas City with BNSF 1536, 6123 & 2611. This was a GP28M, SD9 and GP35. Unusual for the Transcon. Another set of power seen on the BNSF in Missouri, but not exactly a BNSF train was at Hardin, MO on October 30th. NS Train 239D3-30 was westbound on the joint BNSF / NS track with WC SD40 6001 leading DW&P SD40 5911. The WC unit was an ex Algoma Central unit. Both are now CN units.
One of only a handful of C&NW unit operated across the ATSF main line on November 1st. Train Z-WSPNBY9-31 departed Chicago late on the 31st with BNSF 4829, 4016, 5452 & C&NW 8816. (Three Dash 9-44CWs and one AC4400CW). The power ran from Chicago to Richmond, CA, where the C&NW unit returned eastbound on train Z-RICCHI1-03 trailing BNSF 716, 6958, 946, 4973 & 1084. The C&NW unit came to BNSF on October 23rd on train C-BARWSS0-33 from the UP running to Bakersfield. There it returned to Barstow on train H-EVEBAR9-20. AT Barstow, it made a trip to Kaiser and back on the local L-SCA0111-25 with BNSF 4168 & 4313. It then headed east to Chicago on the Q-SBDCHI6-27 with BNSF 4556 & 719.
For those of you near the BNSF Transcon, you should have noticed an increase in traffic recently. It was announced that from a period beginning on September 1st 2003 until May 1st 2004, the Transcon would experience a 40% increase in business. As of October 31st, that increase had already amounted to about 12%. To illustrate this point, a group of railfans making their semi-annual trek to Curtis Hill in Northwest Oklahoma, saw a record number of trains over three days in Mid October. The Curtis Hill Rendezvous group met at Waynoka, Ok on Friday, Saturday & Sunday, October 9th – 11th. On Friday, BNSF accommodated the group with a total of 73 trains in 24 hours, Saturday had 76 trains in 24 h ours and Sunday had 78 trains in 24 hours. Some manifest trains and lesser needed stack trains were actually parked to allow the hotter traffic to run less impeded. Normal levels of traffic through Waynoka on weekends would be in the lower 60s. Part of the reason to park trains was lack of crews in Wellington, KS, Amarillo, TX, and Enid, OK. Enid was so short of crews and space on the Avard sub that three trains were routed east from Amarillo to Kansas City then south to Springfield to give the traffic on the Avard sub a chance to run. Trains P-RICBIR1-07 and Z-SBDMEM3-10 were routed via Kansas City and Springfield while train U-PITESL1-06 was routed via Kansas City and the GWWR to East St. Louis instead of via the former Frisco from Springfield to St. Louis. The P & Z are hot intermodal trains while the U train is an empty steel train heading for Fairfield, AL. East St. Louis is classifying the cars into either Fairfield or Joliet blocks then forwarding them to the proper location.
On November 1st, two more eastbound trains were routed via Amarillo to Kansas City to alleviate congestion and crews on the Avard Sub. Hot intermodal trains Z-SBDATG1-30 and Z-LACMEM2-30 were seen passing through Wellington, KS on the 1st of November heading for Kansas City.
Much of the increased traffic is international double stack business. This is traffic that is coming from the Pacific Rim countries to ports on the west coast then crossing the US via rail. On the east coast, it is again loaded on ships and sent to Europe. Much of the 40% increase will be this type of traffic. While not many new symbols have been created for this traffic, many new days of operation are being used. The S-LBTLPC, S-LBACHI and S-LBPCWS symbols have more days of operation than they did prior to September 1st.
Manifest traffic symbols have been overhauled for Kansas City to Los Angeles with some additions as well. The H-WLMBAR ran last fall as a DP train on a three day basis. It was discontinued in December but has been running again since September 1st. A new symbol is the H-KCKWAT1 that operates four days per week out of Kansas City. It started on October 28th and is a Kansas City to Watson yard train that is also a DP train. It is due out of Kansas City at 12:00 Noon on Monday, Wednesday, Friday, & Saturday. It is scheduled to arrive in Watson yard (Long Beach) on the fourth morning at 09:35 making it arrive there on Thursday, Saturday, Monday, & Tuesday. The H-KCKBAR9 still runs on a daily basis with an occasion extra section of that train ran as the H-KCKBAR6. The M-KCKAMS and M-KCKPHX trains are still daily trains from Kansas City to Amarillo and Phoenix respectively. The H-GALBAR is still a daily train from Galesburg to Barstow with the occasional extra section running as the H-GALBAR6. By running the H-WLMBAR and H-KCKWAT, the H-KCKBAR9 normally runs a little smaller than it had been. It normally ran with over 100 loads and up to 13,000 tons. It has been common to see it with 75 – 80 loads and less than 10,000 tons and not running as a DP train during late October.
Eastbound changes to the manifest plan include the H-MODGAL9 being abolished as of October 1st and replaced with the H-BARGAL9. The H-BARGAL9 departs Barstow daily and runs to Galesburg with no work scheduled. The H-MODSEL still runs from Modesto to Barstow five days per week as it had been doing. The H-MODGAL9 originated at Barstow so changing the symbol to Barstow made more sense. From Galesburg, the traffic moves on the H-GALSEL train on a daily basis, the same as it had been doing.
Of course to handle all the increased business, is the new track on the Panhandle Sub in the Texas Panhandle. AS of October 29th, another new section of second main track was cut in. The new Main 2 from Coburn to West Clear Creek is in service extending the two main tracks west from the current 2 main tracks between Goodwin, OK and Coburn, TX. This makes a section of 2 main tracks of 33 miles with three 50 MPH double crossovers (two are new). The addition was added in three sections. The first was a very short section converting the end of two main tracks with a 40 MPH turnout from Main 2 at Coburn to a 50 MPH crossover only 1/10 of a mile west of the end of two main tracks at MP 438.3. That was cut in on October 7th. On October 22nd, the second section was cut in turning the siding at Clear Creek into a second main track and moving the station of Clear Creek to MP 446.7 where the double crossovers are, 2.3 miles east of the old end of the east end of the siding. The west end of the siding at Clear Creek was renamed West Clear Creek at MP 452.4. On October 29th, the remaining track between Coburn and Clear Creek was cut in to finish the new 14 miles. On November 4th, the siding at Canadian will be converted to the new Main 1 with a new station called West Canadian being created at a new double crossover at MP 458.4 west of the current end of the siding at Canadian at MP 458. This will leave a gap between West Clear Creek and East Canadian of 1.7 miles where the new bridge is being constructed over the Canadian River and US 60. This 1.7 mile section will be completed after January 1st, 2004 sometime. Later in November, the remaining section of track between Lora at MP 470 and West Canadian at MP 458.4 will be cut in making two main tracks from Amarillo east to Canadian, TX. Of course the two main tracks goes west from Amarillo already all the way to California except for three short segments in New Mexico.
Further east on the Panhandle Sub, roadbed, bridge and signal work is going on for the new main 1 beginning at the end of two main tracks at Curtis at MP 367.2. Roadbed is being built and bridges built west from Curtis to Woodward. The first of three bridges has been built between Mooreland and Woodward that cross the North Canadian River and the associated lowlands on each side of it. Preliminary work is also going on between Woodward and Goodwin for the second main track. A rural over pass between Gerlach and Tangier has been demolished that is a back road leading to the Woodward airport and industrial park. The spindly steel bridge was just barely wide enough to accommodate two tracks, but they would have had to been very close to each other. BNSF has already closed the 34th street crossing west of downtown Woodward and has asked to close three others in the downtown area, those being 6th, 8th & 17th streets. The siding at Mooreland will become the new main 1 when the new track is finished.
Brush clearing is in the process east of Shattuck, OK north of the current main track. The former ATSF water treatment house in the yards at Shattuck was demolished in early October. The yard tracks that are used as a connection to the Southwestern Railway at Shattuck are in the process of being moved and rebuilt in anticipation of the new main track through Shattuck.
Changes in the BNSF are also taking place in Chicagoland. BNSF is cutting in CTC on Main 1 between Joliet UD Tower and Logistics Park on November 5th. Main 2 is still operated under current of traffic and track permits, but should be converted to CTC prior to the end of 2003.
BNSF operated a passenger special out of Alliance, TX on October 23rd & 24th. The train consisted of BNSF Dash 9-44CWs 4642 & 971 with BNSF Business cars 51 (baggage power car Snoqualmie Pass), 65 (Sleeper Raton Pass), 44 (Bi level chair car Colorado River), 45 (Bi level chair car Powder River), 11 (diner Fred Harvey), 10 (diner Lake Superior), 28 (lounge Mountain View), 42 (Bi level chair car Skagit River), 41 (Bi level chair car Skagit River), & 31 (Full Dome lounge Bay View). The train was run for BNSF employees and officials and local officials as part of a United Way appreciation train. For those had donated to the United way and worked for BNSF, they got ride the special train. On the 23rd train O-ALTALT1-23 ran from Alliance to Gainesville and returned to Alliance. It was originally scheduled to run from Alliance to Metro and turn on the wye then return, but doe to not meeting much traffic, it ran all the way to Gainesville. Train O-ALTALT1-24 was to run from Alliance to Ardmore and returned to Alliance. I am not exactly where the passengers boarded the train on the 24th since it went to Ardmore and returned. Many of the Senior Executives were aboard the train out of Alliance including Matt Rose, Dave Dealy, Rollin Bredenburg, Jeff Moreland and John Lannigan.
Last month I mentioned the Wind Mill train heading for Wyoming that UP ran across the BNSF in Texas. This month, BNSF ran their own version of the Wind Mill trains heading for Springfield, CO on the Boise City Sub. Departing Houston, TX on October 12th was train U-HOUSFC1-12 with Warbonnet Clad Dash 9-44CWs 726 & 650 leading 63 loads. The train ran via Temple, Sweetwater, Lubbock, Canyon and to Amarillo where it was turned on the wye and sent via the Dalhart Sub towards Trinidad, CO to keep with the directional running north of Amarillo. It ran to Trinidad and then to La Junta and back south to Springfield to avoid playing like a salmon swimming upstream on the Boise City sub. An extra board crew was called on Duty at Amarillo on the 19th of October to stay with the train at Springfield and unload it. This took three days. When empty, the train ran as the U-SFCESL1-22 to Amarillo then east via the Transcon to Kansas City where Gateway Western took it to East St. Louis. It’s return to Amarillo made the second time in just a few days that this train had been on the wye at Eastern Street in Amarillo. As this train was getting ready to unload, a second train was departing Houston as train U-HOUSFC1-19 with MRL 329 & BNSF 6360 for power. It too took the same route to Trinidad and La Junta to reach Springfield. It also ran to East St. Louis when empty with the MRL SD45-2 leading the train. This 60 car train arrived in Springfield on the 24th to unload. Due to the large size of the loads, the trains were restricted to 25 MPH.
The NS and BNSF ran special trains from the eastern manufacturing plants to Oklahoma City for the GM plant during October. Normally, the auto parts that come to the BNSF from the NS come to Kansas City on the NS 415 train. For some reason, NS opted to run the trains as separate trains on October 23rd & 24th. On the 23rd, NS ran train 099D3-23 with NS 6676 and four cars. On the 24th, the 099D3 24 had BNSF 149 and 6 cars. With the trains normally carrying more than just the auto parts, they normally run to the NS yard in North Kansas City, MO. Since these were specials with all GM “Just in time” parts, they operated slightly different. When they entered the joint BNSF track at WB Jct., they stayed on the BNSF to Argentine where they ran in normal BNSF trains to Oklahoma City.
The BNSF ran a special train from Kansas City to Oklahoma City on the 31st of October. Train J-KCKOKC9-31 departed Kansas City at 05:00 with 5 loads of automobile frames pulled by BNSF 5388 & 9236. They train arrived at Oklahoma City at 14:10 that afternoon. The loads of frames were interchanged late from the NS so BNSF ran them as a special train.
BNSF has made a locomotive donation to the Minnesota Transportation Museum in St. Paul, MN. BN SD9 6234 was delivered to the museum’s former Great Northern Railway Jackson Street Roundhouse on October 16th. The 6234 is a former C&S SD9 #839 delivered in the CB&Q Chinese red & Gray. It was built in 1959 and was among the last 29 SD9s produced by EMD. The locomotive was re-lettered BNSF prior to being delivered to the Museum, but never got it’s BNSF number of 6148. It is still in BN Cascade Green paint.
Also, former ATSF SDF40-2, the BNSF 6976 in its Maersk paint scheme has been sold to a group of folks that will preserve it. The former Amtrak unit is still in Topeka, KS right now, but should move soon. More information to come soon as I am not at liberty to say where right now.