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UNION PACIFIC KEVIN SNYDER
Locomotive News
Throughout January, Union Pacific received 67 new SD70AH locomotives, 8929-8996. All locomotives were built at Bombardier’s Saha- gun, Mexico, plant on behalf of Electro-Mo- tive. The locomotives were built in 2014 but were not accepted by UP until 2015 for the railroad’s internal accounting reasons. As part of the railroad’s ongoing SD40-2 Modernization Program, five SD40-2s were converted to SD40Ns in January, including 1950, 1956, 1957, 1961, and 1967. Also, six SD40-2s were renumbered (although not yet upgraded to SD40Ns) in January, including UP 1955 (ex-2953), 1956 (ex-3253), 1957 (ex- 3692), 1960 (ex-3160), 1961 (ex-3264), and 1967 (ex-3263). On the subject of model changes and up-
grades, GP15-1s UPY 587, 588, 618, and 642 were changed to GP15Ns in January, whereas GP60s 1001, 1052, and 1104 became GP62s. Also, SD60 2213 became an SD62. UP SD70M 3804 was retired on January 28 following a January 15 grade crossing colli- sion with a gravel truck, when that locomo- tive was leading Train GS7HG5 (Grain Shut- tle, FXE Interchange, Eagle Pass, Texas-Ord, Neb.) near Benedict, Kan.
California-Texas Detours via BNSF
Temporary
BNSF Railway granted Union Pacific tempo- rary access between Colton, Calif., and Sweet- water, Texas, on January 26-31 and Febru- ary 6-15. The temporary agreement allowed for up to two westbound and two eastbound trains daily. The trains, which were limited to 8,000 feet, used UP locomotives and BNSF crews. The reason for the temporary detour arrangement was not made available at press time, but it is believed to be linked to ongoing track work projects in the area.
Mosier Siding
Hood River News in Oregon recently report- ed that Union Pacific is seeking to extend the 6388-foot siding at Mosier, Ore., by two miles at each end. Per UP spokesperson Brock Nel- son, the small siding at Mosier represents “the biggest bottleneck in the Northwest.” Applications for the necessary permits
have already been filed, although the railroad anticipates it may be up to one year before the Army Corps of Engineers renders its decision. Once approved, UP estimates the work will take 12 to 15 months to complete at a cost of about $25 million. When finished, the rail- road will no longer have a true siding but a small stretch of two main tracks through the area.
PASSENGER AND COMMUTER OTTO M. VONDRAK
February Snowstorms Shut Down Boston, Oust MBTA General Manager
This past season’s winter weather was not kind to Boston’s rail transit systems. A se- ries of severe storms buried Bean Town un- der blankets of snow during the first weeks of February. As a result, Massachusetts Bay Transportation Authority was forced to sus- pend service across all modes, including com- muter rail, rapid transit, and light rail. In the midst of the weather crisis, MBTA general manager Beverly Scott abruptly announced her resignation on February 11 following pointed public criticism from Massachusetts Governor Charlie Baker (R). According to statements from the general manager, her abrupt departure was her own decision, to take effect in mid-April. Both the governor’s office and MassDOT were surprised by the announcement. Amtrak’s Downeaster service was also af-
fected, canceling all trains for February 11. Service on the Northeast Corridor between Boston and New York was also periodically
disrupted, but not cancelled. Total MBTA service suspensions were in
effect February 10, and then again on Febru- ary 15. Additional snow-fighting equipment was brought in to help clear tracks and re- store limited service in the days that followed. According to reports in the Boston Herald, Governor Baker expressed disappointment in the MBTA’s performance, and further stated that assurances from MBTA officials were not fulfilled. While taking responsibility for the agency’s operational difficulties in the wake of back-to-back snowstorms, Scott also took the opportunity to remind the public that Boston’s transit infrastructure is woefully underfunded and equipment is in need of re- placement. MBTA operates the fifth-largest transit system in the nation. After weeks of struggling with snow remov-
al and equipment breakdowns, limited service returned on all lines by the end of February.
Crossing Accidents Plague Commuters
Two separate grade-crossing incidents in February put safety issues in the national spotlight once again. On February 3, a Met- ro-North electric commuter train collided with a vehicle that had ignored warning de- vices at the Commerce Street crossing in Val- halla, N.Y. Six people were killed as a result, making this the most deadly accident in Met- ro-North’s history. A preliminary report re- leased by the NTSB did not reveal the reason why driver Ellen Brody’s 2011 Mercedes-Benz ML350 SUV was stopped on the tracks in the path of the oncoming train. No fatalities were reported following a February 24 accident in which a Los Ange- les-bound Metrolink commuter train struck a truck and trailer combination that had somehow entered the tracks at Oxnard, Calif. Several cars overturned as a result, but there were only 50 people on board the train at the time. Truck driver Jose Alejandro Sanchez Ramirez was later arrested on suspicion of felony hit-and-run. The NTSB investigation into both events is ongoing.
Boston Transit Service Severely Curtailed Throughout February
Starting at the end of January and lasting nearly through the end of February, back- to-back snowstorms and blizzards wreaked havoc on the Boston transit system. Commuters endured weeks of delays while the snow kept piling up. Trains were cancelled and service cut back to the core as the MBTA struggled to recover. Inbound Framingham/Worcester Line train No. 528 departs Yawkey station (LEFT) on February 4. Outbound passengers waiting on the center platform were subject to overcrowded trains due to numerous cancellations and delays systemwide.
PHOTO BY TYLER TRAHAN
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