Hello,
I've been researching the Golden State route for a while now and wikipedia says
"The Golden State route was relatively low altitude" crossing the continential divide at about 4,600 feet (1,400m) near Lordsburg, New Mexico, although the highest elevation en route was over 6,600 feet near Corona, New Mexico."
On google maps, south of Corona NM, I see the track has a few "S" shaped loops and some curves with a mountain next to Country Road A036 + A035, and then a long straight line heading downward.
I've always wanted to know, Is the grade at or between Tecolote NM and Country Road A032? Or does it start at Country Road A036 and end at Tecolote? Or are the looparounds and curves the grade?
Help would be appreciated thanks
Hi, ATSFGuy!
I was out that way on April 2, 2016, but stayed on Highway 54 between Carrizozo and Vaughn.
Carrizozo, NM
You may or may not have success in getting a forum answer to your inquiry. However, an excellent resource is mapper.acme.com (WITHOUT the “www.”), and once you’ve brought up Corona, NM, on the upper right, choose Topo, which brings up that area as a topographic map view with key locations (by tracks) marked with the elevation. It is questionable whether any here at the forum would know the answer to your inquiry, but with the topo views you might be able to get your answer yourself. At least you now have the tools to do so. They sure have helped me over the years!
Take care,
K.P.
----------------------------------------------------------------------------------------------------------------------------------- K.P.’s absolute “theorem” from early, early childhood that he has seen over and over and over again: Those that CAUSE a problem in the first place will act the most violently if questioned or exposed.
The 1998 UP chart doesn't show elevations, so can't be specific, but--
Westward from Vaughn, up and down, more up than down, to MP 1497, then a fairly steady climb, a bit less than 1% average (actual grade, that is-- maybe it's 1% compensated) to MP 1491, then a short dip, then up to the summit about MP 1488.8.
Eastward a steadier climb from MP 1456 to 1472.7, then up and down, a little more up than down, to the MP 1488.8 summit.
Based on a very condensed track chart in the back of SP Tucson Div. ETT #17 effective October 28, 1984, I get a slightly different picture than Timz. If his track charts are more detailed I would defer to his description.
Based on a quick scan, ruling grade is 1% in both directions between El Paso and Tucumcari. Corona is a very broad summit, unlike many on the SP.
Westward from MP 1497 to 1491 is continuous upgrade not exceeding 1% in any mile, but with two miles of 1% between MP 1495 and MP 1493. The east switch of Corona is immediately east of MP 1491, and west swith is at MP 1490. This mile shows .1% ascending westward, making it a fine place for a siding. The next mile is 1% ascending westward to summit at MP 1489, followed by very gradual descent.
The scale of this track chart precluded identification of road crossings.
Mac McCulloch
Compared to the grades Santa Fe and Union Pacific had, 6,660 feet is "not very high".
On Google Maps, I followed the GS route westbound starting at the Tucumcari Station in New Mexico and ending at the El Paso Station in Texas.
So I got to see a 331 mile part of it on Southern Pacific's side.
After El Paso, it's was on to Tucson, Phoenix, Palm Springs, and finally Los Angeles.
While scrolling along, I noticed how bland the scenery looked, the track was mostly single, with a few double track sidings and a few crossings.
I did not think that the GS Route started at Union Depot. I thought that the line started in the Dallas yard at the Y, just south of the I-10 overpass.
In the early 20th Century tuberculosis was a serious problem. Fresh air, rest and good food were the only treatment before antibiotics. The deserts of the Southwest became an attraction for those suffering tuberculosis and other pulmonary diseases.
I remember reading the Golden State route was promoted to such passengers because of its low altitude route. The article's author wrly stated the route's scenery was also unlike to over excite those in failing health.
doghouse I did not think that the GS Route started at Union Depot. I thought that the line started in the Dallas yard at the Y, just south of the I-10 overpass.
The Golden State Route (SP/CRI&P) began at LaSalle Street Station, Chicago.
MidlandMike doghouse I did not think that the GS Route started at Union Depot. I thought that the line started in the Dallas yard at the Y, just south of the I-10 overpass. The Golden State Route (SP/CRI&P) began at LaSalle Street Station, Chicago.
Johnny
The El Paso to Tucumcari segment of the Golden State Route was originally the El Paso & Norheastern whch was affiliated with Phelp Dodge's El Paso & Southwestern which ran from Tuscon to El Paso via Douglas AZ. PD sold the EP&SW+EP&NE to SP in 1924 and the SP abandoned the line between Douglas to El Paso in the early 1960's.
This is covered in great detail by Myrick in Vol 1 of his Railroads of Arizona. I bought that book about 39 years ago from Ace Hardware in Bezerkeley.
IIRC Wasn't the actual meeting point between the CRI&P at Santa Rosa, NM west of Tucumcari, but it was more convenient operationally to make the connection at Tucumcari?
beaulieu IIRC Wasn't the actual meeting point between the CRI&P at Santa Rosa, NM west of Tucumcari, but it was more convenient operationally to make the connection at Tucumcari?
Completion of the Rock Island/Southern Pacific Golden State Route made a Chicago to Los Angles routing with less gradient than the Santa Fe by Raton Pass. Did this new competition give further impetus to the Santa Fe to build the Belen Cutoff?
"Did this new competition give furthier impetus to the Santa Fe to build the Belen Cutoff?:"
Santa Fe's principle reasons for the Belen Cuttoff were:
1. to obtain access to California for its lines in Texas . (the former connection was up to KS and then west over Raton Pass).
2. to obtain a lessor grade than the original line over both Raton Pass and Glorieta Pass.
erikem The El Paso to Tucumcari segment of the Golden State Route was originally the El Paso & Norheastern whch was affiliated with Phelp Dodge's El Paso & Southwestern which ran from Tuscon to El Paso via Douglas AZ. PD sold the EP&SW+EP&NE to SP in 1924 and the SP abandoned the line between Douglas to El Paso in the early 1960's. ...
...
Th Douglas to Benson segment was spun off to a shortline, and now that is abandoned to within about 7 miles of Benson. Of course, some of the Benson-Tucson trackage became a second track for SP.
There are 2 large station buildings in Tucson. One is still used by Amtrak, and the other is on what appears to be an out-of-service track on the west side of downtown. I presume one of them belonged to EP&SW, and wonder if anyone here knows which was which.
The present Tucson depot is on the was-always-SP line.
Deggesty MidlandMike doghouse I did not think that the GS Route started at Union Depot. I thought that the line started in the Dallas yard at the Y, just south of the I-10 overpass. The Golden State Route (SP/CRI&P) began at LaSalle Street Station, Chicago. The Golden State Route ran to Kansas City from Chicago, and then down to Tucumcari, New Mexico, crossing a bit of Oklahoma and the panhandle of Texas. It did not go through Dallas. The SP took it down to El Paso, and from there on to Los Angeles more or less along the same route as the Sunset route. For many years, the SP had two routes between El Paso and the Phoenix area.
The Golden State Route ran to Kansas City from Chicago, and then down to Tucumcari, New Mexico, crossing a bit of Oklahoma and the panhandle of Texas. It did not go through Dallas. The SP took it down to El Paso, and from there on to Los Angeles more or less along the same route as the Sunset route. For many years, the SP had two routes between El Paso and the Phoenix area.
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