Coming Up in the April Issue
April’s issue of Trains features the Peavine route of the BNSF Railway from northern Arizona to Phoenix. This story is filled with engaging imagery seen on the railroad.
Other Articles in the April Issue:
And More!
https://trn.trains.com/issues/2020/april-2020
Brian Schmidt, Editor, Classic Trains magazine
Got mine today. Not looking bad so far.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
I'll look when I go down for supper.
Johnny
Just got mine, looks interesting.
Has to be, I just opened it casually flipping pages and what's the first thing I see?
A "Bullet-Nose Betty!"
I got mine Friday or Saturday and have finished it. All in all not bad, but I'm left with some unanswered questions after reading a couple of the articles, which si normal.
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Mine arrived today, as well...
Since I am confined to the house , with the 'FLU" I've got what looks to be a pretty good read.
Sure looks to hait many of the things everyone has been complaining about, for magazine subject matter.
I immediately read the 'Lonely but beautiful' story because I am so very familiar with that line. I was one of the surveyors who located the alinement and gradient for the 1961-1962 relocation and subsequently established the staking for the contractors to do their work.
Ray Lewis presents a very good narative about the current operations. His photos- by necessity taken with a drone - are wonderful. The one on page 27 is taken looking east from Grand View at about Mile Post 95. The one on pages 22-23 shows the date tree farming - which is how the siding Date was named.
The 1961-62 relocation between Abra and Skull Valley shortened the line 14.5 miles and lowered the maximum elevation more than 1000 feet from the line between Prescott and Skull Valley. Significant also is that the ruling grades had no undulation, from a low elevation to the highest was a continuous ascending grade and the the decending grade was continuous. By the way, this gradient plan was also instituted on the 'transcon' Williams-Crookton line change.
This truly unique 205 mile line that has an elevation change from 6969 feet at Willims Jct to 1111 feet at Phoenix is worthy of a visit from any railroad fan.
diningcarThe 1961-62 relocation between Abra and Skull Valley shortened the line 14.5 miles and lowered the maximum elevation more than 1000 feet from the line between Prescott and Skull Valley.
Looking on Google Earth, it is still possible to discern remnants of the line west from Prescott to Skull Valley and see how much curvature was involved, and driving Iron Springs Road up from Skull Valley into Prescott demonstrates how much altitude gain was involved. I have memories of still seeing ATSF motive power in Prescott in the seventies, even, and of course the "guest star" appearance in Junior Bonner is always enjoyable. I notice that where the new alignment comes to the original line in Skull Valley, the old roadbed now seems to be Peavine Road, a nice touch.
As an aside, I don't think I've been on highway 89 between Kirkland Junction and Prescott in maybe 35 years or more, as we always took off there to Kirkland and on into Prescott through Skull Valley, a more pleasant (and quicker) drive.
Before the line relocation, 6-axle locos (SD24s, RSD-15s) would go as far south as Prescott before they would be turned North. After '62 only 4-axle equipment operated on the line until some curves were taken out in the late 80s.
I've been slowly working my way through the April issue and have generally enjoyed it. My only gripe is Brian Solomon's column. He sounds more like a disgruntled classicist complaining about the decline of the English language. He may be right but it comes across as whining.
Yes, mine arrived yesterday.
The writer of "Virginia's Big Deal" is not quite accurate in describing the route of the Cardinal--it does not use the former Southern all the way from Washington to Charlottesville, but in Orange it moves to a track that the Orange and Alexandria built to Gordonsville so it gained access to Charlottesville over what became the C&O--and after the O&A built its own track to Charlottesville, it sold that stretch to the C&O.
Article on oage 21 is worth the read. Clearly points out the horrible culture and envionment for the industry union workforce that is lead by disfunctional managers who should not be on the property to begin with.
The Clarkdale local was based out of Prescott, as was the local out to Iron King (which was the remant of the the branch that ran all the way to Mayer) in the early 70s
Yes AZ, and from Mayer on to Crown King via Cleater with two switchbacks. The automobile road from Cleater to Crown King uses the old railroad grade with the switchbacks.
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diningcar The 1961-62 relocation between Abra and Skull Valley shortened the line 14.5 miles and lowered the maximum elevation more than 1000 feet from the line between Prescott and Skull Valley.
diningcar Yes AZ, and from Mayer on to Crown King via Cleater with two switchbacks. The automobile road from Cleater to Crown King uses the old railroad grade with the switchbacks.
and then fuel pumps were invented.
diningcar The 'Peavine Road' at Skull Valley has a very old Cottonwood tree under which was the location of the 'PI" (point of intersection) of the railroad line north from Kirkland and the new line east from the RR crossing of the Prescott Skull Valley highway. We utilized this PI to create the last RR curve into Skull Valley and because it provided abundant shade we frequently ate our lunch under that tree.
Sounds like pleasant dining, most of the year. I did some prowling on Google Earth and notice that it looks like ATSF had done some alignment "touch up" before 1995 between Skull Valley and Congress, easing some curvature here and there. The most notable improvement was in an S-curve east of Hillside, making the line less hostile to longer cars and trains.
diningcar and then fuel pumps were invented.
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