In reading some reponses to another email regarding traffic on the UP transcon I saw reference made to UP adding more trains soon – and it reminded me of a situation I often see in central Iowa on the transcon main where numerous trains are often “stacked up” and just sitting at short intervals. I have always assumed this is a traffic congestion issue, and it would not be surprising, considering the volume of traffic on the line. But what I can’t help but wonder is, does this situation occur all up and down the line, or is it something unique to my area; and, if this is a common occurance, when does “too much of a good thing” become a reality for the UP? I would think the stoppages would be frustrating for crews, and more importantly, might adversely affect timeliness of deliveries if it happens frequently?
It happened in Cedar Rapids Monday afternoon- one of the trains forced to stop was the one led by UP 1995. There was another stopped train visible ahead of it, and they were both on the right-hand track (note avatar picture).
Mechanicsville to Clinton…common parking lot as trains try to get into/out of Clinton…wait for re-crews, etc.
Chris
Not having been on the road for a decade or two, I don’t know the answer to this: would river traffic have anything to do with delays at Clinton?
And on that subject, I just read where the BNSF bridge at Burlington has been deemed a navigational hazard, and is to be replaced, once the money is found. The bridge at Clinton is also a swing span with a “hazardous” center pier–any talk of replacing that with a higher-level lift span that wouldn’t have to be opened as often?
Carl,
I’m no expert on Clinton, but I don’t think the barge traffic is the biggest cause of delays there. Despite all the times I’ve been out that way (and you know how I have on onboard compass that always seems to direct me west instead of east), I can’t ever remember seeing a tow go through.
I’m not sure if the fact that it’s a crew change point is enough to bottle things up, or if it has to do with the yard, or the ADM traffic, or a combination of everything. I do know it’s a great place to catch trains, though.
I would be interested to know about the bridge replacements. Those are two of my favorite bridges on the river, and I’d be awfully sad to see them go.
I have noticed same thing in Fort Madison IA where trains are waiting to get in for crew change. As many as 4 trains WB backed up to Dallas City IL
I’ve heard the dispatcher from time to time say that they were waiting on the bridge, stacking up traffic on the Illinois side too…and a lot of track work going on; but mostly it seems to be issues with getting fresh crews.
Where it gets interesting is having stackers backed up behind coal drags. Maybe with all the new crossovers and signals UP is putting in (did they tear out all the old CNW crossovers and end up regretting that?), and the on-going hiring spree, they’ll be able to keep the fast stuff moving better.
I think the congestion could be because of the crew changes. In Fremont, Nebraska there are a lot of crew changes and sometimes there will be a line of up to six trains waiting to pull up to the UP depot to change crews. Maybe something similar goes on in Clinton.
Chris, any crossovers from the old CNW would have been low-speed, reverse-movement crossovers. UP is installing crossovers in pairs, good for up to 50 mph, IIRC, with its new CTC installations.
The historic CTC on CNW, from West Chicago to Nelson, had a number of crossovers that are no longer there, but it was CNW, not UP, that removed them. I’m sure that some of these would be welcomed back if they were to be rebuilt.
Thanks Carl,
Now that you mention it, I do remember a lot of “reverse moves” when CNW would get someone crossed over.
Always appreciative of good information… most of my observations come from zipping along HWY 30 everyday, and scanner traffic at home.
One thing is for sure: that line is a heck of a lot busier than it was in CNW’s day. Anything they can do to keep stuff moving can only help.
The UP Geneva Sub is now all CTC.
Another reason for delays around crew point locations is the dispatcher. Some of the delays/backups may be incurred as the dispatcher sorts traffic around crew point location.
With coal train traffic increasing and intermodals to start using the SI Line to reach the Geneva Sub at Nelson, IL capacity is becoming a bigger issue. One big thorn is the Dixon area. Lots of grades and curves that slow freights down. I’ve mentioned on several posts over time information in regards to the Lee County Cutoff between Nachusa (NA, MP 92.7) and the east end of Nelson (NQ, MP 103.2) that was built in 1910 and abandoned 50 years ago in 1956. The grade is still there, most of the bridges are still there and yet the UP doesn’t even seem to know that it exists. The strange part is that they might even own the land! I’ve been a very adament that if the UP were to rebuild the 10.5 mile cutoff it would pay for itself immediately.
CC
I know here at our crew change point in North Dexter, MO, we can have southbounds stacked up 20 miles, and northbounds stacked up 40 miles, I’ve seen at least 26 trains stopped at one time just trying to get through the busy crew change on the double track. It gets pretty hectic here.
Out here in Arizona, the Sunset Route is about an hour south of me. I get to check it out on frily regualry, either in rail fanning, or drving down to Tucson and checking out the tracks along I-10. It is very common to see them stacked up and wating in line like the lunch rush at a fast food drvie thru
Fremont and Mo valley.
eastbound traffic is usually backed up to dekalb,rochelle as chicago is a choke point. some times trains are backed up as far as nelson,sterling. up may tripple track in future in some areas in ill.one time there was even talk of electrification from chicago to omaha a very heavy main line traffic territory. more trains on way with global 3 1/2 at nelson comming on line in oct n of course a big increase in coal after bnsf,up joint capacity increase of coal export out of powder river mines. nelson is a hot spot
Speaking of Nelson, is the old coaling tower still there? If it is, is it supposed to remain once Global 3 1/2 is there.
One more thing…I’m actually not sure I’ve even heard of Global 3 1/2. I’m assuming it has to do with Global 3. What exactly are the plans for 3.5?
Thanks in advance!
Global 3 1/2 is just a joke by crew members because so many intermodal trains get stuck there waiting for signals or crews. The coaling tower still stands today, but there are lots of rumors about it going down soon (the two at M19A were just taken out last week) In one more note, DeKalb is known as Global 2 1/2 in the same manner.
Carl: can you explain the difference between the CNW and the UP crossovers in the example above? If I perceive this correctly, the reverse- movement crossovers would be one the train would have to pass,then back through?
Chris:
I remember the earlier discussion of the cut off at Dixon. I am not familiar with it. What was it’s purpose? Did it provide a routing for traffic off of the Nelson line to the east rather than the right hand turn?
I miss going out to Dixon and eating at Fern’s.
ed
UP’s crossovers are generally in pairs, permitting crossover movements from either track to the other one. This is the way the CNW interlockings were/are set up on the old CTC between West Chicago and Nelson as well. Out in ATC-only territory, the crossovers generally were hand-thrown, and only one to a spot, set up so you would have to back through them in order to get to the “wrong” main.
The Dixon cutoff actually was a separate line, running from the east end of Nelson down south of Dixon, then re-joining the main line at Nachusa. It was longer, but really reduced the grade that eastbound trains encountered going out of the Rock River valley. It was accessible by eastbound trains from either the SI line or the main line.