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Aspen Tunnel Union Pacific

[Summary]Union Pacific Aspen Tunnel - Wikimapia After Union Pacific completed the Transcontinental Railroad across Wyoming during 1869, it became necessary to upgrade to route as traffic increased. Aspen Tunnel was opened in 1901, replacing a hilly line south

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Union Pacific Aspen Tunnel - Wikimapia

Aspen Tunnel Union Pacific

After Union Pacific completed the Transcontinental Railroad across Wyoming during 1869, it became necessary to upgrade to route as traffic increased. Aspen Tunnel was opened in 1901, replacing a hilly line south of here. A further improvement was Altamont Tunnel, opened in 1949, parallel and north of Aspen Tunnel. Tunnel 2

Piedmont, Wyoming

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Location within the state of Wyoming Coordinates: 41°13′4″N 110°37′40″W / 41.21778°N 110.62778°W / 41.21778; -110.62778Coordinates: 41°13′4″N 110°37′40″W / 41.21778°N 110.62778°W / 41.21778; -110.62778 Country United States State Wyoming County Uinta Time zone Mountain (MST) (UTC-7) • Summer (DST) MDT (UTC-6)

Piedmont is a ghost town located in Uinta County, Wyoming. It was once a thriving small railroad and timber town, but started to decline when Union Pacific opened a new line that bypassed the town.

Hanna-Granger-Aspen Data

Hanna and Granger, Wyoming, and Aspen Tunnel

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This page was last updated on June 30, 2015.

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Hanna Timeline

From research by Jim Ehernberger:

Hanna, Wyoming, information (from annual reports):

1889 - September, 1889, construction started on 15.8-mile segment of trackage from Allen to Hanna, Wyoming, which later became main line.

Wyoming Places / Knight

County: Uinta

Latitude/Longitude: 411134N/1105142W

Elevation: 7274/2217 (ft/m)

Feature Type: Locale, Post Office, Railroad Siding/Station

Origin Of Name: Named by the Union Pacific Railroad in honor of Judge Jesse Knight, Judge of the Third Judicial District of Wyoming, who showed the railroad engineers how to change the line to avoid the very steep grade on Aspen Hill and the feasibility of the present Aspen Tunnel. (WPA) Named for the ranch along the river which was once owned by Jesse Knight of Evanston, Wyoming. (Annals of Wyoming 14:3) Named by the Union Pacific Railroad in honor of Judge Jesse Knight, Judge of the Third Judicial District of Wyoming, who showed the railroad engineers how to change the line to avoid the very steep grade on Aspen Hill and the feasibility of the present Aspen Tunnel. (Annals of Wyoming 15:1) The Union Pacific Railroad Station name was Knight, "shipping point for wool and stock same as Hilliard was." (Wyoming Post Offices)

Union Pacific's Evanston Subdivision Page: Wyoming Segment: Evanston, WY to Green River, WY

Union Pacific's Evanston Subdivision
Wyoming Segment: Green River, WY to Evanston, WY
Updated 08-21-2003 Current Picture Count = 04

This section of the Evanston Sub is a bit more difficult to explore, but filled with it own spectacular beauty and stunning vistas. I-80 will anchor your exploration and many side roads, both paved and dirt will get you trackside. The area between Granger and Green River will sport more trains, somewhere to the tune of 20-25 that take the cut-off at Granger Jct. Green River has one of the most stunning stations I've seen and a great bridge just to the west that affords some spectacular views of it and the yard.

Union Pacific Railroad

The evolution of a mountain road may seem a far cry from the building of a great railway. In the first we have the trail of deer and buffalo following the path of least resistance as marked out by mountain streams in their journey to the sea, taken up in turn by Indian, trapper and explorer, and they succeeded by horseman and wagon, each doing his part in defining the highway of the future. There may seem but little similarity between the winding road and the steel rails seeking the shortest route between two given points, but the difference is more in degree than in kind. The engineer as well as the wild animal is guided by the water courses. He, too, must seek out easy mountain passes, and though his skill may cut down hillsides and burrow through mountains, he, too, is subject to the allcontrolling features of the country traversed.

Wyoming Places / Aspen

County: Uinta

Latitude/Longitude: 411221N/1104507W

Elevation: 7198/2194 (ft/m)

Feature Type: Locale, Post Office, Railroad Siding/Station

Origin Of Name: Aspen is a post office and station on the Union Pacific Railroad, 16 miles east of Evanston, the nearest banking point. Aspen or Aspen Hill was named from 'Quaken' Aspen Hill as it was known to the early emigrants because of many groves of Aspen trees which grew there. Aspen is a shipping point, and a center for sheep raising, which is the principal industry. (WPA) Named for Aspen or Quaking Aspen Hill nearby. (Annals of Wyoming 14:3)

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23 The Blizzard Ashby wasted little time shuffling his organization. He brought W. H. Guild back from Los Angeles as vice-president and promoted A. J. Seitz to vice-president of traffic when the venerable Robinson retired in June 1946. E. J. Connors stayed on to handle the thorny labor area, and a select group of officers were given raises. The intention, Ashby assured Woody Charske, was to strengthen the organization and its outside relations. New York gave him every support. After Roland Harriman became chairman in October 1946, he scheduled a series of trips west to acquaint himself with the officers there. Ashby invited him to "spend as much time as you can in Omaha and on line with me. . . . The oftener you can come out the better I will like it."1 At the outset Ashby determined to shore up the operating organization, which had fallen into disarray. The old divisional structure had been eroded as general managers lost their authority over certain departments, like motive power and machinery. Morale had been shattered and the ranks depleted of promising candidates for promotion. Convinced that operations was understaffed , Ashby pushed some younger men up the ladder anyway in hopes they would show themselves ready for greater responsibility. Since the rank and file cherished the hoary tradition of promotion from within and regarded outsiders with dark suspicion, it was difficult to recruit fresh blood from other roads. The best Ashby could do was lure back an old Union Pacific man, B. F. Wells, from the Rock Island as an assistant general manager.2 More than the shortage of officers troubled Ashby. The railroad itself was in its worst shape since Harriman had overhauled it. Fate had dealt all the roads a one-two punch of neglect. During the depression maintenance and improve- The Blizzard I 441 NEW HAND AT THE THROTTLE: George Ashby poses in the cab of a diesel while Perry Lynch and Frank Robinson watch with something less than enthusiasm. ments had dropped sharply because business did not warrant large expenditures . Then came the war, which overwhelmed the roads with business while depriving them of the materials and manpower to get in good shape. The result was that old equipment and an undernourished physical plant were run harder than they had ever been, with little chance to upgrade or replenish them.3 A sharp climb in expenses led Connors to investigate what he already knew instinctively: the Union Pacific had lost its lead in maintenance and fallen behind other, less prosperous roads. For years it had boasted one of the lowest operating ratios in the industry; in August 1946 it had the fourth highest among western roads. Major expenses had soared 65 percent since 1942 on a comparable amount of net ton-miles.4 The source of trouble was spread across the entire operation. An aging locomotive fleet, 61 percent of which was over twenty-five years old, meant frequent and costly repairs. Worst of all, the newer engines ran up huge repair bills because of hard running. Repairs to the 4000, 3900, and 800 series totaled $32.9 million since original purchase, or 87 percent of their cost. The larger locomotives had been driven so hard since 1937 that running repairs, normally a small part of maintenance between shoppings, comprised two-thirds of total repair costs. These figures demolished Jeffers's wartime insistence that the company had ample power if only it were used well. More important, it was the wrong power. The czar's love affair with the steam engine had lingered too long; in 442 I U N I O N P A C I F I C 1945 he had hesitated to buy diesels even for passenger service. Although a pioneer in developing the diesel engine, the Union Pacific had lagged behind other roads in converting its fleet to the new technology. The company feared a long struggle with the unions over manning the diesels, and it worried over making a heavy investment only to have some other technology, like gas turbine or atomic power, render the diesel obsolete. But other roads invested heavily in diesel power because the savings were so enormous as to surmount these risks.5 Rolling stock was also in sorry shape. About 35 percent of the freight cars were over thirty years old compared to an average of 19 percent on other roads. A third of the company's boxcars were thirty years old or more; the Pennsylvania had...

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Union Pacific Railroad Track Improvement Project from Joliet to Dwight, Illinois | Federal Railroad Administration

Finding of No Significant Impact (FONSI)

The Union Pacific Railroad (UPRR) Track Improvement Project lies along a section of the UPRR track between Joliet and Dwight, Illinois and extends 36 miles across Will County, Grundy County and northeastern Livingston County. It passes through or near the Illinois communities of Joliet, Elwood, Wilmington, Braidwood, Godley, Braceville, Gardner, and Dwight.

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