Steam in Atlanta and Vancouver, Glaciers in Alaska
June 17th-July 17th, 1994

Don Winter


The proximate cause of this trip was the 1994 NRHS Convention in Atlanta. After looking at the dates of the convention, it became clear that we would have to make the NRHS trip and our already-booked Alaskan cruise into a single trip, heading directly from Atlanta to Vancouver, BC to take that cruise. This document thus covers the entire month long trip. As usual, we traveled out and back on Amtrak.

The Journey East (6/17-6/21)

Friday, June 17th, 1994

This evening, we started our journey by driving from home to Los Angeles Union Station, and leaving the car with Henry. We’re at the station with plenty of time to check the suitcases through to Atlanta and then wait for the train. Of course, the stock for the latter was late arriving in the platform, and thus we were late departing.

Southwest Chief Route Description


P40      821

P40      832

















From San Bernardino to ‘Frost’, the traditional ‘current of traffic’ directions are reversed, in favor of left-hand running, to take advantage of favorable grades. The steepest grade on the former South Track (now simply Track 2) is 3%, while that on the former North Track (Track 1) is only 2.2%. Both tracks are now signaled for bi-directional running. The ex-Santa Fe mainline is at least double track all the way from Los Angeles to near Albuquerque, where the passenger main separates from the two-main-track freight main

Train 4, 6-17-1994



Los Angeles






San Bernardino












Winslow           PT



Gallup              MT









Las Vegas









La Junta



Lamar              MT






Kansas City      CT






La Plata



Fort Madison


















We eat dinner on departure from Los Angeles, and are in bed by San Bernardino

Saturday, June 18th, 1994

I awake in Flagstaff, and we eat breakfast before Gallup (which the time change makes seem to come an hour earlier than expected). We have lunch after Albuquerque. At Ojita, east of Glorieta Pass, the signals are red and we flag them at 15 mph. At 4:05 pm, we pass Amtrak train 3 in Ojita siding. Dinner is on the high plains, east of Trinidad. We go to bed east of Lamar, but still in Colorado.

Sunday, June 19th, 1994

We awake east of Lawrence. The train takes fuel at on-line fuel racks adjacent to the large freight yard at Argentine, Kansas. This means that the fuel stop (20 minutes or so) comes before the train's arrival in Kansas City, and could be perceived as inappropriately placed if passengers are thereby unable to make connections to the morning eastbound train from Kansas City to St. Louis. The KC stop is adjacent to, but not in, the stately Kansas City Union Station, now a museum. Breakfast is east of Kansas City.

East of Galesburg, where we eat lunch, the Southwest Chief uses the Santa Fe line across Edelstein Hill and through Chillicothe, Streator and Joliet, thence along the north side of the Sanitary Canal past Willow Springs intermodal yard and the turnoff to Corwith Yard, then turning onto the line into Chicago Union Station at the South end of the 16th Street bridge across the Chicago River, where the Santa Fe tracks used to continue straight ahead to Dearborn Station. Somewhere west of the exit from Corwith yard, we wait 10 minutes for ATSF 129 to pass.

In Chicago, we leave our bags in the first class lounge, walk east until we encounter the CTA elevated tracks, go up to station level and purchase round-trip tickets to Midway Airport. Then we ride the new CTA Orange Line to the airport and return. Along the way, the line passes over a yard where Canadian National locomotives are being serviced. We eat dinner at The Berghoff, our favorite German-style restaurant. Back in Union Station, we wait in the first class lounge until train 59, the City of New Orleans, is called, then walk out to our train and board the sleeping car.  When we had booked our tickets, this was a ‘Heritage Fleet’ (single level) train; now that it is a Superliner train, our booking converts to a Deluxe bedroom, the first time we have traveled in these rooms.

City of New Orleans Route Description













Train 59, 6-19-1994




























































New Orleans



Darkness falls before we're out of suburban Chicago, and we go to bed shortly afterwards.

Monday, June 20th, 1994

We awaken during the stop in Memphis, get up and have breakfast in the diner. At Memphis, the passenger route goes through the center of town, along the Mississippi River, while the freight line goes around to the east. Lunch is south of Brookhaven, MS.

In New Orleans, we’re staying at the Holiday Inn, across the street from the Superdome (and just a couple of blocks from the station. Once we’ve checked in, we walk down Canal Street to the St. Charles Avenue streetcar line, which we ride out to its terminus at Carondelet Avenue, and return, passing through the lovely Garden District, then past Loyola and Tulane Universities and making a right-angled turn adjacent to the riverbank levee. We eat dinner, on this sweltering evening, in a Cajun restaurant in the French Quarter, then retreat to our air-conditioned room and an early bedtime.

Tuesday, June 21st, 1994

We’re up early this morning, check out of the hotel and take a taxi back to the station, where we board the Crescent for Atlanta. Even though this is a daytime trip, we nonetheless have a bedroom on this Heritage Fleet train. We eat breakfast in the Diner while crossing Lake Pontchartrain on a long trestle.

Crescent Limited Route Description















*The Gulf Breeze, added in Birmingham

Train 20, 6-21-1994



New Orleans
























Anniston           CT



Atlanta             ET



We eat lunch in western Alabama, and dinner as the train crosses the hills into Georgia, prior to our arrival in Atlanta’s Peachtree Station.

On arrival in Atlanta, we take a taxi to the convention hotel, the Westin Peachtree Plaza on North Peachtree Street, check in and get our room, then visit the NRHS Registration Desk where we check off our names and get our convention goody bags. Our room is on the southwest ‘side’ of the circular tower comprising the hotel’s residential building, about two-thirds of the way up. We will spend little time in this room during our stay, however..

Atlanta NRHS (6/22-6/26)

Wednesday, June 22nd, 1994

The first excursion of the convention is over shortline Georgia Northeastern, to the north of Atlanta. The Georgia Northeastern Railroad runs over a portion of the old Louisville & Nashville ‘Hook & Eye” route from Atlanta to Knoxville, the GNRR running north from the present-day CSX Elizabeth Yard at Marietta, GA as far as Blue Ridge, with most services concentrating on the southern end of the line. Today’s passenger excursion goes only as far as Tate, 40 miles of 10 mph railroad. The train comprises four cars from the New Georgia Railroad, headed by one of the railroad’s chop-nose GP-7s, 2097, and high-nose GP-9 6576. The route is full of curves through wooded hills with the valley bottoms in use as agricultural fields.

Elizabeth to Tate Route Description

Due to limited capacity, this trip is run in two sections, one riding the train northbound, the other riding it southbound. We’re in the group riding the train northbound. Buses take us from the hotel to the yard in Marietta, where we board the train. About midway on the trip, we have a photo runby, and later see the members of the other group lined up to photograph our passage. We eat our box lunches before arrival in Tate. In Tate, we leave the train and the members of the other group board it. The buses take us back to where we had seen the photo line, and we also line up here for pictures as the train passes. I talk with Ron Keevil, head of the United Kingdom Chapter of NRHS, while on the photo line. Once the train has passed, the buses take us back to the hotel.

This evening, we’re riding on the dinner train on the New Georgia Railroad. We’re bused over to the Milepost 0 station, close to where Union Station, one of the two downtown Atlanta depots, used to be, and after a wait (during which we peruse the artifacts in the museum there), we head downstairs to the platform alongside the CSX main line through the center of the city. The dinner train comprises a number of fluted-side streamline cars that have been fitted out as ornate dining rooms (5 cars plus a round-end observation, accompanied by a heavyweight generator car), with an FP-7 on each end (3499 and 3498), painted in the blue and crimson New Georgia color scheme. Unfortunately, this previously scheduled outing will be the last run of this dinner train, since the New Georgia railroad is shutting down due to the death of its sponsor in state government.

Atlanta to Stone Mountain Route description

At the appointed time, the train reverses out on to the CSX main, then heads east on the former Georgia Railroad line (later Seaboard Air Line) to Stone Mountain, where the train reverses and returns to its starting point. Darkness has fallen by the time we reach the reversing point. Dinner is marvelous!

Back in Atlanta, we bus back to the hotel. In our room, there is a ‘phone message awaiting us. We call back to speak with Jane Delahooke, the real estate agent who is handling selling our house in Sierra Madre. It transpires that the buyer wants to move up the closing date, for some reason of his own, in a way that will not affect our overall costs but does require our signature. I ask for some points of clarification, and Jane promises to have them by tomorrow night. We then go to bed.

Thursday, June 23rd, 1994

Today’s excursion will cover two different routes between Atlanta and Macon, GA, south by the former Central of Georgia route of the Nancy Hanks II, and north over the former Southern Railway route of the Royal Palm. The southbound trip is hauled by former Frisco 4-8-2 1522, and the northbound trip by both 1522 and former Norfolk & Western ‘J’ class 4-8-4 611, operated by the Norfolk Southern Steam Program. All of the convention excursions over NS lines (as is today’s) are operated under the auspices of that program, and use its normal excursion train consist. We’re riding first class, in heavyweight Pullman Kitchi Gammi Club, seated in a four-seat Section with Frank Fields and his wife from Upstate New York.

All of the Norfolk Southern excursions at this convention start from Peachtree (Brookwood) station, used by Amtrak. We’re bussed up there from the hotel at an early hour (because we have to be out of the station before this morning’s westbound Crescent arrives), and are allowed onto the platform under controlled conditions. Our car is third from the rear of the train, with only dome-lounge Heart of Dixie and round-end observation Mardi Gras behind it.

Brookwood to 10th Street Route Description

Spring Street to Macon via the CofG Route Description

10th Street to Macon via the Southern Route Description

There is a runby somewhere along this route. I notice that Ron Keevil and his wife are sitting in the lounge area of our car. At Rutland Junction, we turn east onto the recently built spur to CofG Junction on the former Georgia Southern & Florida, then turn north past Bronson Yard and draw to a halt adjacent to the former Macon Terminal Station.

Here, the train and locomotive will be serviced, and 611 will be added on the front of the train. We’re allowed off the train to wander around while all this is going on. I take a look at the empty station buildings, and watch 1522’s servicing and the addition of 611 on the front. Then it’s time to reboard for the double-headed return journey. By now, we’ve noticed the broad-leafed vine that seems to be everywhere, both at ground level and draped over trees. On inquiring, we’re told this is Kudzu, brought over by Japanese gardeners a century ago and now endemic throughout the South. Kudzu is used by the railroads to stabilize embankments.

We have a photo runby in Juliette, a town featured in the movie Fried Green Tomatoes. Arriving at Brookwood in mid evening (we’re held out for the northbound Crescent to do its work first), we’re bussed back to the hotel. After another ‘phone call with our real estate agent, we eat at McDonald’s, across the street from the hotel.

Friday, June 24th, 1994

Today, we’re visiting the Norfolk Southern Training center at McDonough, located on the remnants of a branch line southwest from Grove, which we passed through yesterday. We ride two buses from the hotel to the Training Center, some 30 miles or so southeast of Atlanta.

The center has its own Employee Timetable:

At the Training Center, we’re divided into two groups of 45 people each, one of which will tour the center first, while the other will ride the training train along the center’s nine-mile dedicated segment of the former branch line. We’re in the latter group. The train is headed, today, by a GP-60, NS 4610, that has been painted in the former Southern Railway’s green color scheme, in honor of the 100th anniversary of the formation of the Southern Railway from a number of smaller lines under the auspices of the Richmond & Danville. This train, with freight cars and caboose as well as passenger accommodations, takes us west to the end of operational track, with photo runby opportunities along the way.

Returning to the Training Center, we trade places with the other group and tour the center, visiting the loco simulators (there are three of them, one with full motion capabilities), the first class welding-training shop, the signal-repair training shop located in a separate small building, the loco-repair training shop on one end of the main building, and the NS Exhibit Car on the adjacent outdoor repair-training tracks.

Once the tour is over, for both groups, the buses take us to a nearby restaurant, where a barbecue lunch has been arranged. We’re seated across from Frances and Michael Mohr, from the Washington DC area. After lunch, the buses return us to the hotel. The message light is on, again, and we discover that the faxed papers for the revised real estate transaction have arrived. Chris goes to get these, we sign them, and them fax them back.

There is a Railroadiana Show taking place at the Hyatt Regency, a couple of blocks north and across North Peachtree Street. We use the skyway corridors and bridges to get over there without having to walk all that way outside in the heat and humidity. At the show, I get some old employee timetables from the region, covering at least the NS routes we are riding at this convention.

In the evening is the usual NRHS Banquet. At this one, former Southern Railway Steam Program Manager Jim Bistline introduces former Southern Railway Steam Program Master Mechanic Bill Purdie, who presents a slide show on all of the steam locomotives that at one time or another had formed part of that program. Included is 2-8-2 4501, which should have participated in this convention, but was stopped for repairs at its home in Chattanooga, just a week or two earlier and is now laid-up awaiting its boiler repair and re-certification. Following Bill Purdie’s talk, current NS Steam Program honcho Carl Jensen talks about the current activities of that program and assures us the NS Steam Program will continue! J

Saturday, June 25th, 1994

Today’s excursion, utilizing 611 on the main line and two NS diesels on the branch line to Athens, heads northeast out of Brookwood on the main line towards Washington, DC for a 180-mile round trip, more than half of it behind steam. Today and tomorrow we’re seated in round-end observation car Mardi Gras. As usual, we’re bused up to Brookwood station at an early hour, to clear the station before the scheduled arrival of the westbound Crescent.

Brookwood to Lula Route Description

Lula to Athens Route Description

Before getting to Lula, we wait half an hour in Griffin siding for a late westbound Crescent to pass. Here, the diesels (including Southern-painted 4610, seen yesterday at the Training Center) take over the train (i.e. 611 and its water bottle are taken off), and the train turns down the Athens branch We have a photo runby, and lunches are loaded at Paradise Valley. After lunch and the diesels running round the train at Athens Yard, we have another runby at Paradise Valley. The return routing is the same as the outbound routing.

Mardi Gras is a round-end observation car with a central bar/catering area, and a forward section with tables and more lounge seats. We’re seated at a table, facing forward, as requested on our reservation form. The catering in Mardi Gras is exceptional. The crew headed by Bobby and Brenda Moreman has really put on a magnificent effort for the first class passengers on these excursions.

Back at Lula, there’s a lengthy delay while the train is turned on the wye and freshly serviced 611 is added back on the point. Meanwhile, the passengers are all off the train, waiting on a frontage road for the train to back east of town and perform a photo runby with 611 on the point. While we’re waiting for the 611 runby, Chris finds a puppy to hold in the front garden of a nearby house. The local residents are all outside, wondering what all these people are doing on their street. The owner of the puppy asks Chris if she wants to take it with her, but we’ve far too much still to do on this trip even to consider that!

Following the successful runby, the passengers reboard and settle in for the return trip to Atlanta. Some folks I recognize from the Chicago Convention the previous year are in the observation end of Mardi Gras, so I take the opportunity to ask them about possible ways of getting out to Oak Park in time for the 11 am tour at the Frank Lloyd Wright Studio, since we can’t use the CTA this year. (The Green Line is closed down for refurbishment.) The universal recommendation is to catch a bus at the underpass, just north of the C&NW station at the corner of Canal Street.

Back in Atlanta, we have dinner at a nearby restaurant and pack for our departure on Sunday afternoon (since we have to check out in the morning, before Sunday’s excursion.)

Sunday, June 26th, 1994

This morning, we arise at the usual (for this Convention) early hour, take the bags down to the lobby with us, check out of the hotel and leave the bags with the bell captain. Then, we head outside for the convention bus to take us up to Brookwood to board the train.

Today’s final convention excursion is going to Chattanooga, TN, via Rome, GA, with both steamers and both of the diesels from Saturday’s excursion. A couple of coaches, and all of the first class cars, will leave the main train at Rome and return to Atlanta hauled by the two diesels, a 149-mile round trip. We’re riding in Mardi Gras, again, so will be returning to Atlanta. Today, we’re seated with Warren and Martha, from Lancaster.

Brookwood to Howells Route Description

Howells to Rome Route Description

The train leaves the station westbound, in low clouds and fog. At Austell the excursion heads northwest, while the line to Birmingham on which we had arrived on Tuesday continues west. At Braswell, we have a photo runby on the grade, at Rome, there is a stop to load lunches. and at a junction at Forrestville, the train is split. The rear portion, in which we’re riding, is turned on the wye, while the main train departs northward behind the steamers. We retrace our steps on the same route as we had come northward. On the way back, there is a photo run with just the diesels, and the train arrives back at Brookwood in early afternoon. This ends the NRHS Convention for 1994.

Chris and I walk south on north Peachtree Street until we get to a MARTA station, where we purchase all-day passes and board a northbound train. The line north turns northeast and ends at Doraville, after running alongside the NS Armour Yard, where we see the first class cars off our excursion train. We head back, getting off at the Five Points interchange station. Thence, we ride the east line to Decatur, past the CSX Hulsey intermodal yard, and return past Five Points to the west line, out to Bankhead and back again. We don’t have time to ride south to the airport, but return north to the hotel. In 1994, MARTA has 40 route miles and 240 cars.

The Journey West (6/26-7/1)

Returning to the hotel, we relax in the lounge until it’s time to leave to catch our train. We reclaim the bags and take a taxi up to Brookwood, where we check the big suitcases through to Seattle, keeping only the overnight bags we will need along the way. We board the train in the sleeping car that is added to the rear in Atlanta. Lee Dietrich is also back here, as is Steve Hastalls, a blind conventioneer whom we had noticed the previous year in Chicago. He turns out to be a CTA Customer Assistance Coordinator. We all eat dinner together at the earliest seating with sufficient space available in the diner (at the other end of the train, of course).


















*The Gulf Breeze, added in Birmingham
#added in Atlanta

Train 20, 6-26-1994



























Washington, DC



We’re in bed and asleep before the train leaves Georgia.

Monday, June 27th, 1994

We awake in Charlottesville and have breakfast before the train arrives in Washington, DC, mid morning. Steve and we leave our luggage in the Metropolitan Lounge, and then go our separate ways, he to meetings with the Department of Transportation, we to ride the Washington Metro. We start out by riding the Red Line to the metro center, where we purchase all-day tickets. We then ride the Orange line to its terminus alongside the Northeast Corridor at New Carrollton, then back to the separation point of the two lines at Stadium Armory, and east again on the Blue line out to its eastern terminus at Addison Road in a poor district of the Maryland suburbs, where we get help from a Metro employee in visiting the bathroom. Returning west again, we take the Blue line all the way through downtown and out into Virginia, through the deepest station on the Metro at Roslyn and out past the remnants of Potomac Yard to Alexandria (adjacent to the Alexandria Amtrak station).

Here, we leave the station on the east side, walk to the street at the north end (across the bus station), and walk east the mile or so to a restaurant on the river shore that we had visited in 1983 (and I in 1973). This restaurant is famous for its Maryland Crab Cakes, and that is what we have on this occasion. After lunch, we walk back to the Metro station and take the Blue line south to Franconia-Springfield and back, and then the Yellow line north from Alexandria, across the river at 14th Street, to Gallery Place. From the latter, we return south again to Metro Center and east on the Red line to Union Station.

Back at Union Station, we take a look around some of the shops and wait for train time. When the train is called, we take our luggage and go out on the platform. Chris stops at the sleeper, while I walk up to the front of the train to take some photographs of it and the traffic in the station throat. When I return, I’m greeted by name by Mark Sublette, our sleeping car attendant and a correspondent for Railpace magazine (among others). In the course of the trip, Mark will impart bits of his knowledge of the railroad operations in the areas we’re passing through.

Capitol Limited Route Description














Train 29, 6-27-1994









Harpers Ferry









Connellsville     ET






Waterloo, IN    CT






South Bend









We eat dinner with a couple from Fort Wayne who will be alighting at Waterloo, IN, at 6 am. After dinner, we go forward a couple of cars and sit in dome behind the Trains magazine assistant editor, Robert McGonigal, for many miles across Sand Patch, starting at the point where the line turns due west at Hyndman, up through the valleys to Mance, through Sand Patch tunnel (it‘s now dark enough that the headlight is illuminating the rock walls and the tunnel sides) and down the western slope. We go to bed after the Connellsville stop and are asleep before Pittsburgh

Tuesday, June 28th, 1994

In Chicago Union Station, we stow our bags in the Metropolitan Lounge, pick up a CTA bus route map, then head out of the station on the farthest west side, walking north on the west side of C&NW station until we find the bus stop we had been told about. A bus duly arrives, a bit later than suggested by the timetable at the bus stop, and we ride it out to Oak Park. The bus driver is obviously trying to make up time. In Oak Park, we walk north to the Frank Lloyd Wright House and Studio on Forest Avenue, passing a number of other Wright-designed houses along the way. At the House and Studio, we sign up for the 11 am tour and visit the bookstore.

Frank Lloyd Wright lived and worked at this location in the last decade of the 19th-century and first decade of the 20th-century. Most of the buildings he designed at that time are located in Chicago, or in his own Oak Park neighborhood. The tour takes us first to the Studio, the place he designed and built for himself and his draftsmen to work in. Apart from the standard set of Wright touches on the wall paneling and (mostly built-in) furniture, the thing one notices most in the studio is the way the natural light falls in just the right place(s) for the job at hand in each of the dedicated locations in the building. The adjacent house was, of course, custom-designed for Wright’s own family, and changed as their needs changed. The current restoration attempts to depict one particular point in time in the house, in 1909, but as one might expect is not completely successful. Nonetheless, the restoration has been successful in providing the visitor with the impression of what it was like to live in a Wright-designed house of the period.

On the way to the Metra station, we walk around the Wright-architected Unity Temple on an intersection right in the center of Oak Park, but can’t get inside to see the interior.

UP West Line Route Description

Back in Chicago, we walk to Union Station (two or three blocks), have a late lunch at one of the restaurants in Union Station, then sit in the metropolitan lounge until it’s time to leave on the Empire Builder, in mid afternoon.















Lounge (to Portland)

Coach (to Portland)

Coach (to Portland)

Sleeper (to Portland)

Train 7, 6-28-1994






Glenview, IL












Wisconsin Dells






La Crosse






Red Wing









Grand Forks



Devil’s Lake












Williston           CT



Wolf Point        MT


















Glacier Park



West Glacier    MT



Sandpoint         PT





















Empire Builder Route Description

We go to bed after leaving Red Wing, and are asleep before reaching St. Paul.

Wednesday, June 29th, 1994

I awake briefly at Fargo, and am awake for good before leaving Grand Forks.

Across North Dakota, it becomes clear that we’re steadily losing time because some event on the railroad has disrupted eastbound traffic. At Minot, during a long delay, we find out what is going on. The previous day, there had been a BN freight derailment east of Havre, MT, due to the freight hitting a low loader at a grade crossing. When we get to the location, we will see its lead locomotive on its side at trackside. Meantime, the crew from yesterday’s eastbound Empire Builder, which will form our westbound crew today, has not yet had its legally mandated eight hours of rest, and we must wait for that time period to expire. During the wait, a BN locomotive is added to our consist.

Three miles west of Hinsdale, MT, the train stops to restart the locomotives after the lead unit goes dead. The crew discovers that the MU cable from the BN locomotive to the Amtrak consist was not connected properly! (Presumably, this means we have been running with only the one locomotive since Minot (about 300 miles)! Our 8:13 pm MT arrival at Havre is two minutes before the crew’s legal hours of service expire! (This means that at Minot they had been on duty at 9:15 am CT???—Either the story here is wrong, or the story at Minot was wrong!) During the extended stop at Havre, the BN unit is removed, and mail cars are added to the head of the train. Darkness falls while we’re waiting in Havre (having inspected the GN steam locomotive that is stuffed and mounted there), long before there is any possibility of seeing the Rocky Mountains ahead. We go to bed before reaching Shelby.

Thursday, June 30th, 1994

East of Sandpoint, the crew dies on the hours of service law at 6 am (PT). The new crew is driven out from Spokane, and the train restarts at 7:06 am. I awake when the train stops. It is unusual, indeed, for an Amtrak train to be in Spokane in the daylight, but that is the pleasure we have today. We have long enough to go down into the station, where I try to find Sarah Elkins (formerly of Xerox and active on the SocialIssues list) in the telephone directory, but without success. There’s also time to watch the switching moves that separate the train into the Portland and Seattle sections, before its time to reboard the Seattle section. In addition to Spokane, the train’s extreme lateness means that we will cross the Palouse and the Cascade Mountains in daylight, a rare treat.

At MP 8, we wait 20 minutes for an on time Amtrak train 8 to pass! Arriving in Seattle, we go to baggage claim to get our checked bags. Somewhere long the line, the large suitcase, bought new especially for this trip, has been split open. A complaint to Amtrak gets us a ride to the local Sears store and a replacement suitcase. After transferring the contents, we’re ready for the next step. Naturally, being seven hours late, the Ambus we had intended to take onward to Vancouver, BC, has long gone. However, there is another bus to Vancouver tonight, departing from a hotel somewhere uptown. Amtrak issues us tickets for this bus and pays for a taxi to take us to the departure point. We find somewhere to leave the bags and go to a nearby restaurant for dinner. The bus appears about 8:30 pm, and gets us into Vancouver after 11 pm. On the way, Canadian Customs wants to inspect the contents of a suitcase. Chris tells them it will be up to them to get it closed again, and they change their minds!

Friday, July 1st, 1994

We’re riding the Royal Hudson excursion train on BC Rail, from North Vancouver to Squamish and return, departing mid morning from BC Rail’s North Vancouver station. Not knowing any better, we take a taxi from the hotel to the station, across the Lion’s Head Bridge. We pick up the tickets we had ordered and paid for several months ago, and board the train when it is ready for boarding. For the northbound run, we sit in an enclosed coach. The train departs on time with only Royal Hudson 2860 for power. Royal Hudson 2860 is a semi-streamlined 4-6-4 built for the Canadian Pacific in 1940. It is still painted in CP tuscan red and silver, albeit with British Columbia on the tender; the cars in the train are in matching CP tuscan red paint.

North Vancouver to Squamish Route Description

At the ferry terminal at Horseshoe Bay for the car ferries to Vancouver Island, we see one of the ferries just arriving. Along Howe Sound, we stop for quite a while at a siding to wait for a southbound freight. Nearing Squamish, the line passes large logging operations that, inter alia, transfer logs from rail to waterborne transport. At Squamish, where Mount Garibaldi overlooks the scene, the train stops and backs onto a spur by the harbor, adjacent to a street lined with restaurants.

We eat lunch at one of the restaurants, and then wander up to the (new) front of the train, where 2860 is parked after having been turned and watered. We have plenty of time for pictures before boarding time. The trainset itself has not been turned, so our seats are now a long way from the front of the train. I thus spend much of this trip in an open coach, up near the locomotive where I can get lots of pictures of the steamer as it rounds the many curves.

Back in North Vancouver, I observe a bus saying that it goes to Vancouver by way of a waterbus. We opt to go this way, and the bus takes us to the Waterbus terminal in East Vancouver, whence we take the hovercraft ferry over to its Vancouver terminus adjacent to the CP Rail station. This is convenient, because it’s right next to one end of the Skytrain line, which we want to ride next. We board and ride the automated train service out to the far end of the line in the suburb of Surrey, then return the same way. Along the way, the Fraser River crossing uses a spectacular cantilever-suspension bridge of a new design. Back in Vancouver, we go to an Indian Restaurant (South Asian, not Native American) for dinner.

The Alaskan Cruise (7/2-7/13)

Saturday, July 2nd, 1994

We have many hours to pass, today, before it will be time to board the cruise ship. We check out of the hotel, but store the bags there. Then we walk south to a radio store that I have found in the Yellow Pages, that advertises tuned antennas for radio scanners. Indeed, they have such things and I buy one that is tuned for the 160 MHz railroad radio band. Then we walk east to the Pacific Station, jointly operated by VIA and Amtrak, but built by the Great Northern and still owned by Burlington Northern. After looking around there, we walk further east to the Canadian National loco yard, where I get some pictures, then walk back to the McDonald’s by the station, where we have lunch.

After lunch, we take the Skytrain out to the location of that interesting bridge, which I get some pictures of. There’s supposed to be a railroad hobby shop in this area, but it has moved and it takes us a while to find its new location. We go in to buy the current issues of magazines, but the real point of interest here is a copy of a fax announcing the proposed merger of the Santa Fe and Burlington Northern railroads!

Back in Vancouver, we reclaim our luggage at the hotel and take a taxi to the cruise ship terminal. Here, we find that boarding is winding down, and we board ship late enough that we miss the life-jacket drill. In fact, we have also missed the setup for “immigrating” back into the US, and have to do this at the desk on the ship, later on. We sail in late afternoon. Almost before we have taken the measure of the ship, it’s time to dress for dinner and go to the dining room where we meet our dinner table companions for the trip. One couple (the Minters) is from Australia, and the other from Berkeley, California. During dinner, we sail under the Lion’s Head Bridge and out into the outer Vancouver Harbor, along which we had traveled in the BC Rail excursion train the previous day. We go to bed not long after dinner, the better to be up when we can see the scenery the following morning.

During the evening and night, the ship crosses the route taken by the ferry from Horseshoe Bay to Nanaimo, on Vancouver Island, then sails northwest through the Strait of Georgia between the mainland and Vancouver Island. Adjacent to Campbell River, the Inside Passage narrows considerably, with Quadra, Sonora, East and West Thurlow and Hardwicke Island on our right (the side our cabin is on), then a stretch of mainland coast followed by Cracroft and Malcolm Islands. North of the latter, we’re out into Queen Charlotte Strait with the mainland on our right, the Queen Charlotte Sound, with open water to our left. Entering Fitz Hugh Sound, heading due north, we have Calvert and Hunter Islands on our left.

Sunday, July 3rd, 1994

The cruise ship comprises cabins of many different sizes and styles, both exterior (with windows) and interior, for very different prices, on a number of different decks, with access to amenities, entertainment and dining facilities governed by cabin location. There are five or six different meal servings available each day, in different locations (including formal dinner), along with all day availability of coffee, tea, soft drinks and snacks. There are many entertainment facilities available, some at extra charge. The organized shore excursions are all extra charge, reservable in advance.

After breakfast, the ship turns west and then north again, passing between Denny Island on the right (east) and Campbell Island on the left (west). At the north end of the latter is the picturesque native fishing village of Ben Bella, with Cunningham Island on the right of the ship. We go out on deck to watch as we slip past Ben Bella. We turn west between Horsfall and Chatfield Islands, then between Dufferin Island and the mainland Dow Peninsula. Turning north again, into Millbank Sound and then Finlayson Channel. The coasts all along have mountains rising directly from the water, covered in spruce, fir and pine trees. We continue up Tolmie Channel and then Princess Royal Channel, with Princess Royal Island on our left and the mainland on the right. Passing through McKay Reach and crossing Whale Channel, we enter Grenville Channel, heading northwest again with Pitt Island on our left and the mainland on our right. Lunch is obtained from the same place we got breakfast, with formal dinner again at the same table with the same table companions.

During the night, we pass the BC port of Prince Rupert to our right, cross from Chatham Sound in Canada to Revillagigedo Channel in the US (Alaska).

Monday, July 4th, 1994

By morning, we’re docked at Ketchikan, AK, on Revillagigedo Island, known as the “Salmon Capital of the World”.  Like most of the towns along this stretch of the southeast Alaskan panhandle, Ketchikan is surrounded by wilderness, with no highway or rail connection to the outside world. From the ship, we see the Ketchikan 4th of July Parade. After lunch, we take a tour bus to tour Saxman Village, a native village with 22 totem poles, three miles to the south of town. Totem poles are a feature of native villages all along this coast, and this particular village has made a complete museum from them. While there, we attend a performance of native children’s dancing in the village auditorium.

In late afternoon, the ship leaves Ketchikan to continue northward, emerging into Clarence Strait, snaking through the Wrangell Narrows past Petersburg, on Mitkof Island, then through Frederick Sound, with Kupreanof Island on our left, and Stephans Passage, with Admiralty Island on our left. The Russian names are a legacy of the erstwhile Russian ownership of Alaska.

Tuesday, July 5th, 1994

When we awake, the ship is docked in Juneau, Alaska’s capital city, with Douglas Island across the Gastineau Channel to our left. During the day, we take a bus tour that tours the city, past the State Capitol and various historic buildings, then head out 13 miles to the northwest, along the coast and past the airport, to Mendenhall Glacier, one of the largest glaciers in Alaska that is accessible by road. Over 200 feet high, nearly three miles wide and 12 miles long, the glacier makes a spectacular sight. At the site is a Visitor’s Center that we have time to visit, as well as a trail that takes us out onto the glacier itself. Above and behind this glacier and the several others long the mountain faces behind Juneau is the 5,000 square-mile Juneau Ice Field.

Departing Juneau, a ship this large cannot head directly north, but must start out southward, the pass to the west of Douglas Island through Stephans Channel and Favorite Channel, the north into Lynn Canal (really just a long fjord) with mainland mountains on both sides, then into Chilkoot Inlet and Taiya Inlet.

Wednesday, July 6th, 1994

When we awake, the ship is docked in Skagway, built in the Klondike Gold Rush of 1898. There are a number of options for shore excursions, today. We have opted for the longest possible train ride, followed by a later tour of the town. Our train is thus the first to depart, and we have breakfast quite early.

The White Pass and Yukon Railroad was built along the Chilkoot Trail, to service the Klondike Gold Field in the very late 19th-century. Today's run is a tourist train operation in the summer months only; the WP&Y uses Alco 900hp and 1200 hp diesels hauling vintage and restored open platform coaches obtained surplus from the East Broad Top railroad in Pennsylvania. The WP&Y narrow gauge train picks us up right on the dock adjacent to where our ship is berthed. Passing the railroad’s shops, to the west side of the line, we can see the railroad’s steam locomotive out in the yard, under repair, as well as the rotary snow plow.

White Pass & Yukon Route Description

A number of hikers depart at the Glacier station. At Bennett, alongside the eponymous lake., there is time for a guided tour of the remains of the town, head of both the Chilkoot trail and the competing Dalton Trail from Haines-Port Chilkoot, including its wooden church, before collecting a lunch and boarding the train for the return trip. Facing downhill, there are a number of spectacular views on the downgrade south of White Pass before the train deposits us at the dockside again.

Next, we have a later afternoon tour of Skagway that uses a vintage open charabanc, with a guide named Sue. This takes us around the center of the old town, out to the heights to the west where the wealthy built their houses, and to the old cemetery across and immediately adjacent to the railroad line, where Sue tells us a story about a pioneer family that is tied to a prominent grave there. Then we’re dropped off near the White Pass & Yukon depot, where we visit the gift shop and buy ourselves WP&Y sweatshirts. We walk back to our ship, noting the harbor area where the other cruise ships and the Alaska Marine Highway ferries dock.

Leaving Juneau after dark, the ship returns south down Lynn Canal, then west through Icy Strait, with Chicagof Island to the south, and north into the massive fjord known as Glacier Bay.

Thursday, July 7th, 1994

We awake in the southern reaches of Glacier Bay, as the ship idles waiting to bring its passengers to the head of the bay during the middle of the day. Already, we are in the upper reaches of Tarr Inlet. After a quick trip to the cafeteria to grab coffee and tea, we go out onto the rear deck to get a better look at the glaciers as the ship slowly turns past the face of Margerie Glacier, to the west, and then across the face of the combined Pacific Glacier and Ferris Glacier, across the north end of the inlet. While we’re cruising slowly past, Margerie Glacier calves a couple of icebergs, several minutes apart, producing an almighty splash followed a split second later by a huge roar of sound, in each case. There is also a steady fall of ice breaking off the front of the glaciers in massive chunks as wll as smaller splinters. An icefall into the water causes large waves to spread across the water, rocking the ship as they pass. We’re cruising in waters that, back in 1907 were under the then extent of the glacier. In fact, back in 1750-1780 the combined glaciers filled the entire bay south to where the Glacier Bay National Park Visitor’s Center now is (we don’t get to visit this one). The new sweatshirts come in very handy as we spend time out on the rear deck in Glacier bay and College Fjord, where the cold ice impacts the air temperature even on beautiful sunny days in July. The effect is rather like standing in front of an open freezer in an otherwise warm kitchen!

We now cruise south back down the bay, passing Russell Island, which the glaciers had reached as recently as 1892, and John Hopkins Inlet, to the west, which had been Johns Hopkins Glacier in 1892. Rocky islands in the deep water are covered in aquatic animal life, birds and seals on the rocks and in the water, whales in the water, bears on the shore. As the ice has retreated from the land, plant life has returned, first the ferns, then alder and cottonwoods, the spruce and finally towering hemlock tress overshadowing the spruce in the climax forest. Further south, we pass Rendu Inlet and Queen Inlet, on the east shore of the bay, then Tidal Inlet on the east and Blue Mouse Cove on the west, to reach Tlingit Point on the east, where the bay widens greatly as another large area opens to the east, both part of the bay having been under the glacier in 1860. We now pass the North and South Marble Islands, covered in seabirds today that had been under the ice in 1857 and 1845 respectively. Passing Willoughby Island on the west and Beartrack Cove on the east, then Berg Bay on the west and the Beardslee islands on the east, we reach the location of the Visitor’s Center at Bartlett Cove, covered by the ice in 1794 followed by the mouth of the bay and our return to Icy Strait.

Leaving Glacier bay, the ship turns west through Icy Strait and Cross Sound, and enters the open Pacific Ocean for the run across the ocean to the southern Alaskan coast. Now that the ship can be put on autopilot, those passengers who are interested are permitted to visit the ship’s bridge in small groups at designated times. We go in late afternoon. The bridge of this recently built ship has all kind of modern navigation and communications equipment, and we are shown how each is operated. After our visit to the bridge, we patronize the ship’s gift shop located nearby; I buy Chris a stuffed Husky, named “Homer”, as the only kind of Husky she’ll be able to take home from this trip.

Friday, July 8th, 1994

By morning, we’ve reached the southern coast of the main part of Alaska, east of Seward. We enter the inlet (Prince William Sound) that leads to Valdez, and also, on its eastern rim, includes a series of glaciers named after major universities in the United States—Johns Hopkins, Amherst (up the Coghill River Estuary), Yale, Harvard, Bryn Mawr, and Smith. This area is known as College Fjord; Harvard glacier is at the end of the fjord, and looks just like an icebound continuation of the fjord further into the mountains (which is what I suspect it is). Many of these glaciers appear to be running directly down the face of the mountains bordering the water, although in reality what we’re seeing is the exposed end of ice that fills each ravine that punctuates the mountain range. Naturally, the higher mountains in the deep background are all snow-covered. As in Glacier Bay, the water surface is littered with chunks of ice of various sizes, from freshly calved bergs to quite small slivers in great profusion. The ship spends most of the morning and midday hours cruising slowly past the various glaciers in this area. Then it departs, west to return to Prince William Sound and then south to get back to the open ocean.

Saturday, July 9th, 1994

By morning, the ship is docked in Seward. After breakfast, we have to vacate the rooms taking our luggage with us. There are places to store the luggage in seating areas, allowing us to do other things. There is time to explore historic Seward, facilitated by an available minibus. After lunch, in which leaving and arriving passengers mix freely, we debark by groups, following instructions over the PA, boarding busses that take us to the next destination on our various tours. We’re headed for a hotel in Anchorage prior to riding the train north the following day. The bus ride to Anchorage covers 126 miles of mountain and shoreline roads, stopping for awhile at a mountain summit due north of Seward before dropping down to sea level, passing Portage, the roadside location marking the western edn of the rail shuttle through a tunnel to Whittier (which has no road access in 1994), then running west alongside the Turnagain Arm (so named because it is so long that the tide had turned again and is flowing in before the ebb tide has been able to reach the open waters of Cook Inlet), before turning north to reach Anchorage.

In Anchorage, we stay in the east tower of the Hotel Captain Cook, which afford us with an overview of the Alaska Railroad depot and yards. We take a walk along the shores of Cook Inlet, passing some historic buildings along the way, have dinner, and then use the telephoto lens to take pictures of railroad operations for most of the evening until the far north evening light starts to fade.

Sunday, July 10th, 1994

Today, we’re riding the cruise line’s “Ultra Dome” observation cars on the rear of the Alaska railroad’s regular summer passenger train, s far as Denali Park. These cars have seating grouped into fours, ad we’re seated with the Yanceys, from Tyler, TX. These cars, rebuilt from former commuter “gallery” cars from the Chicago and/or San Francisco areas, have observation eating on the upper deck, with kitchen and dining room on the lower deck. We eat both breakfast and lunch on board, with the food bettering even that served in the main dining room aboard the ship.

Anchorage to Fairbanks Route Description

From Hurricane Gulch Bridge (300 ft. above the river), MP 286.5, adjacent to the canyon of the Chulitna River, there are often views of Denali (Mount McKinley), but today there are only storm clouds in that direction. Along here, northbound passenger train 2 on which we’re riding meets southbound passenger train 1. At Denali Park, we leave the train for today. The whole Anchorage to Fairbanks trip takes ten hours, of which more than six are between Anchorage and Denali Park.

We spend the evening, including eating dinner, at the Denali Princess Lodge, across the river from the railroad tracks. One of the trains that we see going past is a loaded coal or gravel train.

Monday, July 11th, 1994

After breakfast this morning, we take the included bus tour into the wilds of Denali (Mount McKinley) National Park. The buses are old school buses, with hard (if supposedly padded) seats and open windows, but the vistas are spectacular. We head west into the park, along Riley creek and over the hill to Savage River, past the Park Service Headquarters, and then past the location at the end of paved road where cars must turn around. Continuing along dirt road, we pass and cross the Sanctuary River and Teklanika River continuing up Igloo Creek and across Bahlo Pass to the Polychrome rest Area, where we take a break. Continuing west, we reach Toklat and cross the eponymous river, then cross Highway Pass and Thorofare Pass to reach the Eielson Visitors’ Center. We press on to Wonder Lake, as far west as the road itself goes. From all the expected viewpoints, we get great views of Denali itself, with the clouds even lifting off to show the entire summit at one point. The bus driver says this is the clearest she’s seen the mountain, in 20 years of driving these summer bus tours. We also see copious quantities of wildlife, including deer, elk and moose as well as many smaller mammals and many birds—but no grizzly bear. We return the way we came, observing more wild and plant life along the way.

After lunch back at the hotel, we’re bussed over to the station to continue our ride north just 24 hours after arriving here.  Denali Park station has marked-off waiting areas for the tour passengers for each group of cars, separate from the waiting area for Alaska Railroad passengers. Just after leaving Denali Park station, the train is crawling along, and the scanner lets me know that this is because there is a grizzly bear walking along the tracks and the engineer has no intention of disturbing him. Looking north, I see the bear, and watch as he departs down the hillside towards the river, allowing us to speed up to track speed. The train arrives in Fairbanks in mid evening, still in full daylight.

 We stay in the Fairbanks Princess Hotel, eating dinner at 11 pm, outside in the daylight! It’s still light out after midnight, and again by about 2:30 am.

Tuesday, July 12th, 1994

This day is spent touring the various sights in the Fairbanks area. We start out with a cruise on sternwheeler ”Discovery” on the Chena and Tanana rivers; including visits to an Athabascan Indian village (Old Chena Village), where we have guided tours of the various buildings, group and more private in nature, and to a farm where Iditarod huskies are raised and trained. Chris makes instant friends with a number of the dogs, and is asked if she would like a puppy! Regretfully, she declines. Lunch is on board the boat. After returning to the dock, we take a tour bus to visit the University on a hillside above the town, a gold camp, during which we ride the rails into a tunnel where permafrost can be seen embedded in the layers of earth, and then try our hand at gold panning in the massive set of troughs set up for tour groups to perform this activity. Then we visit the Alaska Pipeline before returning to the hotel. We spend another evening in Fairbanks

Wednesday, July 13th, 1994

In  (very) early morning, we fly out from Fairbanks on a direct flight to SeaTac with an intermediate stop at Juneau, near to where we had passed on the way up, eight days before. On arrival at SeaTac airport in early afternoon, cruise activities end.

Mount Rainer, Olympic and the Journey South (7/13-7/17)

At the SeaTac airport, after reclaiming our luggage, we rent a car and then struggle to find our way out from the airport to the route I want to take towards Mount Rainer National Park. Eventually, we find our way across the urban area to Auburn, on the east side, where we stop for lunch. Then we drive south around the west side of Mount rainier, through Elbe and into the National Park from the west side. Passing through Elbe, I notice a tourist train obviously returning from its excursion of the day, and decide to visit in the morning. This is identified as the Mount Rainier Scenic Railroad.

Entering the National Park, we pass the Longmire Lodge at which we had made reservations for the night, but it’s much too early to stop here as yet. We continue further into the park to visit the scenic sites high on the south face of the mountain. We pass Cougar Rock, then start up the mountain, around curves and a sharp hairpin turn, then around easier curves up the other side of the valley, past Ricksecker point on the one-way loop, then yet further up the mountainside to the Henry M Jackson Visitor’s Center in the Paradise area. Here we go around the museum and walk the Nisqually Vista Trail. We leave this area by the one-way road around the Paradise Valley, where we stop to look at the display showing how the Nisqually Glacier has retreated over the years.  A dormant volcano, 14,410 ft. Mount Rainier is so high it creates its own weather, independent of the surrounding countryside. Above Paradise, the permanent snows and glaciers loom above all below, home only to the mountain goats. There are 27 named glaciers in the park. Then we drive back down the mountainside to Longmire Lodge. We check in to the hotel, have dinner in the dining room, and walk the nearby Trail of the Shadows nature trail through the woods and meadows as the light starts to fade. We see a number of the smaller animals, along with some blacktailed deer.

Thursday, July 14th, 1994

This morning, we rise early, eat breakfast, then check out and head down the mountain to Elbe, where we stop at the Mount Rainier Scenic Railroad. This has a collection of former logging locomotives, Shay, Climax and Heisler, along with some old Harriman-style cars for patrons to ride in. We opt to ride in the open air car in this clean mountain air, which has the advantage of being right next to the steam locomotive. In the small yard at Elbe, we note some former Milwaukee maintenance-of-way equipment before boarding our train, which today is hauled by 1929 Lima-built Pacific Coast Shay 11. (The other geared locomotives on this railroad are 1930 Heisler 91 and late 1920s Climax 10.

From Elbe, the Mount Rainier Scenic Railroad, comprising 15 mph (passenger, 10 mph freight) standard gauge track, runs east along this former Milwaukee Road branch to Park Junction, whence a line once ran into the National Park, then turns south to cross the Nisqually River on a bridge that affords good view of Mount Rainier itself, and continues south through Shops to its terminus alongside the lake at Mineral. Here, there is a short country music program before the train returns to Elbe.

From Elbe we drive south and then west to Centralia, then head northwest and west to Aberdeen, Hoquiam and Grays Harbor. In Hoquiam, we turn north through Humptulips and Neilton, in the Olympic National Forest, curving west at Amanda Park to reach the coastal section of Olympic National Park at Queets. The coastal section preserves rugged Pacific Coast scenery. For awhile, we head north along the coast, through Kalaloch, then turn inland through the Hoh Valley and north through Forks to Soleduck, where the road turns east. Along here, we see Roosevelt Elk from the 5000-strong herd protected in the National Park. The west side of the Olympic Peninsula is one of the rainiest places in North America, if not the world, over 12 feet of rain a year. Most of the west side of the National Park comprises temperate rain forest, the largest area in the United States. Temperate rain forest thrives where there are heaver winter rainfall, mild temperatures and summer fogs. We pass through Sappho and after a number of miles of eastward driving through the forest, reach Lake Crescent. The lake is hundreds of feet deep, with crystal blue waters; the bottom can be seen from boats well away from the shore. Here, next to the Storm King Information Station we stop for the night at Lake Crescent Lodge, reached in early evening. We eat dinner in the magnificent dining room at the lodge, and take a walk along the lake before going to bed in our cabin.

Friday, July 15th, 1994

In the morning, we check out of the lodge and drive east to Port Angeles on the Strait of Juan de Fuca. Here, we turn south, past Heart O’ the Hills and make the steep climb up the mountainside to Hurricane Ridge, passing through forests of Douglas Fir, Western Hemlock and Western cedar on the way up.. This area provides magnificent views of just shy of 8,000 ft. Mount Olympus. There are over 60 glaciers in the National Park. A deep river valley separates Hurricane Ridge from the Olympic Range. While up here, we visit the Alpine Visitor’s center, have a morning snack, and photograph the Columbia Blacktailed Deer. Then we return to road along the coast, eat lunch at a restaurant in Port Angeles, and drive eastward through Sequim and Gardner to Discovery Bay. Here, we take the road southeast across the Hood Canal Bridge and down to Kingston, on Puget Sound where we take the car ferry across to Edmonds. From the latter, we drive south into Seattle, passing by the Burlington Northern’s Interbay Yard, where we stop to take some photographs, then head on, by way of the road along the harbor, to our hotel in the center of Seattle. We check into hotel, return the car at the downtown rental offices, and eat dinner at a waterside restaurant

Saturday, July 16th, 1994

This morning, we check out of the hotel and take a taxi to King Street Station. At the latter, we take the Coast Starlight on its mid-morning departure for Los Angeles. As usual, we have an Economy Bedroom in the Superliner Sleeping Car.

Coast Starlight Route Description















Train 11, 7-16-1994


















Vancouver, WA


















Klamath Falls





















San Jose






San Luis Obispo



Santa Barbara






Simi Valley






Los Angeles



During the stop in Portland, I take some photographs of BN locomotives in their adjacent service yard. At Hallowell siding, between Albany and Eugene, we stop from 4:57 to 5:02 pm so that a drunken passenger in the 14 coach can be arrested. Instead of the expected daylight/twilight trip across the Cascades, darkness falls near Oakridge, before we have really begun the climb. In Klamath Falls, we step outside into the balmy night during the brief stop, then go to bed shortly afterwards.

Sunday, July 17th, 1994

We awake during the station stop in Sacramento. At East San Luis Obispo, we have a ten-minute wait at the end of the double track for a northbound SP freight to clear. At Ventura, we take siding for an SP freight, and the crew assists with an open container door, costing us 17 minutes.

We arrive in LA late, then reclaim our bags (a very slow process this evening). Henry picks us up at LAUS, and we drive to Sierra Madre. At home, I call John Worden’s work number to tell him it’ll be after lunch on Monday before I’m at work.