Wandering Far for Wolverines

Amtrak Train No. 353 crosses the Huron River on the northwest side of Ann Arbor.

Amtrak passes through Northeast Ohio four times a day, but unless you have a tripod and are adept at night photography, you probably don’t have many images of the Capitol Limited or Lake Shore Limited that you made here.

That’s because those trains are scheduled through Cleveland during the darkness hours.

Sure, during the summer the eastbound Lake Shore passes through some locations in early morning light. At times the trains run excessively late, which puts them through in daylight hours.

But if you have a hankering to photograph Amtrak at other times of the year you going to be making a road trip to Pennsylvania or Michigan.

And that is why I ventured to Ann Arbor on a recent Sunday to photograph three Wolverine Service trains.

The two shown here are regularly scheduled runs that pass through the home of that school up north between noon and 1:30 p.m. The third was a Thanksgiving extra section that I showed in another post.

In doing some research on Amtrak in Ann Arbor, I ran across some nice images online of the train passing a dam located in the Barton Nature Area, a.k.a. Barton Park. So I checked it out.

The dam located on the Huron River was built in 1912-1913 to generate electricity. One of four dams in Ann Arbor on the Huron River, it is the only one still used to generate power. The city sells that power to Detroit Edison.

The former Michigan Central line between Chicago and Detroit that Amtrak uses is owned by the Michigan Department of Transportation, which acquired it from Norfolk Southern.

The tracks cross the Huron River just south of the dam on a bridge with open sides. My vantage point was a footbridge over the river that is part of a trail in the park.

The view is quite open, but the downside to photographing from the bridge is that when joggers come past the bridge shakes. Fortunately, that wasn’t the case when Amtrak time came.

The first train was the Chicago-bound No. 353, scheduled into Ann Arbor at 12:15 p.m. Despite it being a Sunday of a holiday travel period, No. 353 arrived on time.

Less than an hour later came Pontiac-bound No. 350 from Chicago, which arrived a little early.

It was the first time I’ve heard Amtrak Julie proclaim that a train was expected to arrive ahead of its 1:05 p.m. scheduled arrival time.

For this train I moved down the bridge a little bit and zoomed in closer to the lead locomotive.

Wolverine Service trains operate with a single locomotive and feature a mixture of Amfleet and Horizon equipment.

This location is easily accessible. There is a parking lot off West Huron River Drive just beyond Bird Road. Follow the walking trail from the parking lot into the woods and you’ll come to the footbridge over the river.

Heritage coaches mingle with Amfleet equipment on No. 353.

The power house for the Barton Dam is visible behind the cafe car on No. 353.

Zooming in on the head end of eastbound No. 350.

Horizon Fleet cars tend to dominate the consists of Midwest corridor trains, including those in the Chicago-Detroit corridor.

 

 

Extra Helping of Thanksgiving Trains in Michigan

Amtrak in cooperation with the Michigan Department of Transportation operated 10 extra trains to handle Thanksgiving travelers this year.

That included an extra section of the Pere Marquette that ran on two days between Chicago and Holland, and an extra section of the Wolverine Service that operated on three days between Chicago and Ann Arbor.

I ventured up to Ann Arbor for the opportunity to catch three Amtrak trains in a single day during daylight hours.

Shown is eastbound No. 356, the extra section of the Wolverine, crossing the Huron River in Barton Park on the northwest side of Ann Arbor.

In the top photo, the head end of the train is crossing the river. In the middle is part of the consist, which was a mixture of Amfleet and Horizon equipment.

In the bottom photograph, P42DC No. 33 brings up the rear. Unlike the regularly scheduled Wolverines that operate between Chicago and Detroit (Pontiac), the Wolverine Extras operated with locomotives on each end due to the lack of turning facilities in Ann Arbor and a turnaround time of 51 minutes.

No. 356 arrived into Ann Arbor about 12 minutes late on the day that I saw it.

One Morning in Crawfordsville, Indiana

Amtrak train No. 851 approaches the Crawfordsville station in August 2011.

When I lived in Indiana between 1983 and 1991, Amtrak’s Hoosier State was a part of my life for periodic day trips from Indianapolis to Chicago.

I preferred to ride the Cardinal because it had a full-service dining car and slumbercoaches, which offered a reasonable fare for a return trip to Indy.

But the Cardinal only ran three days a week and more often than not I wound up going to Chicago on the Hoosier State.

After leaving Indiana for Pennsylvania and, later, Ohio, I rarely saw the Hoosier State again.

I followed its story from afar, including how it was discontinued in 1995 only to be brought back because operating a hospital train to and from Beech Grove shops in suburban Indianapolis didn’t work out so well.

In August 2011 I was on my way to Illinois for a visit. I stayed overnight in Indianapolis and got up early the next morning to get to Crawfordsville before No. 851 did.

The sun wasn’t yet above the tree line when the Hoosier State arrived, but there was enough light to document the coming and going of the train.

Since making these images, the Hoosier State has continued to have a rough ride with the latest development being the takeover of the train by Iowa Pacific Holdings in July 2015.

IP won high marks for its on-board service, but the Indiana Department of Transportation declined IP’s request for more money.

So IP pulled out and Amtrak has resumed operation of the Hoosier State. Actually, Amtrak was never completely out of the picture with Nos. 850 and 851 because it provided the operating crews and handled relationships with the host railroads.

So now what was the usual state of affairs in Crawfordsville is back again. Here is a look back at a morning not too long ago when the Hoosier State came calling.

A typical Amshack that is so typical in smaller cities served by Amtrak.

The old Monon station is no longer used by Amtrak.

All aboard for Chicago and all intermediate stops.

And away it goes to its next stop in Lafayette.

A ;l;ast look at the train, which has two cars being ferried from Beech Grove to Chicago.

Details, Details

A journey by rail begins with the first step from the platform to a waiting passenger car. These are the steps to a Horizon fleet coach.

The cumulative effects of wear and tear.

I’m a details person. When I have time to study a piece of equipment, I like to study facets of what most people give at best just a glance if they notice it at all.

Most railroad photograph is done of moving trains, which makes it difficult to hone in on and get detail photographs.

Often the best place to get detailed photographs is in a railroad museum. But you can also capture details at railroad stations.

Here are a couple of detail shots that I made in Durand, Michigan, last July. The train is the westbound Blue Water from Port Huron, Michigan, to Chicago.

The equipment is a Horizon coach, which is not something that we see very often in Northeast Ohio because the Horizon fleet tends to be concentrated on corridor trains in the Midwest and California.

Article and Photographs by Craig Sanders

Amtrak’s Blue Water in Durand

The westbound Blue Water is running ahead of schedule as it makes its Durand, Michigan, station stop.

People pulling suitcases were already headed toward the station as I pulled in. In about a half-hour Amtrak’s westbound Blue Water would be making its station stop in Durand, Michigan.

Durand is a small town yet quite a few people boarded No. 365 on this Wednesday morning.

The Blue Water is funded by the Michigan Department of Transportation and operates daily between Chicago and Port Huron, Michigan.

Like many other Midwest corridor trains, No. 365 leaves early in the morning for a late morning arrival in Chicago. The return train departs Chicago in late afternoon.

There isn’t much time to spend in Chicago for a day trip, but if all goes well the schedule enables passengers to connect with western long distance trains and other Midwest corridor services.

The return schedule, though, is less favorable for connecting from the western trains, particularly if your train is late.

No. 365 arrived in Durand several minutes early and had to wait for time before departing.

I’ve seen and photographed Amtrak trains in Durand in the past, but this would be my first time to get the Blue Water in Durand.

I had photographed the Chicago-Toronto International, which was scheduled through Durand in both directions in mid-afternoon.

That schedule didn’t afford passengers the opportunity to make a Chicago day trip nor did it connect with many other Amtrak trains.

The tracks used by the Blue Water are today owned by Canadian National, but were originally part of the Grand Trunk Western.

The GTW was controlled by CN so many Grand Trunk passenger trains interchanged with CN at Sarnia, Ontario, to and from Toronto.

The Blue Water began in September 1974, using the GTW between Port Huron and Battle Creek, Michigan, but then using Penn Central into Chicago on the same route as Amtrak’s Chicago-Detroit trains.

At the time, Nos. 364/365 operated as the Blue Water Limited. It became a Chicago-Toronto train in October 1982, initially operating as the International Limited.

The name was shorted to International in June 1983. Border crossing issues ultimately led Amtrak to suggest that the train be shorted to Chicago-Port Huron operation and put on a schedule similar to that of the Blue Water Limited.

Michigan agreed and in April 2004 the change was made and patronage greatly increased.

I don’t know if any of those who boarded the Blue Water on this day know any of this history or, for that matter, any history of GTW passenger service in Durand.

Most of those boarding were younger and probably know little if anything about the Grand Trunk or CN in general.

They probably were pleased that their train departed on time for its next station stop in East Lansing and, ultimately, to Chicago.

Article and Photographs by Craig Sanders

Passengers are lined up to board Amtrak train No. 365 in Durand. Most of them are probably headed for Chicago and some might be going via Amtrak beyond there.

Right this way and to your left. The Blue Water consist is the standard Midwest corridor train offering of Horizon fleet coaches and an Amfleet cafe car offering business class service.

Two gentlemen sit on benches in the foreground and watch the last passengers board Amtrak’s westbound Blue Water.

The conductor chats with the Durand station caretaker and two railfans along the fence as No. 365 waits for time before it can depart from Durand.

A portrait in black and white of Amtrak train time in Durand.

Crossing the CN Holly Subdivision as Amtrak train No. 365 departs on time from Durand.

The Blue Water operates with a locomotive on each end to avoid having to turn the train in Port Huron during the overnight layover.