Mexican Railroads

A Mexicali Report

2011-07-11T19:58:00.000-07:00

Nightly, Ferromex is making the short run from their Mexicali Yard to the border at Calexico to interchange with the Union Pacific. Because of trackage that runs down the median of Avenida Mateos Lopez through downtown Mexicali, the interchange occurs at night. The northbound run usually departs the yard shortly after midnight. The southbound interchange usually departs the border shortly around 5:00 AM. Normal power is a one unit from UP and Ferromex.

Passing through one of the glorietas in the median of Highway 5, the southbound interchange is approaching the Mexicali yard.

At 4:30 AM, the southbound UP interchange departs the border beginning the run through downtown Mexicali.

As night falls in Mexicali, a yard job builds Ferromex's interchange for the UP.

A C30-7 sits inside the unusually empty locomotive facility.

Near Ejido Puebla, a yard job switches the grain elevators along the former FC Sonora Baja California mainline to the south of Mexicali.

The same yard job slowly runs north back north, approaching the junction with the former FC Intercalifornia. While virtually all of the FC IC trackage has been removed, there are a few customers still located along the old line to Algodones and Yuma.

At kilometer post 13, a crew pauses long enough to get some food from a taqueria across the parallel highway.

In the morning, a yard job generally leaves Mexicali to switch the industries along the mainline to the south. Above, the train is seen curving across highway 2 as it leaves the yard.

The SW1500's haul a long cut of cars through the industrial area of Mexicali.

Cemex operates a cement facility amid a dense residential neighborhood on the south side of Mexicali. It seems that Ferromex switches the facility daily.

The manifest train that runs between Benjamin Hill, Sonora and Mexicali still normally uses a manned caboose. Here, the rear end crew leaves the caboose shortly after arriving at the yard.

Ferromex also runs a high priority intermodal train from Pantaco Yard in Mexico City to Mexico City. Known as the PAMI, the train carries containers and trailers to the small intermodal facility where they are unloaded and primarily forwarded to the Tijuana area via Highway 2. Here, the PAMI is seen crossing Highway 2 as it arrives at the Mexicali yard.

With a couple of SW1500's, a yard job pulls that day's PAMI cars through the balloon track in order to spot them in the south end of the intermodal ramps. Notice the doublestacks and cranes visible in the background.

Looking across the balloon track, the Laguna Mountains are visible to the west of downtown Mexicali.

In the evening, a yard job runs south through Mexicali.

FIT Toward Guatemala

2010-06-30T21:14:00.001-07:00

After asking several FIT employees in Oaxaca and getting several conflicting answers, I wanted to find out exactly how for south FIT was operating on Linea K toward the Guatemala border. As previously mentioned, the line was severely damaged during Hurricane Stan in 2005, prompting Gennessee & Wyoming to give up operations and their concessions on the line. Once FIT took over operations, little was known as to how far southward on the line they operated.

Continuing the drive southward into Chiapas state, it was clear that FIT had been doing work on the tracks and that trains were operating on the line.

At the south switch of San Ramon, the DTC signs still stand between the San Ramon and Arriaga blocks. Cleared flangeways and the condition of the tracks here made it evident that a train had recently operated through the area.

Arriaga

Upon arrival at the Arriaga yard, it was clear that FIT was still operating at least this far south. Quite a few grain hoppers and tank cars filled the small yard. I learned from the yard master that a train operated as far south as Arriaga at night, usually arriving around 9:00 PM. The cars in the yard were being transloaded to trucks for forwarding to Guatemala. Grains from northern Mexico and the US were shipped to Guatemala's as well as some petroleum products in tank cars. Although it looked as though the line was in service south of Arriaga, the yardmaster informed me that it was the furthest south that the line was in operation. Additionally, it was apparent that construction on the line was continuing at ties and other track material were being loaded onto trucks and driven southward. The FIT yardmaster guessed that the line to Guatemala would be reopened by next year (2010).

Above, an empty BNSF hopper car awaits the nocturnal pick up in the Arriaga yard.

Tonala
Continuing southward from Arriaga, the rail was quite shiny indicating that the line was still in use - contrary to the news from the yardmaster. Upon arriving in the small town of Tonala, it was clear that the line was in service up to this point based on the cars being loaded and cleared track. The view of the small yard above shows the poor condition of the former passenger station and two coaches that were presumably used on the Chiapas passenger train.

Upon finding my way to the locomotive shops, I was surprised to find several FC Chiapas Mayab locomotives stored in pretty good shape. An employee at the shops showed me around, informing me that a few of the locomotives are still in operating condition, although unused. There was an interesting mix of geeps and GE U-boats (U23-7's).

A high-nosed U23-7 sits in the shops next to GP40 9224.

The bodies of several salvaged locomotive are still scattered around the shops complex. Here a former FNM U23-7 has had its prime mover removed.

Two former Union Pacific U23's sit in the yard.

At the north end of Tonala yard, local truckers were loading palm oil into tank cars. After speaking with them, I found that the palm oil was being shipped to Oleofinos SA de CV in Guadalajara. They said that they shipped around 8 loads out of Tonala each week, and that FIT arrived to switch their cars in the late evening. It was clear based in track conditions that the line was not in service any further south. That would make Tonala the furthest south point that the North American rail network extended to. And this customer would be the furthest south rail customer in North America.

A view of the right of way continuing south of Tonala shows that the line is clearly out of service. Thick tropical brush covers any sign of the rails.

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Below is a report that I posted to Mexlist in October of 2009 providing more details of FIT operations in Oaxaca and Chiapas;

Currently, a daily manifest train is being operated between the Ferrosur Yard at Medias Aguas and Ixtepec, Oaxaca. The train generally leaves Medias Aguas around5-6 PM, passing through Matias Romero around 8 PM. It turns at Ixtepec,returning north through Matias Romero around 6 AM, arriving at Medias Aguas around 8 AM. This train uses Ferrosur locomotives, although I received differing answers if the crew was a FIT crew. I was able to photograph this train at the Matias Romero depot and spoke with the crew for a few minutes.

From Ixtepec, the line to the south is in service as far as Tonala, Chiapas. In Tonala, Oleofin is loading some sort of oil in tanks for delivery to Guadalajara. I spoke with the men loading the tanks with palm oil. South of Tonala, the line is covered with thick brush and I was able to see several smaller bridges were washed out. I was also allowed to walk through the shop sat Tonala, where several FCCM locomotives are stored (and several damagedlocomotives too).

At Arriaga, tank cars and grain hoppers are being trans-loaded to trucks for forwarding to Guatemala. According to a FIT employee in the depot, a small grain elevator there also receives about 5 hoppers per week. There is also some sort of Cemex facility on the north end of town that had several Cemex box cars.According to several workers, a train runs from Ixtepec to Arriaga, arriving around 8PM. Unfortunately, I did not stay to witness this train.

According to two workers in Tonala, FIT is also hauling windmill (turbine) parts from the port of Salina Cruz to an area on the coastal plain south of Itxtepec where large windmills are being built. From Highway 200, several of these huge windmills are visible, although I did not see any that appeared to be under construction. It could be that this business has passed.

As far as work on the line to Guatemala, there are huge stacks of wood and concrete ties at Arriaga. While I was there, several men were loading ties onto several semi-trailers throughout the day. in about an hour, three trucks left town on Highway 200 southbound. At Arriaga, there are many stacks of jointed rail along the yard, although no one seemed to be working in the area.

Also at Tonala, there were two Kinki passenger cars in the yard that were in really bad condition. I don't know if these cars were used for the passenger train that worked the line. But several windows were broken out and pieces of the air brake system were visibly missing.

FIT in Matias Romero - The Last G12

2010-06-29T22:12:00.000-07:00

Matias Romero

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Matias Romero, Oaxaca was one of the last places that former NdeM Alco locomotives were being stored. I was sure that by 2009 all the remaining Alcos had been scrapped, but I still wanted to look through the yard and locomotive shops hoping that maybe a locomotive or two still remained. The FIT employees around the station were very friendly and informative. One man who appeared to be in charge of the property anxiously agreed to show me around inside the locomotive shops buildings... although he warned me to be very vigilant of poisonous snakes where we were walking.

The ceiling of the main shops building. The man who lead me through the complex had said that Matias Romero was once the second largest shops complex on the entire NdeM system, behind San Luis Potosi. This was surprising to hear, although I still have not been able to verify that.

Inside the main building, I found it to be completely empty except for one former FNM G12, and EMD export model that was once very common in Mexico. Although the locomotive was obviously not kept in running condition, I had never before seen a G12 and was excited about the find.

Ferrocarril del Istmo de Tehuantepec (FIT)

2010-06-10T00:15:00.000-07:00

The Ferrocarril del Istmo de Tehuantepec (FIT) is the current operator of Linea Z from Medias Aguas, Veracruz (and the connection to Ferrosur's Coatzacoalcos mainline) to the Pacific port city of Salina Cruz, Oaxaca. In only 200 kilometers, the line crosses Mexico's isthmus from the Gulf Coast to the Pacific Coast. Although the mountain pass that is crossed is low compared to the surrounding Sierras, 2.2% grades and 12 degree curves are common. At Ixtepec, Oaxaca, there is a connection to Linea K, which ran southeast along the Pacific coast to the Guatemala border.

To see the FIT timetable (including maps), follow this link:

http://www.ferroistmo.com.mx/web2/images/stories/docs/horario_fit.pdf

These lines (as well as the Coatzacoalcos-Merida lines) were concessioned to Gennessee & Wyoming during the 1997 privatization of NdeM. The American shortline company operated the lines under the Ferrocarril Chiapas Mayab until 2005, when Hurricane Stan devastated much of the line, washing out the right of way and bridges along much of the line to Guatemala. By 2007, G&W decided to back out of the 30 year concession due to the expenses of repairing the line. The federal government eventually took over operations of these lines from G&W, essentially creating FIT.

Little was known of FIT operations in the region, and especially of the efforts to rebuild the line to the Guatemala Border. In November of 2009, I decided to explore the line and learn as much as possible about FIT's operations.

While driving along the narrow road to the town of Medias Aguas, my scanner began to pick up the chatter of a crew switching cars. As I arrived at the wye, I found three Ferrosur B23-7 running from the Ferrosur yard to the FIT yard. The sign above warns migrant travelers of the different poisonous animals that can be found in the brush.

A view of FIT's small yard at Medias Aguas.

The NdeM shield and heritage is becoming visible on the nose of FSR 9153, a B23-7, switching at the FIT interchange yard.

After speaking briefly with the Ferrosur crew, they informed me that they were building the southbound FIT train to Ixtepec and Salina Cruz. Before returning to the Ferrosur yard, they also mentioned that the train would not run until late at night. With this in mind, I decided to continue driving southward toward Matías Romero.

A view of the right of way and bridge near Palomares, Oaxaca.

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Matías Romero

Once a division point on Linea Z, Matías Romero's yard was once a busy place. The Passenger station is an impressive old building, and the locomotive shops were once NdeM's second largest (according to current employees around the yard - I did not verify this). It was also one of the last known places that former NdeM ALCo locomotives were stored. I wanted to visit the yard to see what was left of the historic equipment (more on that later).

Upon arriving at the yard, the friendly employees gave me a tour of the yard and shop buildings. As it began to get dark, they mentioned that the southbound train from Medias Aguas would be arriving within about an hour. I was surprised that the train was running, especially since I was just told by the Ferrosur crew that it wouldn't leave Medias Aguas until late that night. It turns out that the train departed Medias Aguas shortly after I left there, and that I could have been following it all the way to Matías Romero. Anyway, I found a small hotel with parking in the town, then walked back to the station to photograph the southbound train.

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The peaceful quiet of Matías Romero at night is slowly broken by the awkward sound of an antiquated whistle and the throaty growl of old GE locomotives slowly approaching from the north.

The crew stopped at the depot just long enough to exchange paperwork with the dispatcher (apparently on the second floor of the building) and to briefly chat with me about their schedule before departing southward.

Ferrosur - Linea S; The Mainline

2010-06-08T23:46:00.000-07:00

Of course, a trip to Mexico is not complete without a visit to Ferrosur's Linea S, their mainline between Mexico City and Veracruz. The line climbs eastward out of the Valle de Mexico, and across the high plateaus of Tlaxcala and Puebla before descending to the Gulf coastal plain via the impressively engineered Linea SC.

For a map, and more information on the line, follow these links;

http://mexicanrailroads.blogspot.com/2008/08/map-of-linea-s-sc.html

http://mexicanrailroads.blogspot.com/2008/08/ferrosur-apizaco-to-orizaba-distrito_30.html

As the morning fog burns off, Iztaccíhuatl becomes visible above this northbound manifest train near Soltepec.

Leaving Muñoz, northbound trains drop into a series of several steep sags. The howl of dynamic braking quickly changes to that of run 8 as this northbound manifest train negotiates the first such sag.

A new development (to me) along the Ferrosur mainline is the installation of several automatic crossing gates. The vast majority of grade crossings in Mexico are protected by only warning signs. While these gates are a fairly new installation, they remained stuck in the lowered position after the passage of this northbound train at Guadalupe.

A northbound train passes the well kept kept at Apan.

The abandoned depot in the small village of Acopinalco still stands as a northbound intermodal train approaches in the distance.

A southbound quimico bound for Coatzacoalcos climbs the short steep grade out of Apan.

Local sheep herders barely notice as two trains meet at Soltepec.

At Calderon, Linea S crosses KCSM's Mexico-Veracruz line at grade. Both lines are dark territory, governed by track warrants. The crossing is simply protected by instructions for all trains to come to a complete stop before proceeding across the diamond. Basically, whoever arrives first will proceed first - although the KCSM line sees only an occasional train.

A northbound intermodal train climbs out of a small valley at Guadalupe.

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Distrito Acultzingo
Linea SC

In the town of Acultzingo, a southbound unit cement train descends the steep grade. The tracks of Linea SC can be seen at two levels on the hillside above the train as they wind up through the Sierra Madre Orientals.

High above Acultzingo, the tracks make a horseshoe curve almost completely within two tunnel. There is only a short break in the curve where the tracks emerge high above the town of Acultzingo. This southbound train is negotiating the horseshoe, seen between the two tunnels. Below, about 15 minutes later, the same train is again visible nearing the valley floor.

A southbound train enters the second tunnel while negotiating the curve.

Looking down from the upper horseshoe curve, a unit grain train winds through Acultzingo. In the picture below, notice that another horseshoe curve lies above the town on the opposite side of the valley. Another tunnel is also visible above the train to the left.

A short northbound train climbs through the chain of tunnels between Mezquite and Acultzingo. The lower Mezquite horseshoe curve is visible on the valley floor above the train to the left.

Around Mexico City

2010-06-08T22:49:00.000-07:00

I was excited to ride Mexico City's new Tren Suburbano between Mexico City and Cuautitlán. The electrified passenger line uses two of the four main tracks that extend between Mexico City and Huehuetoca. Leaving Estación Buenavista, the trains give a good view into Pantaco and Valle De Mexico yards - Mexico City's two main freight yards. Additionally, the Tlalnepantla station is adjacent to Avenida Mario Colin with a great overpass for viewing trains around "Valle" and the roundhouse.

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The concourse of Estación Buenavista has lost most of the NdeM flavor, but is still impressive facility today.

The electric train-sets use 6 tracks at Estación Buenavista, although primarily only one is used for revenue service.

In the neighborhood of Tlalnepantla, a Tren Suburbano passes the north end of "Valle" yard. The Latino America Building near the Zocalo is visible in the distance.

As viewed from the Av. Mario Colin overpass, a northbound KCSM train pulls through the departure track at Valle de Mexico, making its way to the mainline. Ferrovalle's main terminal buildings are located at this part of the giant yard complex.

A southbound (albeit northbound on Ferrovalle tracks) Ferrosur train enters the mainline.

At dusk, locomotives from 3 of Mexico's four major railroads are visible resting at the Valle de Mexico roundhouse (Ferrosur is not represented). The Polanco towers are visible in the distance.

The Av. Mario Colin overpass gives a good view of operations at the hump.

One of Ferrovalle's many C30-7's switches the south end of the arrival yard while a long cut of cars is shoved over the hump.

KCSM's Snow Plow

2010-06-08T22:21:00.000-07:00

Yes, KCSM owns a Jordan Spreader, although obviously not used for snow removal. I caught it clearing the right of way along their branch between San Juan del Rio and San Nicolás, Queretaro.

Ferromex's Linea B

2010-06-08T21:24:00.001-07:00

Between Queretaro and Mexico City, Ferromex's Distrito Huichapan (the southern most segment of Linea B) is a windy and mountainous CTC mainline. It crosses two summits between the Bajío and Valle de Mexico. As always, I had a few days to spend along the line while visiting friends in Queretaro.

For maps and more information on the line, follow this link;

http://mexicanrailroads.blogspot.com/2008/08/ferromex-kcsm-quertaro-to-mexico-city.html

Near the town of San Joaquin, Hidalgo, a southbound metalero (unit ore train) has crested the summit of the climb out of the Bajio, and begins the descent toward Huichapan. Below, the mid-train DPU.

A northbound intermodal train is approaching the summit tunnel, which crosses under the state line into Queretaro state.

From the Bernal siding, the famous Peña de Bernal is visible across the valley.

Above the town of San Joaquin, a short northbound intermodal train easily climbs the grade toward the Bajío. Former FNM Super 7's can usually be found working the Ferromex mainline
between Mexico City and Irapuato.

The same intermodal train above the town of Tequisquiapan, Queretaro.

Above the Valle de San Juan del Rio, Linea B makes a horseshoe curve around a point as the tracks enter a canyon that leads to the summit at the Queretaro-Hidalgo state line. Here, a northbound manifest winds down through the horseshoe. If you look closely, Peña de Bernal is visible in the distant haze.

Emerging from the summit tunnel, a southbound train is still pulling over the summit as the head-end begins the descent into Hidalgo.

At Apan siding, a southbound intermodal train overtakes the Loram rail grinder. Interestingly, the crew of the railgrinder was from the US, speaking English on the radio while a Ferromex highrailer handled communicating with the dispatcher for authority.

A southbound intermodal train climbs through the double horseshoe curves at San Nicholas.

At Nopala, a northbound metalero holds the main track to meet a southbound manifest train. The metalero is returning empty from Puebla (via Ferrosur) to Alzada, Colima. When the southbound arrives at the siding, the dispatcher flagged them past the red controlled signal. The crew then proceeded into the siding without ever stopping.

Along the east shore of Presa Nopala, the northbound metalero departs. The KCSM mainline (Linea A) is on the opposite side of the lake on the hillsides to the right.

KCSM in the Bajío

2010-06-07T22:40:00.000-07:00

I had a chance to spend a day on the various KCSM lines around the Bajío in central Guanajuato state. At Escobedo, the busy yard classifies manifest and intermodal traffic between Mexico City, Lazaro Cardenas, Toluca and the mainline to the north. Much of the trackage through the Bajío (including Ferromex's lines) is of new construction dating to the 1970's and 1980's. The Mexican government realigned much of Linea B between San Luis Potosi and Mexico City. A new mainline (Linea BC) was built to the east of Escobedo, essentially bypassing the terminal. However, the yard is still busy today, and the historic station building is still in use by KCSM crews.

A yard job with tho KCS geeps switches the south end of Escobedo Yard while a road crew prepares to depart southward to pick up an empty grain train (based on their conversation with the dispatcher).

The steam era water tank still stands at the south end of the yard.

Just south of San Miguel de Allende, a southbound manifest meets a northbound intermodal train. This section of Linea BD was built in the late 1970's in order to accommodate the construction of Presa Allende, a large reservoir that flooded the valley floor to the left of the train. Notice that KCSM has installed signals to protect the automatic switches at each end of the siding. Although this is dark territory controlled by track warrant, the crews can operate the switches by radio, and the signals indicate how the switch is lined.

Below the dam that created Presa Allende, the original alignment of Linea B can still be driven. This winding canyon featured a long tunnel.

A GP22eco switches the north end of San Juan del Rio yard. This is on the formerly electrified portion of Linea A between Queretaro and Mexico City. Although the wires were removed by TFM, the catenary poles still stand along the KCSM mainline to Mexico City.

The Guaymas Branch Rebuild

2010-06-07T22:05:00.001-07:00

When passing through Empalme in late 2009, I was surprised to see that the Guaymas Branch was being entirely rebuilt. Virtually all of the track was removed from the wye at Empalme to the port of Guaymas (near the Pemex plant to be exact). It seemed that a lot of earth from the right of way was being removed by truck too. I don't know what prompted Ferromex to rebuild the line seeing as it was in fairly good condition. The line is used almost daily by Empalme yard jobs as they switch the few industrial customers along the Guaymas Bay.

A truck drives on the right of way of the Guyamas Branch before being loaded with dirt.

A view over the roadbed, looking toward Guyamas.

Nogales to Guadalajara - The Pacifico

2010-06-07T19:45:00.000-07:00

The Pacifico

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The former Ferrocarril del Pacifico (ex-SP de M) mainline from Nogales to Guadalajara today serves as part of Ferromex's Division Hermosillo and Guadalajara. The line today is a fairly slow secondary mainline. Manifest traffic is primarily delivered northward from Central Mexico to the terminals of Mazatlán, Sufragio and Empalme. While a few trains a day are interchanged with Union Pacific at Nogales (and run southward at night), most of the traffic is on the southern end.

This trip along the Pacifico in late 2009 provided few trains. A reflection of the economy in the US and Mexico at the time, traffic was much slower than in previous years.

The mainline is quiet near Magdalena, Sonora. Of all the Guadalupes in Mexico, this one on the distant cliff is my favorite.

Although long closed and boarded up, the depot at Corral still stands in the middle of the wye. This was the junction with the old line along the Rio Yaqui to Nacozari.

At the base of the Sierra Madre and Copper Canyon country, a man walks northward across the Rio Fuerte. This is the location where the FC Chihuahua al Pacifico once crossed the Pacifico mainline at grade. For a short distance to San Blas and Sufragio, both railroads built along the south shore of the Rio Fuerte to reach the flat coastal plane. At some point after 1987, when both railroads were merged into the nationalized NdeM system, the the diamond was removed and operations were consolidated onto the former Pacifico mainline.

At Sufragio, a yard job switches the north end of the yard while road train arrives from the south. While the former Pacifico mainline does not see any passenger trains, the depot is still used daily by the 4 passenger trains between Los Mochis and Chihuahua.

An SD70ACe and ES44AC lead a southbound manifest train through Bonita, Nayarit. At Mazatlán, most southbound trains receive new locomotives and mid-train distributed power for the steep climb inland to Tepic. The three unit mid-train DPU's are visible in the distance.

Deep in the Sierra Madre, a northbound train enters the Tepic Valley at La Curva. Once clearing this curve, the crew will accelerate accross the flat valley to the crew change at Tepic.

A consist of light engines is exiting Miravalles Canyon at La Curva, Nayarit.

Both the SP de Mexico and Pacifico depots are still standing at Compostela, Nayarit.

Inside the Pacifico depot at Compostela, the armstrong lever can still operate the mechanism for the trainorder semaphore. However, the semaphore blade has been removed since the end of trainorder operations.

Having just descended through the Barrancas, a northbound train runs along the original highway 15 near Ixtlán del Rio.

Once a busy division point on the Pacifico mainline, Barrancas is just a sleepy hillside village today. Maintenance crews still use the depot, as well as the crew dormitories that still stand in town. The howl of dynamic brakes temporarily disturbs the peace as this northbound manifest passes through the town midway down the steep grade.

The small church at Barrancas.

Nearing the summit of the Barrancas, a southbound manifest train slowly grinds across one of the many trestles that hold the tracks to the steep canyon walls.

A southbound train emerges from tunnel 27. In order to build through the Barrancas, SPdeM drilled 26 tunnels and used 11 steel trestles, the most impressive of which is the famous Salsipuedes Viaduct (which is also very inaccessible).

Having crested the summit of the Sierra Madre, this southbound manifest is coasting through the last speed restricted curve before reaching the high plateaus of Jalisco at La Quemada.

Passing the last agave fields, this northbound manifest is leaving the Tequila region of Jalisco as it approaches Magdalena.

A northbound train exits the long horseshoe curve as it descends into the town of Tequila.

The same southbound train leans into a curve at Tequila. The tracks are running along the perimeter of the Sauza property and distillery.

Entering the outskirts of Guadalajara, this southbound train passes the team track at Jocotán. At an elevation of 5,400', this is the highest point on the former Pacifico mainline. However, to reach the city of Guadalajara, the SPdeM and Pacifico used trackage rights over NdeM's Ameca Branch from Oredain to their station in Guadalajara.

Ferrosur - Beyond Tierra Blanca

2009-01-20T13:34:00.000-08:00

Ferrosur's Linea G

Ferrosur's Linea G branches off of the Mexico to Veracruz mainline at Cordoba. It then runs southward, dropping into the coastal plains on its way to the gulf port of Coatzacoalcos. The line also connects with the former FC Chiapas Y Mayaba at Medias Aguas and Coatzacoalcos. The yard at Tierra Blanca, located about 80 KM south of Cordoba, is the hub of operations for the western part of this line. Linea G serves the many oil refineries along the gulf coast, as well as cement plants, sugar processing plants and the large Modelo brewery at Tuxtepec Oaxaca.

At dusk, an SF30C clears into the north end of the Patio Norte at Tierra Blanca. The town is quiet except for the distant sounds of boxcars being switched, music playing in nearby houses and children playing baseball in the street.

The quiet is broken by a southbound unit cement train slowly passing through yard limits, blasting the whistle over the many residential street crossings on the north side of town. The yard job has cleared out to let the road train by.

As the cement train pulls through town, baseball and quiet returns to the neighborhood streets.

The yard job is tying up at the depot at the end of their day.

A southbound manifest train is slowly passing through Tierra Blanca while entering the Patio Sur. Migrants patiently waiting for a northbound train are very common around the yard here.

Having just returned from switching at Tuxtepec, Oaxaca, a former AT&SF SF30C pauses at the South Yard at Tierra Blanca.

Earlier in the day, a yard job is switching the small yard at Papaloapan. They have pulled off the branch from Tuxtepec, and will pick up a few cars from the small yard before returning to Tierra Blanca. The SF30C is one of two that remain on the Ferrosur roster. Made from U36C's, the Santa Fe custom made the unique cabs and noses on 70 such locomotives. Several were eventually sold to FNM. However, only two remain in Mexico, both on Ferrosur's roster. Number 9530 is preumably still wearing the same number used while on the Santa Fe.

A northbound quimico (tank cars from the Coatzacoalcos refineries) at Granja.

At Tres Valles, Veracruz, I wanted to photograph the northbound quimico as it crested this short grade. But just as the train got close, my autofocus picked up on this guy walking across the tracks. Walking back to town from the sugarcane fields with his blade across his shoulder, I immediately thought he was more interesting than the train.

At Medias Aguas, a single Ferrosur engine rests on the south leg of the wye. This is the junction with the former FC Chiapas y Mayaba line to Salina Cruz and the Guatamala border. Although information is scarce, FIT is reportedly operating this line as far as Salina Cruz. However, there were several Ferrosur boxcars parked on the main track south of the wye with no indication of recent movement. The rails were rusted over, and dirt filled in the flangeways at all the crossings.

Ferrosur - Distrito Acultzingo

2009-01-20T13:17:00.000-08:00

Beginning its run over Ferrosur's Linea SC, this empty grain train from Tehuacán, Puebla curves under Pico de Orizaba. The train entered the main track from Linea VB at Cañada Morelos, and is climbing the last grade before beginning the long descent to Orizaba.

For a map of Distrito Acultzingo and Lineas S/SC, click here:

http://4.bp.blogspot.com/_SbSj9-iZTP4/SL8BrOiS5dI/AAAAAAAAA1g/wt_t5iV_8Qw/s1600-h/Map+Linea+S+black.jpg

Crossing Puente Vaqueria, a northbound train is climbing out of the Valle del Rio Blanco. The tracks in the foreground were passed over approximately 10 minutes earlier.

At Vaqueria siding, a southbound empty grain train is taking the siding to meet a northbound loaded train.

A southbound manifest train is passing over the north switch of Vaqueria siding.

At Vaqueria, a northbound grain train is slowly grinding up the grade. If you look closely, the tracks below are visible at three different level. A short following train can be seen on the loop above the town of Acultzingo.

The top of Pico de Orizaba is barely visible through the haze above this southbound train winding down the grade below Vaqueria.

In the afternoon, a southbound train is approaching the small village of Vaqueria.

As viewed from Vaqueria siding, three trains are visible in this picture; a grain train in the foreground, and two trains meeting at Huixtlitla in the valley below.

A northbound unit grain train is winding around the village of Vaqueria as it leaves Huixlitla siding.

The same train is seen at Huixlitla. Notice that the north end of the siding is currently being extended.

Looking down at Huixlitla, the tracks ahead can be seen above this train.

Above the town of Acultzingo, a Mexico to Veracruz intermodal train is exiting a tunnel as it winds down the grade.

Marigold flowers cover many farmers' fields in October and November. Being the flower used to commemorate dead relatives on Dia de los Muertos, orange covered plots scatter the valley all throughout Mexico. A week after the holiday, a stand of marigolds remain in this field above the town of Acultzingo as a southbound exits a tunnel.

The town of Acultzingo is a quiet village that lays off the old highway through the region. Many times a day, the chatter of roosters, mules, goats, cows and distant banda music is broken by the howling of dynamic brakes or the thunder of uphill trains in run 8. The sounds of one train can be heard for nearly 30 minutes as it winds through the hill above the town. The main street through the village was quiet until a local delivery truck pulled up to a store moments before a southbound train entered town.

A MOW crew prepares to begin working as a southbound enters the town of Acultzingo. The tracks above the loop at Acultzingo are visible above the train.

A guard checks off the passing trains at the Acultzingo station.

Below Acultzingo, the line passes through a chain of tunnels and another loop at Mezquite. This southbound unit cement train is exiting Tunnel Nuevó Leon and about to enter another before entering the loop. Notice the tracks below. Above the locomotives in the distance, a northbound intermodal train is passing through the loop at Acultzingo.

The same train on the lower portion of the Mezquite loop.

After reaching the summit of Distrito Acultzingo, northbound trains set-out their DPU's at Jesus de Nazareno. An extra crew will then gather all the units and run light back down the hill. Here, a light engine consist is passing through the loop as Mezquite as a local walks through with his burro.

A long cement train descents through the loop at Mezquite.

A northbound VIP train climbing through the valley between Tecamalucan and Mezquite.

At Tecamalucan, a southbound is exiting tunnel San Luis Potosi. If you haven't noticed, the tunnels here are named after the states of Mexico.

At Encinar, Distrito Acultzingo (Linea SC) diverges from the original Linea S. The original line climbed up through a different valley, encountering 4.7% grades and very sharp curves. Distrito Acultzingo was built in the 1980's to bypass this line. A former FC Mexicano/NdeM GE box cab is put on display here as a monument to the new line. The last rail of the old line is still poking out of the dirt.

Moments away from a crew change in Orizaba, the whistle is howling as this southbound quickly rolls through Ciudad Mendoza's centro at dusk.

A morning view of Orizaba Yard. While not at the bottom of the grade, this is the base for operations throughout Ferrosur's southern end.

For more information and pictures from Distrito Acultzingo, click here:

http://mexicanrailroads.blogspot.com/2008/08/ferrosur-apizaco-to-orizaba-distrito_30.html

Ferrosur - South of Mexico City

2009-01-15T15:17:00.001-08:00

Ferrosur's mainline from Mexico City climbs out of the Valle de Mexico eastward into the high plateaus and valleys of Tlaxcala and Puebla states. Along the foot of La Malinche, the line reaches its highest elevation at the Huamantla Summit - 8,235'. These high valleys are surrounded by many volcanic peaks of the Sierra Madre Orientals.

One of my first impressions from this years visit to Ferrosur Teritory was the amount of Ferromex AC44CW's that Ferrosur has reportedly purchased. They are still painted in Ferromex colors, but relettered for Ferrosur. I'd imagine that Ferrosur's AC44CW fleet has almost doubled with the addition of the Ferromex units. But aptly so, because their mainline was about the busiest that I have ever seen it over the time that I was there.

For a map of Linea S, click here:

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The Mexico City radio stations are beginning to fade away as I drive behind Popocatépetl and Ixtaccíhuatl. Mexico City lies immediately on the other side of the two peaks. The Ferrosur mainline passes to the north of them as they climb out of the Valle de Mexico into the high plateaus and valleys of Tlaxcala and Puebla States.

Near Soltepec, a southbound manifest train moves along at track speed.

A southbound manifest train slowly climbs the steep grade approaching Muñoz siding. The train will take the siding here to meet an approaching northbound.

The same southbound train pulling into the siding at Muñoz.

The southbound manifest train had a surprise on the rear, a Ferrosur passenger car.

Here is a view of Huamantla Summit. Along the foot of La Malinche, this crest 8,235' crest is the highest point on Linea S between Mexico City and Veracruz. Notice the peak of Pico de Orizaba visible on the horizon to the right.

Between San Marcos and Jesus de Nazareno, Linea S encounters a short but steep hill. This southbound train was moving at near the track speed of 70 KPH, but was quickly down to a crawl as it started up the short grade.

Near the summit of this short grade, there is an abundance of pine trees. Here, a southbound vehicle train with a single locomotive is struggling up the grade, approaching the summit. The engineer momentarily turned off the headlight as he approached my location.

In the shadow of Pico de Orizaba, the same southbound vehicle train is beginning the short descent toward Jesus de Nazareno.

South of Jesus de Nazareno, Ferrosur trains enter Linea SC, also known as FNM's Distrito Acultzingo. This is the line relocation that take Ferrosur's mainline down the face of the Sierra Madre Orriental to Orizaba. This southbound vehicle train is beginning the trip across Linea SC at San Antonio Soledad. The west slope of Pico de Orizaba is visible to the right of the train.

Ferromex - Distrito Huichapán

2009-01-15T14:25:00.001-08:00

Of course I found time to spend a couple of mornings watching trains on Ferromex's Distrito Huichipan between Queretaro and Mexico City. For more information on this mountainous mainline, follow this link;

http://mexicanrailroads.blogspot.com/2008/08/ferromex-kcsm-quertaro-to-mexico-city.html

Above Tequisquipan, a southbound vehicle train is down to a crawl as it climbs the steep grade toward the Quretaro-Hidalgo state line. Turning southward, this short canyon leads to one of two summits between Queretaro and Mexico City.

A southbound Metalero from Alzada, Colima to Puebla is approaching the tunnel at the summit of the grade, passing underneath the Queretaro-Hidalgo state line. Notice how the tracks dip through the tunnel, a result of a project to lower the tracks in order to allow clearance for double-stacked containers.

The same metalero exiting the tunnel.

At the bottom of the Huchipan Valley, a northbound manifest train crosses over Barranca de los Muertos.

Splitting a pair of intermediate signals, a southbound vehicle train is climbing the grade above Huichiapan. This is part of a 180 degree loop around the town of San Jose Atan.

Between Huichipan and Nopala, the tracks pass through a series of loops in order to gain elevation while climbing out of the Huichipan Valley. Here, the southbound metalero is seen negotiating the first curve.

The mid-train DPU is seen passing through the first curve.

Above the loops, a southbound manifest is slowly grinding up the grade toward Nopala. I was pleasantly surprised to find consists of Super 7's once again running into Mexico City. For a couple of years, AC44CW's and ES44AC's have been the regular locomotives in this region.

The southbound metalero approaching the highway crossing near Nopala.

At Escandon, the metalero is transitioning into dynamic braking as it begins the final descent into Valle de Mexico and Mexico city.

The train is quickly gaining speed as the DPU approaches in full dynamic braking.

Also at Escandon, the same vehicle train is rolling fast as it begins the long descent.

Arch Bridges of Michoacan

2009-01-15T13:51:00.000-08:00

While traveling along the coast of Michoacan in search of surf, I decided to follow Kansas City Southern of Mexico's (KCSM) line inland from the Port of Lazaro Cardenas. Of all the lines in Mexico, I am the least familiar with this line. In the 1970's, the original NdeM line to Uruapan (as well as the the branch to Apatzingan) was extended through the deep and desolate canyons of the Rio Balsas to reach the deep Pacific port. Since then, the port has grown in importance, gaining a respectable position in the west coast maritime shipping industry. Of course, the KCSM line has also seen an increase in importance as containers and other freight is shipped inland.

One of the locations that have always fascinated me is the large steel arch bridge that is on this line near Nueva Italia. At the time, I had only seen two pictures (one in Matt Herson's book) of the bridge, and had a vague idea of where it was located. Since I only had one day to spare, I decided to drive inland with the hope of locating it. After a while wandering back roads near El Marques, I finally pin-pointed the ravine, and eventually made my way to the bridge. Unfortunately, in the next 6 hours of waiting, there was very little action to be found.

After waiting for about 1 hour, I finally heard the dispatcher issuing track warrants to a southbound train that was approaching. About 45 minutes later, I was disappointed to find that it was only a high-rail truck inspecting the line

Later in the afternoon, I heard a local train in Nueva Italia calling the dispatcher. The had finished their work (presumably on the branch to Apatzingan) and were ready to depart north. After being excited about the approaching train, I was again disappointed to find that it was only a single engine returning to the yard in Uruapan. Here is is seen crossing the bridge.

While returning to the autopista, I was surprised to find a second such arch bridge located about 20KM to the north. Unfortunately, this ravine was covered with tall heavy brush, limiting the photographic opportunities.

Mexico's Last Alco - A Side Trip to Alzada

2009-01-10T16:29:00.001-08:00

On this trip through Mexico, I decided to make a sidetrip to Alzada, Colima. Hylsamex runs an ore pelleting plant here in the coastal mountains of Colima state. Raw ore that is delivered by Ferromex is processed into pellets, then shipped in unit trains to steel plants around Mexico. The real attraction is a well-kept Alco RS-2 that has been used as the plant switcher for many years.

After driving around the perimiter of the plant, I finally located the RS-2 at Hylsamex's smalll engine facility. Unfortunately the unit was down for some shop work. The good news is that it looks like some heavy maintainence is being performed in order to keep the historic unit running.

Referencing these pictures, a well-versed former Alco mechanic in California said "it looks like they are going to replace some cylinder heads,under the plastic in the foreground, valve covers with rocker arms on the running board to the left of the mechanics. The old girl may get a chance to continue working."

Now just lettered "Hylsa," number 801 is sitting in the small engine shop on Hylsamex's property at Alzada.

While the RS-2 was not running on this visit, the other plant switcher was busy shuffling loaded gondolas between the Ferromex transfer and the plant. Here, the GE engine is seen shoving one last gondola of raw ore into the rotary dumper.

After unloading raw ore, the plant switcher is seen shoving processed ore pellets back to the Ferromex transfer yard.

The small yard along the Ferromex mainline originates some of the "metalero's" that can be seen shipping ore to steel plants around Mexico. Raw ore is delivered to the plant for proccessing. Ferromex then picks up the processed ore pellets inunit trains.

After dropping off the pellets, the switcher then pulls a cut of raw ore back into the plant.

A trainman rides the end of the cut back to the rotary dumper.

At near by Atenquique, the Atenquique Paper Company has a large plant that sits in the bottom of a deep ravine. The plant has a small but impressive rail line that crosses two rivers to connect to the Ferromex mainline. Although it seems that rail operations are rare (or suspended) the plant's Porter switch engine sits at the entrance.

The ChP survives at Empalme

2009-01-09T13:46:00.000-08:00

While visiting Ferromex's Emplame Yard and invited into the engine servicing tracks, I stumbled upon this surprising locomotive. Ferromex 3024 is a GP38-2, still wearing the FNM two-tone blue paint scheme. It was immediately obvious that the peeling FNM paint revealed the venerable green and red of the NdeM paint scheme. However, the real surprise came when the foreman showed me the other side of the locomotive. The FC Chihuahua al Pacifico lettering was almost completely uncovered, as well as the Chepe logo. And, it was all in perfect condition - as if untouched since the ChP became part of NdeM.

Benjamin Hill - Around the Shops

2009-01-09T13:14:00.000-08:00

Benjamin Hill

Although I did not see any mainline action in northern Sonora, I did have a chance to take a self guided tour of the former SBC General Shops at Benjamin Hill. Most of the equipment was left outside in a derelict and rusted condition. However, some pieces were in better shape than they look - in my opinion.

Of course, the highlight of the tour was the discovery of SBC 2203-B, an EMD FT B unit. This locomotive was former Northern Pacific, coming to SBC with 2203 - the A unit. While 2203 is in the Puebla Museum, the last remaining FT B unit rusts away in the yard.

Scribed I97 - presumably meaning Inventoried in 1997, after the privatization of FNM.

The distinctive FT windows, flanked by rust.

A look inside at the end of the prime mover and turbo.

Former SBC passenger cars Mexicali Rose and Maria Elena were also found in the yard. Both of these cars were frequently used on the Southwest Railroad Museum's trips to Puerto Peñasco.

A look at the interior of the Maria Elena reveals that the car has been vandalized. However, most of the hardware and equipment was still in good condition and could easily be repaired. The friction bearing trucks are a different story though.

Cabooses in the yard are still lettered for FNM's Region Pacifico.

A former FC Pacifico weed spraying box car.

A variety of cabooses left in the yard. Notice the passenger tucks.

Railbiking the Carrizo Gorge

2009-01-01T23:59:00.000-08:00

I recently took railbike trip on the former San Diego and Arizona Eastern Railroad into the Carrizo Gorge. The line is currently embargoed east of Jacumba because of bridge conditions, so this gave me the perfect opportunity to ride the line. This trip was in late January, 2009.

A look at how the railbike works; a front wheel is guided along the rail by flanges and a powerful magnet. This keeps the front wheel of the bike on the rails. An outrigger hold wheels against the opposite rail and holds the bike vertical. Then the rear wheel follows the front wheel, tracking independently on the rail.

Here's the front wheel.

At speed, you can see how the front wheel tracks on the rail.
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Heading Into the Gorge
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Starting the trip in Jacumba, the valley is pretty wide and flat. The line turns northward, away from the Mexican border and begins the descent along Carrizo Creek.

The first crossing of Carrizo Creek. You can see that some work has recently been done on this trestle.

The first tunnel, leading into the upper reaches of the gorge.

Entering the gorge.

Immediately, the gorge deepens and the rails wind along the steep edges. Many bridges are engineered to hold the tracks against the canyon walls.

Exiting Tunnel 8.

At Titus siding, three ex-Montreal commuter coaches and a caboose are stored in the siding. Its a long story why they're there, but now they are stuck in the gorge because of the embargo.

Inside Tunnel 10, the longest in the gorge.

The impressive Goat Canyon Trestle carries the tracks across a crumbling slope of the canyon. Originally, the line passed through a tunnel here. But after sliding away several times, the bridge was built as a permanent bypass.

Presumably, this tunnel just east of the trestle was one that had collapsed. In order to reopen this line after many years of abandonment, many of the tunnels needed to be cleared and repaired. This tunnel is where I turned around to head back to Jacumba.

Back at the trestle, the semaphore blade is still attached to the signal that protected train movements over the bridge.

It is obvious that some work has been done to the deck of the Goat Canyon Trestle.

Stone retaining walls hold the tracks against the canyon walls.

A self portrait at speed. The lantern is definitely needed inside the longer tunnels.

Entering Tunnel 10 again.

On the return, I derailed and shredded the side-wall of my front tire at MP 97 - still 5 miles from Jacumba.

So I pushed the bike the rest of the way.

At the west end of the gorge, the SD&AE "no trespassing" sign still stands, although heavily worn.

Map of Linea S (SC)

2008-08-30T23:54:00.000-07:00

FNM's Division Mexicano - FNM 1994 Employee Timetable

Ferrosur - Orizaba to Veracruz

2008-08-30T23:51:00.000-07:00

Two C30-7's ease a train of Ferrosur and Ferromex automaxes toward the mainline at Orizaba yard.

Orizaba

Although the city of Orizaba is on the valley floor, the line toward Veracruz is still very steep as the the foothills of the Sierra Madre lean toward the Gulf Coast. Many rivers wind out of the mountains creating the steep valleys that eventually open to the coastal plains. Through this region, Ferrosur's Linea S is an interesting mix of historic and modern railroading. Much of the original FC Mexicano right of way is still used, undulating over ridges and crossing the many rivers on old steel trestles. It is common to find old catenary poles still standing along the mainline, remnants of the 1920's electrification from Paso de Macho to Esperanza. However, many parts of the line were rebuilt as part of the 1980's public work projects, featuring some impressive concrete bridges.

Orizaba yard sits on a 2% grade, sloping southward toward Veracruz. Here, a southbound train is slowly starting toward the mainline as it begins its trip to Tierra Blanca (via Linea G). Meanwhile double stacked containers (as well as some in gondolas) sit in the yard while a switcher approaches on the mainline.

Distributed power is now very commonly used in many different arrangements on Ferrosur. This heavy northbound train from Veracruz is using two sets of DPU's while only one locomotive is on the head-end. A work train is stopped in the distance on one main track while this train approaches Orizaba Yard.

Before the use of distributed power, manned helpers were very common throughout Ferrosur's mountainous territory. This northbound is about to cross over into Orizaba Yard with a set of mid-train helpers visible in the distance.

South from Orizaba, Linea S immediately starts to pass through sugar cane fields that cover the valley floors in southern Veracruz. A leased TFM AC44CW is leading this southbound through the fields as it approaches Sumidero.

Approaching Sumidero on the double track that extends from Encinar to Fortin (through Orizaba), this empty grain train is coasting through one of the many sags.

Puente Metlac

Between Sumidero and Fortin, Linea S crosses the Metlac Ravine on a high concrete bridge. The original right of way wound down the side of the ravine and crossed the river on a sharply curving bridge only to climb up a stiff grade on the other side. The new double-tracked bridge crosses directly over the ravine.

Led by a leases Feromex AC44CW, a southbound intermodal train is crossing Puente Metlac.

A southbound empty grain train crossing the bridge on a typical foggy morning.

On sunny days, Pico de Orizaba dominates the skyline above the Orizaba Valley. This southbound train is bound for Coatzacoalcos via Linea G.

A southbound manifest train is curving through Fortin moments after sunrise.

A northbound grain train is diverging at the beginning of double track at Fortin.

Although the coastal valleys of Veracruz are covered in lush tropical vegetation, the land is still very rugged. This northbound train is digging into the steep grades and sags that extend above Córdoba. Notice the catenary poles that still line the tracks through this area, reminders that this line was once electrified.

At Paraje Nueva, this northbound grain train struggles to climb away from the Rio Atoyac.

A northbound train curving through the village of Paraje, a small sugar cane town.

The town of Portrero was once the center of the large sugar cane industry in this region. There was a large sugar mill that was served by a shortline railroad and large yard. While the yard is still used for storage, and the shortline's engines sit dormant, most of the areas sugar cane is now trucked to larger mills throughout the region. This northbound is passing through Potrero while kids walk home from school.

A northbound approaches the old yard at Potrero. The tracks to the left were a yard lead while the foreground is the current siding. This train will meet a southbound that is taking the siding at the north end.

At Atoyac, Linea S winds into a narrow canyon above Rio Atoyac. This part of the line was rebuilt on the opposite side of the canyon. The tracks now pass through Túnel Pensil and a concrete rock-shed before crossing over Rio Atoyac. This northbound can be seen winding though the tunnel.

A southbound exiting Túnel Pensil in early morning light.

Northbound trains from Veracruz leave the coastal plains and encounter the first of the mountains at Atoyac. This northbound grain train is crossing Rio Atoyac on the impressive series of concrete bridges. In the distance the coastal plains stretch toward the Gulf of Mexico.

A northbound manifest crossing Rio Atoyac.

A short work train is on the same bridge as it heads north. Its caboose is pictured below.

A southbound is leaving the mountains behind as it enters the plains near Atoyac.

This northbound grain train is winding through sugar cane fields as it approaches the canyon at Atoyac.

A short work train is leaving Paso del Macho to pick up used concrete ties around Portero.

On clear mornings, Pico de Orizaba is visible to ships in the Gulf of Mexico. On this day, it is looming over a southbound train that is leaving Camarón siding after meeting a northbound intermodal train.

A southbound intermodal train below Pico de Orizaba. Notice that many of the containers are simply loaded into gondola cars; a common practice on Ferrosur.

Pico de Orizaba is mostly hidden by the coastal haze that is beginning to form into clouds as a southbound baretable passes through Mata de Agua.

At Soledad de Doblado, Linea S crosses over this interesting steel tresstle. The top level carries the tracks over Rio Jamapa, while the bottom level carries a narrow wood-planked roadway.

A view of the wood-planked roadway underneath the tracks.

A southbound manifest train is entering the town of Soledad de Doblado as it crosses the Rio Jamapa.

At Manlio Fabio Altamirano, the southbound baretable train (with two hoppers on the head-end) is entering the suburbs of Veracruz. The abandoned station here is being enveloped by the dense tropical vegitation.

Ferrosur - Apizaco to Orizaba; Distrito Acultzingo

2008-08-30T18:00:00.001-07:00

Linea SC

Ferrosur's Linea S reaches its highest elevation of 8,235' along the sides of La Malinche, near Huamantla. From this point, it's 180 miles to sea level at the port of Veracruz. With this in mind, it is clear that building a railroad between these points would require some impressive feats of engineering. When the FC Mexicano built into the Sierra Madre Orientals from Veracruz, their original alignment through Orizaba, Maltrata and Esperanza featured 4.7% grades and many incredibly sharp curves. Most of the FC Mexicano's original alignment became NdeM's Distrito Maltrata, their mainline between Veracruz and Mexico City. In the 1920's, FC Mexicano electrified the line from Paso del Macho (on the coastal plains) to Esperanza which was the bulk of the climb into highlands of central Mexico. General Electric box cabs hauled passenger and freight trains up through the mountains until heavier duty diesel locomotives from Alco started to arrive on property. Although the toughest parts of the climb through the sierra were bypassed in the 1980's by Linea SC, parts of the FC Mexicano's original alignment are still in service today as Ferrosur's mainline.

Distrito Acultzingo - Linea SC

In the 1980's, the Mexican government funded the rebuilding of many rail lines throughout the country as part of a massive public works initiative. In many places, complete new alignments were built, by-passing difficult terrain. Between Jesus de Nazareno, Puebla and Mendoza, Veracruz, Linea S was completely rebuilt utilizing a neighboring valley to the south of the existing allignment. This huge progect was done to bypass the 4.7% grades and extreme curvature of Linea S's Distrito Maltrata. The new line, designated Linea SC - or Distrito Acultzingo - features a ruling grade of 2.7% and some impressive engineering. Although Linea SC is a huge improvement over the original line, it still poses an operational challenge.

Now in the highlands of Puebla state, this northbound manifest train is stretching out on the flatlands near Esperanza as it runs on the last few miles of Distrito Acultzingo. Lying ahead is the connection to Linea S at Jesus de Nazareno, and the run to Apizaco. Pico de Orizaba dominates the skyline throughout this region of Mexico.

Having crested the summit of the Sierra Madre Oriental, this northbound manifest train is passing through San Antonio de Soledad. From the high valleys of Puebla, the mountains do not look to impressive. However, the long climb from the coast of Veracruz lies on the other side.

At 18,500', Pico de Orizaba is the highest mountain in Mexico (third highest in North America behind McKinley and Logan). From the west, the peak doesn't look that impressive because the valleys are already so high. This southbound manifest is climbing toward the summit of Distrito Acultzing near San Antonio de Soledad with Pico de Orizaba standing in the distance. Once reaching the summit, the descent into the Orizaba Valley and to the Gulf Coast begins.

At 9,752 feet, "El Mexicano," Mexico's longest tunnel, carries Linea SC under the summit of the Sierra Madre Oriental. Since it is on the east side of Linea SC's summit, it is all up hill though the tunnel for northbound trains. According to the FNM 1994 Timetable, the grade is a steady 2.5% northward, requiring a ventilation and door system at the north portal. This northbound train is emerging from the north portal at Puente Colorado.

High above the Rio Blanco Valley and the town of Acultzingo, a northbound train begins climbing after meeting a southbound at Vaqueria.

A southbound train rolling through Vaqueria.

A southbound manifest train is winding down into the Rio Blanco Valley below Vaqueria. On clear days, the peak of Pico de Orizaba is visible from the higher parts of the valley walls. Usually coastal moisture keeps the mountains of Veracruz covered in fog and drizzle, hiding the peak.

A single engine is returning to Orizaba after spending the day on a work train. The higher elevations above the valley host a small lumber industry. A small mill is visible to the left of the engine.

Looking down at the village of Vaqueria, a northbound unit grain train is looping around the narrow valley as it climbs toward Vaqueria siding. After looping around again, the train will pass through the tunnels visible above the train as it continues to climb toward "El Mexicano."

Approaching Huaxtitla, this southbound train passes under Puente Vaqueria.

A heavy northbound train is down to a crawl in the village of Vaqueria.

Below Huaxtitla, the line loops back again and enters the town of Acultzingo. This northbound grain train is passing through a spot of sun on an otherwise cloudy day in the mountains of Veracruz. (Unfortunately, I missed the engines in the light)

On a sunny afternoon, a northbound grain train is climbing toward Huaxtitla.

Above Acultzingo, this southbound is passing a set of GE trucks, and other reminders of a recent derailment.

Another southbound passing by the derailment site below the loop at Acultzingo. Notice the right of way on the hillside above the train.

A northbound grain train meets a southbound manifest at Acultzingo. Immigration has a very visible effect on the railroads in southern Mexico. Especially on trains coming from Linea G (Tierra Blanca), it is very common to see groups of people riding on northbound trains. Most trains now also carry security guard on them, not to remove the riders, but to protect the crews and freight.

Until recently, manned helpers were still common on Ferrosur between Veracruz, Tierra Blanca and Jesus de Nazareno, Puebla. Now, DPU's are the norm on Distrito Acultzingo, distributed though out a train in many different variations. These helpers are returning light to Orizaba after helping an early-morning northbound. They are passing the DPU's on a heavy northbound on the main track at Acultzingo.

South of Acultzingo, a southbound is passing above the many small farms on the valley floor.

After passing through a chain of small tunnels, this southbound as approaching the loops at Mezquite. The tracks ahead are visible at two levels in the lower right.

As the sun breaks through the clouds, this northbound climbing out of the loop at Mezquite.

A small work train is climbing through the loop above Mezquite.

C30-7's lead a northbound through Mezquite.

The Orizaba Valley is visible in the background as this loaded grain train climbs through the curves at Mezquite. The DPU's are then passing below. Linea SC makes two reversing curves here to cross to the opposite side of the valley while still gaining elevation.

During the usual cloudy and foggy weather in the mountains of Veracruz, the sun will occasionally break out in the afternoons. This southbound cement train is passing through the sunlight at Mezquite. The moisture that rolls off the gulf coast cools when it presses against the mountains creating the usual fog and clouds that can bee seen in the distance.

Two trains that met at Mezquite siding can now be seen on opposite sides of the valley.

Above Tecamalucan, this northbound train is climbing out of the Orizaba Valley.

A northbound above Tecamalucan.

A southbound exiting a tunnel at KM 307.

This work train is approaching the first tunnel of Distrito Acultzingo as it leaves Tecamalucan. In the background is a high-wide detector that protects the many tunnels ahead.

At Encinar, Linea SC reconnects with the original Linea S right of way. When Lineas SC was completed, a former NdeM GE box cab locomotive was put on display at the junction as a monument to the new line through the mountains. This southbound (above) is curving onto the original right of way while passing the old GE locomotive. The formerly electrified Distrito Maltrata continued straight at this point, to the right of the train.

A northbound passing Encinar as it begins its trip up Linea SC.

Approaching Orizaba, a leased TFM AC44CW leads this short southbound down the grade on a rainy morning.

In Orizaba Yard, a southbound train eases toward the mainline to begin a trip to Coatzacoalcos. Double stacked containers - as well as a few in gondolas - are waiting in the yard while a switcher approaces on the mainline.

Late at night, this yard crew is walking into the towns streets for a quick meal as a southbound train pulls into the yard. Once the southbound is done with a setout, the crew on the mainlne will houl the cars into the Cuauhtémoc brewery for spotting.

Ferrosur - Mexico City to Apizaco

2008-08-23T13:08:00.001-07:00

Most of Ferrosur's mainline from Mexico City to Veracruz is the former FC Mexicano - Mexico's first railroad. After leaving Mexico City on Ferrovalle tracks, Ferrosur trains climb out of the Valle de Mexico into the high valleys of Hidalgo and Tlaxcala. The line, designated by N de M as Linea S crosses several plateaus before descending into the former division point of Apizaco.

After cresting the first grade above the Valle de Mexico, this short southbound is descending through Jaltepec as it approaches the Hidalgo state line.

Ferrosur has an all-GE locomotive roster. After privatization, they opted to sell and trade all of their EMD and Alco engines in favor of a core of C30-7's and Super 7's. They have since invested heavily in large fleet of AC44CW's.

This C30-7 was once the shop switcher at the Valle de Mexico locomotive shops in Mexico City - hence the different pain scheme. It has since been repainted in Ferrosur's green livery.

A southbound has just finished picking up empty autoracks at Irolo, and is on the move again. At Irolo, there is a spur that leads to several manufacturing plants, including a Nissan facility and Bombardier's locomotive assembly plant where EMD locomotives are assembled.

Ferrosur's Linea S crosses KCSM's Mexico-Veracruz line at Calderon.

A leased Ferromex AC44CW leads this southbound though Munoz.

Because of a long northbound manifest moving through Apizaco yard, the dispatcher has instructed this southbound to clear out in Munoz siding. Here, the northbound slowly grinds by on the mainline.

In the shadow of La Malinche - the volcanic peak above Apizaco - a southbound manifest descends into the city of Apizaco.

Apizaco is the junction point with Linea SA, the line to Puebla. This southbound train is setting out a locomotive in Apizaco yard before departing for Puebla. The north leg of the SA wye passes on the opposite side of the depot in the background.

The southbound is seen trundling through town as it depart Apizaco for Puebla on Linea SA.

Continuing south on Linea S, the tracks climb a stiff grade along the base of La Malinche. The summit of this grade is the high-point between Mexico and Veracruz. In this arid altliplano, the line winds though pine trees and alpine-like streams.

Ferromex & KCSM - Querétaro to Mexico City

2008-08-09T16:45:00.000-07:00

From Querétaro to Mexico City, Ferromex and KCSdeM's mainlines both roughly parallel eachother through the high valley and passes of Querétaro, Hidalgo and Mexico states. South of Querétaro, Ferromex was awarded NdeM's Linea B through the privatization process. This is slow, steep and windy single-tracked mainline. Linea A was then awarded to TFM as the southern section of their Nuevo Laredo to Mexico City mainline. In the 1980's, NdeM rebuilt this line, creating a high-speed double tracked mainline with the intent of running electrified high-speed freight trains with freight-geared E60C's. However, after privatization TFM elected to remove the catenary lines in order to allow clearance for double stacks and auto racks.
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Querétaro Canyon

Directly east (railroad south) of Querétaro, both mainines enter Querétaro Canyon for the short climb into the Valle de San Juan del Rio. Ferromex has trackage rights on KCSM's Linea A through the canyon.

A southbound Ferromex manifest train is climbing through Querétaro Canyon on KCSM's Linea A. Ferromex's Linea B is visible below on the left.

Ferromex map of Linea B. Note, KCSM tracks are not shown.

A northbound Ferromex train passing through the short tunnels at Hercules.

A southbound KCSM train passing above the town of La Cañada.

A long southbound TFM train lead by a single Super 7 is passing through two of the short tunnels in Querétaro Canyon. A near by detector read off 518 axles, at 9 KPH.

The San Juan del Rio Valley

Upon exiting Queretaro Canyon, the tracks enter the fertile and flat Valle de San Juan del Rio. Line A and Linea B connect at La Griega in order to allow Ferromex trains onto their own rails for the mountainous climb to Mexico City. South of La Griega, the two lines quickly spread to opposite sides of the valley as they approach the mountains through separate passes.

At La Griega, there is a connection between Linea A and B. Above, a northbound intermodal train will continue straight, staying on Linea B through Querétaro Canyon while a southbound manifests waits on KCSM trackage. Once the intermodal train passes, the southbound crosses over onto Ferromex trackage (below) to continue on toward Mexico City.

Viborillas

At Viborillas, KCSM's Linea BC (the shortcut from San Luis Potosi and Laredo) crosses Ferromex's mainline at grade.

A southbound Ferromex train (above) hits the diamond at Viborillas. Below, a short TFM intermodal train passes over the diamond. This southbound train will soon connect to Linea A at Ahorcado, and continue south toward Mexico City.

Leaving Viborillas, this southbound TFM train from Monterrey approaches Ahorcado on Linea BC.

This northbound TFM train has just entered Linea BC from Linea A at Ahorcado. This signal visible in the distance is the approach to the connection at Ahorcado. The trackage diverging to the right of the train leads to a new grain elevator that receives unit trains of grain from the US. Although the facility is still growing, the unloading loop routinely handles 110 car trains from KCSM.

The Mountains - Linea A

At the south end of the valley, KCSM's Linea A begins the steady climb into the mountains of Hidalgo. The tracks pass through the city of San Juan del Rio, which is situated at the south west corner of the valley.

This northbound train is descending into the valley. In the distance is the city of San Juan del Rio, situated on a hillside over looking the valley.

A southbound is slowly climbing the grade at San Juan del Rio on a rainy summer morning. In the distance, the train can be seen curving toward the impressive concrete bride over the Rio San Juan.

Above San Juan del Rio, the line passes through

a horseshoe curve, doubling back through the outskirts of town as it gains elevation. The line also passes through a few tunnels in this area. Above, a southbound KCSM manifest train is passing through Tunnel 8 as it climbs toward Hidalgo. Below, moments later this empty auto train is passing through the same tunnel on the other main track. The train is lead by a brand new ES44AC, still wearing its GE applied primer. The unit will eventually be painted into KCSM's "belle" paint scheme in San Luis Potosi.

The Mountains - Linea B

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Meanwhile, Ferromex's Linea B begins climbing further to the east. This line is much steeper and more windy than the modernized Linea A. Linea B climbs to a pass above the resort town of Tequisquiapan before descending into a neighboring valley in Hidalgo state.

Beginning the climb out of the Valle de San Juan del Rio, the line passes above Presa Centenario, a reservoir near San Nicholas.

Above Tequisquiapan, the tracks curve southward into a canyon that leads toward the summit of the climb. Above, a northbound intermodal train loops around the hillside as it descends into the distant valley.

A southbound grain train is curving into the canyon nearing the summit.

Northbound autoracks are descending through the canyon.

At the summit above Tequisquiapan, the tracks pass through a rock-lined tunnel under the ridge. The tunnel passes under the Querétaro-Hidalgo state line. Here, a northbound train is still pulling hard as it exits the north portal of the tunnel.

Emerging into Hidalgo, this southbound is beginning the easy descent into a broad valley near the village of San Joaquin.

In the middle of this valley is the city of Huichipan. Here, the line begins to climb again, encountering a stiff grade as the tracks climb southward. Here, a southbound grain train is curving through Huichapan siding as it begins to climb through the city of Huichipan.

Shot from the engineer's seat of a southbound Super 7, a northbound train approaches the south switch of Huichapan siding.

In the highlands of Hidalgo, early morning fog often fills the valleys. Here, a long southbound train is looping around the town of San José Atlan - although it is not visible. (scanned from B&W negative)

At San Sebastian, the line passes through two horseshoe curves as it loops up the hillside to gain elevation. This northbound intermodal train is curving through the bottom loop while coasting down-grade without its headlights on.

This intermodal train is negotiating the lower loop moments after sunrise.

This southbound train is slowly climbing the grade between the two loops.

Passing through the upper loop, this southbound manifest is down to a crawl as it slowly climbs the grade.

This southbound train is exiting the upper loop, once again heading southward toward toward Mexico City.

Meanwhile, on the opposite side of this valley, KCSM's Linea A crosses a plateau that keeps their route level, straight and fast. This train is leaning into a curve above the town of Nopala. The resevoir there can be seen in the distance.

On the Ferromex line, the grade begins to let up at Nopala. Here, the tracks run along the banks of a large reservoir as they continue to climb toward a summit south of the town.

A heavy southbound train is slowly grinding toward Nopala siding. In the distance, a northbound can be seen waiting in the siding for the train to pass. (scanned from B&W neagative)

This southbound is passing through Nopala. Notice the Ferromex painted speeder in the siding.

The section houses at Nopala are still in use by the local track gang.

South of Nopala, Linea A and Linea B converge again at Argon, sharing the same right of way over the summit of the grade. Although there is a connection between the two lines, they are opperated seperately. This southbound train is entering the shared right of way at Argon on Linea B. The two tracks to the left are KCSM's double tracked mainline. The train can still be seen in the distance winding through the town of Nopala.

A fast northbound intermodal train at Argon on Linea A. Ferromex's Linea B is in the foreground.

Maravillas

Maravillas is the summit of the grades between Queretaro and Mexico City. Here, the two lines diverge again to the south, begining the descent into the Valle de Mexico and Mexico City.

A northbound TFM train is easily passing through Maravillas on Linea A.

On Ferromex's Linea B, a northbound empty grain train is climbing toward the summit. The difference of grades and curvature on Linea A and B is easily visible here.

A northbound intermodal train approadching Maravillas on a stormy afternoon.

The empty grain train climbing between Escandon and Maravillas.

At the same location, this short intermodal train has enough power to easily make it up the grade to Maravillas.

Huehuetoca

After descending into the Valle de Mexico, Linea A and Linea B again connect at the city of Huehuetoca. It is at Huehuetoca that Ferrovalle (FC Terminal Valle de Mexcio - the terminal railway of Mexico City) ownership of both lines begin. From the connection with Linea B, if is four main track the rest of the way into Mexico City.

In the 1980's, Linea A was rebuilt almost entirely on a new allignment. The original line still exists in many places - often used for storage of condemned cars. here, a southbound train has descended out of the distant hills and is arriving at Huehuetoca. Linea A joins the original right of way - seen diverging to the right.

The same southbound TFM train is shown passing a Ferrovalle switcher at Huehuetoca.

KCS de Mexico - South from Laredo

2008-08-08T20:32:00.001-07:00

The KCS de Mexico mainline from Laredo south is the fastest and most direct line from the border to Mexico City. Union Pacific, TexMex (KCS), and BNSF (via haulage agreements with TM) interchange with KCSdeM at Laredo. The international Bridge is the busiest interchange point between Mexico and the US rail systems.

A northbound intermodal train is being interchanged from TFM to BNSF (Via TM haulage agreements) on the International Bridge at Laredo. Currently, the TFM crew is on board, pulling to the middle of the bridge. Once there, they will get off and walk back to their yard while the TM crew walks out to the train on the bridge to board the engines. They will then pull the train slowly into Laredo while customs inspects the passing cars.

South of Monterrey, the line climbs into the northern reaches of the Sierra Madre Oriental to the colonial city of Saltillo. Designated by N de M as Linea B, the line now continues southward as the grade gets steeper while climbing to a summit at Benjamin Mendez.

A southbound unit grain train is passing through Encantada, the south end of double track from Saltillo.

A southbound train of Archer Daniels Midland tank cars climbing the grade on the double tracked portion south of Saltillo. From Saltillo to Encantada, the two tracks use the grade of both the former Coahuila y Zacatecas and Mexican Nacional Railroads.

South of Encantada, the same train is curving into the valley that leads toward the summit of the climb at Benjamin Mendez.

Panned against the sierra, two KCSdeM SD70 Ace's lead a southbound grain train up the grade approaching Agua Nueva siding. There are two additional DPU's pushing on the rear of this train.

A southbound unit grain train lead by KCS and UP power is about to enter Tunnel 2. This location is only a few miles below the summit at Benjamin Mendez.

The tank train previously pictured is exiting the south portal of Tunnel 2.

A southbound TFM manifest train is slowly grinding around the curve at North Benjamin Mendez. (low resolution scan from B&W negative)

A Northbound train is beginning the descent at North Benjamin Mendez.

Benjamin Mendez

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Benjamin Mendez is located at the summit of the Sierra Madre Oriental. Actually located in the town of Carneros, Coahuila, at some point NdeM renamed the station after a local railroad official.

A Northbound double stack train is eases into dynamic brakes as it begins the descent from Benjamin Mendez.

Security guards are stationed at most of the control points on this portion of the KCSdeM mainline. At the north switch of Benjamin Mendez, Leno is working through his 24 hour shift watching over each train that passes by.

Benjamin Mendez is a crew change point for all trains between Nuevo Laredo/Monterrey and San Luis Potosi. Quite often, trains will be tied down here, waiting for an outbound crew. Distributed power units will also be removed from southbound trains here, and wait for use on another northbound trip. The locomotives on the right are from a southbound vehicle train that was destined to the Chrysler plant at Encantada. After setting out the train, the crew continues to "Ben" to tie down their power.

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South of Benjamin Mendez, the line crosses several high desert valleys as it slowly descends toward the city of San Luis Potosi.

San Luis Potosi

In the 1970's, N de M rebuilt most of Linea B south of San Luis Potosi. From SLP, the new Linea B travels through a low valley until reaching Villa de Reyes. From here, the tracks begin to climb through a mountain range into a neighboring valley in the state of Guanajuato. Many tunnels and high concrete bridges were used to construct this new line. Once reaching Buchanan Lopez, the line splits. Linea BC continues south east toward Mexico City (bypassing Queretaro) while Linea BD diverges south west toward Celaya and Morelia.

At Villa Reyes, a southbound TFM train of automobile parts destined for Toluca is about to begin the climb through the Sierra El Cubo, and into the neighboring state of Guanajuato. This new allignment created a short cut between San Luis Potosi, and Mexico City, allowing trains to bypass Celaya and Queretaro. (low resolution scan from B&W negative)

The new allignment of Linea B crosses into Guanajuato through a series of long tunnels and high bridges in order to cross though the mountain range that separates two long valleys. Here a southbound train is emerging into Guanajuato.

A northbound double stack train is entering the canyon that leads into the Sierra El Cubo, near Santo Domingo, Guanajuato.

A southbound vehicle train is climbing out of the same canyon as a summer thunder storm approaches over the mountains. (low resolution scan from B&W negative)

A northbound TFM work train is leaving Bucahnan Lopez to dump new ties in the canyon near Santo Domingo.

Buchanan Lopez

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Buchanan Lopez is the junction of Linea BC and Line BD. Linea BC continues south east to a connection with Linea A at Ahorcado, creating a shortcut to Mexico City and bypassing the city of Queretaro. Linea BD turns southwest, toward Celaya, Morelia and eventually the expanding port of Lazaro Cardenas.

A long northbound manifest train approaches Buchanan Lopez on Linea BC from Mexico City. The distant track diverging to the right is the begining of Line BD to Celaya.

At San Diego, Guanajuato, a local switcher returns to Ahorcado, Queretaro after working the industries near San Jose Inturbide. Located on Linea BC, the short tunnel passes under the Guanajuato-Queretaro state line.

On Linea BD, Escobedo is a terminal near Celaya that is the base of KCSM's business in the Bajio. Through freight trains change crews here, and a small yard switches the local business. Above. a local southbound train prepares to leave Escobedo.

The same train as above is leaving town, pulling through the large station and toward the mainline to Acambaro.

Ferromex - Mazatlán to Guadalajara

2008-08-02T22:00:00.000-07:00

Mazatlán is currently Ferromex's division point between the Hermosillo and Guadalajara Divions. Here most trains change locomotives here. South of Mazatlán, large consists of new ES44AC and SD70Ace's are the norm, including DPU's for the steep climb from Roseta to Tepic.South of Mazatlán, the line travels inland in order to avoid the miles of wide lagoons that cover the coast. Also traveling along the foot of the rugged Sierra Madres, the line crosses many wide rivers as they flow into the coastal plains. It is not until reaching the Rio Grande de Santiago that the line turn inland.
After crossing the Rio San Pedro, this southbound unit grain train is climbing the short grade into Estacion Ruiz.

At Yago, the line reaches the Rio Grande de Santiago. The tracks then turn inland, following the river as they climb toward the highlands of Tepic. Approaching Pani, this southbound is winding along the river as it encounters the first of the long steep grade to Tepic. The stone retaining walls along the right of way are common in this region, a trademark of SPdeM and FCP construction.

After meeting a northbound train at Mango, the brakeman on this southbound manifest train is lining the south switch for the mainline. On the 2.4% grade, this is all done while the train continues to slowly pull in order to keep from stopping on the grade.

Underway again, the southbound digs back into the grade at Mango.

Approaching the former station onf Ignacio Borrego, the same southbound is baout half way up the 2.4% grade from Roseta to Mora.

Notice the security guards riding the cars.

Distibuted power consists have put an end to to the use of manned helpers from Roseta to Tepic. Here the 3 unit mid-train consist is pushing up the southbound grade.

Near Atonalisco, this northbound manifest is descending toward the Rio Grande de Santiago.

Sugar cane, citrus and avacado groves cover the slopes of this regions. This northbound is passing through sugar cane as it approaches Mango.

A work train is in the siding at Aguirre as a southbound manifest train pulls by.

The valley is echoing with the sound of dynamic brakes as this northbound train is approaching the Highway 115.

Approaching the summit of the grade, this northbound is gaining speed as the grade begins to let up at Mora.

Lago Mora provides some level right of way near the summit.

Although Tepic is just a flat spot on the grade from the coast to Guadalajara, it is at summit of the heavy 2.4% grade from Roseta. Southbound trains remove their DPU's here, and continue to Guadalajara unassited. Northbound trains usually add locomotives at Tepic, either for additional dynamic braking or to reposition locomotives at Mazatlán. Here, a northbound is adding two locomotives to the head-end of their train, taking them down the grade to Mazatlán.

A southbound train has removed their mid-train DPU's, and is pulling into the depot at Tepic for a crew change.

After an afternoon thunderstorm, a maintainence of way crew is tying up at the Tepic Depot. The locomotives are waiting to assist a northbound trian down the grade to Mazatlán.

Distrito Tepic

South of the city of Tepic, Ferromex's Distrito Tepic continues to climb through the Sierra Madres toward Guadalajara. This segment was the last segment of the Nogales-Guadalajara line to be comleted by the Southern Pacific of Mexico in 1927. Famous for its impressive engineering through "the Barrancas", this is a mountainous line, but with maximum grades of only 1.7%.

At Tetitlán, a maintainence of way crew reairs tracks the old way.

A Form B is in effect at the derailment site. The foreman of the gang is talking with the crew of a northbound train as it passes through his limits.

A northbound train is winding through the volcanic valley between Tetitlán and Ixtlán.

Between Ixtlán and Tetitlán, the tracks wind along the foot of Volcán Ceboruco as ell as many other small craters. Near Ixtlán, this northbound is passing in front of one of the many smaller craters.

The same northbound train is pulling into Ixtlán del Rio. They will make a brief stop here to pick up a meal at the maintainence of way beanery that is kept here.

Although speeders are rearely found in use in the US, they are still commonly used by Mexican railraods. Ferromex keeps a maintainence facility for their autoarmones in Ixtlán del Rio.

The Barrancas

The mountain grade between Ixtlán del Rio and La Quemada is known by railfans as "the Barrancas." A difficult stretch to build, the tracks cling to the side of the valley as they wind up through 25 tunnels and many high trestles. Unfortunately though, much of the line in this area is very inaccessible and I have few pictures to offer.

The former FC Pacifico station sign at Barrancas is still hanging, 137KM from Guadalajara and 1708 KM from Nogales.

Presumably still standing from the SPdeM days, the water tank at Barrancas waits indefinitely. Little at Barrancas has changed since SPdeM owned the line; just compare to pictures in the Signor/Kirchner book.

A switchstand at Barrancas. The depot in the background.

Once in the highlands of Jalisco, the hillsides are covered with blue and green fields of agave. This is the Tequila region. In the photo above, the Ferromex right of way can be seen winding through the agave fields above the town of Tequila.

Ferromex runs a weekly train from Guadalajara to Amatitlan, carrying tourists to the region for a day of Tequila tasting. Known as the Tequila Express, it runs with a few Japanese Kinki cars painted in a bright scheme. Above, the brakeman is retoring the siding switch to normal after the train backs into the staion spur at Amatitlán. The train lays over on the spur until ready to leave in the evening.

Ferromex - Nogales to Mazatlán

2008-08-02T21:30:00.000-07:00

Completed by the Southern Pacific of Mexico, the former Ferrocarril del Pacifico runs from the Arizona border to Guadalajara, Jalisco. Now part of Ferromex's División Hermosillo, the line is a venerable secondary mainline. The lightly traveled northern end is made of much weed covered jointed rail. Generally, the line is busier farther to the south.

Empalme
Empalme serves as a division point and the hub of Ferromex operations in Sonora. From here, crews work north to Nogales and Benjamín Hill (trains destined to Mexicali), west to the port of Guyamas, and south to Sufragio. Virtually all trains terminate here and are reswitched.

After the northbound D SFEM (Directo Sufragio-Empalme) has arrived in Empalme Yard, the crew is getting a ride to the depot.

A switchman is waiting for the road locomotives from the DSFEM to pull onto the mainline before backing into the engine service tracks.

The yard switcher is running down the mainline in order to switch out the inbound cars. The road locomotives will pull high on the mainline allowing the switcher to duck into the yard.

A DEMSF is approaching the end of yard limits while departing Empalme southbound. The train is being pulled by a single Super 7, running long-hood forward.

South of Empalme, a piledriver is driving a pile between the rails while the locomotive waits in the distance.

At Guasimas, a southbound manifest train trundles down the mainline.

A single C30-7 is pulling the southbound as it approaches Vicam.

The small yard at Ciudad Obregón employs two yard jobs during the day. The jobs work each end of the yard, and serve the local industries to the north and south. Here, an MP15AC switches at the south end of the yard while the other job is visible in the distace.

The yard jobs have both cleared the main track after the dispatcher notified them that the "Pami" is approaching. The D PAMI (Directo Pantaco-Mexicali) is the hotshot of the division, rushing containers and trailers northward to Mexicali. Most of the containers are bound to maquiladoras in Tijuana and Mexicali. There are standing orders that this unscheduled train is not to stop for more than two hours after leaving Guadalajara. Here it is seen cruising through the yard limits at Obregón.

After crossing the Rio Fuerte in northern Sinaloa, the FC Pacifico once crossed the FC Chihuahua al Pacifico at grade in San Blas. At some point after the consolodation of both lines into NdeM, the parallel lines were combined by laying double track through to Sufragio. At San Blas, a sign warns northbound crews that the connection with Linea Q (to the Copper Canyon) is ahead one kilometer.

On the morning of Día de Los Muertos, a southbound grain train emerges from the fog while entering the town of San Blas. Along the banks of the Rio Fuerte and at the foot hills of the Sierra Madre, heavy fog often fills this valley in the mornings.

The northbound Chepe passes the old station at San Blas.

Running 1 hour behind the Chepe, the second class passenger train is pulling through Yard Limits between Sufragio and San Blas. The Rio Fuerte is visible to the right.

Sufragio
Sufragio is Ferromex's main hub in northwestern Mexico. Manifest trains from Guadalajara arrive here, and are switched out for various destinaltions. Trains then depart northward to Empalme and Chihuahua while locals run to Los Mochis, the port of Topolobampo and Navojoa.

An SD40 switches on the north end of Sufragio yard while a maintainence crew services switches.

In the morning, a C30-7 receives sand in the Sufragio roundhouse while the distant high-nose GP38-2 is warming up for the local (turno) to Los Mochis. Ferromex's División Hermosillo is a good spot to find older locomotives. While MP15's, High-nosed GP38's and C30-7's are difficult to find on other parts of the Ferromex system, they can often be found working in everyday service on the division.

South of Sufragio, the FC Pacifico passes through the agricultural coastal plains toward Culiacán. At a point south of Culiacán, the Sierra Madre become steep and hug the coast, so the tracks turn downhill and run toward the coastline. For about 40 miles north of Mazatlán, the tracks run along beaches and through coastal towns much as the SP Coast Line and the ATSF Surfline (although a much more desolate area).

Near La Cruz siding, the tracks meet the coastline.

Through most of this area, the line is close to the quiet beaches, crossing lagoons and rivermouths like the Surfline.

Ferromex's Linea A - Torreon to Irapuato

2008-08-01T16:09:00.000-07:00

Torreon is the largest terminal on the Ferromex system. It serves as a key clasification point for traffic between Juarez/El Paso, Piedras Negras/Eagle Pass, Monterrey and the southern points of Guadalajara, Manzanillo and Mexico City. Between Torreon and Irapuato, Linea A is Ferromex's busiest stretch of track, serving as a trunk between the northern lines and southern lines. The line is all single tracked dark territorry, dispatched by track warrants.

Immediately south of Torreon, Linea A enters a deep valley along the Rio Aguanaval. This military train is backing into the siding at Picardias in order to let two northbound trains pass by.

Official Ferromex map of Division Centro Mexico

The same military train crossing Rio Aguanaval as it enters a narrow canyon.

One of the last pasenger train in Mexico runs on this territorry from Felipe Pescador to Torreon. The weekly train serves the isolated rural communities in parts of Durango and Zacatecas states. Here the train is passing through the short canyon between Picadias and Juan Eugenio on its southbound run to Felipe Pescador.

Near Juan Eugenio, a northbound manifest train is entering the canyon along the Rio Aguanaval.

North of Felipe Pescador, Linea A connects with FC Coahuila y Durango's southern line to Durango. Above, a southbound unit grain train is seen approaching the junction. The track in the foreground in the north leg of the wye. Below, the DPU's are visible as the trian curves toward the town of "Felipe."

Felipe Pescador

Felipe Pescador, Zacatecas is a the crew change point for trains between Torreon and Aguascalientes. It is a real railroad town, home to a large contract car shop and a small yard. A hotel across from the depot lodges train crews while they layover.

A yard job sits on the mainline in front of the depot at Felipe Pescador. Meanwhile in the yard workers begin a day of repaing a line of boxcars.

An outbound engineer is inspecting the locomotives of his northbound train prior to departing for Torreon.

Another northbound train pulls up to the depot while several outbound crews wait for their trains to arrive.

As a northbound grain train departs Felipe on the mainline, the brakeman runs ahead to line a switch while the train keeps moving.

The depot at Felipe is a busy place. Most of the town's comerce is located right around the yard. Above, a local ice cream vendor carries his cart across the tracks to the depot while another northbound train approaches.

A southbound grain train departs Felipe Pescador. The large car-shop building is visible to the left, as is the venerable water tower.

At Mezquite, a northbound grain train winds through the curves in the early morning.

Zacatecas

The Colonial city of Zacatecs was built near the summit of a high pass between two valleys. Because of its trading position and local silver wealth, it became an important Mexican city. The railroads built through the pass, climbing a stiff grade on both sides. Today, the railroad has little presence in the city of Zacatecas, but the climb to the summit uses many impressive curves, looping around the city. The sounds of struggling locomotives and whistles often echo throughought the whole city, bouncing off the faces of the mountains above.

A northbound manifest train is descending the north slope of the grade from Zacatecas.

The tracks loop through the residential neighborhoods of Zacatecas before reaching the summit at the old passenger station. Although passenger trains no longer serve Zacatecas, the station building and platforms are maintained very well.

A northbound automobile train is looping around a canyon while climbing the south slope toward Zacatecas.

A southbound intermodal train is passing through the looping curves on the south side of Zacatecas. The church to the left is located at the summit of the pass, on the edge of the historical centro.

A long northbound manifest train is down to a crawl as it climbs toward Zacatecas. La Buffa - the famous bluffs above the city - are visible above the locomotives. (low resolution scan from slide)

South of Zacatecas, Linea A drops into the valley of Aguascalientes. This northbound is climbing out of the valley where the tracks wind along the hillsides.

This nothbound is beginning the climb away from Aguascalientes.

South of Aguascalientes, the tracks wind through northeast Jalisco state. This is where the line enters the Bajio - the historic and fertile central valley of Mexico. Above, a southbound grain train is dropping into Santa Maria Traspontina - near San Juan de los Lagos.

A southbound unit grain train passes through some curves near San Juan de los Lagos.

The same train is setting its out cars at a grain elevator.

A southbound manifest train leaving the city of Leon. This train is nearing the terminal of Irapuato, the junction between lines to Guadalajara and Mexico City.

Ferromex's Linea A - Juarez to Torreon

2008-08-01T01:00:00.000-07:00

Originally built as the Ferrocarril Central Mexicano (Mexican Central), NdeM's Linea A extends from Juarez, Chihuahua to Mexico City. After the privatization of 1997, Ferromex took ownership of Linea From Juarez to Queretaro. From Juarez to Torreon, Linea A is a moderately used mainline running through a series of long valleys until reaching "La Laguna," the huge desert basin in which the city of Torreon lies.

Ciudad Juarez

Juarez is the border city, across from El Paso, Texas. Ferromex interchanges with both BNSF and UP via two International bridges over the Rio Grande. Because Ferromex's trackage runs through downtown Juarez, the mayor has required that interchanges are only performed at night - from 9:00 PM through 6:30 AM. The main Ferromex yard lies immediately south of downtown Juarez.

A Ferromex yard job proceeds north across the International bridge, hurrying to make one last interchange with BNSF before the curfew begins at 6:30 AM.

Ferromex's official map of Division Chihuahua

A northbound vehicle train is approaching Villa Ahumada. The empty containers on the head end last carried automobile parts southward to the assembly plant. Now, the auto racks are returning in the same train loaded with new automobiles, headed for interchange to the UP at El Paso.

Near Villa Ahumada, the very recognizable mountains of Cerros Los Arrados stand over the line. This unit grain train is struggling up one of the many short grades toward Moctezuma siding. (low reolution scan from slide)

A southbound train of empty autoracks is moving through a valley south of Moctezuma while the tops of "Los Cerros" are still visible in the background.

Chihuahua

The city of Chihuahua is at the crossroads of of the former FC Chihuahua al Pacifico and the Mexican Central. This is Ferromex's base for its Copper Canyon operations. The former Mexican Central yard in central Chihuahua has been abandoned and almost entirely removed in favor of the Chihuahua al Pacfico yard near the junction of the two lines. The roundhouse has since been turned into modern office buildings and much of the property has been turned into the city's convention center.

A unit grain train of all BNSF equipment is crossing Rio Sacramento as it winds through central Chihuahua. This train is approaching the site of the former NdeM yard that has been nearly abandoned.

A northbound grain train is leaving the former Chihuahua al Pacifico yard, heading toward central Chihuahua and Juarez.

South of Chihuahua, the tracks enter the long fertile valley of the Rio Conchos. Because three flowing rivers converge in this valley, there is enough water to sustain an agriculture industry. Above, a roadswitcher based at Delicias is pulling through Bachimba siding as a southbound train approaches on the mainline.

A southbound manifest passing over some undulating track near Delicias.

The same southbound as above is winding through the valley nearing Santa Rosalia Comargo.

Approaching Jimenez, the tracks cross over Rio Concho, then begin climbing into the high valleys of northern Durango state.

South of Jimenez, this northbound manifest train is led by two C30-7's and a BNSF 9-44CW.

As the line nears Torreon, the tracks drop into La Laguna - the large dry lake bed in which the city of Torreon lies. The tracks closely parallel Highway 45 until reaching the outskirts of town. This southbound auto train is passing the abandoned depot at Cadena.

The line first enters Gomez Palacio, Durango - the sister city of Torreon - and joins Linea M from Monterrey and Piedras Negras. In Gomez Palacio, this southbound train of mostly Cemex coal hoppers is about to cross the Rio Nazas into the city of Torreon, Coahuila.

Approaching the main yard at Torreon, the line winds through some crowded and dense residential neighborhoods.

Approaching the yard from the north, the tracks pass through a busy corner of downtown Torreon. There are many busy crossings in this area making it almost impossible to take a telephoto shots without any traffic. Above, a school girl crosses in front of a southbound manifest as it enters the yard. Below, a southbound intermodal train is meeting a northbound at the North end of Torreon yard. A motorcycle rider squeezes between the two moving trains before the crossing is blocked.

A southbound entering Torreon Yard.

Hotel Cañitas - Felipe Pescador

2007-11-03T22:19:00.000-07:00

Hotel Canitas

Felipe Pescador, Zacatecas