The mountain walls of Gore Canyon tower in the distance as a westbound coal empty emerges from Tunnel 38 on the approach to Azure. Six units lead the empty, which is headed for the West Elk Mine on the North Fork Branch.
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The last tunnel at the west end of Gore Canyon is Tunnel 38. It is 100 feet in length and gives way to the open valley between Gore Canyon and Little Gore Canyon. Six units move through the tunnel on the point of a westbound coal empty.
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A westbound coal empty approaches an intermediate signal near the west end of Gore Canyon. The Colorado River is near its lowest point now toward the end of summer.
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In 1906, surveyors for David Moffat decided that Gore Canyon was the route the railroad would take on its way west. Four tunnels were built through some of the solid rock faces. 118 years later, a westbound UP coal empty, headed for the West Elk Mine on the North Fork Sub, is moving through Tunnel 36 and Tunnel 37 toward the west end of the canyon.
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One of the most scenic (and inaccessible) canyons the Moffat travels through is Gore Canyon. Steep canyon walls on both sides of the canyon create incredibly dramatic views. A westbound coal empty moves in and out of both Tunnel 36 and Tunnel 37 as it navigates the canyon.
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The mainline between Sulphur and Gore Canyon straightens out...at least relative to most of the mountain railroading of the Moffat...allowing for an increase in speed. Amtrak can actually go 70 MPH through here. This coal empty has accelerated up to around 50 MPH as it approaches a clear (green) signal at the east end of Flat.
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Byers Canyon is one of the numerous canyons the Moffat passes through on its journey west. It is also one of the few that is very easily accessible by car as US-40 happens to parallel the tracks on the opposite side of the Colorado River. A westbound coal empty has just knocked down a clear (green) intermediate.
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Coal trains, once king of the Moffat, have certainly become rare. Perhaps even a novelty. I was fortunate enough to catch this westbound empty as it entered into the east end of Byers Canyon. It has six units on the head end, which will likely be set up in a 2x3x1 configuration for the journey east.
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Just before 10 o'clock in the morning, a westbound coal empty rolls west of Granby along the headwaters of the Colorado River. In just a few weeks, fall colors are going to be in full force here in the Colorado high country.
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The train version of riding off into the sunset! BNSF's Denver-Provo has clear (green) signals ahead just west of Byers Canyon. After the tail end of the train is clear of the canyon, the train will pick up some speed between here at Kremmling.
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Just west of Byers Canyon, BNSF's Denver-Provo is heading directly into the sun as it gets closer to the horizon. The train had to sit in the siding at Granby for over an hour, waiting for both the Zephyr and UP's officer's special to get through.
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A spot that has come to be known as the "Granby Overlook", west of Granby, a UP officer's special charges west toward the setting sun. As you can see, the skies are partly cloudy, and the train is moving in and out of the shadows on the trip west.
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The Continental Divide stands tall in the distance as a westbound UP officer's special is moving along at track speed west of Granby. The train overtook BNSF's Denver-Provo, which is sitting in the siding at Granby.
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Just west of the Continental Divide, the valley really opens up and passenger trains can reach 60 MPH between Fraser and Tabernash. This westbound UP officer's special is not moving anywhere that fast as it is approaching an Approach (yellow) signal at East Tabernash. The train will hold the main to wait for the eastbound California Zephyr.
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A UP officer's special charges west on the main track between Fraser and Tabernash. The ski runs at Winter Park, some of which are still open as of this picture in late-April, offer a fantastic backdrop to the train as it parallels US-40.
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