SD70MACs do not generally show up on BNSF's trains on the Moffat. However, every once in awhile, they do make an appearance. Such is the case this morning as a "green and cream" SD70MAC, BNSF 9687 (of BN heritage) is bringing up the rear of the train, currently in the siding at Rocky.
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A pair of EMDs, from slightly separate eras, are bringing up the tail end of BNSF's Provo-Denver. BNSF 9356 is an SD70ACe and BNSF 9687 is an SD70MAC, still sporting the final BN paint scheme, the "green and cream" scheme.
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BNSF's eastbound Provo-Denver, with a Canadian Pacific unit second out on the head end, just had a fresh crew show up and get on board to take the train in to Denver. Meanwhile, the westbound California Zephyr is right on time as it meets the train, heading west.
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The westbound Zephyr passes by the wind break, wrapping around Big Ten Curve on its morning journey west out of Denver. BNSF's Provo-Denver, which it met at Rocky, is still in the siding in the background, waiting on another westbound.
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The westbound Zephyr, consisting of seven Superliners, heads west on the main at Eisele (Clay). The train is right on time. It'll meet UP's MGJNY at Cliff, but UP's DS-380 will keep the train rolling on clear (green) signals.
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A set of empty "oil cans" rolls westbound through Barbara's Gulch. UP has six units on the point and a single DPU bringing up the rear. The train will continue to the oil transload facility at Wash, UT where it will be loaded and return east.
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A UP oil train knocks down a clear (green) signal at the east end of Rocky, meeting BNSF's eastbound Provo-Denver trackage rights manifest. Once the oil train clears the east switch, the manifest will get a clear signal to head east.
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UP 6177, which originally entered the world as SP 126, leads a westbound empty oil train out the west end of Rocky after meeting BNSF's Provo-Denver. SP 126 was not originally capable of controlling DPUs. However, it has since had DPU capabilities added.
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Six GEs lead a westbound UP oil train out of Rocky and on the climb up Big Ten Curve on a clear, temperate November morning. There doesn't seem to be much consistency in the power configuration of oil trains.
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An empty oil train heads west on the main at Eisele (Clay). The siding, currently empty, has weight limits on it, disallowing certain trains from entering the siding.
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UP's MGJNY rolls east out of Plain after meeting an oil train. The head end of the train is now approaching Tunnel 1. You can see the freshly paved road for the soon-to-be-constructed Canyon Pines neighborhood.
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Seven units lead UP's MGJNY through the curves at Blue Mountain. A single SD70ACe is DPU'd on the tail end in the distance. The manifest typically arrives in Denver in the pre-dawn hours, but every so often, it descends the front range in daylight.
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The only manifest UP runs on the Moffat anymore is the MNYGJ and MGJNY. The manifest runs between Denver and Grand Junction six days a week (alternating west and east). The eastbound version, the MGJNY, runs through Little Ten Curve on its way in to Denver. Up the hillside in the distance, you can see the westbound signals at the west end of Eisele (Clay).
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UP's MGJNY frequently contains a high number of covered hoppers, and this particular instance of the train is no different. Seven units on the head end, and a single DPU (facing in to the train), roll east on a clear (green) signal through Rocky.
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An overhead look at one of the only 100 SD70ACe-T4s that UP currently has on the roster. It's been rumored that the units had a myriad of problems when they were first released. The rumored issued ranged from reliability issues to software problems. However, it has also been said that the issues have mostly been resolved in the last few years.
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