Western Railroad Discussion > The Next Abo Canyon, Hatton Coulee

When BNSF double tracked Providence Hill a number of years ago, they only double track the easier top part of the hill on either side, but avoided the twisting narrow confines of the Hatton Coulee between Hatton and Connell. Hatton Coulee is one torturous piece of railroad that is a 10 miles of sharp reverse curves on a 0.7% grade that limits train speeds to 35mph or less. In busy times, the single track coulee can be a real bottle neck as downhill westbounds pile up at Cunningham waiting for slow eastbounds to clear. This is typical of most afternoons when Pasco releases a series of eastbound manifest trains. The perpetually underpowered H-PASKCK is particularly good for making a mess. To allow for increasing train traffic through the Columbia River Gorge or over Stampede, BNSF will need to look at a Abo Canyon style project to relieve this bottleneck on the Lakeside Sub. I've created a map of proposed realignments that would allow for much quicker trip down the coulee that could easily be doubletracked. The full size version of the map is on my website.

http://www.pnwrailfan.com/temp/hatton%20coulee2.gif

Ted Curphey
Ontario, OR

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Ted, you of all people should know better....Grin !!!

Or are you trying to tell me that your 'proposed' realignments will maintain the current grade ?

Straighter is usually steeper......all those curves are there for a reason.

DaveL

DaveL Wrote:
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> Ted, you of all people should know better....Grin
> !!!
>
> Or are you trying to tell me that your 'proposed'
> realignments will maintain the current grade ?
>
> Straighter is usually steeper......all those
> curves are there for a reason.
>
> DaveL

Well that was true in the steam era when railroads purposely added curves to grades. But in today's world of super long trains, the curve resistance can be more of a problem than the straight grade. Then there is the wear and tear on the rails and flanges to consider. Here a train can be pulling itself through several curves at once, and the flange squeal can be deafening! The slight increase in grade would actually be easier on trains in this case.

Ted Curphey
Ontario, OR

Ted,

Ya know, they had a straighter and better graded alignment... and got out of it. Can ya say D'OHHHHHH!

J.

LOL, very true! Another route they could try is to reinstall the line from Connell to the UP at Hooper Jct and use the two lines for directional running. The UP has a nice even grade that would be a lot easier on eastbounds.

Ted Curphey
Ontario, OR

J.Ferris Wrote:
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> Ted,
>
> Ya know, they had a straighter and better graded
> alignment... and got out of it. Can ya say
> D'OHHHHHH!
>
> J.


I assume this was the old SP&S route along the Snake River, and up through Washtucna, etc. you are referring to. I guess once it's gone, it's gone for good.

Curious what condition the SP&S line is in.
I heard that the bridges are still in place. Any info??
> --------------------------------------------------
> -----
... I guess once it's gone, it's
> gone for good.

TCnR Wrote:
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> Curious what condition the SP&S line is in.
> I heard that the bridges are still in place. Any
> info??
> >
> --------------------------------------------------
>
> > -----
> ... I guess once it's gone, it's
> > gone for good.


According to some fairly recent photos and comments from folks on this site, the bridges are still there. What purpose (if any) they presently serve, no clue.

notarb Wrote:
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> According to some fairly recent photos and
> comments from folks on this site, the bridges are
> still there. What purpose (if any) they presently
> serve, no clue.

I thought at least part of this line was now a biking trail.

Wonder why the Pasco hump does not even bother to block the Yardley setout on the point? (The Red Dog ore is behind some long-east lumber loads in Ted's shot of the HPASKCK.)

Best regards,

Rob L.

I'm sure Ted knows that the new 2nd mainline grade has already been surveyed. . .it'll be around 2% gradient on the west side of the present mainline and be for westbound and light eastbounds. And anything you save with a 2MT Hatton Coulee grade you'd lose without also laying a second main from Sprague to Fishtrap and Babb. . ..

What really could be done is a connection from Connell to connect with UP's Washy mainline over the abandoned right of way of UP's Hooper Jct.-Connell branch. Then you'd have a separated double track railroad.

jackpot Wrote:
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<snip>
> What really could be done is a connection from
> Connell to connect with UP's Washy mainline over
> the abandoned right of way of UP's Hooper
> Jct.-Connell branch. Then you'd have a separated
> double track railroad.

But that would involve a new overpass, because we know it won't be at grade since the highway is now 4 lane. Personally I think the SP&S row is a better choice, but they've decided not to consult me! 8>)

Butch

They gave up the SP&S and Snoqualmie Pass. Incredible

TCnR Wrote:
-------------------------------------------------------
> Curious what condition the SP&S line is in.
> I heard that the bridges are still in place. Any
> info??
> >
> --------------------------------------------------
>
> > -----
> ... I guess once it's gone, it's
> > gone for good.


My understanding is that the whole 3rd Sub is rail-banked by the state, unlike the Milwaukee r-o-w through Washington.