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In
the spring of 1999, the section crew replaced the track at the
Broadway crossing. These first four photos show some of the work
and equipment used in the project. |
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Cutting
rail length to fit. |
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Jacks
for leveling and a Casey car. |
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More
equipment just behind the depot. |
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The
trains were quick to start using the new Broadway Crossing lead
and run around. Here we have some 101s running around to the
other end of the train they just brought down the hill. Note
that some of the newer ties being used are standard gauge ties,
longer than the previously used narrow gauge ties. |
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Here's
how to join rail of varying weights. Today, most of the rail
in use is 85 pound or 115 pound rail (the weight of a three-foot
length). Historically, the WP&YR started with 54 and 45-pound
rail. In between then and now, it seems that 65 and 72 rail was
used as well. |
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An
engineer's view of rail going through the 1898 tunnel. |
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1999
also had tie replacement going on near the summit of White Pass.
Here is a tie storage area just on the Canadian side of the pass. |
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In
2000, the Canadian work crew was also active, here working on
the Main Line at Log Cabin which meant the Lake Bennett Adventure
trains used the Log Cabin siding for a few days. |
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More
of the summer 2000 Log Cabin rail work. |
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2000
also saw the first use of the new Ore Dock lead, which eased
the loading of passengers at the Ore Dock, an increasingly common
occurrence with the increase in Alaskan cruises taken. |
