Mustang Banding Tool Bars, Get
Top Review from Blaine Richter of CPS.
Mustang Tour in Nebraska.
Gangwish Seed Farms, Corn on Corn at Shelton,
NE, Tuesday, March 21, 17, A chilly and windy morning on the Platte
River Valley of Nebraska, in sight of the Transcontinental Railroad,
The Union Pacific.
Lifting out in the corner is not required…openers stay in a skip
pass field pattern.
Cover crop of Oregon ryegrass.
Floatation Tires set up on Deere RT tractor.
Single 2,000 gallon NH3 tank with large ST A-480 tank valve at 1.5
inch and about 15 gallon per minute with Exactrix 2KC Weigh Master.
The top outlet, A-480 at the 15 gallon per minute flow rate is at
the exponential jump or the marginal edge of a 1.5 inch top outlet
The next step is, the 2 inch, Exactrix
Grate Coupling RT bottom outlet valve is good to go at 30 to 35
gallons per minute.
150 lbs. N as NH3, 12 gallons APP/ATS/AZn typical or average in VRT,
Site Specific. Center pivot irrigation with corner pickups.
Covering about .5757 acres per minute at 9.5 mph.
The trailer is a torsion bar, adjustable gauge, Circle K.
Blaine Richter of Sexsmith, Alberta, CPS and
Gangwish Seed Farm Operator, Jason, a three year dedicated operator
of the Mustang bar with TC positive down pressure design.
Depth wheels maintain the terrain following down pressure of the
center section and the wings. Weights are located at the center
section. Wing Down-pressure Control valves are preset at the center
section. Positive down-pressure works pretty good.
Mustang P-51C at 6,500 acres, Set up on 15
inch band spacing at 30 feet. The 7 x 7 bar carries 24 openers at
high speed with 3 point design. Vacuum Injection of TAPPS and
TAPPKTS with micros Zn, B and Cu.
Replaceable Inserts under review at the vacuum injector foot. The
Yielder manganese steel blades started at 3/8 x 24 extreme double
edge, about 22 inch in diameter at the 3rd season start,
should finish up at 8,000 to 9,000 acres and most likely
replace at 21 inch or 5.5 inch banding depth.
Rolling Nebraska, North of the Platte River,
flatland valley, PG Farms at 61.25 feet at 8 mph, Continuous Corn
Center pivot production, twin pivots in this field. P-51C/CUE
High yielding pivots, 250 to 300 bushel per acre range with advanced
No-tillage banding of 1% CV uniform TAPPS.
Moving into the 7th year of No-tillage banding with Exactrix TAPPS.
This is the 5th season the with Mustang Tool bar and 4th
season with the KD track cart.
Land of Huskers, A great No-tillage scenario. No
cover crop and no cows in this case and right back to corn.
Blaine makes a video. Blaine discovered a nest of
corn production technology at Shelton, NE, Paul Gangwish and
Gangwish Seed Farm, Randy and Matt Gangwish.
Andy Cover, Dalhart Texas at 4,000 feet
elevation. A good yielding area in the 280 bushel per acre range.
The liquid tanks are moved to the back, Orthman Caddy.
With Mustang openers and uniform TAPPS banding to 7 inch depth. The
operator can plant in the same field the same day. Both machines can
run together in the same field.
Vacuum Injection creates Vermiculated Bands of TAPPS and TAPPKTS
Double Rank. 15 inch, 7 x 7 tool bar. Connecting lines and improving
the set up. Good weight distribution required. Banding 3,000 acres
per year with P-51C Mustang Openers rated to 12 mph with adequate
supply of NH3.
Should bring improved net returns over the old system using nitrate
based 32-0-0 and manure, shooting for $200
more net dollars per acre, about $600,000
more net income per year with better management and good tooling.
Union Pacific, Replacing CXT
Ties at Shelton, Nebraska.
Union Pacific Main Line,
the Original Transcontinental Railroad with the Golden Spike,
leaving Omaha behind about 150 miles back and heading for the
Bailey Yard at North Platte, NE.
The Bailey Yard is the largest railroad yard in the world,
and is a good place to go to check the condition of the
Paul Gangwish Grain Storage in the
background. A double line to the west coast.
Granville Dodge, Chief Engineer, Union Pacific laid this original
line out starting in 1863…during the civil war and finished in 1869,
it took the UP about 6 years to make it to Promonotory Point
in Utah…north of the Great Salt Lake where it meet the Central
Pacific and Leland Stanford and his coinvestors including Crocker.
The first ties were made of cottonwood,
and probably only last 10 to 20 years. The book,
"The Old Iron Road"
is a good reference.
Replacements, Different Design for Sure. Round
corners, smooth finish. There must be lot to building a good
railroad tie. We are not going back to Cottonwood.
A $300 million lawsuit for CXT. UP operations in
Nebraska is totally focused on keeping this line running.
That rock you see did not come from Grand Island,
finding a good rock pit in Nebraska is like finding a gold
mine. Hard Rock is not easy to find on this sandstone and Ashland
plain. PKS owns most of the hard rock pits in Nebraska.
Check out the cracks.
Come west for hard rock ties, need
hard rock and better QC. Looks like the rock for the rail bed came
from Colorado due to the red tinge in some of the rock.
Bailey Yard is halfway between Denver and Omaha. It covers a total
expanse of 2,850 acres (4.45 sq mi; 11.5 km2) and is over 8 miles
(13 km) in length and 2 miles (3.2 km) wide. The yard has 200
separate tracks totaling 315 miles (507 km) of track, 985 switches,
766 turnouts, and 17 receiving and 16 departure tracks. Union
Pacific employs more than 2,600 people in North Platte, most of whom
are responsible for the day-to-day operations of Bailey Yard.
An average of 139 trains and over 14,000 railroad cars pass through
Bailey Yard every day, and the yard sorts approximately 3,000 cars
daily using the yard’s two humps. The eastbound hump is a 34 feet
(10 m)-tall mound and the westbound hump is 20 feet (6.1 m) high.
These are used to sort four cars a minute into one of the 114 "bowl"
tracks, 49 tracks for the westbound trains and 65 for eastbound. The
bowl tracks are used to form trains headed for destinations across
North America, including the East, West and Gulf coasts of the
United States, and Canadian and Mexican borders.
The yard also includes 3 locomotive fueling and servicing centers
called eastbound run thru, westbound run thru, and the service track
that handles more than 8,500 locomotives per month, a locomotive
repair shop that can repair 750 locomotives monthly, and a car
repair facility that handles nearly 50 cars daily. The car repair
shop replaces 10,000 pairs of wheels each year. The yard features an
in-motion wheel defect detector developed by Union Pacific that uses
ultrasound technology to inspect each wheel. It is the only such
detector in the world. UP has also developed a method for changing
wheels in the field on empty westbound coal trains, which enables
three workers to use a hydraulic jack under the couplers between two
cars and exchange the trucks. This has reduced the time needed to
replace trucks from up to 12 days to 8–12 minutes.
Locomotives can be serviced in a NASCAR-like pit stop facility
called a Run-Thru staffed by four different crafts—an electrician,
machinist, fireman oiler, and a carmen. Locomotives are serviced in
45 minutes without detaching them from their trains. The cars go
through the car department to get fixed and the locomotives go to
the diesel shop.
Because of the enormous amount of products that pass through Bailey
Yard, Union Pacific describes the yard as an “economic barometer of
May. 10, 1869
From Wikipedia, the free encyclopedia
This article is about railroad construction. For other uses, see
Golden spike (disambiguation).
41°37′4.67″N 112°33′5.87″W / 41.6179639°N 112.5516306°W /
The original "golden spike", on display at the
Cantor Arts Museum at Stanford University
The golden spike (also known as The Last Spike) is the ceremonial
final spike driven by Leland Stanford to join the rails of the First
Transcontinental Railroad across the United States connecting the
Central Pacific and Union Pacific railroads on May 10, 1869, at
Promontory Summit, Utah Territory. The term last spike has been used
to refer to one driven at the usually ceremonial completion of any
new railroad construction projects, particularly those in which
construction is undertaken from two disparate origins towards a
meeting point. The spike now lies in the Cantor Arts Center at
Completing the last link in the transcontinental railroad with a
spike of gold was the brainchild of David Hewes, a San Francisco
financier and contractor. The spike had been manufactured earlier
that year especially for the event by the William T. Garratt Foundry
in San Francisco. Two of the sides were engraved with the names of
the railroad officers and directors. A special tie of polished
California laurel was chosen to complete the line where the spike
would be driven. The ceremony was originally to be held on May 8,
1869 (the date actually engraved on the spike), but it was postponed
two days because of bad weather and a labor dispute that delayed the
arrival of the Union Pacific side of the rail line.
The Last Spike (1881) by Thomas
On May 10, in anticipation of the ceremony, Union Pacific No. 119
and Central Pacific No. 60 (better known as the Jupiter) locomotives
were drawn up face-to-face on Promontory Summit. It is unknown how
many people attended the event; estimates run from as low as 500 to
as many as 3,000; government and railroad officials and track
workers were present to witness the event.
Before the last spike was driven, three other commemorative spikes,
presented on behalf of the other three members of the Central
Pacific's Big Four who did not attend the ceremony, had been driven
in the pre-bored laurel tie:
a second, lower-quality gold spike, supplied by the San Francisco
News Letter was made of $200 worth of gold and inscribed: With this
spike the San Francisco News Letter offers its homage to the great
work which has joined the Atlantic and Pacific Oceans.
a silver spike, supplied by the State of Nevada; forged, rather than
cast, of 25 troy ounces (780 g) of unpolished silver.
a blended iron, silver and gold spike, supplied by the Arizona
Territory, engraved: Ribbed with iron clad in silver and crowned
with gold Arizona presents her offering to the enterprise that has
banded a continent and dictated a pathway to commerce. This spike
was given to Union Pacific President Oliver Ames following the
ceremony. It is on display at the Union Pacific Museum in Council
The golden spike was made of 17.6-karat (73%) copper-alloyed gold,
and weighed 14.03 troy ounces (436 g). It was dropped into a
pre-drilled hole in the laurel ceremonial last tie, and gently
tapped into place with a silver ceremonial spike maul. The spike was
engraved on all four sides:
The Pacific Railroad ground broken January 8, 1863, and completed
May 8, 1869.
Wrong Trees on
a Wind Swept Plain, Oklahoma.
Next to the Santa Fe Trail of the Cimarron.
Cottonwoods were the only native tree.
South of Liberal, KS,
South of the Cimarron River, On the Dry Santa Fe trail.
Elm Trees just look beat up and probably
are not the right tree for 75 to 95 mph winds of the Oklahoma
Panhandle. Tyrone, OK.
Trees are not native to the area. “The original prairie was naked as
the back of your hand.” Willa Cather.
Not sure this plain will ever raise trees well. The weather is too
severe. Wildfires stop the development of trees.
Native trees are Cottonwoods in sub irrigated river
beds. Cottonwood was used to build railroad ties and fueled the
river boats, steam engines and stern paddle wheels on the Missouri
River to Fort Benton, MT. The longest inland port in the world at
The Great Plains required Oxen Trains and Railroads to settle and
establish the area. No rivers ever had enough water to float a boat.
The Platte River was a mile wide and a foot deep.
The Santa Fe Dry Trail on the Cimarron, The Dry trail….the
only trees to be found on the Great Plains and they were cottonwoods
in the sub irrigated river bed.
1822 to 1872, the Dry Trail closed when
the ATSF railroad went up the Arkansas river to Santa Fe.
The dry trail was actually in Mexican Territory and the Indians were
Wagon Bed Springs is close by and site of Jedediah Strong Smith’s
murder by the Comanche Indians in 1831.
Oxen were used for the trains. At 1.5 mph, they ate less and needed
less water than horses and mules. Indians would only go after the
Oxen went slow and sure at about 15miles per a day…on the 780 mile
The Oxen Trains traveled together and four and five abreast. They
never went behind each other as shown on the Oregon Trail.
The Indians were the reason they traveled side x side. The trains
could form up much faster in a protective circle to fight the mean,
meat eating plains Indians.
Oxen Trains hauled high value goods not available in Santa Fe and