divide, the climate is characterized by dry, cold winters and hot, dry summers. Here,
conifer forests give way to extensive aspen (Populus tremuloides) park lands and
shortgrass prairie (Fig. 18.2). The entire area has been frequently recognized as an
important area for wildlife connectivity, for example, the Yellowstone to Yukon
conservation initiative (Levesque 2001), the Western Governors Association
(2008), and the National Fish and Wildlife Foundation (Ament et al. 2014). The
larger ecosystem, which the BNSF rail line crosses has been variously termed the
Northern Continental Divide Ecosystem (NCDE; in a grizzly bear recovery plan
context), or the Crown of the Continent Ecosystem (in a trans-boundary management context).
Railroad Attributes
The East Glacier to West Glacier portion of the BNSF railroad line is composed of
single and double-track sections, depending on topography. Locomotives are staged
along the track to help long freight trains ascend and descend the pass. Freight
trains carry a wide variety of goods and materials, especially corn and wheat from
the Midwest headed to Pacific export terminals. In recent years, a large volume of
crude oil from the Bakken oil fields in North Dakota has been transported as well.
Because the railroad traverses extreme mountain topography, it is impacted by
snow avalanches, rock slides, floods, heavy snow, and extreme temperatures that
can affect rail integrity. Most of the wooden railroad ties over the pass have been
replaced with concrete ties to help improve track stability. There are also snow
sheds that protect portions of the track from avalanches.
The railroad line in this area generally has a smaller ecological footprint than
highways because its width is typically narrower and carries less human traffic.
However, as is the case here, railroad lines are typically paired with other developments such as roads and utility corridors. Thus, the cumulative footprint is large.
In many areas, wildlife fencing is used to keep animals off rail lines and roads, but
in our area, neither the highway nor the railroad line are fenced to exclude wildlife.
A Grizzly Problem Arises
The railroad operated without much environmental controversy through most of the
twentieth century. However, a problem arose during the late 1980s and early 1990s.
Between 1985 and 1989, at least 134 cars of corn derailed along a 15-mile section
of track west of Marias Pass (Fig. 18.3). Each car carried approximately 3500
bushels of corn so the total amount spilled was 469,000 bushels or nearly
12,000 metric tons. In its haste to repair the tracks and to dispose of the spilled
grain, BNSF buried it along its right-of-way. As the buried grain began to
decompose, it fermented, producing a strong odor that drew black and grizzly bears
18 Commerce and Conservation in the Crown of the Continent
297
conifer forests give way to extensive aspen (Populus tremuloides) park lands and
shortgrass prairie (Fig. 18.2). The entire area has been frequently recognized as an
important area for wildlife connectivity, for example, the Yellowstone to Yukon
conservation initiative (Levesque 2001), the Western Governors Association
(2008), and the National Fish and Wildlife Foundation (Ament et al. 2014). The
larger ecosystem, which the BNSF rail line crosses has been variously termed the
Northern Continental Divide Ecosystem (NCDE; in a grizzly bear recovery plan
context), or the Crown of the Continent Ecosystem (in a trans-boundary management context).
Railroad Attributes
The East Glacier to West Glacier portion of the BNSF railroad line is composed of
single and double-track sections, depending on topography. Locomotives are staged
along the track to help long freight trains ascend and descend the pass. Freight
trains carry a wide variety of goods and materials, especially corn and wheat from
the Midwest headed to Pacific export terminals. In recent years, a large volume of
crude oil from the Bakken oil fields in North Dakota has been transported as well.
Because the railroad traverses extreme mountain topography, it is impacted by
snow avalanches, rock slides, floods, heavy snow, and extreme temperatures that
can affect rail integrity. Most of the wooden railroad ties over the pass have been
replaced with concrete ties to help improve track stability. There are also snow
sheds that protect portions of the track from avalanches.
The railroad line in this area generally has a smaller ecological footprint than
highways because its width is typically narrower and carries less human traffic.
However, as is the case here, railroad lines are typically paired with other developments such as roads and utility corridors. Thus, the cumulative footprint is large.
In many areas, wildlife fencing is used to keep animals off rail lines and roads, but
in our area, neither the highway nor the railroad line are fenced to exclude wildlife.
A Grizzly Problem Arises
The railroad operated without much environmental controversy through most of the
twentieth century. However, a problem arose during the late 1980s and early 1990s.
Between 1985 and 1989, at least 134 cars of corn derailed along a 15-mile section
of track west of Marias Pass (Fig. 18.3). Each car carried approximately 3500
bushels of corn so the total amount spilled was 469,000 bushels or nearly
12,000 metric tons. In its haste to repair the tracks and to dispose of the spilled
grain, BNSF buried it along its right-of-way. As the buried grain began to
decompose, it fermented, producing a strong odor that drew black and grizzly bears
18 Commerce and Conservation in the Crown of the Continent
297