The Tehachapi Pass Visit
Part IV, Section “B” (of A-G)
The Loop Vicinity plus the Cable Crossover
Approaching the Loop from the north (west), the old intermediate signal set around the curve is now gone.
Now, we approach the Loop itself and Tunnel 9. The new signal has its color light heads pointing in slightly different angles.
At the south (east) end of the Walong siding, the new color lights stand guard.
A number of people were gawking at the Loop, by the lookout area and monument marker.
But, there is something new trackside around the corner, out of view to the right!
Continued in Section C
----------------------------------------------------------------------------------------------------------------------------------- K.P.’s absolute “theorem” from early, early childhood that he has seen over and over and over again: Those that CAUSE a problem in the first place will act the most violently if questioned or exposed.
Part IV, Section “C” (of A-G)
It is by Tunnel 10 (left).
The new second track’s “cut” in lieu of a new tunnel is starting to be dug.
Another steep road seems to have been graded as well.
Continued in Section D
Part IV, Section “D” (of A-G)
CP SP353 MARCEL (M.P. 353.0) and its signals won’t be needed with the two-tracking, unless intermediates are put in..
The northern approach is via a winding, full of cuts route.
Continued in Section E
Part IV, Section “E” (of A-G)
From the winding roadway the above three photos were shot from. The Highway 58 Broom Rd. overpass can be seen.
We backtrack, and get on Highway 58 and stop by that Broom Rd. The south northbound signals of CP SP353 MARCEL are visible. Note the high mast of the mainline signal (left). Also, the steep incline grade of the tracks:
Back on Highway 58 heading south, by a series of tunnels, a derailment cleanup is in process. Unfortunately, stopping on the freeway for photos is not legal.
More unfortunately, someone just ahead of K.P. (in the right vehicle) actually started to stop on the freeway, slowing traffic, causing K.P. to put the camera down and focus on the sudden traffic slowing situation. Sorry guys, but K.P. wasn’t about to drive back around 10 miles or so to try again …
Continued in Section F
Part IV, Section “F” (of A-G)
A number of recent months ago, a derailment took place at the Cable Crossover. The background right signal got creamed out and was severely bent over.
Everything is back to normal now, though. “Normal” is probably the wrong word, as the signals were in transition from targets to color lights at the time.
Continued in Section G
Part IV, Section “G” (of A-G)
The Cable Crossover (singular) at CP SP358 CABLE X-OVER (M.P. 358.5) is all repaired, and color lights up and functioning. Views look northbound.
A southbound, uphill view and the common fencing:
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Continued in Part V: “The Town of Tehachapi” to be posted by 8:00 A.M. (Pacific Time) on Tuesday, January 21, 2014, but may be posted up to 11 hours earlier.
KP- How much of the Loop is double tracked and what remains to be? How many7 tunnels will be daylighted etc?
Thanks a million.
Hello @ccltrains,
Here's my map of the UP Mojave sub (project area) for ya: http://g.co/maps/g7k8e
BNSF and Caltrans division of rail are paying for two stretches of single track to be improved. The first phase is a second track connecting Walong (loop) and Marcel sidings, a second track will run in a cut adjacent to Tunnel 10. K.P.'s pictures show the very beginning of that work. The second phase is an extension of Cliff siding, no tunnels to be modified. The other three phases have been deferred or cancelled.
Links to my Google Maps ---> Sunset Route overview, SoCal metro, Yuma sub, Gila sub, SR east of Tucson, BNSF Northern Transcon and Southern Transcon *** Why you should support Ukraine! ***
Replies to ccltrains (1-13 / 1-19):
At this point, I don’t think any tunnels will be daylighted.
Between the 4800-feet Walong and the 6189-feet Marcel sidings, timetables list a section of 0.8 miles. So, there really isn’t a whole lot to two-tracking. But, those 0.8 miles are in severely mountainous territory, as you know, ccltrains. From the far northern CP of the Walong siding at M.P. 351.1 to the far southern CP at the Marcel siding at M.P. 354.2 is only 3.1 miles, of which 2.3 miles of siding track is already in place, though I suspect those sidings will be re-laid with new rail.
Diagram-wise, the present track layout is as follows:
Two-tracking between the sidings has a “straight-track” problem, as all trains regardless of the route will encounter a turnout route.
But, changing or reversing the alignment on the southern end, at CP SP354 MARCEL, would solve that problem.
Since the railroads probably would prefer most mainliners to take the new non-tunnel route, a straight-route alignment on both ends is probably the preference. But, how the alignments will finally end up K.P. has seen nothing official on.
On Union Pacific’s LA&SL route in Pico Rivera, CA, about M.P. 10 or 11, near Los Angeles, there was such an alignment shift of tracks a number of years ago.
Above, the background bridge was the single-track main, and that main went straight to the foreground right track, with the left track being the siding. Then UP revamped things, and the siding become the main, and the main became the siding. Oh, the strange things railroads do. Of course, UP eventually two-tracked that line, as the photo shows. But, on the Tehachapi grades, such a reversal as in the last diagram above would make sense.
As far as places to have chow at, thanks for the suggestion. The trip for this series of posts was hectic, and the Mrs. nicely supplied me with a bunch of sandwiches I could eat on the fly. And on the fly was exactly what happened. Maybe I’ll have more time next trip for the Wool Growers Café that you suggested. But, thanks for the suggestion.
Take care,
K.P.
I was perusing Google Earth last night and noticed that their image from last summer showed cars still strewn about from the rear-ender at about Marcel siding. I don't trust their image dates, though, because it seemed that more cars were still there in mid-July when we drove by. No time to go out Woodford-Tehachapi road on that trip, but still a good view from highway 58.
It looked like at least one white AutoMax three-level was on the ground in the satellite image.
On another thought, this being California and such, I wonder if the UP crew in that collision was swamped with calls from whiplash lawyers.
Part V (of I-VI), Section “A” (A-G)
The Town of Tehachapi
We finally get to downtown Tehachapi itself, and trackside is like a different world!
Old CP boxes from down the hill are collected together on the top of the hill.
And, Maintenance-of-Way (and construction) equipment is everywhere.
Just above, the new north side southbound signals for CP SP361 TEHACHAPI (M.P. 360.6) are visible.
Continued in Section B
Part V, Section “B” (A-G)
And, when we say “everywhere” …
… everywhere is mean ...
Part V, Section “C” (A-G)
More everywhere …
Part V, Section “D” (A-G)
And even more everywhere!
Even the old Tehachapi siding to the east off Main 2 had equipment in it.
So, what is with all this equipment? K.P. doesn’t officially know. But, suggests a strong possibility: Operationally, single-track the whole west slope, revamp all the sidings in a massive blitz, fleet all trains, and presto, a miracle in short order!
K.P. understands the “Hill” is traditionally a constant leapfrogging of trains operation. A favorite tactic of UP system wide, on the other hand, is fleeting. But, while UP owns and dispatches Tehachapi Pass, BNSF is the big user, and may have seen what UP has known for years. K.P. even has heard reports of some fleeting already. Whether this is what is planned is unknown, but it is a viable possibility.
Now, back at downtown Tehachapi again …
Part V, Section “E” (A-G)
Now that the color light signals in downtown Tehachapi, at CP SP361 TEHACHAPI, are up and running …
A northbound (westward) view:
A southbound (eastward) view:
The CP box:
The box and the local landmark:
Part V, Section “F” (A-G)
That water tower (upper right) and a “Yard Office":
Exactly where the “Yard” is located is not clear. K.P. is pretty certain, though, that a large classification yard is not secretly hidden somewhere underneath the town of Tehachapi …
Part V, Section “G” (A-G)
The northbound south absolute signals of CP SP361 TEHACHAPI:
Above, note the lower left head and the upper right head are only two-bulb units, and have no green bulbs.
The first intermediate signals southbound out of the town of Tehachapi.
We arrive at the siding east of Tehachapi, and study the equipment on the train parked in the siding.
From here south, through Monolith, the new, activated signals were not photographed because access to the freeway was closed because of bridge construction. So, we head towards Mojave on Highway 58.
Continued in Part VI: “The Mojave Area and South” to be posted by 8:00 A.M. (Pacific Time) on Thursday, January 23, 2014, but may be posted up to 11 hours earlier.
Part VI (of I-VI), Section “A” (of A-H)
The Mojave Area and South
The old signal bridge at M.P. 377 is still up, and its target signals still function.
The laying down old mast signals at the signal bridge site are still lying down.
Just above, the M.P. 377 marker is present. M.P. 377 is most known to both railroaders and railbuffs as the site of a talking detector.
K.P. questions whether those laying down signals will ever be erected as temporary replacements for the signal bridge when it is taken down … because …
About between half a mile and mile to the north are new color light signals in place, but un-activated.
Part VI, Section “B” (of A-H)
At Mojave proper, a northward view from the Oak Creek Rd. overpass.
Above, the two directions target signals on a mast on the lower left are absolute signals for Main 1 (normally used by southbound trains, previously eastbound ones). A new mast and signal heads for Main 2 (right) are seen on the right.
Also seen from that overpass is the dark, unsignaled Lone Pine Subdivision branching off from the Mojave line.
A southbound view of the Mains and the Mojave Yard:
Part VI, Section “C” (of A-H)
The Oak Creek Rd. overpass is a wonderful place. It has a sidewalk on the south (right) side and protective walling that separates vehicles from pedestrians. View looks east.
For all the aviation nuts among us, that bridge also gives a good eastward view of the aircraft mothballed in Mojave.
After taking a number of photos though that fine wire fencing …
… K.P. became thrilled at that fence! (See middle to lower right)
Part VI, Section “D” (of A-H)
Some views of that hole:
Part VI, Section “E” (of A-H)
So, from wide angle to telephoto, railbuffs can take unobstructed southward views:
Note the yellow track machine in the distance near the three headed mast signal.
There is a second fence hole that affords more of a yard view:
K.P.:
Chuck Cobleigh's entry into the blog, mentioning the Google Earth image of the derailed cars along the ROW at the west end of Marcel siding, got me to look at the Google images myself. In doing so, I see another derailment, northwest of the town on Tehachapi (northwest of the intersection of Hwy. 58 and Rt. 202-Tucker Rd.) in the sharp 120-degree curve there.
It is most interesting that TWO derailments would show in the same set of Google images.
That said, is it safe to say that the Tehachapi crossing of the mountains is the most derailment-prone section of railroading in California?
Would it seem that two-tracking might ease the delays caused by derailments in single-track territory?
Thanks! It is good to see this forum getting busy again!
John Simpkins-Camp
Part VI, Section “F” (of A-H)
Some north end yard track views:
In the second of four photos above, by the lower left switch and red disked throw mechanism is a small black box that is not present on the upper right switch. The black box is an electrical interlocking, and if the switch is thrown in reverse, sets all the signals related to the Main 1 (the track immediate to the left of the box) signal block to red. A nice protective feature for CTC or ABS territories! In the fourth photo, the counterpart black box to the one in the second photo is seen. All switches in CTC or ABS territories have those black boxes.
Part VI, Section “G” (of A-H)
The sun was setting, and the sky darkening.
Continued in Section H
Part VI, Section “H” (of A-H)
It was time to go home. So southward K.P. went, but a coal train at the north end of the Ansel siding was the inspiration for this south end photo of the signals lit under darkening skies.
As seen just above, a road follows the tracks for miles and miles between Mojave and Palmdale. Train or no train, paralleling the tracks for many miles is a treat in itself. Pacing a train through this area is an exceptionally fun experience.
Time Warping
Back on April 9, 2013 K.P. also traveled to Tehachapi, and took the following photos in the Ansel-Oban area.
The signals approaching Mojave from the south then were in transition from the searchlight target type to color lights. The south switch’s north side southbound signals in transition:
It was very windy that day, and as seen in the above Ansel photo, the background sky was full of dust! At the next siding to the south, at Oban, the dusty was fierce!
That occasionally happens in this area. But, fortunately, the weather was a bit more civilized for the documenting trip this time.
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This will conclude the series.
John Simpkins-Camp K.P.: .... In doing so, I see another derailment, northwest of the town on Tehachapi (northwest of the intersection of Hwy. 58 and Rt. 202-Tucker Rd.) in the sharp 120-degree curve there. John Simpkins-Camp
.... In doing so, I see another derailment, northwest of the town on Tehachapi (northwest of the intersection of Hwy. 58 and Rt. 202-Tucker Rd.) in the sharp 120-degree curve there.
Actually, that Google Earth derailment looks to be the one KP illustrated on page nine of this thread at "Part IV, Section “F” (of A-G)" down about the middle. I always suspect that the image date information is not quite correct on Google Earth and think that the actual image date is several months later than what was listed, based on my recollection of how many more cars were still at the other derailment when I drove by there in July of 2013.
The derailment at the crossover does look like a case of stringlining, though the other one was definitely a rear-end collision.
Passing by the derailment area just east of the loop today, it appears the remaining auto racks from the 2013 rear-ender have been removed from the right-of-way. No MOW equipment parked in town today, though I did see a nigh-rail truck next to the Green Street crossing when we hit town.
Has anything more happened regarding the extra track in a cut just above the loop itself?
It occurred to me during my own last visit (eighteen months ago) that the loop itself could fairly easily made double track by enlarging or duplicating the the tunnel on the loop itself.
However, watching northbound trains crawl down through the loop causes me to ask whether a steeper line for downhill trains could be constructed beside the loop which could reduce the delays to trains waiting to climb the hill.
There are two such loops in Australia, one on the NSW/QLD border between Brisbane and Sydney and one at Bethungra on the Sydney Melbourne line.
The Bethungra loop was built during World War II (but only opened in 1946) and was part of duplicating an existing single track line. The 2.5% grade at Bethungra wa regarded as a bottleneck and the loop was built for northbound trains climbing the hill only.
I attach a 1946 diagram of the loop and the lines in the vicinity:
http://www.signaldiagramsandphotos.com/mywebpages/nsw/Southern/FRAMPTON(EXCL)toBETHUNGRA.htm
When viewed on a map, the Bethungra loop is in many ways a mirror image of Tehachapi, with the high ground north and low ground south of the loop. Also it was built around a convenient hill rather than on the side of a hill.
But the idea of a separate non-looped track beside Tehachapi remains as a result of my knowlege of Bethungra. It might not be simple and would require bridges and possibly a tunnel. But operation at Tehachapi would be much smoother with only southbound trains using the loop.
M636C
M636C (12-6):
Periodically, a check of sources is made and they continue to say nothing is happening up that way two-tracking-wise.
As far as a new, non-looped track being put in adjacent the present loop, history tells us a loop was used to gain elevation. Thus, it would seem grading a route without a loop, while probably possible, the cost to do so would be prohibitive.
Stockholder ownership of railroads tends to discourage expenditures where nearly the same thing can be accomplished though a less expensive means. Case in point: Santa Fe in 1959-1960 relocated somewhere near 40 miles of mainline in Arizona. The right running Automatic Block Signaled track became left running near Ash Fork, and used a natural flyover to do so.
The relocated, new line used a different approach to get right running trains to be left running ones. Just by the use of crossovers and a third-track, at Winslow, east of the relocation, at a crew change area.
So, in that light, a track without a loop on Tehachapi Pass seems highly unlikely.
Best,
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