While checking out Sullivan's curve on Sept.
11 for construction activity, I photographed a crane supporting an
oddly configured large diameter pipe. I also noticed that the
ground had been excavated on the right-of-way road next to nearby #1 track,
and the excavation had been covered with heavy steel plates in order for
the road to remain in service. Although I knew that a high pressure
natural gas pipeline passed under the track near Sullivan's curve, it
didn't occur to me that the large pipe and the steel plates had anything
to do with the gas line.
Friday AM the 14th found me on Hill 582
with a load of water for the trees. A high-decibel, steady roar
that sounded like a jet engine or a helicopter revving up for takeoff
was coming from somewhere east of the Hill. After dumping my load
of water, I drove east on the Forest Service road next to the SP tracks
to see where the loud noise was originating. About a half mile east
of Hill 582 and south of the #2 track, there's a fenced-in facility built
over the high pressure gas line. I could tell that something was going
on there, as several trucks and a porta-potty were parked nearby. I concluded
that the noise and the strong odor of natural gas was coming
from that installation.
On Sept. 14 someone posted the
following notice on TrainOrders.com:
"The
So.Cal Gas Company is going to vent off the 36" main that runs down
the Cajon pass this weekend, starting at 0600 on Sept. 14th and
concluding at 0700 Sept. 17th."
The post goes on to explain that
the gas line was being vented and purged with nitrogen gas to
remove the natural gas in order to shut down the pipeline so
it could be modified where it passes near the new 3 MT. That odd
piece of pipe (101) that I photographed has most likely been installed
now at the west end of Sullivan's curve. Mystery solved!
(DET)
Picture 114: Note that EB, the new signal bridge appears to be in operation for the existing tracks. Also note that there is a solar "green stuff" generator. Thirdly, on the left, the new 3MT has rail and concrete ties in place extending from the existing Martinez siding --- but not tied down. Someone said today that the "RAIL LAYING" machine will be here shortly. It also appears to me that the bridges, fills, and ROW are in place and ready for rails from Summit to the EP of T-1. (GGG)
Last Friday, I (GGG) got back to "the
Hill" with DET. It appears that removal of the dirt above each
tunnel is governed by the downward progress of the "shotcrete"
retaining wall". Dirt removal has shifted to T-1 with an
interesting seven picture story -- I think (Photos 115 - 121).
Photos 115 and 116 show T-I EP with the backhoe equipment and trucks. Note the hammer drill working on the "sleepers/deadmen" after the shotcrete is sprayed upon rebar. Also, note that the crushed rock sub-roadbed now extends to T-1 from Summit (115).
Photos 115 and 116 show T-I EP with the backhoe equipment and trucks. Note the hammer drill working on the "sleepers/deadmen" after the shotcrete is sprayed upon rebar. Also, note that the crushed rock sub-roadbed now extends to T-1 from Summit (115).
Photos
117, 118, 119 show T-1 from the WP area. Ames has built a two
lane "haul road" to bring the excess dirt down to track
level between the tunnels.
Photo
120 looks WB at T-2 EP. The loaded truck(s) climb over T-2 WB.
Photo 121 looks EB at T-2 WP where the
loaded trucks descend to track level, proceed to the BNSF # 2 track,
follow # 2 under Interstate 15 to near Davis Ranch, cross the # 2 and
dump in the borrow pit.
Here are three pictures (122 - 124) of the BNSF 7511 and the 3MT
progress at Sullivan's Curve. Ames is building a retaining wall for the
new track.
The Ethanol train, with Four pulling and Three DPU's pushing/braking is
WB at Sullivan's. The detector said that the train had 434 axles, which
according to my calculations (42 powered axles and 8 idler car
axles), leaves 96 loads (GGG).
To bridge Cajon Creek at East Cajon Station,
Ames Construction is required to drive pilings into the soft earth and
drill into the rock. Here's the equipment necessary to complete the
job.
Yesterday (10/12/07), after our Friday
"RailFan Bunch for Lunch" at da dump, several decided to visit/revisit
Cajon. And so, in the late afternoon with a minor storm approaching, and
after a minor confrontation with Cajon Security, I got the attached
four (139 - 142) from between the tunnels.
Tunnel 2 appears to have just 10-15 feet of
dirt remaining above the concrete tunnel lining, however, there's still
plenty of work to be done. (GGG)
BNSF has started laying track from Summit
down to T-1 EP. The track is being placed upon the sub grade ballast.
Obviously, the ballasting and surfacing gangs will follow. Here is DET's
narrative of how this whole system works ---- with attached and numbered
photos from the West Summit Island area. (GGG)
1: (photo 143) This Herzog Tie Laying Machine
(TLM) is just that -- a tie laying machine. 2: (photo 144) It lowers each
concrete tie to the roadbed, precisely spaced and aligned. The machine
is slowly pulled forward by a Caterpillar tractor that is
equipped with a device on each side that holds the rail above the
roadbed and spreads the rails wide enough for the concrete tie to drop
into place unobstructed. 3: (photo 145) A narrow dolly between
the rails with dual caterpillar treads supports the front end of
the TLM. A diesel engine powers the hydraulic system that runs the
mechanism that moves the ties forward and drops them on to the
roadbed. 4: (photo
146) Behind the TLM is a series of specially built flatcars that carry
the concrete ties. Each car holds two stacks of ties with five
layers of ties in each stack. 5: (photo 147) A diesel
powered shuttle buggy straddles the stacks of ties, running on
rails mounted along the sides of the flat cars. The shuttle buggy
moves back and forth above the stacks, picking up a full layer of
ties, moving forward to the TLM, where it lowers the entire layer
to a platform where the ties move onto the conveyor that takes them
down slope to be dropped into place one at a time. (DET)
New 3MT-sitting on ballast sub-grade.
New retaining wall Silverwood
Connector, UP/SP Palmdale track.
Photos 167 - 170: Don Toles sends a great
sequence from HIGH above T-1 EP. 167: BNSF 973 is exiting T-1 ---
170: EB train headed toward Hill 582 which is just "around the
corner" (visible thru the cut of the UP track). Also, this sequence
shows the current End of Track for the new 3MT and the amount of
dirt still to be removed. To keep Main 1 operational, there is
an amazing coordination between the BNSF and Ames Construction
--- obviously. (GGG)
Q 1) It looks to me that the clips ahead of the Clipper Machine are down -- see the X. After the mechanism at Z does it's thing, the clips at Y (both 3MT and the #1 track) appear to be "UP" and locked.
A 1) Yes the clips are down and come with the ties pre installed but not locked into the tower. The style that is most common is the Pandrol brand "Safelok" these can be seen on the former SP line, the south trk has I believe the Pandrol "e" clip style or the modified style. The type being installed on M 3 is similar to the safelok but more advanced with the integrated biscuit onto the clip. The clipper car would simply push the clips in and lock them into place. The clips in photo "Y" are an advanced or refined style of "E CLIP" just a different style for a different type of tie, The tie having the tower built in to use a certain style of clip. In the photo the Herzog worker is probably setting or replacing damaged clip/biscuit assemblies.
Q 2) The TLM and tie cars are traveling over newly laid track which is NOT "clipped" permanently to the concrete ties. Why, under all the weight, doesn't the rail roll over ???
A 2) The weight alone keeps the rail from rolling over as long as there isn't any violent bunching or stretching causing it to tip over. The base of the rail is 6" wide which isn't a lot but the forces of the cars moving at slow speed will be transmitted downward versus a train traveling at let's say 25 mph would generate a lot more lateral force (pushing the rails outward) as long as the locos handle the cars with care there should not be any problem, I have not heard --- not saying it hasn't happened, of a train rolling over unclipped track while swapping loads for mts --- but I can see where it would be plausible.
Photos 187 - 188: Ames Construction moved in
a rock/concrete crusher, near Davis Ranch Rd, to crush the
huge supply of old concrete removed from Interstate 15 during a lane
replacement and the demolition of the tunnels, abandoned culverts,
old retaining walls, etc. I'm told on good authority that the crushed cement
will be used for the sub-base below the ballast. (GGG)
Photos 189 - 191: Two BNSF crews
building turnouts - to be installed in Cajon Station area. Photos
192 - 193: Just RR West of the turnout construction at Cajon Station at
MP 62.8,
BNSF is building yet another 3MT bridge using long standing abutments
originally poured wide enough for three tracks. (GGG)
