bbS Santa Fe
Above-A local freight train at intermediate Right-The southbound San Diegan at Oceanside
New signaling facilitates ment program during the past few in the same period of 1941 , and to years, second main track was con 864,112 ton miles for the same period operations on single structed from Los Angeles eastward of 1942. track line handling for 9.8 miles to Banclini, and from In order to handle the increasing heavy through traffic, Fullerton westward 12.9 miles to DT war-time through passenger traffic Junction. However, second track was between Los Angeles and San Diego, numerous switching not constructed between DT Junction new light-weight streamlined cars and moves and helper loco- and Bandini because steel was not Diesel-electric locomotives were pur available to build bridges for the chased to operate four trains each motives on grades additional track over the Hondo and direction daily. These trains make the San Gabriel rivers. Between only one scheduled stop, at Ocean Fullerton and San Diego, 102.5 side, with a flag stop at Santa Ana, miles, the main line is single track, and make the 138-mile run between BETWEEN San Diego, Cal., and except for three short sections of Los Angeles and San Diego in about Bandini, which is a suburb of Los double track totali11g 5.4 miles, as 2 hours 43 minutes. In addition, con Angeles, the Atchison, Topeka & shown on the track diagrams. ventional coaches and steam locomo Santa Fe has installed centralized tives are used for a local train in each traffic control on 99.4 miles of single Sudden Increase in Traffic direction daily. Extra passenger track and 17.3 miles of double track. trains are operated as required, as In brief here, the new signaling facili Previous to 1941, the traffic be many as 10 to 12 such trains being ties have been an important factor in tween Los Angeles and San Diego required on some clays. Roughly the expediting train movements and re was comparatively light, the passen total number of trains daily increased lieving congestion which was the re ger as well as freight traffic being from 16 per clay in 1941 , to 25 per sult of heavy war-time traffic on a handled by trains which were oper clay in 1942, and to about 42 per clay single-track line which previously had ated mostly as locals. Starting early in 1943. been operated by timetable and train in 1941 , the traffic increased so rapidly One scheduled through freight orders. that the facilities could not be train is operated over night in each Between San Bernardino and Los changed fast enough to prevent con direction daily. Extra through freights Angeles, 59 miles, the Santa Fe has gestion. \Vhereas most of the local are operated as required, and on a two main lines, the one via Pasadena freight had previously consisted of recent clay there were 9 extra east handles the through passenger trains, outgoing fresh fruits, there was a bound freight trains and 12 west while the one via Bandini and Fuller sudden large increase of local freight bound. On the same clay there were ton handles the freight traffic and, in to and from various training camps 5 light helper engine movements be addition, the passenger trains to and and ports. The freight traffic handled tween Linda Vista and Sorrento, and from San Diego use the portion be on this district increased from 31 5,554 5 such movements between Linda tween Fullerton and Los Angeles. ton miles during the first three Vista and Elvira. Local freight trains As a part of the general improve- months of 1940. to 636,111 ton miles are scheduled each way daily except bb9 Installs C.T.C. on 115.6 Miles
Sunday. Counting all trains. as well Los Angeles to San Diego as light engines. the total number ol train movements varies from about -1-2 to 45 daily. The increases in traffic resulted in the grades between Selwyn and Sor including power-operated svvitche~ so many additional train movement,; rento. lost a great deal of time when and signals for authorizing train that the timetable and train order waiting for orders to return light to movements. thus dispensing with the method of authorizing train move the bottom of the grades. Therefore. clelavs which were inherent in the ments was entirely inadequate. In a decided improvement in railroad timetable and train order system. and numerous instances. when track was transportation . between Los A tr~eles reducing the delays occasioned by the available. trains would have to wait and San Diego was an important item use of hand-throw switches at passing in yards or on sidings for hours. in the overall program to win the war. tracks. simply because the dispatcher could The construction of second track not issue orders fast enough to keep would have req uired large qn
Above-The C.T.C. control machine at Fullerton Right- Southward signal at San Juan Capistrano 670 RAILWAY SIGNALING December, 1944 except at places where the line ascends increase the track capacity on the Santa Ana and V enta, there are from the beach to a higher bench or heavy grade. a new second track was numerous side tracks and spurs for returns to the beach. added on 4.2 miles between Linda serving fruit packing houses. In the Between Sorrento and Pacific Vista and Elvira. A new No. 20 turn peak season for shipping oranges and Beach the railroad passes over a out was installed at the Elvira end other citrus fruits, several switch ridge. From Sorrento to Linda Vista, of this second track and a No. 14 engmes and local freight trains are
249 250 251 252 T T T T SORRENTO ~ ~ ~ ~ ;m ~ ~ ~ ~""'I ~ Track and signal plan of the section from Sorrento the grade is 2 per cent, plus or minus turnout at Linda Vista. New No. 10 assigned to this territory. In order up to 2.2 per cent maximum for 3 crossovers were installed, one at the to carry on this switching without miles, and then descends at about the west end of Linda Vista and one at interfermg with through train move same grade for 4 miles to Elvira. Selwyn. ments, a second track was extended Furthermore, the curvature· is exces on one section about a mile long sive, with numerous curves ranging Changes at Oceanside through Orange and on nearly 4 miles up to 8 degrees and five curves more between Santa Ana and Venta. In than 10 degrees. On account of the Oceanside is an intermediate ter these sections, both main tracks are grades and curvature. helper locomo minal, where all trains stop, and most signaled for train movements in both tives are required on all tonnage of them take fuel and water. Local directions, so that if one track is
224 225 226 227 T T T T ESCONDIDO t.!CT. FALLBROOK OCEANSIDE -~ ~ ~ · I ~ ~ ~.v ~ 'J I "" I 4"v ~ "SC: .fl ~ ~ ~ ~:5JZ ~ ~ ~ ~ Track and signal plan between Fallbrook Junction and Escondido Jet. trains southbound from Sorrento to freight trains work out of Oceanside occupied by a local train or switching Linda Vista, and northbound from in each direction, as well as to and movement, the thorough trains can Pacific Beach to Linda Vista. Be from the branch lines to Escondido be run around on the other track. tween Elvira and San Diego the and to Fallbrook. Through passenger A branch line extends north from grades are rolling, with a maximum trains meet at Oceanside. Under the Orange through Olive to Atwood of about 0.8 per cent. previous method of operation, con where it connects with the through gestion of trains occurred quite main line between Fullerton and San Changes in Track Layouts often. For these reasons, when mak Bernardino. Many of the Jocal trains ing improvements, a second main which handle fruit are operated from Previously some of the passing track was extended through from the Orange to the main freight yard at tracks held about 48 cars, and, there north end of Oceanside to Escondido San Bernardino by way of Olive and fore, in onler to handle- longer trains, Junction. about 2 miles, and a set of Atwood, rather than by way of Ful-
17G 177 178 179 T T T T SANTA ANA VENT A ~ ~~,. I if "-r ~ ~T v ~ ~ _/A '-----<~ r--F' ~~ ~ ~ ~ ~ Track and signal plan between Santa Ana and Venta nine of the principal sidings were two crossovers were provided at a lerton, thus relieving the traffic vol lengthened, the names of the towns, central location. A new passing track, ume on a part of the Fullerton-San the old car capacity and the new with a capacity of 85 cars, was in Diego line. capacity being as follows: Venta, 52 stalled at Fallbrook Junction, and the to 87; Irvine, 47 to 112 ; El Toro, 51 junction switch for the branch line to Operation of Switches to 82; San Juan Capistrano, 44 to 80; Fallbrook, which formerly connected Serra, 72 to 92; San Onofre, 64 to with the main line, was changed to Low-voltage d-e. electric switch 92; Agra, 49 to 90; Ponto, 46 to 102 ; connect with the passing track. machines with dual-control were in and Encinitas, 32 to 85 . In order to In the territory through Orange, stalled at the ends of double track, at December, 1944 RAILWAY SIGNALING 671 the crossovers between main tracks, switch machine. However, some of The signals are located at the right at junctions and at the ends of those the switch machines are on the open of the track governed. At one end of sidings which are used regularly for point side to conform with local con each siding, the track was thrown the meeting and passing of trains, a ditions. When the switch is in the over to 18-ft. centers, i:o order to total of 58 switch machines being in normal position, a green disk and locate the station-leavi ng main-line stalled between Fullerton and San green lens is displayed toward a train signal at the right of the main track.
253 254 255 256 257 T T T T T ~ LINDA VISTA SELWYN -t~ ~ ~ ~ ~ '5L ~ ~~ :±::; ~ ~ ~ ~ ~------~ I--"' ~ ~ through Linda Vista to Selwyn where grades are heavy
Diego. The switch machines in the approaching the facing point. \!Vhen These signals are on masts 18 ft. junction layout at Fullerton are the the switch is reversed, a yellow disk high, and the searchlight signal is 110-volt d-e. type with dual-control. and lamp are displayed. mounted on top the mast with the New machines were installed as a center of the lens in line with the part of the recent program. Signaling Changes center of the mast. Ladders, but no At each switch, insulated gage platforms, are provided. All these plates and adjustable rail braces are Automatic block signaling usiug special features make it possible to used on four ties. On two ties the color-light signals controlled on the conform with st Fallb roo.~ tant signal aspects are yellow. At the ends of double track where No. 20 f c ' ~ '"' ,:'" turnouts are in service, such as at Bandini and DT J unction, when the Fallbrook uc+ signal is cleared for an approaching Ocecrnsid~ train to go from the single track to [scondido the normal right-hand track of the double track, and at Venta from the 0 single track to the secondary main track, the aspect displayed is a fl ash ing-yellow on both home and distant signals with blocks clear ahead. Thi s indication authorizes a speed of 40 Map of C.T.C. territory m.p.h. for passenger trains and 30 DT Jet. and San Diego m.p.h. for freights, when making the diverging move over the turnout. T he A.A.R. stop-and-proceed nde 291 applies to the most restricti ve aspect of the intermediate autonn t1 c switch machine, thus preventing lost been in service between F ullerton and block signals, and they are so desig motion. Under normal conditions, San Diego since 193 1. As a part of nated by number plates. Ordinaril y the switch machine is located on the the new construction, the signals were each of these intermediate signals ha5 side of the track adjacent to the relocated where necessary, most of only a searchlight head, and display::; normally-closed switch point, and a them being searchlight type although the three aspects, red, yellow or green. low target, with two colored disks and some existing Style-R co l o r ~li ght sig H owever, where the second block corresponding reflector lenses, is nals were reused at intermediate ahead is shorter than train .stopping mounted on the side opposite the locations. distance. a lower unit. consisting of · b72 RAILWAY SIGNALING December, 1944 a normaily extinguished yellow lamp. between sidings there is a clouble mainly by the maintenance personnel is provided on the mast of an inter heaclecl arrovv with two lamps. \1\Theu for conversation from point to point mediate automatic signal. \Vhen the the machine . controls are established along the line and with the dispatcher. third block ahead is occupied, the to permit the clearing of a signal in The C.T.C. code line circuits are on lower unit is lighted to display yellow, a northward direction. the lamp to the two No. 6 Copperweld wires with in combination with a yellow in the left. which is green. is lighted. Or. clouhle-hraid, ''veatherproof covering. searchlight unit above. This Medium Speed aspect of yellow-over-yellow. indicates Proceed, approach next sig nal prepared to proceed at restricted speed. Two C. T.C. Control Machines One C.T.C. control machine, in the office at FullerttJn . controls the ter~i torv from Bandini through Fullerton and south as far as El Toro. The purpose of including the Banclini-Ful lerton section was to control the end of -double track switches at Bandini and DT Junction, as well as to author ize train movements on the single New T-21 hand-throw switch stand with electric lock track between these places. The svvitches, crossovers and signals in the junction layout at Fullerton were \\·hen southward, the right-hand lamp, Tl1e general system is known as the formerly included in an all-electric which is yellow. is lighted. Type L Form 506 Time Code Control Each machine controls a code lin e Svstem. The '"Field Station Discon interlocking. 1Nhen the track changes were made. the control of the switches extending in each di rection and all nect'' equipment is installed, and per and signals, as revised, were included independent of each other. At Fuller mits a faulty station to be removed in the C.T.C. machine, the old inter ton, the north cocle line controls sta from the line, also it permits the exact locking machine being removed. A tions up to Bandini, and the south location of the faulty station to he second C.T.C. machine, in a new one line clown to but excluding the north cletermi ned. story fireproof concrete building at end of El Toro. The northward code Oceanside, controls the territory line at Oceanside controls all stations Electric Lock on Hand-Throw between El Toro and San Diego. up to and including the north end of Switches El Toro, and the south line clown to The illuminated track diagrams on San Diego. At the main-line switches which these machines include a lamp to re At the north end of E l Toro, the were not equipped with power switch peat the occupancy of : ( 1) Each OS northward signals are dually con machines. the old hand-throw stand~ switch detector section; (2) each trolled in such a manner that Ocean were replaced with Style-T21 stands. passing track; ( 3) each section of side cannot clear a signal for a north- including · a switch-and-lock move- main line opposite a passing track; and ( 4) each section of single-track main line between two passing tracks. 243 244 245 The switch and signal levers, as well T T T as the indication lamps above these DELMAR levers, are of the conventional ar rangements. Electric time locking is ~------~------~~L,- provided in connection with the sig w ~~--~~-- nals at switches. i.e.. if a proceed ~~ ~ aspect is taken away by lever control. electric time locking by time-element Locations of electric locks on hand-throw switches in Delmar relays at the field location is effective in preventing operation of the power ward movement unless the F ullerton ment, lock rods and an electric lock switch, as well as the clearing of an operator codes a permission. In this which locks the hand-throw lever in opposing signal until a certain time manner there is no confliction on the the normal position. A target, mount has elapsed. So that the operator will part of each operator attempting to ed on and operated by the mechanism, know when the time-element relay is clear signals simultaneously into the normally displays a reflector-type operating, the reel (stop) indication single-track territory, with the result green lens in each direction along the light over the signal lever remains that the first signal cleared will re track. but when the switch is reversed. clark. Any attempt on the part of the serve the route and hold the opposing a reel disk and reel reflector lens is operator to move a switch involved signal at Stop. A telephone carrier is displayed in each direction. in the territory controlled by that sig superimposed on another line for the In addition to main-line switches. nal will result in the loss of the code. exclusive conversation between the some "inside" hand-throw switche~ Below the levers. there are two two men who are on duty in charge are equipped with electric locks. As rows of toggle type switches. one row of the C.T.C. machines at Fullerton for example, at San Onofre the north of which controls the electric locks on and Oceanside. The C.T.C. field sta end of the passing track is a cross the hand-throw mainline switches and tions are equipped with filters which over, a house track extending on the other the maintainer's call lamps permit the C. T. C. line to serve as a north. The "inside" switch of the at each field location. voice-frequency telephone line. The crossover is normally lined for the Above each portion of the diagram waystation phones which are con passing track turnout, and an elec representing a section of main track nected to the C.T.C. line are used tric lock was applied to this hand- December, 1944 RAILWAY SIGNALING b13 throw switch. At Delmar, for ex short time interval, a local "unlock'' un the direction for which traltic is ample, there is a hand-throw cross circuit permits the switch to be man established when the C.T.C. code cm1 - over between the main track and the ually operated. trol is sent out from the office to passing track, and an electric lock clear a signal. The two-wire either was installed on the switch stand at Changes in Automatic Controls direction circuit is, in effect, practic the main line end of this crossover. ally the same as was installed on the On account of the numerous spurs . The previous automatic block sig Louisville & Nashville, as was ex and house tracks, 84 electric locks naling included d-e. neutral track plained in detail with circuit diagrams were installeJ on the territory be circuits, and two two-wire polar line on page 420 of the August. 1943. tween Fullerton and San Diego, and circuits, one such circuit being fo r the issue of Railway Signaling. An im 4 between DT Junction and Bandini. control of signals in each direction. portant difference between the re These line circuits were arranged on versible line circuit used on the Santa The Lock Lever Controlled the overlap principle. In the new Fe and that described for the L. & N. arrangement, the automatic signals is that the Santa Fe uses positively These electric locks are controlled are controlled on the absolute per controlled switching to determine by small toggle switches mounted in missive block scheme. As a part of whether "battery'' or "relay" is to a row below the switch and signal the C.T.C. system, only one of two be connected to the circuit at a control levers on the C.T.C. machine. If opposing station-leaving sig-nals can point while the L. & N. scheme em two or more hand-throw switches be cleared at any one time, and, ploys automatic methods. The positive with electric locks are located within therefore, the intermediate sig-nals contrul makes use of a C.T.C. func the same block signal limits, these need not be arranged to provide tion relay (polar-stick Style-KP) to locks can all be controlled with one head-on protection. For this reason, provide the directional selection, lever. the intermediate signals were en which is determined by the inter When a local train on an industry tirely rearranged to provide protec panel wiring on the C.T.C. machine. track is ready to depart, the conduc tion for following· moves and to serve Thus in clearing a home signal, codes tor telephones to the man in charge of are sent to both ends of the traffic the C.T .C. machine, requesting an block to properly select and set the unlock. Operation of the correspond direction of the two-wire circuit. ing toggle switch on the C.T.C. ma Such a scheme permits the application chine causes a code to go out on the of battery to both ends of the circuit line to the field station nearest the to transmit a switch "unlock," as switch, if the switch is vv"ithin a sta described above. tion area, and then energy goes out The reversible circuit was not used over a separate two-wrre circuit to through the station areas ; rather the energize the lock coil if protecting conventional four-wire block-repeater signals are at stop and the track is arrangement was retained. The two clear. When the trainman removes line wires for this circuit, as in the padlock from the switch lever. stalled on the Santa Fe. are No. 8 contacts are opened in the line cir double-braid weatherproof g-alvan cuits for automatic control of signals ized iron. The track relays double so that no signal leading toward the break this circuit. switch can be cleared until the switch Some of the intermediate signals is again placed normal and locked. display a fourth aspect, yellow-over If an unlock is desired at a switch yellow, Medium Speed, as discussed in intermediate territory (i.e. between previously, and in each such instance, two stations), where the two-wire a separate two-wire line control cir either-direction circuit is used, the suit using existing line wires was trainman telephones the office and provided to control this fourth aspect. requests an unlock. In this case, oper In order to control the track~occu ation of the switch lock toggle and pancy indications on the C.T.C. ma starting button sends codes to both chine, as well as the motor car warn Signal between tracks at 18-ft. centers adjacent stations in such a way as to ing indicators at various locations apply battery to both ends of the along the track there are two two reversible line circuit. Removal of as "distant" signals. As a result, the wire line circuits, one for northward the switch padlock then breaks the track circuit locations vvere changed and the other for southward. These line circuit and places W A TP and in most instances, but the practice of circuits are separate from other cir EATP relays across the line. Both using d-e. neutral track circuits was cuits and are feel from separate bat of these relays pick up if the protect continued in the C.T.C. system. ~With teries so that crosses or grounds will ing home signals are at stop and all 4-ohm relays, the maximum length not cause failures on the signal con intervening track is clear, and the of track circuits on main track is trol circuits. lock coil is energized over front con 3,500 ft. On passing tracks, the bal Alternating-current power is dis tacts. The C.T.C. operator cancels last may not be so clean and, there tributed in both directions from vari an unlock by returning his toggle to fore, the track circuits are limited ous stations, the power circuit being normal and pressing the starting but to 3,000 ft. on two No. 6 copper wires with ton. weatherproof covering. The feeds are When a local train on the main line Two-Wire Either-Direction for various lengths and at 110-volts, is to move into a siding over a switch Line Circuit 220-volts or 440-volts. depending on that is electrically locked, the operator the available supply. The line trans at the code machine is not required to In the new arrangement, a circuit formers at the ends of sidings are code an "unlock." This exit move is with only two line wires is used for rated at 250 volt-amperes, and those accomplished by removing the pad the automatic controls of signals for at intermediate sig-nals are rated at lock at the switch, and then, after a one direction or the other, depending 100 volt-amperes. The storage hat- b74 RAILWAY SIGNALING teries on floating charge are of tl1e position. Information to show the Diego, Oceanside and other places same type throughout: Exicle extent of the control limits is printed wlien they are ready to go, without DMG0-9 rated at 80 a.h. on an on the indicator so that a man on a losing time waiting for orders. Ai 8-hour rate. At a power switch loca car, when he sees an indicator clear, though the traffic has more than tion there is a set of 13 cells all of may estimate how much time he has doubled since 1941, the trains are which is used to operate the switch to travel beyond the hazardous zone being moved promptly. Considerable machine, while 8 of these cells feed or to the next indicator. time has been saved for the local the line-code-storage equipment and The improvement program, inclttcl freight trains and helper locomotives. S cells feed relays. Also there are ing the new sections of second track For example, a helper can now make two sets of S cells each which feed and longer sidings, as well as the at least two helping moves in 8 hours. line circuits. and at each double inter mediate location there are two S-cell sets of battery. Each track circuit is feel by one cell of battery. At the C.T.C. control offices, as for example at Oceanside, there are two sets of 8 cells each of EM 9 battery rated at 160 a.h., which are used to feed the office equipment. The code lines are feel by small batteries rated at S .a.h., the line north is feel at SS vults and the line south at 80. At The storage bat the power switch layouts, the teries are located relays, code equipment and rectifiers in concrete boxes are located in small houses, which near the houses range from 6 ft. by 7 ft., to 6ft. by 10 ft. On the territory north of San Juan Capistrano the houses are welded sheet-metal, but on account of the corrosive effects of the salt atmosphere along the ocean, concrete houses were used between Serra and San Diego. The batteries are located in concrete boxes which are set in the ground near the end of the house. As mentioned previously, the line wire circuits used for the control of the track-occupancy indications on centralized traffic control, have accom whereas previously one such move the C.T.C. machine, are used also to plished satisfactory results in saving was all that could be made. Fewer control motor car indicators. These train time and increasing the track locomotives and crews are, therefore, indicators are of the semaphore type, capacity, so that trains can be kept required for this service. similar to those formerly used on moving without delay. On the aver The track changes and centralized some roads as switch indicators. The age, the overall time of freight trains traffic control on this project were indicators face the track so that men has been reduced about 2 hours or planned and constructed by the forces on motor cars can see them. The in more, and in most instances the sav of the Atchison, Topeka & Santa Fe, dicators are normally energized, but ing is from overtime. Of most im the major items of the signaling when a train enters the control limit, portance is the fact that trains can equipment being furnished by the the blade is released to the 0 -deg. now be moved out of Fullerton, San Union Switch & Signal Company. Center panel and automatic train graph of C.T.C. machine at Oceanside, Cal.