WEST COLTON GENERAL AREA MAP
project is all about the operations in and around a huge classification
yard. In this case, SP's West Colton Yard which is one of the
largest on the west coast. Our route encompasses about 40 square
miles and includes sections of four different Subdivisions. They
are: 1) The SP Alhambra Sub which starts at West Colton and runs
west to LA. 2) The SP Mojave Sub which starts at West Colton and
runs north over the Palmdale Cutoff towards Mojave and Bakersfield.
3) The SP Yuma Sub which starts at West Colton and runs eastward
towards Indio and Yuma. 4) The ATSF San Bernardino Sub which starts
at San Bernardino and runs south/west towards West Redondo.
we also included SP's old Colton Yard and the Santa Fe A and B
Yards in San Bernardino.
circa is from the late 70's to the mid 90's, and the track charts
we used were dated 1996 which is the pre merger period before
Union Pacific merged with Southern Pacific, and Burlington Northern
merged with Santa Fe.
finally, the entire route is situated next to the San Gabrial
and San Bernardino mountain ranges to the north and northeast
of the area which provides beautiful vistas and a dramatic backdrop
for this MSTS project.
Due to the constraints within MSTS we were unable to include every
track, bridge, overpass, culvert, and road that is there in real
life. For example, only the eastbound lanes of I-10 were included
along the SP mainline as the project sits right in the middle
of a highly populated area in southern California so it just wasn't
feasible. However, with that said, we feel that we did a great
job of giving users a good feel for the area.
we did include seasonal textures for the route, we did not include
SNOW textures since it has never really snowed much at West Colton.
Maybe once in the last 150 years, and that didn't stay on the
ground very long. However, you will notice a big difference on
the route between Summer and Winter. Summers are very dry here,
hence, there is allot of dried up vegetation along the route.
In the Winter during the rainy season, its just the opposite,
and we feel we did a nice job duplicating that for this project.
also worth noting that we did not include scenery for Kaiser Steel
(north of Kaiser) as there is about 30 feature assets needed to
do it right. However, we did put the tracks in there, and we will
consider doing an add-on in the future that would complete this
area of the route.
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SOUTHEAST FROM I-10 TOWARDS THE WEST COLTON HUMP AND ADMIN BUILDING
Sanding and Refueling
Tank Car Servicing Facility
MoW HiRail Crane/Crew Truck
Night Textures For Realistic Night Operations
HERE TO SEE NOTES
HERE FOR TECH NOTES
US Vehicles and Trucks
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NORTHEAST FROM THE READY TRACKS JUST NORTH OF THE DIESEL FACILITY
AT WEST COLTON
jobs were called "860" and "862". The equipment
used was usually three SD-38-2's or two SD-38-2's with a slug
unit set in between for traction purposes. The shifts started
at 6am and 2pm. Sometimes, when it was really busy, a third shift
would come in at 10pm. All the shifts were 8 hours long, and you
would park in the Admin Building parking lot near the hump. Your
power would be waiting for you on the track next to the Admin
Building's south side.
you would have to go down to the hostler tracks near the diesel
service facility to pick up your power at the beginning of a shift.
the most part, all bad order cars were put on track 212 in the
classification bowl. A different job would pull those out once
a day, usually early morning, and put them in the "one spot"
repair tracks for the day car repair crews.
interesting note concerning Receiving tracks 102-109 and 152-159:
When the Hump crew goes to collect cars from both tracks to be
humped (For example tracks 102 and 152) they would reference this
as Track 1152.
WEST JOB 862 IS ALMOST FINISHED FOR THE DAY AS A LOCAL JOB MAKES
ITS WAY BACK INTO THE YARD.
crews consist of one engineer to operate the locomotive and one
brakeman to make all the necessary brake line connections, couple,
and uncouple the cars. Here's another interesting note regarding
the "hump brakeman": They would travel back and forth
through the yard in a small truck provided by the railroad. So,
for example, if you had a pickup on track 1152 in the receiving
yard, the brakeman would drive over there and get everything ready
for the cut to be moved, usually before you, the engineer, even
got there. And, once you were connected up to the cut, the brakeman
would then drive back over to the hump and wait for you to get
back there. The whole process usually took about 2 hours. The
cuts ranged from 11K to 14K tons.
also important to note that there were ALWAYS two "heel"
cars placed at the end of each bowl track (except for track 212)
with the brakes set in order to prevent cars rolling out of the
classification bowl. Heel cars never stayed very long as the Trim
crews would always leave the last two cars from their cut they
pulled out of a track from the classification bowl to replace
the ones that they just picked up.
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MORNING TRIM OPERATIONS GET READY TO START A TRAIN CREW GETS READY
FOR BOARDING AN EASTBOUND
operations ran non-stop at West Colton. There were three 8hr shifts
starting at 6am, 2pm, and 10pm. We are not sure what all the trim
jobs were called, however, we did get a couple. The "66"
job worked the Weyerhauser spur twice a day (west end of the yard),
and the "50" job worked the GATX spur twice a day (east
end of the yard). Crews parked their cars and started their shifts
at the Trim Tower just east of the classification bowl. Crews
consisted of an engineer, a switchman, and a brakeman. Their power,
two GP35's or two GP40's would be waiting for them on the tracks
just north or south of the Trim Tower.
jobs for the most part are about putting various trains together
for scheduled departures to various destinations which basically
entailed pulling cuts of cars out of the classification bowl and
putting them on designated departure tracks. We do know that at
West Colton there were designated tracks for different trains
in the Departure Yard. Unfortunately, we were unable to find out
what tracks these were.
also know that, besides the high priority trains, there were also
manifest (general freight) trains that went out everyday to places
like Roseville (symbol M-WCRV-DAY-MONTH) (MON=1, TUE=2, etc.),
Tucson (symbol M-WCTU-DAY-MONTH), Phoenix (symbol M-WCPX-DAY-MONTH),
Los Angeles (symbol M-WCLA-DAY-MONTH), etc. Note: Regarding Roseville,
it was not uncommon to have two trains go out on the same day
if they had too many cars for one train. This happened a lot during
the harvest season April to October and the run up to the holidays
in September - November.
OPERATIONS UNDERWAY AT THE DIESEL SAND AND REFUELING FACILITY
AT WEST COLTON
Colton had quite the hostler operation going on 24/7. You had
through trains coming in that required the power to be cutoff
and replaced with power that had already been serviced. These
kinds of tasks were usually done within 30 minutes! (Tops!) So
you might have one hostler cut the incoming power off and take
it to the service tracks while another hostler would take a serviced
set of power from the Locomotive Ready Tracks (located northwest
of the diesel facility) out to the through train and make the
necessary hookups and start charging the brake system back up
so the new crew could quickly get on their way. Hostlers were
not only used to move sets of power around the diesel service
facility, but they would on many occasions be used to take power
out to designated trains and get those trains ready for their
crews so they could get going as quickly as possible.
have also heard that hostlers would two or three times a week,
be assigned to take freshly serviced sets of "helpers"
out to Loma Linda where they were stationed for helper service
over Beaumont Pass. Then they would bring the set that was already
there back to the yard for refueling and servicing.
Each of the ready tracks will hold three locomotives.
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HIGH PRIORITY SP EASTBOUND CROSSING THE DIAMONDS AT THE SANTA
FE CONTROLLED COLTON X-OVER
Fe and Union Pacific made daily trips to West Colton to transfer
freight cars. These were known as "transfer jobs". Santa
Fe usually came into the yard in the early afternoon between 1pm
and 3pm to make a drop off, and, then, it would make a pick up
before leaving. Union Pacific did the same thing, however, they
usually came into the yard very early in the morning between 2am
worth noting that Santa Fe handled a lot of Auto Racks for SP
at their "B Yard". You could almost always count on
20 to 40 auto racks in their transfer cuts. The cuts consisted
of both empties and loaded cars. This was also the case with grain
cars destined for Cargill at Verde Mont. By the way, Brad once
saw one of the these Santa Fe transfers (with around 60 cars)
come into West Colton with two FP45s on the point, working hard,
in blue and yellow war bonnet paint around 2:30pm in the afternoon.
The transfer of cars took place down at the receiving yard west
of the Admin Building and left with about 40 cars.
Pacific transferred a lot of lumber and coil cars. Empties inbound
and loads outbound. And, again, these transfers took place at
the receiving yard west of the Admin Building.
Note: The GATX facility at the east end of West Colton is responsible
for the cleaning and servicing of every tank car on the west coast.
This includes northern California, Oregon, and Washington. So
lots of tank cars came through West Colton via other railroads
and almost every transfer cut had some tank cars destined for
LOMA LINDA LOCAL HEADS EAST OUT OF THE YARD AT PEPPER AVE
were quite a few locals based out of West Colton. These trains
would usually leave the yard early in the morning between 5am
and 6am and have a four to five man crew consisting of a Conductor,
Engineer, Fireman, Switchman, and Brakeman. They would usually
make it back to the yard by mid afternoon. The power was usually
two GP35s or two GP40s, and the train had a caboose as well.
had a local called the "Kaiser Hauler" which ran every
day and serviced many of the customers west of the yard including
the transfer of cars at Kaiser MP 527.5. This train had a lot
of coil cars bound for Kaiser, grain cars for Coast Grain, ACF
covered hoppers full of plastic pellets for the plastic bottle
manufactures at Kmart, steel pipe loads for the Southwest Pipe
Co at Kaiser, and tank cars with fuel for the fuel transfer facility
out that way.
was the "Declezville Local" which serviced customers
on the Declezville Industrial Lead starting at MP 529.7 (there
is a wye junction there).
was the "Riverside Local" which handled the servicing
of customers on the Riverside Industrial Lead starting at Colton
MP 539.0 (there is a wye junction there as well). A lot of lumber,
steel loads, and refrigerated cars were on these trains.
was also the "Loma Linda Local" which serviced customers
to the east of the old Colton Yard.
that should give you a good start on activity ideas, and, if you
have some more that you know of or any corrections, please let
us know and we will include them in an update to this manual.
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route comes on a cd which has an auto install feature on it. Put
the cd in your pc's CDROM tray and wait for the installer to come
up and follow the instructions. This may take several minutes
depending on your pc.
To users running Vista or Windows7 in 64bit you may need to rediredt
our installer using the "Browse" button to the (x86)
folder that Vista and Windows7 creates on your pc. We don't know
why Vista or Windows 7 does this. The pathway should look like
Files (x86)\Microsoft Games\Train Simulator
98, ME, 2000, XP, Vista, and Windows7
Train Simulator 1.2 (Atari MSTS version will work as well)
MSTS Bin patch v1.8 or better. (MSTS Bin is available from MSTSBin/UKTrainSim
Ghz Pentium-II or equivalent CPU
3D Video hardware acceleration or better
drive space needed 360Mb
John Dunbar, Brad Brown, and Chris Boneli
Peter Holton, Nigel Apperley, Brad Brown, Chris Boneli, Richard
Scott, and John Greenstone
Scott Steele at Diesels West - www.dieselswest.com
Miller - Bill Westerhout - Bryce Reynolds
Dodds (detector voices) - www.secretquiltdreamz.com
loving memory of
Bowers (aka The Chief) and Annie (the beagle)