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For use as a quick quick preview to highlight the differences between the pre-1971 depot trackage (above) and the post-1971 arrangement (page bottom), Ken Rattenne has generously allowed Wx4 to use the photo below that he recorded on May 29, 1976. This was the Saturday before Memorial Day, which accounts for the quantity ofidle equipment. That's the Starlight on track #5, and my beloved SW1500 #2689 on the pocket track. I cut my switchman teeth on the 2689. Thanks Ken! | |||||||||||
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It is hard to gauge exactly what year this photo was recorded, but or guess is in the mid '50's, not long before steam disappeared from Train #98. It shows the mail and express car tracks on the geogrphic east side of the tracks which were torn out along with the white brick building to make way for an electrical sub station. Note the lack of Commute cars in the yard (indicating that this was a eekday), save the cut of true Harriman cars - not Subs - occupying the Del Monte Cannery industrial tracks. (photographer unknown; negative from Wx4 collection) | |||||||||||
"Deck" # 3672 hauls the eastbound "Beets" off of the Freight Lead and past Park Avenue, circa late 1930's. (unknown photographer, Wx4 Collection) | |||||||||||
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Another Wx4 HumongOfoto®: The carmen and switchman's shanty (still, in 2013) lies just east (geographically south) of the depot. Here, on another June, 1968 day, we see the middle herder walking by the shanty and a vintage Pontiac or Olds. Oh yeah! You may be more interested in Fairbanks-Morse #3035 and Alco S-4 #1843. The F-M just came into Track 1 on train #122, and it's engineer is waiting for a carman to complete cutting the steam line before pulling away from the train. The switcher's crew is on-spot, waiting to double-over 122's equipment to the field. | |||||||||||
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Stuck by the varnish: As noted in the Dome's San Jose's Cahill Street Depot, An Operations Bottleneck, freight crews often faced a challenge in finding a hole between the frequent passenger trains to duck through. Forget Fleet hours! Another, but minor, logjam occurred in mid-morning when #98, the eastbound Coast Daylight, and #141 the Del Monte called upon San Jose within not much more than a half-hour. The main problem in this instance was the roughly 3 1/2 miles of single track between the Power Switch east of the depot tracks, and the double track at Lick. Thus, in the photos at left we see graphic evidence of how this played out on the Freight Lead couple of June, 1968 mornings.
The top two pictures show X6579E, including GP9's 3514 & 3659 and F9 607 cooling its jets at the east end of the Freight Lead next to the Spud House. Of particular interest to Wx4 Staff was the 607, for the ranks of SP F-units were then rapidly dwindling, and as has oft been noted by fans, the remaining ones all seemed to have their own individual personalities. Defining features on the 607 included its roof fans. SP's F9's were rebuilt from Phase 1 F3's and variously did, or did not, keep one, or more of their original "muffin pan" fans. The 607's #2 engine cooling fan was one of those (SP also randomly replaced the original fans on F7's with muffins). Also, unlike most (all?) of the other F9's which had 48" dynamic brake cooling fans, the 607 has a 36" fan, a´ la an F7. As a bonus, here we've included 1600 pixel HumongOfoto® of the lower X6579 shot, PLUS a like-size screensaver. This photo greatly reminds us of our days on the ground as brakemen, typically spent with a going-away view of the power. To us, black and white photos better convey the grit and grime covering the tracks, equipment and our bib overalls. We can almost smell the creosote, diesel exhaust and, of course, the overwhelming odor of french fries cooking nearby. The lower shot show the X3657E, with 3707 trailing, at the identical spot of the above photos. The large drag pulled by ashcan-equipped Fairbanks-Morse H12-44 will stop next to the Orchard Supply Hardware boxcar, short of Auzerais Avenue, and head east towards Luther Junction and the WP interchange at Alma Street (along the old Fourth Street main line) after the Del Monte arrives and the X3657 departs. These drags sometimes ran near 100 cars, and the FM's sometimes required an impromptu boost from the depot goat to make it through the depot's gentle eastbound grade. The H12's also had a finicky governor, which, if not properly maintained, would sometimes cause the engine to load and unload cyclically when performing heavy work. You can experience a pretty accurate simulation of the sound by having a friend take your lawnmower about a hundred feet away and repeatedly cycle it between idle and full speed about every three seconds. all photos: Wx4 |
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Stuck by the varnish, afternoon edition: On a cool early 1969 evening, H12-44 #2354 - from the first group of F-M H12-44 switchers delivered to SP - waits on the freight lead next to the Spud House for the varnish. The presence of the hopper suggests that the goat may be headed for the rock outfit at Lick. | |||||||||||
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4-7-23: It used to rain in California. In January 1969 this giant puddle belonged to the Orchard Supply store behind the photographer. The power was typical for Coast Freights from about 1965 through 1970, when the likes of the SD45's and U33 began to predominate. - Wx4 photo | |||||||||||
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1972-1992 TRACKAGE
1972 SPINS map: After a false start in 1965, SP finally re-aligned the east end in 1972, in conjunction with the widening of the Park Avenue underpass. Details of both efforts can be found in San Jose's Cahill Street Depot, An Operations Bottleneck & Southern Pacific's Proposed Remedy of 1965 Map items in red, below, were added by Wx4. Our San Jose SPINS Book PDF, available for download here, contains the unaltered original. |
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The 1971 shoo-fly: Here's the westbound Daylight pulling by the Park Avenue herder's shanty just prior to Amtrak's inception (best guess: February, 1971). Notice that the tracks are to the geographical east of the shanty, and that everything between there and the Spud House (far right) is torn-up. This forgotten photo came as a pleasant surprise to me. For a look at the rear of the train headed into the depot, click here. | |||||||||||
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1980, mas o menos... Judging by the steam rising from the Spud House, and the inactivity at the Del Monte cannery and the vacant "field" tracks, the 3187 has just cut off from a plug on a winter weekday morning. Note the "Block System Limit" sign. The station tracks and the Freight Lead were dark territory. (Wx4 collection Kodachrome; date, photographer unknown) | |||||||||||
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1992-2007 CALTRAIN TRACKAGE
Above:The state turned over its SP-operated Caltrain operation to the involved counties in 1992. Immediately upon its creation the new Caltrain incarnation set about re-arranging things at the depot. The Freight Lead became "San Jose Mechanical's" main servicing track, relegating UP freight trains to track #1. Because SP's 1972 re-alignment eliminated the ability of trains to cross over from track #1 to the Vasona Branch, in the fall of 1992 Caltrain re-installed crossover tracks in the process of preparing for CTC installation. Below: In this photo recorded by Charles Lamphere in 2000, we see the Permanente ("Perm") crossing over the new arrangement. In the mid-90's Caltrain finally gave the rounhouse personel a break by constructed the engine hose - complete with pit and overhead crane - that we see just to the right of the old water tank.* From then until 2007, when Caltrain opened its CEMOF facility across the tracks from the old SP roundhouse site, the "house" performed the great majority of locomotive repairs, save the turning of flattened wheels (an ongoing issue), which was done by SP at Sacramento, and later UP at Roseville, I believe. The coaches were serviced here, but save running repairs, mechanical work was performed on them in San Francisco until CEMOF consolidated things. For a short time after CEMOF opened, the old roundhouse area reverted to storage tracks, bur these eventualy became arrival-departure tracks. Part of the impetus for CEMOF came from the fact that San Jose Mechanical's office and support buildings were sqautting on county-owned land slated to become a light rail station. (Charles Lamphere slide, Wx4 Collection) |
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