[?]Does the “oilcans” or “tanktrains” still run in California?
yes, mainly on the SP coast line.
Yes,but only south of Mojave.
Good… thank you.
Do anyone know if any FRIEGHT rail traffic to San Fransisco runs anymore on the route of the Caltrain. I know there used to be rail barges across from Oakland but i assume they are gone. There must be some frieght cars in Frisco.
I think all freight service to the San Francisco Bay Area was discontinued and the yard torn up a couple of years ago. I could be wrong about this though. I remember reading somewhere that housing projects were built on the site of the old yard.
So all frieght rail traffic to Sanfransisco is gone then. That is what I was worried, about I was hoping there still was. Thanks anyways for the info.
As noted above, the Oil Cans still run from Mojave. They used to start in Bakersfield, ran up Tehachapi Pass, down to Mojave and then into LA. Now they load at a transfer facility in Mojave, near the highway. They run down into LA to a bulk terminal near the port. I’ve seen photos of them on the Saugus pass line. ie. Mojave to Palmdale to Saugus to the San Fernando Valley and into LA. I don’t know if they ever divert via Cajon Pass.
Ditto. I’ve seen them being loaded in Mojave too. They look kinda cool. [:D]
Somone said they run on the coast line, isn’t that a different line than the one to Mojava?
Do the oilcans run more than once a day?
Oil trains are cool, MRL runs two loaded ones a day, but it might be gas not oil. CN runs alot of tanktrians, they run a thermal tank train so the oil stays warm in the winter so they can emty the cars (the oil would get too thick on cold days to drain). I wonder how many large trains would need to be run daily to equal that of a major pipeline? It has been brought up on these forums before on why not ship oil by rail instead of pipe, and there were some good explanations for why not. But I would still think there might be some advantges to rail. If a tank train derails or crashes only the cars ruptured would spill compared to when a pipeline ruptures it flows alot of oil before it stops or when a tanker ruptures or sinks the oil floats and spreads on the water. Each tank car can be considered a cell. I would say rail could easily be safer than tanker boat (not cheaper but safer at first glance, but rail could put some competitive effort in and maybe become cost effective).
They are not loaded at Mojave anymore. That is now a Paramount Petroleum asphalt terminal (you may need to use MS IE to view the photographs). The Bakersfield to Carson, CA. oil cans (which became Mojave to Carson) have now been completely replaced by a pipeline.
The Bakersfield Californian had an article about it in May 1999. Unfortunately, it looks they only keep the articles on the website for a couple of years.
Pacific Energy Partners built a pipeline over Tejon Pass, Here are some links.
http://www.aspeneg.com/L2/L2_AIR_PacificPipeline.htm
http://www.pacificenergypartners.com/iPACHD2c.htm
http://www.pacificenergypartners.com/IPACHD2WCO.htm
http://www.pacificenergypartners.com/iPAC2H01.htm
http://www.pacificenergypartners.com/iPACH3b.htm
Yes it is. As far as I know these trains are still operating.
It is still operating, I saw it yesterday.
The “oil cans” run between Wunpost and los Angeles.
Trains ran a cover story on them some years ago. Check with them for the month/year of the publication. It said the train had been discontinued as they had built I think a pipeline to replace the oil train. [:o)][:p][:)]
[quote]
Originally posted by 440cuin
Back when the cans were running over the hill that train was the star of the show. That’s one thing I miss seeing on that line. It was a fixture up there for most of my railfanning life. When I thought cans, I thought Tehachappi. And one of the things I liked about the cans is all the power they put on those trains. There would be 14-15 units in a typical BKDOU. And this was strictly 6 axle territory here, you will not find a 4 axle on that train. The power would be broken up into 3 groups of 4-5 SDs, on the point,midtrain and rear end. Often when empty and headed back to Bakersfield they would put all the power on the point
So could someone like eric or spcaboose that see the cans on the new route up to Wunpost tell us what is it’s typical power and configuration these days?
Three big units on the point (AC4400’s). Maybe helpers, I’m not sure, to get over Cuesta. I’m not sure if it’s a 65 or 78 car train. It usually passes by Chatsworth siding around 2 or 3 am. They are loaded at San Ardo and taken to Wunpost for the road crew. Crews get changed at San Luis Obispo and Los Angeles (Main Street) for the trip to the refinery at Sepulveda and Alameda. The symbol is OWPDO/ODOWP.
I believe that you are correct. At least it explains a method such as this being performed in my “Classic American Railroad Book” on the ATSF.
Richard
Actually, I only see the Oil Cans when the Coast Line is closed south of Wunpost. When they came through the valley back in January they had an SD90MAC, AC6000CW, and an SD70M, if I remember correctly. The first couple of trips were with 78 or 91 cars, however all subsequent trips were with only 26 cars. I wonder why that was the case.
I knew the coast was closed due to a mudslide in La Conchita (between Seacliff and Carpinteria) on the coast. As far as the difference in car numbers being different, I don’t know.
Also ericsp; did they have helpers between Bakersfield and Summit Switch?
I do not know. I saw them out on the flatlands, there were no helpers there. I am sure once they went to 26 cars they had no helpers. I would assume that when they were still 78 or 91 cars long they had helpers. Maybe that is why they shortened the train.
One could get very close to the loading facilities in Bakersfield and Mojave. In 1998 I went out to the loading facility south of San Ardo (it is a few miles south of there), and found that there are no public roads near there. However, it can be seen from a distance.