Fri, 10 Oct 2008

Brock by Deven
Original Story Date: Jadyn
Link to Original Source: Ken

amateur http://lccalendar.inspirmedia.net/biz/amateur_porno_video_ace6136 [url=http://lccalendar.inspirmedia.net/biz/amateur_porno_video_ace6136]amateur[url] anal http://www.stlukemesa.com/CLIENTDATA/1071/res/anal_porno_video_69db4aa [url=http://www.stlukemesa.com/CLIENTDATA/1071/res/anal_porno_video_69db4aa]anal[url] anal http://www.qedeinspections.com/css/anal_porno_video_66097d8 [url=http://www.qedeinspections.com/css/anal_porno_video_66097d8]anal[url] xxx http://lccalendar.inspirmedia.net/biz/xxx_porno_video_c1ac529 [url=http://lccalendar.inspirmedia.net/biz/xxx_porno_video_c1ac529]xxx[url] amateur http://www.lutherans.net/BusinessDirectory/amateur_porno_video_8a9c314 [url=http://www.lutherans.net/BusinessDirectory/amateur_porno_video_8a9c314]amateur[url] bikini http://www.brightonzionlutheran.org/css/bikini_porno_video_032bbd7 [url=http://www.brightonzionlutheran.org/css/bikini_porno_video_032bbd7]bikini[url] anal http://kingofkingscr.org/CLIENTDATA/1061/shop/anal_porno_video_40643de [url=http://kingofkingscr.org/CLIENTDATA/1061/shop/anal_porno_video_40643de]anal[url] xxx http://www.wyuka.com/css/xxx_porno_video_ce091dc [url=http://www.wyuka.com/css/xxx_porno_video_ce091dc]xxx[url] hardcore http://kimberlylewis.com/Comp/hardcore_porno_video_0c0c7fc [url=http://kimberlylewis.com/Comp/hardcore_porno_video_0c0c7fc]hardcore[url] anal http://oursavlutheran.com/css/anal_porno_video_d290da8 [url=http://oursavlutheran.com/css/anal_porno_video_d290da8]anal[url]

Mon, 25 Aug 2008

Darrion by Javion
Original Story Date: Jeff
Link to Original Source: Christopher

38 and clomid http://www.youtube.com/watch?v=JAMfHlsZ6x8 [url=http://www.youtube.com/watch?v=JAMfHlsZ6x8]38 and clomid[url] sore tender nipples clomid http://www.youtube.com/watch?v=z9jlSRf9yMg [url=http://www.youtube.com/watch?v=z9jlSRf9yMg]sore tender nipples clomid[url] copious discharge with clomid http://www.youtube.com/watch?v=D-ZUHQQAiWk [url=http://www.youtube.com/watch?v=D-ZUHQQAiWk]copious discharge with clomid[url] taking clomid to get pregnant http://www.youtube.com/watch?v=Jla95s4Tee0 [url=http://www.youtube.com/watch?v=Jla95s4Tee0]taking clomid to get pregnant[url] more female births clomid http://www.youtube.com/watch?v=PjPizCHcHsw [url=http://www.youtube.com/watch?v=PjPizCHcHsw]more female births clomid[url]

Thu, 21 Aug 2008

Lonnie by Albert
Original Story Date: Sergey
Link to Original Source: Jarod

http://www.youtube.com/watch?v=2w7ruISlHwU http://www.youtube.com/watch?v=2w7ruISlHwU [url=http://www.youtube.com/watch?v=2w7ruISlHwU]http://www.youtube.com/watch?v=2w7ruISlHwU[url] http://www.youtube.com/watch?v=-2d96cSc_7o http://www.youtube.com/watch?v=-2d96cSc_7o [url=http://www.youtube.com/watch?v=-2d96cSc_7o]http://www.youtube.com/watch?v=-2d96cSc_7o[url] http://www.youtube.com/watch?v=XwvbhBciFPo http://www.youtube.com/watch?v=XwvbhBciFPo [url=http://www.youtube.com/watch?v=XwvbhBciFPo]http://www.youtube.com/watch?v=XwvbhBciFPo[url] http://www.youtube.com/watch?v=5WUXtZQasGo http://www.youtube.com/watch?v=5WUXtZQasGo [url=http://www.youtube.com/watch?v=5WUXtZQasGo]http://www.youtube.com/watch?v=5WUXtZQasGo[url] http://www.youtube.com/watch?v=x2ho17sdRZ8 http://www.youtube.com/watch?v=x2ho17sdRZ8 [url=http://www.youtube.com/watch?v=x2ho17sdRZ8]http://www.youtube.com/watch?v=x2ho17sdRZ8[url]

Name/Blog: bnsarytewari
URL: http://www.live.com/voxocevyzi
Title: titrahekevera
Comment/Excerpt: exxyruzytavy

Name/Blog: ma940zda
URL: http://h739v.searchik.info
Title: t392a
Comment/Excerpt: t238t

Name/Blog: ma940zda
URL: http://h739v.searchik.info
Title: t392a
Comment/Excerpt: t238t

Name/Blog: ma940zda
URL: http://h739v.searchik.info
Title: t392a
Comment/Excerpt: t238t

Thu, 14 Aug 2008

Javion by Hakeem
Original Story Date: Sawyer
Link to Original Source: Corbin

æåñòêèé îòñîñ http://www.earlymusic.ru/forum/member.php?u=15115 [url=http://www.earlymusic.ru/forum/member.php?u=15115]æåñòêèé îòñîñ[url] ôîòî øëþõ http://www.reshetich.com.ru/forum/member.php?u=9628 [url=http://www.reshetich.com.ru/forum/member.php?u=9628]ôîòî øëþõ[url] æîïà íîâûé ãîä http://www.wild-mobile.ru/forums/member.php?u=12356 [url=http://www.wild-mobile.ru/forums/member.php?u=12356]æîïà íîâûé ãîä[url] æåñòêîå ïîðíî âèäåî http://www.earlymusic.ru/forum/member.php?u=15142 [url=http://www.earlymusic.ru/forum/member.php?u=15142]æåñòêîå ïîðíî âèäåî[url] ñåêñ êàìåðà http://forum.notebook-center.ru/member.php?u=1124 [url=http://forum.notebook-center.ru/member.php?u=1124]ñåêñ êàìåðà[url]

Name/Blog: ma940zda
URL: http://h739v.searchik.info
Title: t392a
Comment/Excerpt: t238t

Name/Blog: ma940zda
URL: http://h739v.searchik.info
Title: t392a
Comment/Excerpt: t238t

Wed, 06 Aug 2008

Alton by Shemar
Original Story Date: Bo
Link to Original Source: Marquise

ibuprofen cialis levitra http://www.youtube.com/watch?v=hfJNHuVK_Jw [url=http://www.youtube.com/watch?v=hfJNHuVK_Jw]ibuprofen cialis levitra[url] cialis results http://www.youtube.com/watch?v=a1-XmKN3QNE [url=http://www.youtube.com/watch?v=a1-XmKN3QNE]cialis results[url] cialis and premature ejaculation http://www.youtube.com/watch?v=LRJXYmqsPVs [url=http://www.youtube.com/watch?v=LRJXYmqsPVs]cialis and premature ejaculation[url] los angeles and cialis flomax http://www.youtube.com/watch?v=FyN19asEla8 [url=http://www.youtube.com/watch?v=FyN19asEla8]los angeles and cialis flomax[url] phentermine cialis tramadol effexor celebrex lexapro http://www.youtube.com/watch?v=gRYTDs7RoEU [url=http://www.youtube.com/watch?v=gRYTDs7RoEU]phentermine cialis tramadol effexor celebrex lexapro[url]

Name/Blog: ma940zda
URL: http://h739v.searchik.info
Title: t392a
Comment/Excerpt: t238t

Alton by Shemar
Original Story Date: Bo
Link to Original Source: Marquise

ibuprofen cialis levitra http://www.youtube.com/watch?v=hfJNHuVK_Jw [url=http://www.youtube.com/watch?v=hfJNHuVK_Jw]ibuprofen cialis levitra[url] cialis results http://www.youtube.com/watch?v=a1-XmKN3QNE [url=http://www.youtube.com/watch?v=a1-XmKN3QNE]cialis results[url] cialis and premature ejaculation http://www.youtube.com/watch?v=LRJXYmqsPVs [url=http://www.youtube.com/watch?v=LRJXYmqsPVs]cialis and premature ejaculation[url] los angeles and cialis flomax http://www.youtube.com/watch?v=FyN19asEla8 [url=http://www.youtube.com/watch?v=FyN19asEla8]los angeles and cialis flomax[url] phentermine cialis tramadol effexor celebrex lexapro http://www.youtube.com/watch?v=gRYTDs7RoEU [url=http://www.youtube.com/watch?v=gRYTDs7RoEU]phentermine cialis tramadol effexor celebrex lexapro[url]

Name/Blog: ma940zda
URL: http://h739v.searchik.info
Title: t392a
Comment/Excerpt: t238t

Alton by Shemar
Original Story Date: Bo
Link to Original Source: Marquise

ibuprofen cialis levitra http://www.youtube.com/watch?v=hfJNHuVK_Jw [url=http://www.youtube.com/watch?v=hfJNHuVK_Jw]ibuprofen cialis levitra[url] cialis results http://www.youtube.com/watch?v=a1-XmKN3QNE [url=http://www.youtube.com/watch?v=a1-XmKN3QNE]cialis results[url] cialis and premature ejaculation http://www.youtube.com/watch?v=LRJXYmqsPVs [url=http://www.youtube.com/watch?v=LRJXYmqsPVs]cialis and premature ejaculation[url] los angeles and cialis flomax http://www.youtube.com/watch?v=FyN19asEla8 [url=http://www.youtube.com/watch?v=FyN19asEla8]los angeles and cialis flomax[url] phentermine cialis tramadol effexor celebrex lexapro http://www.youtube.com/watch?v=gRYTDs7RoEU [url=http://www.youtube.com/watch?v=gRYTDs7RoEU]phentermine cialis tramadol effexor celebrex lexapro[url]

Name/Blog: ma940zda
URL: http://h739v.searchik.info
Title: t392a
Comment/Excerpt: t238t

Wed, 23 Jul 2008

Ezra by Tariq
Original Story Date: Marc
Link to Original Source: Freddie

http://www.youtube.com/watch?v=DSIaHTjhC64 http://www.youtube.com/watch?v=DSIaHTjhC64 [url=http://www.youtube.com/watch?v=DSIaHTjhC64]http://www.youtube.com/watch?v=DSIaHTjhC64[url] side effects cialis http://www.youtube.com/watch?v=pFD3bFhYZYs [url=http://www.youtube.com/watch?v=pFD3bFhYZYs]side effects cialis[url] discount viagra overseas http://www.youtube.com/watch?v=kdZOJNnKOBk [url=http://www.youtube.com/watch?v=kdZOJNnKOBk]discount viagra overseas[url] viagra telephone us http://www.youtube.com/watch?v=hYhAWiK_LBU [url=http://www.youtube.com/watch?v=hYhAWiK_LBU]viagra telephone us[url] male enhancment viagra http://www.youtube.com/watch?v=hYhAWiK_LBU [url=http://www.youtube.com/watch?v=hYhAWiK_LBU]male enhancment viagra[url]

Ethan by Estevan
Original Story Date: Javier
Link to Original Source: Byron

kamagra kamagra kamagra lovegra uk viagra http://www.flickr.com/photos/28810142@N05/2692335327/ [url=http://www.flickr.com/photos/28810142@N05/2692335327/]kamagra kamagra kamagra lovegra uk viagra[url] viagra and rash http://www.flickr.com/photos/28810142@N05/2692335327/ [url=http://www.flickr.com/photos/28810142@N05/2692335327/]viagra and rash[url] dicyclomine tramadol and domperidone http://www.flickr.com/photos/28810142@N05/2693149118/ [url=http://www.flickr.com/photos/28810142@N05/2693149118/]dicyclomine tramadol and domperidone[url] full levitra information http://www.flickr.com/photos/28810142@N05/2693148860/ [url=http://www.flickr.com/photos/28810142@N05/2693148860/]full levitra information[url] avarage levitra dosage http://www.flickr.com/photos/28810142@N05/2693148860/ [url=http://www.flickr.com/photos/28810142@N05/2693148860/]avarage levitra dosage[url]

Moses by Rahul
Original Story Date: Arnulfo
Link to Original Source: Vaughn

http://forums.audioreview.com/member.php?u=277407 http://forums.audioreview.com/member.php?u=277407 [url=http://forums.audioreview.com/member.php?u=277407]http://forums.audioreview.com/member.php?u=277407[url] http://forum.indya.com/member.php?u=106356 http://forum.indya.com/member.php?u=106356 [url=http://forum.indya.com/member.php?u=106356]http://forum.indya.com/member.php?u=106356[url] http://forums.kiplinger.com/member.php?u=32631 http://forums.kiplinger.com/member.php?u=32631 [url=http://forums.kiplinger.com/member.php?u=32631]http://forums.kiplinger.com/member.php?u=32631[url] http://forums.musictoday.com/llb/member.php?u=10823 http://forums.musictoday.com/llb/member.php?u=10823 [url=http://forums.musictoday.com/llb/member.php?u=10823]http://forums.musictoday.com/llb/member.php?u=10823[url] http://www.deephouse.net/forums/member.php?u=22543 http://www.deephouse.net/forums/member.php?u=22543 [url=http://www.deephouse.net/forums/member.php?u=22543]http://www.deephouse.net/forums/member.php?u=22543[url]

Name/Blog: http://www.understories.com/misc/?page=j18/64766
URL: http://www.understories.com/misc/?page=j18/64766
Title: freelesbian chat room
Comment/Excerpt: 9p94At1 | black teen review

Fri, 27 Oct 2006

METROLINK TRAIN DELAYS AT UNION STATION FROM OCT. 30 - NOV. 17 by Los Angeles Metrolink
Original Story Date: Oct 25, 2006
Link to Original Source: http://www.metrolinktrains.com/news_update/detail.php?news_id=724578

METROLINK NEWS UPDATES

TRAIN DELAYS AT UNION STATION FROM OCT. 30 - NOV. 17

October 25, 2006

On October 30, the Centralized Track Control (CTC) signaling system at Union Station will shut down for two weeks for upgrades to the four existing leads and addition of a new one. During this time, all Metrolink trains entering Union Station can anticipate delays of 15 - 30 minutes. Additionally, track assignments for some arriving and departing trains will change. Temporary track assignments for departing trains can be found on the reverse side of this update.

Project Details:

Leads are the tracks just past the turn from the Los Angeles River which allow more trains to enter and leave the station in a shorter time period. Union Station currently has four lead tracks that all trains use to travel to or from Union Station. When there's traffic on one of the leads, trains have to briefly stop before entering or departing Union Station. The addition of the fifth lead track will ease congestion at the platforms and will reduce wait time for trains entering and leaving Union Station.

Beginning October 30, 2006, the CTC system will be shut down to allow for the upgrades and to inter-connect the new fifth lead track signals with the rest of the Union Station CTC system. The CTC system controls the switching between tracks, which is how trains are routed from one track to another. During the two week period when the CTC system is shut off at Union Station, the switches will be operated by hand. Trained Metrolink switchmen will be responsible for making sure that your train ends up on the correct track. Because of the manual operation, it will take longer than usual for trains to operate to and from Union Station.

Once the signals are physically interconnected, Metrolink must test all of the possible track configurations that a train moving to or from Union Station may use. This totals over 220 possible route combinations, each requiring at least an hour of testing.

Metrolink is planning to have the new system finished and tested in time to reactivate CTC on November 17, 2006.

Fri, 23 Dec 2005

BNSF SIGNAL FAILURE DELAYS METROLINK by California Transit Corridors
Original Story Date: 12/09/2005
Link to Original Source: http://boards.eesite.com/board.cgi?boardset=ExpoLine&boardid=metrolin&thread=69&spec=5609720

Computer failure in Ft. Worth shuts down Burlington Northern Santa Fe Railway in So. Calif.

Thursday evening (12/8) at approximately 6:25 p.m., a computer server in the Burlington Northern Santa Fe (BNSF) Railway dispatch center in Ft. Worth, Texas failed. This caused a shut down of the BNSF's train signaling system throughout Southern California for over an hour. Metrolink trains on the Orange County, 91 and Inland Empire - Orange County Lines were delayed from 30 to 75 minutes as a result. Many of the trains were held at red signals in locations where it was impossible to remove passengers from trains safely and put them on buses. The signaling system was restored at approximately 7:40 p.m. We apologize for any inconvenience this delay caused.

Sun, 09 Oct 2005

CTC in SLO Update by Yahoo Group Heads Up Coast Fans
Original Story Date: 8/27/2005
Link to Original Source: http://finance.groups.yahoo.com/group/headsupcoastfans/message/15709

From: "slotrainbum"

CTC is now being tested as signal crews are blitzing the San Luis Obispo area. This on going saga that has spanned almost two years is finally comming to an end. The old signals which date back to the World War II era have been turned to their side and the new CTC signals are turned and being tested. CTC has existed from the west switch of SLO through Santa Margarita since the war days, however, with Amtrak looking to add more trains along the coast, a plan was formulated to to add CTC to San Luis yard track, helper spur, Amtrak spur, derails, cross-over at Orcut Road, and the east switch SLO. From what I gather, this is supposed to decrease the amount of time it takes from Amtrak to get in and out of its pen, as well as allow signaled traffic both directions on either the main or main 1 track (formally main 1 and main 2).

My humble opinion is that the money could have been better spent on putting in CTC on some of the sidings south of San Luis such as at Callender, Waldorf or Devon. Once agasin, this is just my thought but it seemed with SLO with its old directional traffic and psudo-CTC with the spring switch at the east end, that all this upgrade was unecessary and better spent elsewhere. Of course, I could be wrong. Nevertheless, I am pleased to see UP slowly upgrade the coast line. It is capable of much more traffic but some serious work needs to be done both in adding/lengthing sidings north of SLO, and upgrading all the signaling.

Welcome to the new San Luis.

~John in SLO

CTC cut-in at SLO this weekend by Yahoo Group -- Heads Up Coast Fans
Original Story Date: 8/24/05
Link to Original Source: http://finance.groups.yahoo.com/group/headsupcoastfans/message/15698

From: "officecar1"

Beginning Saturday, CTC will be cut-in at SLO. It looks to encompass four (4) control points there.

More info later.

Railroad operations returning to normal after Rita by Railway Age News
Original Story Date: 9/26/2005
Link to Original Source: http://www.railwayage.com/breaking_news.html

Railroad service is returning to normal along the Texas-Louisiana Gulf Coast region following Hurricane Rita, which did minimal damage to railroad infrastructure.

BNSF Railway began operating a limited number of trains out of Houston through Temple and Fort Worth on Sept. 24. In addition, southbound train movements from Temple to Houston resumed late on Sept. 25, on a limited basis. However, Rita’s storm path did affect the main line to New Orleans, including the Beaumont and Port Arthur areas, downing trees and power lines. The BNSF portion of the main line from Crowley to New Orleans is clear of trees, but numerous signals and crossing gates are affected and without electric power. The railroad’s signal department is inspecting and repairing equipment and moving generators to signal locations. BNSF will coordinate operations with UP to restore service on this line, but this is not expected to occur until later this week.

Thu, 29 Sep 2005

Metrolink Signal Outage -- Fire Power Surge by Metrolinktrains.com
Original Story Date: 9/29/2005
Link to Original Source: http://metrolinktrains.com/news_update/detail.php?news_id=7a4cd1

FIRES CONTINUE TO AFFECT TRAIN SERVICE
09/29/2005

POWER SURGES CAUSE SIGNAL MALFUNCTIONS IN TWO LOCATIONS

11:00 a.m.

The fires in the Chatsworth area have continued to affect Metrolink train service today. Trains were delayed yesterday by a temporary closure of the Ventura County Line between Chatsworth and Simi Valley Stations. The tracks were reopened a short time later. Early this morning, a strong power surge in the line feeding Control Point Davis (a signal control point about midway between the Chatsworth and Simi Valley Stations) caused extensive damage to the signal circuitry at that location. This caused 20 to 30 minute delays to all trains passing through that area this morning. Additional delays to Ventura County and Antelope Valley Line trains were caused by another power surge at approximately 9:00 a.m. today that affected the signal system at Control Point Allen (a signal control point one mile south of the Burbank Downtown Station). Metrolink Signals and Communications Department crews have begun repairs and we hope to have them completed in time to avoid delays to afternoon trains.

Sun, 02 Jan 2005

Faulty Amtrak train may be behind '04 crash by Lansing State Journal
Original Story Date: Jan 2, 2005
Link to Original Source: http://www.lsj.com/apps/pbcs.dll/article?AID=/20050102/NEWS01/501020349/1002

Faulty Amtrak train may be behind '04 crash
Failure to trigger Charlotte signal could be cause

By Sharon Terlep
Lansing State Journal

Federal regulators are investigating whether Amtrak trains have faults that contributed to a crash that killed a Charlotte woman and her daughter this spring, according to a report this week by the New York Times.

Local people were surprised to learn the Federal Railroad Administration is looking into whether "a type of Amtrak train" may not be properly triggering warning signals at crossings.

Charlotte police determined this summer that a railroad gate failed to lower in time to stop Melanie Pouch, 45, from driving into the path of an oncoming train with her 15-year-old daughter, Meghann.

Local officials said they were told the investigation centered on the signals and the tracks, which are owned by Canadian National Railway Co. Authorities determined early that the train that collided with Pouch's vehicle was not speeding.

But, according to the Times report, the Federal Railroad Administration has found the warning signal failed, "possibly because Amtrak's braking equipment and practices, along with accumulated material on the tracks, had impeded the electrical current."

The Times investigation looked into whether Amtrak trains have a history of malfunctions that threaten passengers and motorists.

Eaton County Prosecutor Jeff Sauter said the county would likely stick with its decision not to issue charges, even if Amtrak suspected problems. He said it would be hard to prove the train operator was negligent, which is what criminal law requires.

A woman who answered the phone at the home of Russell Pouch, Meghann's father, said their attorney advised the family not to comment.

Amtrak officials say they don't know why the Charlotte signal malfunctioned. There have been no instances of Amtrak trains causing short signals, spokeswoman Tracy Connell said Saturday in a statement.

Amtrak changed its brakes and braking procedures on certain trains after the Charlotte crash. Conductors now apply brake pressure at 10-mile intervals, and the new brake shoes provide a rougher surface.

"Safety is Amtrak's top priority," Connell said in the statement.

Canadian National has received at least 15 complaints in five years of malfunctioning safety gates at the Charlotte crossing.

Canadian National didn't return calls Friday or Saturday. The company, which is conducting an internal investigation, has said the crossing passed inspections twice in 11 days before the crash.

Between 1999 and 2003, at least 45 people were killed and 130 injured in 400 train accidents at crossings where the signals did not work or were suspected of not working, according to the Times.

Railroad gates are activated when a train enters a block of electrical currents on the track, railway officials said. The bells, lights and gates normally activate about 20 seconds to 30 seconds before the train arrives at the crossing.

Jeffrey Schultz of Charlotte was sitting yards away with his wife in their car when the train collided with Pouch's four-door Pontiac. He said the gates went down far too late to stop the car.

"I was in disbelief," Schultz said. "If (Amtrak) knew there was a problem, they need to step up and take responsibility."

Contact Sharon Terlep at 377-1066 or sterlep@lsj.com.

Sat, 10 Jul 2004

Kansasville Wig-Wags by Wigwag_Fan@yahoogroups.com
Original Story Date: 7/9/2004
Link to Original Source: http://groups.yahoo.com/group/Wigwag_Fan/

To:
Subject: [Wigwag_Fan] Re: Kansasville Wig-Wags

Yes, we took down the Wig Wags at Kansasville Thursday. They did work good, but on this little used line the rail never shines up well enough to make the rest of the flashers on the line work well. We're looking at ac/dc circuits to help the credability out here. But all it took was a new guy behind the desk who wanted all the signals out on this line. I think it came down to the State guy and Trainmaster to say no. They all agreed to the wig wags because it was the end of the line, and the signals are old and the case was shot. Best just to take them out and save taxpayer dollars. It is funny that its a State Hwy. The Bar owner was first to come out and wonder- couldn't believe it, but he musta missed his 20 days to complain about the removal. I think it was a kept pretty quiet anyway.

Perhaps someone will run into a train in the early nights of winter, that'll show em.

Keith Huebner

San Luis Obispo, California CTC Trackwork by headsupcoastfans - yahoogroups.com
Original Story Date: 7/6/2004
Link to Original Source: http://groups.yahoo.com/group/headsupcoastfans/

Subject: [COAST] SLO trackwork update

I went to the SLO station after work today and here is what I found. All of the switches, except the northernmost one, have been replaced and are fully working, still hand throw. There is a fully put together switch near the N. switch, must be getting ready to place that soon.

There is a new foundation placed in the ground to hold a new signal (not seen) that will protect the helper spur and a few sprinkled around the area, don't know of the placement.

There have been insulated rail joiners installed on the two mains, but a heavy copper wire is bridging them till the official CTC cutover happens, which according to the gang, should be 3-4 months after all track work is done whenever that is.

There is a large pile of old ties, and junk, along with two old switch stands (tempting, but hope they go to a museum).

I am sure there is more to come, but here is a quick sketch of the area as of today.

Image of my sketch.
http://www.calpoly.edu/~kbates/images/SLOhist/slo_track_upgrades.jpg

Kevin in SLO <---- Out to catch the train!!!!!!

San Luis Obispo, California CTC update by "COAST" NewsGroup
Original Story Date: 7/7/2004
Link to Original Source: http://groups.yahoo.com/group/headsupcoastfans/

Subject: [COAST] SLO CTC update I saw a CTC tri-light signal with hood installed in front of the old SLO freight depot that they are renovating. Head was turned but this was the first sign of signals going up. Most likely this will replace the searchlight signal down by the old turntable which is the first signal the south-bounds see after a crew change. Man SLO is changing, with the city council approving a controversial development, now CTC is creeping in, what's next? Costco? Kevin in SLO

Wed, 19 May 2004

Wisconsin Wig Wag News by Wigwag_Fan@yahoogroups.com
Original Story Date: May 18, 2004
Link to Original Source: http://groups.yahoo.com/group/Wigwag_Fan/

To: Wigwag_Fan@yahoogroups.com
Subject: [Wigwag_Fan] Wisconsin Wig Wag News

Hi all,
The WRRS Harps in Kansasville, WI are set to be retired upon state approval. Since they are at the end on a little used line, it was decided that costly replacement with flashers and a new signal case was unnecessary. I guess the signals will be auctioned off with proceeds going to boy and girls scouts, or something to that effect.

Here are two links to the state RR commissioner website. There is interesting reading about if a wig wag is an adequate type of protection.

http://ocr.wi.gov/recent%20decisions/9040sig1141.pdf

http://ocr.wi.gov/recent%20decisions/9170sig150.pdf

Later,
Keith Huebner
CP/Soo

Wed, 28 Apr 2004

Older Iraqi Railway News by Andrew Grantham
Original Story Date: Oct 4, 2003
Link to Original Source: http://www.ajg41.clara.co.uk/iraq/news2003.html


I have recently been out to Iraq and as an ex British Railways employee have retained an interest. ... I return to Iraq on the 7th Oct. The line from Shaibah Junc (Immam Annas) to Umm Qasr is currently being cleared of UXO so that it can be doubled. The shunting yard at Umm Qasr was still out of use on my last visit Aug 2003 with derailed vehicles still in evidence. The signal box and associated yard buildings having been wrecked and looted. All the signals in the area are still in place at the time of writing. All the road crossing boxes and equipment between Umm qasr and Shaibah Junction have been looted and all the equipment stolen including the barriers, although parts of some ancient looking mechanical signaling equipment is in evidence at two locations. The Branch lines to AZP (Az Zubayer Port and the fuel tanker unload facility (called by the Brits Hectors Point) are clear and operating. There is quite a lot of traffic eminating from UQ port mainly container boxes heading all points North.

Alleged tampering with signal box leads to trial by Kenny Klein / The Desert Sun
Original Story Date: April 26th, 2002
Link to Original Source: http://www.thedesertsun.com/news/stories/local/1019789184.shtml


LARSON JUSTICE CENTER -- A Mecca man charged with tampering with a train control signal box will face a trial May 9, according to court testimony.

At Benjamin Bautista Magallon’s preliminary hearing Thursday, a judge determined there is enough evidence to support the state’s charge of obstructing or causing damage to a railroad.

Magallon, 22, is being held at the Riverside County Jail in Indio on $10,000 bail, sheriff’s deputies said. He pleaded not guilty to the charge on April 11, court records show.

Union Pacific Railroad police arrested Magallon on April 9 after they reportedly saw him tampering with a railroad signal box near Highway 111 just east of Avenue 66, records show.

During the hearing, Union Pacific signal inspector Martin Castillo told the court that the damage could have given a false signal indication to train dispatchers in Omaha, Neb., which could cause derailments or head-on collisions.

A head-on collision Tueday between a Burlington Northern Santa Fe freight train and Metrolink commuter train in Placentia killed two people and injured 260 others.

A preliminary investigation indicates that the freight train ran a red light.

Investigators say they have found no evidence of malfunctioning railroad signals or any other equipment. An inquiry will continue today into the possibility of human error as one of several possible causes.

When Do Deadly Railroad Crossings Call For Better Warning Signals? by KFVS-12 Heartland News
Original Story Date: April 28, 2004
Link to Original Source: http://www.kfvs12.com/Global/story.asp?S=956757&nav=8H3xBYiE


Missouri Department of Transportation inspectors are now investigating what caused a deadly train accident over the weekend.

Fifty-two year old Jesse Whittley Junior died when the tractor-trailer he was driving was hit by a train on Sunday afternoon. It happened at the Burlington Northern and Santa Fe crossing on Highway Z near Vanduser. Initial reports say the crossing signal lights were working, but local residents speculate that glare from the afternoon sun may have impaired Whittley's vision. State highway department inspectors visited the crossing on Tuesday to see if it's dangerous enough to need a crossing gate.

So how do inspectors decide which crossings need better warning signals, and which ones don't? Before a railroad crossing ever turns deadly, it's rated on the likelihood of an accident happening there. That likelihood is based on how many trains and vehicles cross there each day, how fast they're going, and if there's anything that might block a driver's vision. Crossings with the highest likelihood are placed on the top of a state's priority list. Once a crossing turns deadly, it might get bumped up in priority, but that's not always the case.

The Missouri Department of Transportation says just because someone dies at a railroad crossing, doesn't mean it will immediately qualify for federal funding to put in a better warning system. Each state has only so much money to spend, and a lot of crossings to consider. Missouri, for example, gets to spend about four-million dollars in federal money each year on crossing signals. The average light and gate crossing system costs upwards of 150-thousand dollars, and there are thousands of crossings that need them. Thus, the need to prioritize.

Because it doesn't get a lot of traffic, the deadly crossing on Highway Z is so far down on Missouri's priority list that even Whittley's death may not bump it up enough to get a warning gate. In Missouri, there has to be at least three deaths at the same crossing in the last five years.

But another deadly Heartland accident could bump up one crossing on Illinois' priority list. Five people died in July at a Norfolk Southern crossing on Standford Lane, just outside of Mt. Vernon. There was neither a gate nor lights to warn the family before their mini-van was crushed by an oncoming train. Since that accident, the Illinois Commerce Commission has reevaluated the crossing, and is now checking into installing both flashing lights and a warning gate there.

If a community disagrees with a state's decision, and strongly feels a particular crossing needs better warning signals, it can appeal that decision by filing a petition with the right organization. For instance, in Missouri, it's the State Administrative Hearing Commission. A judge will hear the case, and if he or she agrees with the community, both MoDOT and the railroad could be forced to help pay for the better warning signals. If the judge sides with the state, a community could get the signals it wants by raising the money on its own, and working with the railroad to get them installed. Communities in other states should check with that state's transportation department to find out where to file such an appeal.

Officials with MoDOT, the Illinois Department of Transportation, and the Illinois Commerce Commission all point out that they wish they could install better signals at every dangerous crossing. Unfortunately, there's only so much money to go around. That's why they say they would gladly welcome any community's financial help.

One Missouri Highway Patrol officer also points out that if drivers "know" that crossings are dangerous, they should take extra-special caution when driving across them.

Mon, 19 Apr 2004

Rogue River CORP Line Traffic Signal Tie-In (Mar 6, 2004) by CORPfan Newsgroup
ODOT has erected traffic lights at Depot St. in Rogue River to control vehicles coming off the Interstate. They are still bagged and are reported to be put in operation when the new bridge is complete. One of the lights is located about 100' from CORP's main line through town and would likely cause traffic to back up across the track when it's red. The question is will this light be tied in to the crossing signal circuitry so that it will change to green and remain green for Depot St. traffic whenever (or before?) a train has activated the grade crossing signals?

Answer from CORP's Xingman ----
Yes, it is tied in. There will be a "green clear out" on the traffic lights just before the crossing activates to allow any vehicles stopped on the tracks to clear out. It will stay green until the gates are horizontal, then go into a rotation that doesn't give a green light to traffic from that direction.

Mon, 09 Feb 2004

Two Charged for Railroad Signal Theft (Dec. 17, 2003) by Sheboygan Press
Two Charged for Railroad Signal Theft
Posted Dec. 17, 2003 in Sheboygan Press


Original Story on Sheboygan Press Website

Two men made their initial appearance Monday in Sheboygan County Circuit Court on a total of seven charges stemming from their alleged attempted theft of a railroad crossing signal in the City of Sheboygan last month.

Rick J. Kolosso, 36, of Greenfield, and Philip A. Tutkowski, 34, of Franklin, appeared before Circuit Court Branch 1 Judge L. Edward Stengel. Kolosso is charged with theft of movable property and criminal damage to property, while Tutkowski is charged with theft of movable property, criminal damage to property and obstructing an officer. All the charges are misdemeanors.

According to the criminal complaint, the two men were observed shortly before midnight Nov. 22 disassembling and removing a railroad-crossing signal at North 13th Street and St. Clair Avenue in the city. Sheboygan police were notified by a witness and stopped the vehicles the two were driving at North 14th Street and Erie Avenue, where they discovered the crossing signal in the back of Kolosso’s pickup truck and tools allegedly used to remove it in Tutkowski’s car.

Kolosso allegedly told police he and Tutkowski had taken the signal to use as decoration in their back yards.

If found guilty, they face fines of up to $10,000 and up to nine months in jail on each misdemeanor count.

Rail Crossing Warning Systems (Dec. 16, 2003) by UPRR
Rail Crossing Warning Systems: The Stalwart Safety Sentinels of the Road

Original Story on UPRR Website

Omaha, NE, Dec. 16, 2003 – Uniquely American, they are common, highly sought after, and work through seemingly mysterious, but time-tested science.

They are highway-rail grade crossing warning systems.

How they originated is an interesting story.

The basic technology goes back to 1870 when the track circuit was invented. The idea of using electric current in railroad rails for signaling was an idea that had been suggested as early as 1848. By dividing the railroad into "blocks" or sections, a circuit was devised to signal trains when a specific section of track was clear or occupied with other trains.

As America became laced with more railroads in the latter half of the 19th century, it became apparent that warning also should be given to people who wanted to cross the tracks. Initially, a colorful variety of signs were posted at crossings, depending on the whims of the local railroads, and in time, watchmen were stationed at the busier crossings to warn of approaching trains. Some of the crossings were equipped with gates that the watchmen manually cranked to lower or to raise.

As it wasn't practical to have people stationed at all the crossings, a way was sought to automatically alert the public that a train was approaching.

By the 20th century, the use of "cross-buck" – signs the boards forming an "x" – were common. The design formed the basic sign still in use today, but vastly improved with automatic warning advances based on the track circuit concept.

The first automatic crossing signals were bells mounted atop poles. They were activated when a train entered a circuit where the rails were insulated to confine the electric current to a designated piece of track.

The current flowed through the steel wheels and axles of the train, cutting off (short-circuiting) electricity to an electrical relay which needed the power to hold the electrical connection apart that kept the bell off. When the electricity was diverted through the train – which was a path of lower resistance – instead of the relay connection, the contacts connected and the bell rang.

The electric bell idea was quickly expanded to include a swinging round sign with a red light hanging from an arm on the signal pole to simulate a flagman waving a red lantern. Such "automatic flagmen" signals were soon dubbed "wig wags." A few wig wags remain in use today in the United States, much beloved by railfans for their nostalgic warning.

The wig wags gave way to the alternating flashing red lights mounted as part of a cross-buck sign, and often with gates as well, today the industry standard. The first flashing red light signal was installed in New Jersey in 1913.

Today the basic designs come in a wide variety of configurations, depending on the complexity of the street crossing and the railroad. Each one is custom designed to fit a specific need.

Most crossing gates are designed to protect against motor traffic in the oncoming lanes, covering half the street, allowing an escape from the tracks for motorists who happen to be on the crossing when the signal is activated. The use of "four quadrant gates" currently is being considered to prevent motorists from driving around lowered gates, a risky maneuver. The full gates would be timed to allow an escape on the "far side" of the crossing.

At some crossings where the roadway is very wide, a "cantilever" extends out above the street with additional flashing lights to warn motorists in multi-lane situations.

The basic track circuit technology has been advanced to make the signals smarter. Many signals have motion detection devices that will raise the gates and shut off the lights and bells if the train stops short of the crossing for a pre-determined amount of time. This is common where trains might make stops within a warning circuit just short of a crossing. When the train begins to move again, the signal reactivates.

Many modern crossing signals have "constant warning" technology which not only allows for the warning time, but adjusts to the speed of the oncoming train to give the same amount of warning, regardless of whether or not the train is moving slowly or very rapidly. The goal is to give adequate warning, but not too much time that would encourage motorists to disregard the signal.

The Federal Railroad Administration minimum warning time is 20 seconds. Many states issue orders specifying the designed warning time at each crossing. Designed warning times vary from the low 20s to the high 30s, depending on the circumstances at the crossing.

In addition to the signals and signs, Union Pacific rules require train crews to sound the horn a quarter of a mile in advance of each public crossing until they cross the roadway. Locomotives are equipped with a triangle of bright headlights, one mounted high and centered, and two on each lower side of the front of the locomotive. They are illuminated night and day when the train is in motion.

On Union Pacific, crossing signals are inspected regularly for a variety of safety checks. If a malfunctioning signal is noted, the public should report it via the Union Pacific Grade Crossing Hot Line (1-800-848-8715).
Since physics makes it impossible to stop a moving train in time to avoid striking a motorist or pedestrian on the track by the time the train crew realizes the danger, the public must always take extreme care when approaching a train track. It takes more than half a mile to stop a heavy freight train, even when emergency braking is used.

Signals, signs, lights and horns are important safety aids, but ultimately it is the motorist's decision whether or not it is safe to cross the tracks.

Union Pacific Corporation is one of America's leading transportation companies. Its principal operating company, Union Pacific Railroad, is the largest railroad in North America, covering 23 states across the western two-thirds of the United States. A strong focus on quality and a strategically advantageous route structure enable the company to serve customers in critical and fast growing markets. It is a leading carrier of low-sulfur coal used in electrical power generation and has broad coverage of the large chemical-producing areas along the Gulf Coast. With competitive long-haul routes between all major West Coast ports and eastern gateways, and as the only railroad to serve all six gateways to Mexico, Union Pacific has the premier rail franchise in North America.

For further information, contact John Bromley (402) 271-3475 or Mark Davis (402) 271-5459.



The statements and information contained in the news releases provided by Union Pacific speak only as of the date issued. Such information by its nature may become outdated, and investors should not assume that the statements and information contained in Union Pacific's news releases remain current after the date issued. Union Pacific makes no commitment, and disclaims any duty, to update any of this information.

Who Decides Where Railroad Crossings Are Located? (Dec. 16, 2003) by UPRR

Who Decides Where Railroad Crossings Are Located?

Original Story on UPRR Website

Omaha, NE, Dec. 16, 2003 – One of the commonly held misconceptions is that railroads decide where and what types of highway crossing signals are installed.

In reality, the process is governed by a federal program since crossing signals are defined by the Federal Highway Administration as highway control devices, not railroad signals.

Railroad crossing signal installations and signal upgrades primarily are funded by federal safety funds, originally through "Section 130 funding," but more recently under other titles. The states receive an allocation of federal money each year for grade crossing improvements.

Each state is tasked to develop a system to determine a priority list for crossing safety improvements. The factors, which can vary from state to state, include such elements as train speed, train volume, average daily traffic and accident history, are calculated by formula.

Once a state determines which crossings are to be upgraded, it contacts the railroad, which meets with state representatives on site to review the project. The process is defined as a "diagnostic." The railroad then designs the circuitry for the specific crossing and determines a cost estimate. The state reviews the estimate and once it approves it, issues an agreement to the railroad to install the desired signals.

Union Pacific averages about 400 diagnostic projects annually on its 23-state system.

Federal funds pay 90 percent of the cost of a signal installation with the local government jurisdiction-city, county, etc. - paying the other 10 percent. The railroad maintains the signals from that time forward, which usually equals the cost of the initial installation in about 10 years.

The railroad cannot, on its own, install crossing signals. It is required to get state permission.

The cost of a basic flashing light with gates crossing signal is about $142,000. Costs will vary depending on the complexity of the crossing and the sophistication of the equipment needed to meet the desired safety levels.

Generally it takes about a year from the time a crossing is identified for work to go through the complete process.

Ultimately, of course, the safest crossing is no crossing. An on-going goal of the railroad is to close unnecessary crossings. On Union Pacific's system alone more than 1,000 crossings have been closed in the last four years.

In areas where grade separations - either underpasses or overpasses - are planned, funding methods vary. The cost can range from a low of about $8 to $10 million to much more, depending on the complexity of the site.

If the project involves a federal highway and the existing crossing has electrical warning devices, the railroad is required to pay 5 percent of the "theoretical" cost. Theoretical means from the point of where the roadway starts over or under to the end of the project on the other side. If the roadway is to be widened or other improvements added, such as a cloverleaf at one end, the railroad's share is not based on the additions, just the original configuration. The 5 percent charge is based on the anticipated savings the railroad will achieve by not having to maintain the crossing signals that can be retired by the project.

If the separation is not a federal project, state and local government fund the cost since it is understood that the benefit is to the motoring public, not the railroad. If it is agreed that there is some operational benefit to the railroad, it can assist. In California, the railroad is required to pay 10 percent of the cost.

Union Pacific Corporation is one of America's leading transportation companies. Its principal operating company, Union Pacific Railroad, is the largest railroad in North America, covering 23 states across the western two-thirds of the United States. A strong focus on quality and a strategically advantageous route structure enable the company to serve customers in critical and fast growing markets. It is a leading carrier of low-sulfur coal used in electrical power generation and has broad coverage of the large chemical-producing areas along the Gulf Coast. With competitive long-haul routes between all major West Coast ports and eastern gateways, and as the only railroad to serve all six gateways to Mexico, Union Pacific has the premier rail franchise in North America.

For further information, contact John Bromley (402) 271-3475 or Mark Davis (402) 271-5459.



The statements and information contained in the news releases provided by Union Pacific speak only as of the date issued. Such information by its nature may become outdated, and investors should not assume that the statements and information contained in Union Pacific's news releases remain current after the date issued. Union Pacific makes no commitment, and disclaims any duty, to update any of this information.

Sat, 03 Jan 2004

VRE timetable a victim of signal problems by Trains Magazine

ALEXANDRIA, Va. 7/11/2003 - Evening Virginia Railway Express service was suspended for about 30 minutes Thursday while repairs were being made to the CSX signal system in the L'Enfant area. Other delays included signal problems in and around the First Street tunnel.

According to VRE, the delays were from problems with the data communications lines that transmit information to the CSX signal system. These communication lines give the data to the signals so that they can "line up" and allow efficient movements of trains down the tracks. With the communications transmission experiencing problems, the signals were not working as efficiently as usual.

Train rams SUV - witnesses say grade crossing signal failed to activate by Trains Magazine
01/11/2001

Canadian National officials say safety margin feature was turned off because of malfunctions, 'stop and flag' order not carried out.
by Tom Chmielewski

When trains and cars collide, it's usually because a driver ignored grade crossing signals.

But at a railroad crossing in DuPage County near Chicago Tuesday, the driver had no warning when a 89-car freight struck her Ford Explorer and dragged it down the line before the vehicle rolled over and out of the train's path. The occupants were hospitalized and the railroad is coming under scrutiny for circumventing the safety margin in the signal.

Canadian National leaders on Wednesday said they were aware of warning system equipment problems at the point where their tracks cross Army Trail in Bloomingdale. Officials told the Chicago Tribune that the signal had become a trouble spot for the rail line in recent weeks. Melting snow had repeatedly interfered with circuitry that activates warning lights and gates, a spokesman said, causing the equipment to activate when no train was present.

To avoid the problem as temperatures climbed back toward the freezing mark and above this week, the company decided to reconfigure the crossing's warning system. Instead of activating safety equipment from a few thousand feet away from the crossing, according to state guidelines, the spokesman said the crossing circuitry was reconfigured so trains would not activate the warning lights and gates until they reached the crossing itself.

Engineers were under a "stop and flag" order for the crossing, and instructed to inch their trains toward the crossing to make sure the lights and gates worked as they reached Army Trail Road. Company officials said they were trying to determine why the train on Tuesday failed to slow and went through the crossing at normal operating speed. The gates did eventually activate, but only as the train reached the crossing in the same second as the impact, authorities said.

Michael Purviance, a spokesman for the Federal Railway Administration, told trains.com on Thursday that the incidents where crossing signals aren't activated in time are so rare that "We don't even have a category for it" in the agency's safety statistics. "These types of accidents are very few, not common at all."

The accident remains under investigation, so Purviance could not give an official account of what happened. But he did add that another long-time staff member of the FRA said "he doesn't remember anything like this."

A school bus with 30 high school children was at the crossing when the accident occurred, but because the bus driver stopped before the crossing as required by state law, he saw the train approaching and did not continue across. But he couldn't warn other drivers in facing traffic about the oncoming train.

The driver of the car, Francisca Valarde, 72, of Addison, remained in fair condition Wednesday at Central DuPage Hospital in Winfield, while her husband, Fidel Valarde, 71, was in serious condition at the hospital. Their daughter Lilia Apulello, 38, of Carol Stream, the driver, was treated at the hospital for a broken arm.

Wed, 03 Dec 2003

TRAFFIC SIGNAL DESIGN CITED IN COMMUTER TRAIN COLLISION by NTSB
Washington, DC - The National Transportation Safety Board today determined that the probable cause of the collision earlier this year between a commuter train and a truck in Burbank, CA, was "the design of the traffic signals' railroad hold interval, which displayed a flashing red arrow for the eastbound North San Fernando Boulevard left turn lane onto North Buena Vista Street."

In this accident, the collision occurred when the truck driver made a shallow left turn onto North Buena Vista Street after activation of the flashing red left turn arrow. The signal system was functioning as designed, the Board said, and the truck driver acted accordingly, stopping his vehicle for the continuous red arrow that governed the left turn lane; only after that arrow changed to the all-red-flash mode did he proceed into the intersection and onto the crossing, and the collision occurred.

The Board found that the truck driver lost "situational awareness" in a confusing environment that "required significant mental alertness." Consequently, he missed the cues calling attention to an approaching train. Use of the all-red-flash mode for traffic signals at a railroad grade crossing, the Board said, has ambiguous meaning, can be confusing to motorists, and, as a result, creates unnecessary risks to life and property. As a result of the investigation, the Board recommended that the California Department of Transportation prohibit the all-red-flash option for traffic signal indications during the railroad hold interval at grade crossings.

A synopsis of the accident investigation report, including the findings, probable cause, and safety recommendations, can be found on the Publications page of the Board's web site, http://www.ntsb.gov. The full press release is available at http://www.ntsb.gov/Pressrel/2003/031202.htm.

Mon, 01 Dec 2003

More Semaphores out of service by ltuttle
Date: Sat Sep 15, 2001 5:53 pm

The Signal Department of the Central Oregon and Pacific took three sets of Semaphores out of service yesterday, September 14, 2001 and cutover three new Electrocode 4 Tri-color signal pairs. This cutover occurred between Rogue River and Grants Pass, Oregon. Details of these changes (as well as remaining Semaphores) may be examined at: http://www.alpharail.net/corp/signals/siskiyoulinelist.htm .

The blades have been removed from these signals and the masts will be taken out within the month.

This leaves only three sets of operating Semaphores between Medford and Cornutt: the pair of doubles at the I-5 crossing near Tolo, a pair of singles south of Valley of the Rogue Park and the double/single pair at the north end of Rogue River (also visible from I-5). The northern two sets of these Semaphores are expected to be gone by year's end.

A few of the signals taken out of service this week will be available for sale. Details will follow on CORPfan and Shasta-Siskiyou.

Larry Tuttle
CORP Home Pages
http://www.alpharail.net/corp/corp.htm

Sun, 16 Nov 2003

All semaphores will be gone from the Siskiyou line by 2005 by Xingman
I was just sitting down this week and figuring out the plan of attack for upgrading the signal system. We will finish upgrading to Ashland in a couple of months eliminating the last two semaphores on the south end of the line. Between our budget for next year and what the City of Cottage Grove is paying for, we will upgrade to electrocode from Rice Hill to Walker next year. This leaves us a short jump from Walker to Springfield Jct. in 2005. That means all semaphores on the Siskiyou line will be gone by the end of 2005. That gives us two years to enjoy them while they are here.