Strange Lights
The following is probably old hat for locals, but for non-locals and out of state folks ...
From CP SUMMIT eastward for about two miles is a stretch of floodlights on both sides of the tracks that light up the night sky. It is an area well lit up like a classification yard without the classification yard.
At dusk on the east end looking westbound where the lights begin:
Just a little bit earlier and where a dirt access road goes to the tracks (lower left).
Visitors beware! Security is ever present and the access road is gated.
Continued ...
----------------------------------------------------------------------------------------------------------------------------------- K.P.’s absolute “theorem” from early, early childhood that he has seen over and over and over again: Those that CAUSE a problem in the first place will act the most violently if questioned or exposed.
Update as of Sunday, May 15, 2011:
Progress at CP LUGO
Two new cantilever signal bridges are now in the process of being put in at each end of CP LUGO (M.P. 50.1).
Only the east partial structure was up on Saturday night, May 14; but on the next evening, Sunday, May 15, the west partial structure had been erected also.
On the above photo, on the left, only one target mast is seen. The other target mast is behind the new left structure, and approaching eastbound trains from the left can see the old target signal with an unobstructed view.
A loosely assembled staging area (including containers of equipment) is presently present at CP SUMMIT (M.P.55.9). Two overhead cantilever structure parts are at Summit also, one with signal heads and the other without them yet.
Very likely the overhead cantilever parts are for completing the new cantilever structures at CP LUGO, about six miles to the east.
Because the west cantilever structure of the two is NOT a three-track structure, but both structures are only two-tracks wide, the evidence is clear and definitive now: No further three-tracking eastward from CP MARTINEZ (M.P. 52.8) will take place, at least for now. Maybe some time way in the indefinite future, but not now.
------
In sequence, this post is followed by "The Strange Lights" (followed by a "Second Section").
CNW 6000 [snipped] K. P. Harrier: Update as of Wednesday, April 27, 2011 Victorville-Oro Grande Area Part I (of I-II) I noticed on the photo quoted above the height of the truss bridges. Not having ever been to the area, is it very windy? I have heard reference to giving windy areas higher 'sides' on bridges. Roughly how wide is the area spanned? My guess is that if wind is NOT a factor in the height of the bridge sides you're probably correct in the design of any new structure.
K. P. Harrier: Update as of Wednesday, April 27, 2011 Victorville-Oro Grande Area Part I (of I-II)
Update as of Wednesday, April 27, 2011
Victorville-Oro Grande Area
Part I (of I-II)
I noticed on the photo quoted above the height of the truss bridges. Not having ever been to the area, is it very windy? I have heard reference to giving windy areas higher 'sides' on bridges. Roughly how wide is the area spanned? My guess is that if wind is NOT a factor in the height of the bridge sides you're probably correct in the design of any new structure.
That difference in span lengths ==> a roughly proportional difference in height. As well, different eras of design philosophy and material/ steel fabrication economies, etc. - the 2nd bridge was likely installed many years after the 1st - would explain the difference in heights to me more than any desire for wind 'sheltering' effects. Since they are both comparatively 'open' through truss bridges already, they're not going to provide much sheltering anyway - a thru plate girder bridge would be a much better choice for that benefit.
I'll take a contrarian position and say that if a 3rd track is installed, it will likely get its own bridge - most likely a through plate girder, as that length is within the upper end of the range for those, and that would be less complicated than a through-truss type (the river underneath would rule out deck-type bridges). If there's nothing really wrong with either of those other 2 existing bridges, then there's no reason to replace them and incur the costs and traffic/ service disruptions that would involve. If it's just a matter of signal visibility, that issue may become moot if PTC is implemented; and even if that doesn't occur, it would be far cheaper to install 'repeater' signals on the near side of the bridges than to replace the 2 otherwise serviceable bridges.
- Paul North.
My snipping capability seems to be gone this morning. But K.P., you were mentioning the use of two heads to "repeat" a signal further down the line. As a musician would say, this is probably not a literal repeat. Instead, the new second head gives the signal the possibility of showing "advance approach diverging" aspects, if there is a crossover two signals away. In the new signal installations in my area, this is also a possibility. The bridges are up and functioning in our area, but the lower heads remain dark, because the crossovers have either not been made operational yet (Lombard) or not even installed (Wheaton). For now, everything that's up is performing the role of a four-aspect block system, using only one head per signal.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
K. P. Harrier Update as of Wednesday, April 27, 2011 Victorville-Oro Grande Area Part I (of I-II) ... and semi-blocked by a truss bridge. Within the left truss bridge, one can see the tracks in the far background swinging back to the left. (snip) In this forumists OPINION, if three-tracks is ever put in here, the two truss bridges will go bye-bye, and a new, straighter aligned three-track pre-stressed concrete structure will be put in. Continued in Part II
... and semi-blocked by a truss bridge. Within the left truss bridge, one can see the tracks in the far background swinging back to the left.
(snip)
In this forumists OPINION, if three-tracks is ever put in here, the two truss bridges will go bye-bye, and a new, straighter aligned three-track pre-stressed concrete structure will be put in.
Continued in Part II
Dan
Part II (of I-II)
The first (and only) intermediate set (on the two-track line) railroad east of [CP] EAST VICTORVILLE and west of EAST ORO GRANDE (i.e., between the two CP's) is shown below.
In that just above view, the lower heads only have two shaded bulbs each, and not three! This was among the first conversions to tri-lights many years ago. Newer lower heads have the nun-look and have three bulbs, actual tri-lights.
For the private-eye types ... the fact that there are only THREE lower heads on the two masts is proof that [CP] EAST VICTORVILLE (way out of view to the photo right) is only a SINGLE-crossover CP.
At [CP] EAST ORO GRANDE (M.P. 29.4), another mast has been put in. View looks westbound at the east side of the CP.
If you look carefully in the above photo, the center of the CP (left) is the low point, with both westbound and eastbound out of the CP the grade elevates.
The new shiny, chrome-like, polished SILVER CP box (lower center, right box) had a greenish tint ...
... as it reflected the many picturesque trees nearby.
--------
A PS memo: As expected, K.P. did not have time to check out the [CP] LUGO (M.P. 50.1) area; but still feels it is the CP to watch, as triple-tracking the [CP] MARTINEZ (M.P. 52.8) to [CP] LUGO section on the east slope of Cajon Pass would enhance further the now rather free flowing movement of trains. With the present signal tri-lighting EAST of [CP] LUGO, the evidence seems to be indicating that triple-tracking eastward from there may be way in the future.
At [CP] EAST VICTORVILLE (M.P. 34.6, Cajon Sub), looking railroad west at the eastside westbound mast signals:
The backside of the west cantilever eastbound signal bridge.
In the above view, the three signal sets is NOT for a third main, but the leftmost heads are for an industrial track connection to the two-track line.
That same cantilever signal bridge was previously posted-about using the below April 9, 2011 photo:
Because the PREVIOUS, old cantilever structure's leftmost signal only had ONE target head whereas the two right signals had two target heads each, there was a question that arose that maybe another crossover had been put in at [CP] EAST VICTORVILLE, though aerials (with the new cantilever signal bridge in view) showed there was only one crossover.
But, observations this date and the top photo in this post with the mast signals indicate the CP still only has one crossover and not two. So why, then, does the previously one target head signal spot now have two tri-light heads? Apparently, it merely repeats the next signal east. Such repeat-like signals do exist, one being the first eastbound intermediate east of [CP] DAGGETT (M.P. 737.3) on the Needles Sub, which first signal apparently repeats the second signal east of [CP] DAGGETT when in an advance indication for a crossover alignment at [CP] MINNEOLA (M.P. 731.2).
Reference that first photo above again, this forum contributor is surprised the 'hooded' east signals of [CP] EAST VICTORVILLE use masts, and not a cantilever signal bridge, seeing the track east of the CP is on a curve ...
It should be noted that this location is EAST of the natural crossover at M.P. 39.1 where trains to the west are left biased, whereas trains east of M.P. 39.1 are RIGHT biased, so the westbound trains going through the above truss bridge (coming at the camera) on Main 1 (left) would have the signals at [CP] EAST VICTORVILLE blocked by an eastbound (on Main 2, right) if there happened to be an eastbound at the same time.
Update as of Monday, April 18, 2011
Frost-Lugo
The new, not activated yet tri-light signals were observed at [CP] FROST (M.P. 38.0).
The above view was from the south side (railroad west). The famous, rocky Mojave Narrows is in the background.
Some heads have black wrapping over them.
The 'laying on the ground' masts that were at the first intermediates south of Frost (the fourth north of [CP] LUGO) that was previously posted about are now erected. The CP's communication antenna is on the left.
Those new heads are nicely wrapped also.
[CP] LUGO (M.P. 50.1) was checked out as well, but the tri-lights still have not come to that CP.
This forum contributor believes that [CP] LUGO is THE location to watch. IF tri-lights only replace the current targets, then triple-tracking anytime soon is unlikely. If a three-track width cantilever structure with tri-lights on it is installed on the WEST end of [CP] LUGO, triple-tracking from the west is likely imminent. Another angle is that tri-lights may wait till triple-tracking actually resumes eastward from [CP] MARINEZ (M.P. 52.8) at some distant future date.
K.P. does not anticipate being in the Lugo area to make further observations for at least two weeks, maybe longer.
K. P. Harrier Update as of April 14, 2011: Part C (of A-C) Good News about Saving Time! Both vehicle-driving railroad workers and railfans alike that travel over Highway 138 between I-15 and Summit must travel a time-consuming, winding, almost dizzying route, and must watch the road instead of any train that may be in the background (upper right). That is all going to change! California Department of Transportation (Caltrans) land surveyors were out using GPS surveying equipment in preparation for a road straightening project. K.P. had a discussion with the very friendly surveyors. They mostly use GPS units these days, but use a traditional theodolite with a telescope-like viewer when they must work under obstacles, like overpasses, where satellite GPS signals are hindered.
Update as of April 14, 2011:
Part C (of A-C)
Good News about Saving Time!
Both vehicle-driving railroad workers and railfans alike that travel over Highway 138 between I-15 and Summit must travel a time-consuming, winding, almost dizzying route, and must watch the road instead of any train that may be in the background (upper right).
That is all going to change!
California Department of Transportation (Caltrans) land surveyors were out using GPS surveying equipment in preparation for a road straightening project.
K.P. had a discussion with the very friendly surveyors. They mostly use GPS units these days, but use a traditional theodolite with a telescope-like viewer when they must work under obstacles, like overpasses, where satellite GPS signals are hindered.
Wow! While I like the character of that twisty, turny segment of SR-138, I also like the fact they are working on straightening it. Thanks for this set of updates too, K.P.!
K.P. Are you sure that wasn't just a relative of Wall-E?
Update as of Friday, April 15, 2011
By Highway 138 & I-15 ... Finally!
Recently, it was mentioned that the old target signals on Main 3 between CP CAJON and CP SUMMIT oddly have not been converted to tri-lights.
Well, that conversion is now taking place!
Again, the new tri-lights are on two masts on top of a box.
I got close to the unit, and it kind of looked sinister ...
... and a robot-like voice from the unit said: "You are a railfan. I must zap you." Seriously, it was a cool piece of equipment. Some lights flashed, others were steady. Some here at the forum actually use these types of instruments, and can relate totally to them.
K.P. resides probably within 15 miles (the way the crow flies) of the surveyors and the pictured instrument, so is quite familiar with Cajon Pass. The straightening of Highway 138 in the near future will be a very welcome change, and will make it much easier (and quicker) for railfan visitors seeking a look at the new tri-light signals and triple-tracking to get to key viewing locations.
Part B (of A-C)
Maintenance Work
Between CP SUMMIT and CP MARTINEZ, on the third, southernmost track, a bunch of track equipment was working, which in effect turned the triple-track line into single-track, because from CP MARTINEZ to CP LUGO there are only two-tracks and no crossovers.
Union Pacific's Palmdale Cutoff is visible at the very top of the above photo. The road in that photo is Summit Valley Rd.
Another view:
The auto speed limit on Summit Valley Rd. (lower photo's lower right) is 30 M.P.H., which feels literally like a crawl. Most locals fly by at 60 M.P.H, sometimes 70 M.P.H. It is an unreal sight to behold! Because drivers have to watch the roadway at such speeds, few see (or appreciate) the trains that parallel the road ...
Trains were crawling through the area because of the track work.
The track equipment above was undoubtedly the parked equipment photographed (and posted about) at Oro Grande a week or so ago.
Continued in Part C
Part A (of A-C)
The New Signals
The intermediate signal location a few miles EAST of CP LUGO on the east side of Cajon Pass has had both new tri-light signals erected now.
At CP LUGO, no new masts have yet been brought to the site. So, it is still unknown if triple-tracking will be extended about three miles from CP MARTINEZ to CP LUGO.
After studying aerials of the area, it appears there is already graded room for third track. Just west of CP Lugo, on the south side, is where the old Lugo siding use to be in double-track (NOT two-track) Automatic Block Signal (ABS) days. So, it would seem no grading (or at least minimal grading) is needed.
Continued in Part B
Update as of Saturday, April 9, 2011
The New Signals on the East Slope of Cajon Pass
Part VII (of I-VII)
Going way back west to CP LUGO ... K.P. hopes to keep an eye on that location as time permits. With paired tri-lights just replacing paired targets as photo reported in this post series, obviously triple-track is NOT soon.
Whether the section between CP MARTINEZ (M.P. 52.8) and CP LUGO (above previously shown photo's right) and below ...
... will soon be triple-tracked or not is yet to be seen. But, LUGO is the CP to watch. If only four tri-lighted masts are erected, that is NOT a good sign, and further triple-tracking could then be years away. Another factor is that CP LUGO would need to be lengthened for any triple-tracking crossovers, and that lengthening may or may not be possible because of curves on each side of the CP.
Part VI (of I-VII)
At CP EAST ORO GRANDE (M.P. 29.4), old target heads are in use. The two below views look at the east (south) side signals.
This desert Transcon line IS busy! The short time K.P. visited CP EAST ORO GRANDE two trains quickly passed, including a UP with a DPU unit pushing. The track through here is highly embanked.
The west (north) side of CP EAST ORO GRANDE has a newly erected, inoperative tri-light! Dark storm clouds covered the CP in an otherwise sunny area, and made for an odd lighting affect at photo time.
East (north) of this location tri-lights were put in several years ago.
Continued in Part VII
Part V (of I-VII)
At Oro Grande, a whole bunch of inoperative track equipment was found to be present.
Where the equipment had been or will be used at is unknown to K.P. However ... From a few weeks to a month ago a big tie replacement project took place in the Colton area, where the Transcon crosses the UP Sunset Route.
That project included night work.
Maybe the equipment at Oro Grande had come from the Colton area.
Continued in Part VI
Part IV (of I-VII)
Because of time constraints the next signals east, at CP FROST, could not be gotten near to or photographed, so it is unknown what the tri-light situation is there.
Between CP FROST and CP EAST VICTORVILLE (M.P. 34.6) is only a signal block's length, so there are no intermediates between those two points. A south (west) signal bridge with tri-lights is operational at CP EAST VICTORVILLE.
However, K.P. reviewed his photo files and, in one highly blown-up photo, found that the above cantilever bridge with tri-lights was present back in April 2009.
In the above photo, the signals, from left to right, are for Main 1, Main 2, and a non-mainline industrial track.
In target signal days with a frail cantilever signal bridge, the left signal only had a top head, and NO lower one. With tri-lights now, a lower left head is present.
A link to a MapQuest aerial view is below. It shows a single crossover ...
http://classic.mapquest.com/mq/1-Clem9Zc_T*sZ
... so why the left signal on that cantilever structure has a lower, unneeded head is unknown, but it may be to merely repeat the indication of the next intermediate signal ahead. If one moves the above aerial view upward so more beneath becomes visible, the new, silver colored cantilever structure comes into sight, proving the MapQuest view is contemporary and current.
Continued in Part V
Part III (of I-VII)
The photos in Part II looked south (westbound). The below photo from the same location looks north (railroad east).
Very near those signals the tracks separate for the natural crossover where the right track goes over the left track.
The location highlighted in Parts II and III was previous shown in a distant, high-up view to the location's north.
The camera, in Part II and III, was positioned on the right in the just above photo.
Continued in Part IV
Part II (of I-VII)
In the series "Tri-lights on the Prowl" of several days ago, the second and third intermediate sets east of CP LUGO was shown. Apparently, those signals' locations were the easiest to get to, so those tri-lights were erected first.
The fourth and last intermediate set east of CP LUGO had the old target signals still ...
... but the site did have offloaded mast equipment ...
... and a shiny new electrical box.
Continued in Part III
Part I (of I-VII)
Eastward between CP LUGO (M.P. 50.1) and CP FROST (M.P. 38.0) there are currently five block pairs, and four intermediate signal pairs on the two-track line. On the Cajon Subdivision eastward out of San Bernardino the line is left running biased, up the western slope, and down the eastern slope. At M.P. 39.1 Main 2 bridges over Main 1 and the track identifications reverse, so Main 1 is ALWAYS the right track as viewed by a train traveling west.
In the previous post series, three intermediates were emphasized: NO new signals at the first intermediates east of CP LUGO, but new signals erected at the second and third intermediates east of CP LUGO.
On April 9, 2011 that first intermediate set east of CP LUGO was being worked on: A mast had been erect for Main 1 (right).
The Main 2 mast was still on a transporting trailer.
That trailer with a mast on it is seen photo visually between the current masts, and between the photo center and the photo bottom.
Tri-Lights on the Prowl
PHOTO #6:
A couple of miles further west now, are the last intermediates before CP LUGO.
Those intermediates did NOT have any new tri-light signals beside them.
PHOTO #7:
At CP LUGO (M.P. 50.1), an eastward view at the EAST side. The mountainous aspect of Cajon Pass is really starting to show itself.
PHOTO #8:
The WEST side of CP LUGO, looking eastbound:
K.P., lacking any official word of what is going on, perceives THREE possible explanations or scenarios for the target signals remaining in Photo #6:
First, BNSF is possibly just replacing the target signals, and the westward replacement progression hasn't reached the first intermediate signals east of CP LUGO yet.
Second, BNSF may rearrange the signal location in Photo #6 to EAST of the curve (right foreground) instead of west of the curve (background).
Third, BNSF might triple-track EAST of CP MARTINEZ (M.P. 52.8) to somewhere in the CP LUGO area.
You may or may not see other possibilities.
But, the fact that new tri-lights are presently being installed in the Hesperia area suggests the east slope of Cajon Pass currently is an area that the forum may want to keep an eye on.
PHOTO #3:
By Main St. now ... Westbound is to the photo right.
PHOTOS #4:
A direct side view:
PHOTO 5:
The Main 2 side has two masts on a box, as did the location documented in Part "A.":
K.P. had unexpected, pressing personal business in Hesperia, CA this past Tuesday, March 29, 2011, right by the BNSF Transcon tracks! Thereat, on the east slope of Cajon Pass, at the Main St. overpass, not activated new signals were observed. K.P. then went a couple of miles eastbound (north) to the next set of intermediates, and found not activated yet new signals there also. The line was then followed westbound into heart of Cajon Pass. The resultant, documenting photos in this post series are presented on an east to west basis.
PHOTO #1:
In the M.P. 42.9 area (westbound is to the right):
PHOTO #2:
A similar view: Note that the far side new signals are on two masts on top of a single box.
K. P. HarrierWhile all tracks are bi-directional, the present wacky general arrangement is a CROSSOVER routing at CP SUMMIT (Main 2 in the east to Main 2 in the west) and a TURNOUT routing at CP MARTINEZ (the siding in the west to Main 1 in the east).
K. P. HarrierColton Crossing For those that might not be following the "Sunset Route Two-Tracking Updates" thread, tri-lights are being installed at the Colton Crossing.
Links to my Google Maps ---> Sunset Route overview, SoCal metro, Yuma sub, Gila sub, SR east of Tucson, BNSF Northern Transcon and Southern Transcon *** Why you should support Ukraine! ***
Update as of Tuesday, March 1, 2011:
Part IV (of I-IV)
Missing Tri-Lights
It has been over two and a quarter years now since the nearly 16 miles of triple-tracking has been finished between CP KEENBROOK (M.P. 69.4) and CP SUMMIT (M.P. 55.9), and Main 3 (the steep 3% line of 6.9 miles) between CP CAJON (M.P. 62.8) and CP SUMMIT still has NOT been converted to the new tri-light signals, but continues to use old target signals.
The above not previously posted photo is from June 14, 2008.
The particular signals above (photo lower left) also still have the tan mast paint from the 1970's so they would blend in with the surroundings, making them camouflage-like and less inviting for hunters and people with rifles seeking targets for shooting practice. On the 2.2% line, the new cantilever structures for Mains 1 and 2 have the polished silver-like metal.
Future Triple-Tracking
It should be noted that Cajon Pass radio chatter has been greatly reduced since the third track was laid and became operational in the heart of Cajon Pass itself in November 2008.
Now that the Abo Canyon project in New Mexico is winding down, maybe ("maybe") the resumption of triple-tracking eastward from CP MARTINEZ (east of Summit) will occur.
An only three-mile section between CP MARTINEZ and CP LUGO would make a good start on a POSSIBLE triple-track resumption (if that is eventually what BNSF does) without too terribly much of an investment compared to the nearly $80 million they spent for 15.9 miles between CP KEENBROOK to CP SUMMIT! Or, they could go all the way to Frost, or even Victorville.
While all tracks are bi-directional, the present wacky general arrangement is a CROSSOVER routing at CP SUMMIT (Main 2 in the east to Main 2 in the west) and a TURNOUT routing at CP MARTINEZ (the siding in the west to Main 1 in the east).
Sometime down the road that odd routing likely will be more normalized with straight tracks as triple-tracking continues eastward ... Whenever that will be ...
Colton Crossing
For those that might not be following the "Sunset Route Two-Tracking Updates" thread, tri-lights are being installed at the Colton Crossing. A southward (westbound) view from Valley Blvd:
A south side view looking northwestward:
Construction for the Sunset Route Flyover at the Colton Crossing site should begin late this year (2011), and last till late 2014.
The above signals seem to be the railroad's response to the government's recent laws for Positive Train Control (PTC) and not directly related to the Flyover.
When the Flyover is finished, and a third-track is laid between Colton and Highgrove, BNSF will have a rather free-flowing railroad from Los Angeles through Cajon Pass, and over to Barstow without much interference at all.
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1110111
Part III (of I-IV)
A Side Trip about Bridge Structures
Concrete bridge structures are a marvel of engineering design, as seen in the previous Part II. About 45 miles further railroad west, the old Santa Fe "Second District," now owned by commuter interests, crossed the 210 Freeway in Arcadia (near Pasadena) on a marvel of a curved bridge. It was torn down years ago because it was not earthquake safe, but the commuter interests will start a replacement in a few months. But notice what was left behind years ago ...
The east end:
View across the freeway:
A closer view:
While a roadway bridge does not have to hold up the weight of a train, bridging in any form is a marvel.
Getting back to the Fifth Street Bridge in San Bernardino ...
While the present construction affords opportunities for photography, the Fifth Street Bridge is another example of how railbuffs are increasingly finding hindrances to photo documenting a three-track line. A spare camera with a very small lens comes in handy with such fencing.
Part II (of I-IV)
Radical Freeway Changes in San Bernardino (Continued)
Surveyors were on site doing their measurements and markings. But they must be invisible, stealth-like types, as K.P. never seems to see them ...
In the just above photo, the fencing is the small wire meshing type that hinders railroad photography.
It is amazing how bridges are constructed.
In this four part series:
Part I: Radical Freeway Changes in San Bernardino
Part II: Radical Freeway Changes in San Bernardino (Continued)
Part III: A Side Trip about Bridge Structures
Part IV: Missing Tri-Lights; Triple-Tracking Is Working; Colton Crossing
Part I (of I-IV)
Radical Freeway Changes in San Bernardino
For over fifty years what is now the I-215 Freeway has been in place. But, the whole freeway is being rebuilt on different alignments.
In the above photo's lower left, from left to right, are Mains 1, 2, 3; the far left track is used for intermodal pickups.
The crossovers for the three-track CP BASELINE are visible in the distance.
Right and above the photo center, is a new bridge support. It is actually in the way of the old freeway alignment, and the freeway presently has to go around it. Since the new freeway alignment will be further away from the tracks, it will be a safer environment for motorists. K.P. has driven the freeway in question for years ... and shuddered at the thought of a derailment. Engines and freight cars could theoretically end up on the freeway with motorists swerving out of the way if they could!
(Reference the past closeness of the freeway, a photo of such is the first one of Part A in the K.P. post of September 14, 2010 on this page.)
Previously, the I-215 southbound traffic exited at what was called Fifth Street but in reality was actually funneled to Sixth Street, and the arrangement was a left handed exit. That is being changed to Fifth Street itself, and bridging for the exit is now being constructed.
A west side view looking east:
I seem to remember that culvert extensions and other ROW "Make Ready" had ready been completed well past Lugo into Hesperia back before CP 3MT construction started.
K.P. ... you are the RR western conspiracy theorist. :)
Robert
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