A Memo about Thousand Palms, CA
The previously shown signals pictured below were put in last year in the two-tracking process. The view looks west from the Cook Street overpass by I-10. This four-block stretch of Sunset Route between [CP] MYOMA and [CP] RIMLON (both west of Indio) presently has signaling function never before seen by this forumist in CTC territory anywhere in California.
The area apparently does NOT have a direction of travel, where the signals AGAINST the set direction of traffic are red. ALL top signal heads for both directions (east and west) in the above photo displayed flashing yellow! And, these seemingly perpetually lit signals have done so for months, when the tracks are not shunted or CP signals at MYOMA or RIMLON are not lined into the intermediates!
Coming in TRAINS Magazine ...
This forumist has received word that one of the early 2010 TRAINS Magazine issues (which one reportedly has not been determined yet) will have a news update on the Sunset Route two-tracking by one of its well known correspondents. It is unknown how extensive or brief it will be, but to know that something is in the works on the subject is welcome news!
----------------------------------------------------------------------------------------------------------------------------------- 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.
The Maricopa, AZ Signal Facility
Part A (of A-C)
The following are September 4, 2009 views of the signal facility in Maricopa right by public back-roads. Since this poster's previous visit back in May things seem to have greatly expanded at the site.
An old CP box and part of an ancient style signal were adjacent to the mains (right).
Since the old signals being replaced in the two-tracking through Arizona are old target heads, it is unknown if these tri-lights are new or transplanted used equipment, or what they will be used for.
Much of the silver painted equipment looks scratched and generally used.
Continued in Part B
Part B (of A-C)
Electrical boxes in the background are both old (silver) and seeming new (gray).
A nun-like unattached shrouding was present also. Since many three-bulb heads, as seen in this view, were black, they probably have never been painted silver, hence, most likely are new.
An ancient target signal is right among the more contemporary equipment.
Continued in Part C
Part C (of A-C)
A group of stands were present; some of which looked new while others obviously had previously been buried.
An old, dirty dual-control switch motor is among the items in the unfenced area.
High up on a square wooden lumber piece: A somewhat explanative sign. Arizona is mostly sunny and bright, but clouds were starting to come. The next morning it rained cats and dogs, and gave the laying around signal equipment a good drenching.
For as little of two-tracking that has taken place west of Tucson, it is amazing such a pile of signal related equipment could be photographed in Maricopa. Will a skeleton crew, as time permits, start erecting signals for the sometime in the future two-tracking, perhaps from Maricopa to Casa Grande? Of note was that all the masts were short with TOP signal heads, NO equipment for a yellow over yellow indication.
What Do ES44ACs (C45AC-CTEs in UP Parlance) Have to Do with Two-Tracking?
In the below September 30, 2009 photo of the east end of West Colton's Receiving Yard, looking west from Cedar Ave. in Bloomington, CA, a line of dead, stored locomotives sit on ‘blue flagged' yard Track 201. The first unit is a 5500 type, and a number of units back after that are of the newest GE power, 7600-7924.
Most of the stored SD70M units are now gone, replaced by old secondary power, such as SD60s and other old "junk."
This forumist has gotten the distinct impression that as units become due for costly major servicing, they are put in storage, but replaced by not very old previously out-of-service units with many miles yet before they require heavy servicing. Such would be a masterful approach, and the hope might be that the economy would improve and business increase, so that money would then be available to service the stored units.
In like manner, track and signaling require upkeep. Even then the required personnel have brief free times. That might explain recent brief, inconsistent spurts of activity in Arizona, as well as the West Colton Yard and Pomona areas in California.
In the photo above, the track on the far right is the new Main 1 put in just last year, and was built from scratch. The short train on the photo bottom shows how that track alignment shifts. On the far left is the new cantilever signal structure west of Cedar Ave., and the tilting telephone pole probably became tilted by very strong Santa Ana winds that occasionally buffet the area.
K.P., will your first-hand, boots-on-the-ground knowledge of the Sunset Route (its geography, its place names, etc.) be made available to them for this upcoming story?
Bruce Kelly (10-4):
I have not been asked to assist in any way, nor anticipate such. An official TRAINS Magazine correspondent is probably better equipped to get official update information from UP.
While I Have You, Bruce, Can You Believe This?
As you undoubtedly know, at the whim or discretion of the Corridor Manager, Sunset Route trains between Colton and Pomona, CA can be routed onto the alternate BNSF and LA&SL route via Riverside. Such trains pass this previously posted EASTWARD view of the LA&SL Pachappa Cut in Riverside.
The WESTWARD view shows something very strange and unusual on the S-curve ....
Is that a railfan platform trackside with safety railings to take great pictures from?
I seriously doubt that. But, aerials give me the impression that a water channel (or something) bisects the track, which would necessitate a fluid falling to beneath the track and being pumped back up the other side. Does that sound right, Bruce? Anybody else know what this is?
K.P.
If the structures on both sides of the track are indeed for an aquaduct, water probably would flow through like in a curvy plastic straw without need of a pump. All the same, a clean-out would be needed to keep what amounts to a u-trap from clogging.
Whatever, why wasn't it designed for a future second track?
HarveyK400Whatever, why wasn't it designed for a future second track?
Even before the SP merger, UP double tracked all of the easy sections between Pomona and Riverside. Now that they own the Alhambra and Mojave subs, the probability of more double tracking in this area is ...... nil.
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! ***
HarveyK400 Whatever, why wasn't it designed for a future second track?
HarveyK400 (10-5):
"Designed" was a good word choice, HarveyK400. The designers of the narrow Pachappa Cut probably never dreamed the line would ever be two-tracked. (Strangely, up in the Rainbow Canyon area near Caliente, Nevada on the way up to Salt Lake City, UT, the Los Angeles & Salt Lake Railroad (LA&SL) tunnels were bored for two-tracks.)
The LA&SL, as I recall, was laid in 1905, with UP acquiring it twenty years later, in 1925. Even during the 60's and 70's the route only needed single-track.
Then, during the Drew Lewis UP presidency, an assault was made on Santa Fe's Los Angeles-Chicago dominance and UP traffic greatly increased over the LA&SL route.
Later, a need was discerned for a second main between Los Angeles and Riverside. But laying it showed the heavy influence of the Missouri Pacific men then in charge, like single-crossovers instead to double-crossovers. In MP fashion, also, there is now single-track anywhere where big expenditures would be needed for two-tracking, like at Pachappa Cut. MikeF90 was absolutely right in posting, "UP would have to endure the expense and disruption of blasting a large slice of Pachappa Hill out of the way."
(Continued below.)
-----------------------------
Looking west from Panorama Rd. in Riverside: The cut through the rocky area being discussed is in the distance.
This view looks west from the Pachappa Rd. overpass.
Trains move quickly through the cut area, probably at 50 M.P.H.
Unfortunately, in the early 1990's, timing worked against UP. Even as that partial two-tracking of the LA&SL was going on, this forumist discerned that BN and AT&SF might be thinking of marriage. And, they did just that a few years later!
The below view is at M.P. 42 on the LA&SL, looking west. Main 2 is on the left, and is the original single-track Main. Note the single-crossover. Note, too, the signal bridge's leftmost signal only has one head, common with a single-crossover.
If UP could have just waited a few more years before laying that second track they could have ended up two-tracking the SP Sunset Route between Pomona and Colton instead of the LA&SL, and saved themselves a whole lot on money in the long term! But, the unexpected and unknown entraps the best of firms. Who would have ever known back in 1990 that BN and AT&SF would merge five years later, thus impelling SP and UP to merge?
The above photo shows the Pomona to Colton mostly single-track Sunset Route. THAT line will now be two-tracked in a year or two, if published reports to that effect prove true. The photo was shot August 24, 2009 from the Central Ave. overpass in Montclair. The siding is called NORTH MONTCLAIR, changed from just MONTCLAIR to avoid confusion with the LA&SL siding called MONTCLAIR just a few hundred feet out of view to the south, or photo right. In the photo far distance is the NORTH ONTARIO (formerly just ONTARIO) siding, also on the south side (right) of the Main. That siding's west switch target signals are barley visible in the area below the distant Mountain Ave. overpass.
Awesome pics, in the last couple of days, there has been a little more activity on the sunset west of Maricopa, at CP Mobile (2 sidings, one on each side of mains) have had 2 tampers and 2 spreaders just kind of sitting there, noticed on Wednesday the equipment had "disappeared" and the Casa Grande local had brought in a load of concrete ties for a siding somewhere and dropped them off at CP Mobile on the south side siding. On Thursday saw the rail laying train moving west from Maricopa towards Gila Bend dropping NEW rail off on the north (old) main from Maricopa to the new CP Enid double crossovers.
Yesterday (Friday), at CP Mobile, UP dropped off 6 flats of concrete ties on the north siding. Not sure what and or where these are going to go, or where the concrete siding ties are going, but will keep you posted if I see anything else new and ongoing. I am guessing they are going to be putting in the "new" rail on the old main, as those rails are pretty worn down and need replacement. Also of note, at the former CP Enid passing siding, the old switches are laying about 500-1000ft away from their former locations. Could UP be planning on "Triple tracking" with another passing siding between former CP Enid and the new CP Enid double crossovers??......
Not DIRECTLY related, though it kind of is, is activity on the Phoenix Line. There is a lot of stick rail in use on this track, from McQueen west to Phoenix. Looking along the line west of the Alma School grade crossing (approx. MP 922), there is a lot of CWR laying next to the track so it looks like the stick rail is coming up and getting replaced with CWR.
Part I of III
Locomatt63 (10-10):
You posted: "... west of Maricopa, at CP Mobile (2 sidings, one on each side of mains) ..."
When I was there in May, there was a north side CTC siding, but there did not appear to be such on the south side.
Could you please clarify the situation and enlighten us. Thanks.
Part II of III
LA&SL: CP C039 BON VIEW
This is the east side of CP BON VIEW in the City of Ontario, CA on the LA&SL. Many Sunset Route trains are rerouted via Riverside and pass through this CP. This is where a two-track section from the east ends. Note the mast on the left. It has a lower platform for servicing a future lower signal head. With the future two-tracking of the Sunset Route's West Colton Yard to Pomona section, UP apparently has no need to finish two-tracking the LA&SL that it started over 15 years ago.
A grade crossing goes through the CP.
This is the west side of CP BON VIEW. It is unusual to have absolute signal heads facing both directions on one mast. So, a westbound train encounters a signal at the east end of CP BON VIEW (two photos above) also encounters one at the west end (the photo below)! It should be noted that the LA&SL line crosses an old SP branch line (off the Sunset Route) less than a half of a mile to the west, or photo left, and the target signal heads in this view are part of THAT interlocking, if that makes sense.
Part III: A Word of Clarification about Pomona, CA ...
Part III of III
A Word of Clarification about Pomona, CA ...
Ricky Choi, Community Relations Project Manager of the Alameda Corridor-East Construction Authority, informs that, "At this time, the Temple Avenue Train Diversion Project is expected to be completed in November 2009."
Note the following previously shown June 12, 2009 close-up photo from Temple Ave., looking westward. A field check on Monday, October 12 showed there was still NO CP box for the site, and the new turnouts are still lying uninstalled.
In the near future the two LA&SL tracks in the photo background will easily be alignment shifted to the tracks on the foreground far left.
Then, the track in the foreground just left of the turnouts could be connected to the curved track that goes behind the tree on the top, background right (best seen in the first photo above),
Mr. Choi also stated that the Temple Avenue Train Diversion Project's east limit is about a mile east from Highway 71. So, the interlocking plants in the vicinity of Hamilton Blvd. in downtown Pomona are NOT included in the Diversion Project.
Nevertheless, there would need to be SOME alignment shifts as the tracks APPROACHED Hamilton Blvd. from the west, but CP HAMILTON probably will remain pretty much as is for months to come. (But don't quote this forumist on that.) In the photo below that looks west, CP OAK is where the red over green signal in the distance is, and CP HAMILTON is where the yellow over yellow signal is at.
Later, when UP finally two-tracks between Pomona and West Colton Yard, then the other major revisions could be made around Hamilton Blvd and east (and possibly west too) of there.
Obviously, except for Mr. Choi's update information and clarifications, the above is only conjectural. But, it seems to fit the timeframe more realistically than expecting everything in the Pomona area to be finished sometime in November. Only that which is related to Mr. Choi and The Diversion can be expected to be finished. What is so confusing is that multiple projects are involved, and for outsiders to distinguish between them is almost beyond challenging.
One thing that Mr. Choi said, however, is somewhat baffling. He indicated that the future fourth track (i.e., the northernmost one) in The Diversion was being laid now. This forum contributor observed NO such track being laid. Not even the grading for it seems complete. Will that fourth-track in actuality be laid later? In theory, not even the new signals west of Temple Ave. would need to be put in service. Thus, except for some minor track realignments, everything else pretty much could stay as is and the Diversion could be put in service and the old SP track could be pulled up. Whatever happens, Pomona is the place to watch in the next six weeks, but don't be surprised if what results is just plain-Jane and un-dramatic!
___________
A side note for nostalgia buffs ... In the heavy telephoto above (first photo), do you know why there is a slight jog in track alignment below the signal bridging? The through track on the left was the original single-track LA&SL Main; and the track to the right of it in the FOREGROUND (through the OLD track bridging) is the old SPADRA siding that ended by the jog ...
K.P., thanks for the Pomona update, glad I didn't spend the gas money last month. As for Mr. Choi, I don't expect technically accurate statements from a PR guy.
By 'plain Jane' I'm thinking that UP could just rip out CP Oak and connect the 'new and old' LA sub mains to the existing ones at the east limit of CP Oak.
Your observations support my opinion that the bottleneck is the chronically short-staffed UP signal department, but there are some issues listed at the end of the ACE project August minutes.
The Diversion Area, Pomona, CA
Part I, Section A (of A-D)
A visit Saturday, October 17, 2009 yielded a surprise: The many months uninstalled turnouts west of Temple Ave. are starting to be installed.
There was more than one piece of track equipment on the rails. Also, a number of workers and worker vehicles were at the site, even into late afternoon.
What will the above control point be called? CP TEMPLE? CP STATE (the nearest cross street)? CP SPADRA (after an old siding here)? So far, NO name-plated signal control box has been brought to the site, and its whereabouts is unknown, or even if a control box has been assembled yet. The two CP boxes labeled CP SP514 HAMILTON destined for the Hamilton Blvd. area in Pomona are still at the Colton signal facility.
Looking east from Temple Ave. This forum contributor is unsure if there is sufficient room for another track here or if more grading will be necessary.
Continued in Part I, Section B
Part I, Section B (of A-D)
A telephoto view from Temple Ave. looking east at the 57 Freeway. Overpass modification widening seems finished, but grading for an additional track is incomplete.
From the Humane Way roadway area:
There appears to have been a fourth track (shinning in the sun, photo right) laid at the curve by Elephant Hill (left).
The room for a fourth-track is presently blocked by related necessities.
Continued in Part I, Section C
Part I, Section C (of A-D)
From Humane Way ...
Looking west: This is a close-up view of the construction area (mentioned in Section B). The tracks go over a channel, and that channel must be modified accordingly.
The overpass has been earthquake reinforced. A signal bridge is on each side of the overpass.
An eastward view.
Looking east: Nice grading is in the photo center. Note the alignment shift from distance to close on the new track on the far right to go around bridge supports.
Continued in Part I, Section D
Part I, Section D (of A-D)
The original Sunset Route that the Diversion project will eliminate: Looking west from Humane Way. The Diversion is several hundred feet to the south, or left.
A roadway briefly follows the track in a picturesque area. I-10 goes up Kellogg Hill in the upper left.
Looking east. The CP in the distance is WEST POMONA.
__________
Part II is scheduled to be posted Tuesday, October 20, 2009.
It is a fact that there are 2 sidings at CP Mobile now, Here are pics of the south siding with a load of concrete switch ties and 2 gons, the next pic shows the 12 flats with concrete ties, where this matreial is going to go is a mystery to me.
Help, cannot get to section to post my pics for above statement....hit "in reply to" but it just kicks me to top of page, tried "quick reply", again, nothing to post pics with.....HELP
locomatt63 Help, cannot get to section to post my pics for above statement....hit "in reply to" but it just kicks me to top of page, tried "quick reply", again, nothing to post pics with.....HELP
Greetings locomatt63:
I tried to email you, but sometimes such things work and other times they don't. I suspect the latter ...
Anyway, there is no internal Trains.com website mechanism to post photos. One has to use an outside source.
I use photobucket.com, and have had success with it.
You currently can open a free account with them, and transfer photos to it. Once you have a photo posted with them, you can take the IMG code (put the mouse on the picture and four codes will appear), and COPY the last WHOLE IMG code for the photo, then paste it onto your Kalmbach post composition, test, post, and presto! The world can see your photo(s) ...
Resize your photos beforehand to VGA size (640x480) if necessary. Anything more than VGA seems to wreck havoc with Kalmbach web pages.
Hope this helps.
I am anxious to see your photo(s) of what is between switches at Mobile, AZ.
Take care.
thanks for the tips, will move my photos over to the "bucket"....thank you so much..
Here are pics I took Saturday 10/17/09 at Maricopa, and at CP Mobile.
This is the "North siding" at CP Mobile, showing 12 flats loaded with concrete ties.
Here is the "South siding" at CP Mobile, showing the flat and 2 gons, loaded with concrete ties for a soon to be turnout somewhere,,,,,,but where?
Some more pics showing the CWR that has been put down in the last 2-3 weeks, it runs from just east of Maricopa, to CP Estrella.
This pic shows a "NEW" switch being installed just east of Maricopa, AZ, it is being placed in the same general area as what is assumed what will be the East Maricopa crossovers, not sure of the purpose of this switch, except as a possible "Shoo-fly" for when the UP will redo the SR347/John Wayne Parkway crossing from one track to two. Just west of the SR347, UP has installed a "new" crossing over the double track and started grading work for a "detour" route around the SR347 crossing.
Part II, Section A (of A-E)
Looking west from Highway 71
Looking eastward. Some walling only has a drive path between the walling and businesses.
This is the north walling ... close by Highway 71.
Continued in Part II, Section B
Part II, Section B (of A-E)
Manholes?
A wide angle looking eastward.
Continued in Part II, Section C
Part II, Section C (of A-E)
The south walling.
The south side walling narrows to go under S.R. 71. Notice (1) The new rails after months of idleness have much rust on them, and (2) graffiti artists have already attacked!
CP ROSELAWN is in the distance. A fourth track is yet to be laid here, as in most parts of the project. The original Sunset Route routing that is to be dismantled is in the top left.
Continued in Part II, Section D
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