Two Wondrous Days on the Sunset Route
Saturday and Sunday, May 30-31, 2015
Part X (of X-XVIII, Overall I-XXVIII)
The Mohawk Area
Some 60 Railroad Miles East of Yuma, AZ
On Sunday, May 31, 2015, K.P. traveled straight to the Mohawk area, and saw two-tracks east of the I-10 overpass, so continued east. The two-tracking went east for ONLY about TWO more miles! That short of a distance east of the Mohawk siding was a real surprise. But, since there was no place to turn around on I-10 K.P. had to drive all the way to Dateland.to head back, probably a distance of 10 miles each direction.
Back at the EAST switch of the Mohawk siding, looking eastbound:
A westward view:
Continued in Part XI
----------------------------------------------------------------------------------------------------------------------------------- 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.
Part XI (of X-XVIII, Overall I-XXVIII)
As one drives back to Yuma via the old highway that parallels the Sunset Route for miles and miles, the WEST switch of that Mohawk siding is come upon, with old target signals
Nearby are two not in service yet two-tracking intermediate signals.
At both locations, i.e., near the east switch and west switch of the present Mohawk Siding the new intermediates have west facing eastbound lower heads. So, those pictured just above have for trains coming towards the camera the capability of displaying yellow over flashing green.
In both photos above, concrete ties are stacked up.
Then traveling westward, strangely, one comes upon a short, not activated ‘entrance signal’ away from the tracks.
UP must have some future maintenance-of-way spurs or sidings in mind for this area.
Continued in Part XII
Part XII (of X-XVIII, Overall I-XXVIII)
Between Mohawk and Blaisdell, AZ
Maybe a quarter of a mile west of there is more new intermediates, with NO lower heads.
A few miles more west are intermediates with east side (left) westbound lower heads.
In this two-tracking section, UP is continuing the practice of having electrical boxes 50-100 feet from the signals themselves. The rationale behind that may (“may”) be in the event of a train derailment, having them separate and away from each other there is more of a chance one or the other will survive the momentary violent chaos.
Continued in Part XIII
Part XIII (of X-XVIII, Overall I-XXVIII)
At the above new but not in service yet intermediates an eastbound comes by.
The turned in number plates show this is in the M.P. 788 area.
That eastbound that just went by can be seen going away, in a shot that conveys to the forum the general sloping geography of this particular area, an eastward uphill climb to Mohawk.
Continued in Part XIV
Part XIV (of X-XVIII, Overall I-XXVIII)
Again intermediates are come across, but these are different, having east side westbound lower heads with TWO lamps!
Above, note the track machine right of the right mast signal.
Another eastbound Intermodal …
But, that train has come from the Twilight Zone! The Twilight Zone?
The next signals to the west are at CP TWILIGHT ZONE … Well, sort of … Looking west.
An eastward view of those east side westbound signals at an unknown CP name:
Just above, note the terrain and rising in sort of steps of the track on the photo left.
Continued in Part XV
Part XV (of X-XVIII, Overall I-XXVIII)
In this view we are further west but still within the same CP. Looking east, there is a NEW signal on the left, with the OLD target signal basically across from it on the right.
BUT YET, IF we look west we see TWO west side eastbound CP signals!
The implication is that there are TWO new west facing eastbound signals in a row within the CP! Is that Twilight Zone-like or what?
HOWEVER, if one returns to the third photo in Part XIV (above post), those signals glaringly don’t line up! That suggests a SPUR a little off the two mains will be signaled!
UP may be thinking of storing a unit or two in that spur and a heavy eastbound would stop and put an extra unit on the point to help the train over the Mohawk hill area. The extra unit would be dropped off somewhere to the east, at a similar CP spur. This is only conjectural on K.P.’s part, but NO other explanation seems plausible for a signaled spur. Assumedly, the universal crossover arrangement would use 50 M.P.H. crossovers, but again, that is conjectural.
A mile or two to the west is the WEST switch of the Colfred siding, at CP SP783 COLFRED.
As seen two photos up, that interlocking with future new signals has the slow speed signaling type, i.e., single heads, even for the turning-in route!
Continued in Part XVI
Part XVI (of X-XVIII, Overall I-XXVIII)
Just west of that west end of the Colfred siding CP is the fenced staging area.
Heavy equipment is present.
And lesser equipment:
Continued in Part XVII
Part XVII (of X-XVIII, Overall I-XXVIII)
From the Avenue 40E grade crossing a little ways to the west, a westward look. No second-track grading is evident.
Eastward views, with intermediates in the background:
There is a Chevron station and snack place across the street.
Continued in Part XVIII
Part XVIII (of X-XVIII, Overall I-XXVIII)
It could be seen NO additional two-tracking westward was taking place, so K.P. traveled the Interstate to the general Blaisdell vicinity. North of Blaisdell, is a cool looking mountainous area that the single-track Sunset Route has to go through.
In the just above photo, near center, is milepost marker 749
We will return to this area in another post series in the future.
CP SP747 BLAISDELL (M.P. 746.6) has been in this incomplete state (as in the below 2015 photo) …
… for at least six years, from before K.P. first photographed it in 2009.
We will now leave the area for Yuma, and will do a more thorough presentation about the Blaisdell area at another time.
-----------
Continued in Part XIX-XXVIII to be presented by 8:00 A.M. PDT, Saturday, May 13, 2015, but could be posted up to 12 hours early.
K.P.,
Have you noticed that, as double tracking proceeds, the old line of wooden poles with crossarms supporting 10 or so wires for CTC communications, are being replaced with radio towers and new pole lines of only two or three wires on concrete poles, with long breaks in the pole lines periodically?
K. P. Harrier Two Wondrous Days on the Sunset Route Saturday and Sunday, May 30-31, 2015 Part XVIII (of X-XVIII, Overall I-XXVIII) Between Mohawk and Blaisdell, AZ It could be seen NO additional two-tracking westward was taking place, so K.P. traveled the Interstate to the general Blaisdell vicinity. North of Blaisdell, is a cool looking mountainous area that the single-track Sunset Route has to go through. In the just above photo, near center, is milepost marker 749 We will return to this area in another post series in the future.
It looks like some work was recently done on the left side of the cut. I see a fiber optic cable marker on the top. Perhaps this was a relocation to prepare for future work.
rdamonIt looks like some work was recently done on the left side of the cut. I see a fiber optic cable marker on the top. Perhaps this was a relocation to prepare for future work.
I'm guessing that this was the original location, as railroads want their underground tenants at the extreme edge of the ROW.
Back to the photos near Mohawk siding - I'm very surprised that no grading was noticed further east. Building a ten mile isolated section of 2MT doesn't get you much except a very expensive passing siding.
It is possible that some budget $$ was 'hijacked' for a more urgent need and that this is just a pause in grading eastward. Reports elsewhere show that UP is beefing up their PNW infrastructure which, in some areas, is very inadequate for growing traffic (Spokane, WA to the border at Eastport, ID for instance).
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! ***
It wouldn't surprise me to find that the longshoremen's strike and falloff in traffic has some people in Omaha rethinking a lot of capital spending projects.
KP that section of incomplete track at blaisdell dates back to when UP was in in a fight wih Arizona over grade crossings. I believe they laid rail up to the crossing to grandfather it in since there was a storage track there previously
Replies
cacole (6-11):
UP has long been upgrading the trackside communications networks, usually going to wireless ways. In reply to your post, it was hoped to post some old photos, but Photobucket, where past photos can be linked, has apparently upgraded something and things are going super screwy right now. So, I cannot presently fully respond to your thoughts.
You did mention new concrete poles for line side wires. I’ve never seen that! That must be something super new.
rdamon (6-11):
Because of your reply post, I relooked over the numerous photos of that M.P. 749 area (not too terribly far from Yuma, AZ), and highly blew up the best one almost beyond the capability of digitals. Is this the tubing you spoke of?
(In that above photo, the last car of an eastbound auto-rack train is barely seen on the lower right.)
Because of the screwy nature of Photobucket right now, I can’t include in this post a photo of that area that I took back on April 14, 2008, but the grading looked very similar to now, and that piping WAS present in the same spot even back then. Of course, maybe everything was relocated seven to ten years ago when the high-speed switches were put in at CP SP747 BLAISDELL. That is a possibility too.
But, that was a good observation, though, something I had not even noticed in the photos.
MikeF90 (6-11):
That Mohawk area ‘very expensive passing siding’ meshes well with the fleeting concept, which UP is famous for. Four westbounds could meet four eastbounds with little delay.
Also, at the west end of that ten miles or so two-tracking, the siding is retained, as an extension of the two tracks, in the Mohawk case the Colfred siding. In a way, that is ingenious. Likely, one of the four trains in the above example might be a slower running train. It could use the Colfred siding, and let the other three faster ones pass it
As has been said, demand for new expansion track here and there is great system wide. One area reported in this thread the last year or two was west of Houston, TX. I wonder if anyone knows anything about how that two-tracking is going …
eolesen (6-11):
About rethink capital spending in light of the ‘Longshoremen’s strike,’ the problem with rethinking is that materials have undoubtedly been ordered and received. Thus, the benefit in holding up those projects is questionable to a degree. Of course, the UP higher ups are masters in getting the most from their bucks, but observers (outsiders) sometimes are left scratching their heads …
Super Hunky (6-11):
Grandfathering the grade cross at Blairsdell! … Interesting concept …
Take care all,
K.P.
Looked at some historic google street views of the area ... Loooks like it was torn up prior to June 2012. Things take a long time to heal there.
https://goo.gl/maps/TgNv2
Just saw this ....
http://www.kcbd.com/story/29306927/union-pacific-plans-to-spend-23-million-on-new-mexico-work
ALBUQUERQUE, N.M. (AP) - Union Pacific Corp. has announced it plans to spend $23 million in 2015 to maintain and improve its rail lines in New Mexico.
UP said the work includes $21 million to maintain track, $120,000 to enhance signal systems and nearly $2 million to maintain or replace bridges.
The track work includes projects in several areas of the state to replace rail and ties and install new ballast foundations for track.
One project involves track between the Arizona-New Mexico line and Santa Teresa, where UP recently constructed a hub to handle cross-border freight traffic.
The company said its work in New Mexico is part of $4.2 billion of planned spending across its 23-state network.
Fascinating yarn about the PE there kp, except that the only thing ("thing") that follows that path as you describe is an irrigation canal as for back as the 1930s.
PE crossed at grade in north Riverside (appropriately named Riverside Junction) before branching south for Corona and west toward Crestmore.
A10
Thank you for the photos K.P. The plans I've seen show an interesting arrangement at Colfred. They intend to preserve the north siding there. The new control point you photographed at MP 785 will have universal crossovers with the siding turnout (No. 15 turnout) between them. Here's where it gets strange, at least on paper. East of the control point at MP 785 the new main track will be on the north side. Just west of 785 the new main shifts to the south side, to not interfere with the existing north siding and new signals being installed at the west end at 783. When the new main is built to the west of 785, they will have to realign all three tracks at about MP 784.6 to line up. In the mean time, provisions for a shoofly of sorts to access the north siding have been made.
By the way, universal crossover planned for MP 796.2. Nothing special or unusual there.
Part XIX (of XIX-XXVII, Overall I-XXVIII)
The Colorado River Crossing
Yuma, AZ
In theory, another Colorado River crossing truss bridge could cross the river on the east side (left) of the present bridge, needing only token rock modifications.
On the other hand, it seems two or more tracks could be on a rerouted alignment west (right) of the auto roadway silver truss bridge on the upper right (above). But the auto truss bridge likely would have to be replaced, which locals would probably like a replacement bridge with two or more lanes instead of the present one lane bridge.
Above, only a single car width is available for motorists.
A westbound crosses the Colorado River:
Continued in Part XX
Part XX (of XIX-XXVII, Overall I-XXVIII)
In the CP SP724 ARAZ area
The Felicity Area, CA
A yellow over yellow display capability is on borrowed time, and will very soon not be possible after the new signals and two-tracking has been fully cut in between Araz and Yuma.
The old fenced yard is still present by Sidewinder Road, but is on the empty side.
A few items are in storage there, and presumably are extras and ready to go as replacements if the need arises.
Continued in XXI
Part XXI (of XIX-XXVII, Overall I-XXVIII)
By the Mesquite Landfill Site
In the Glamis Area, CA
The presumably water holding area at the Mesquite Landfill facility
Above, note the foreground fence that cordons off the water area
In the Glamis Area
Glamis, CA
In the future, the second-track likely will be laid on the far side of the below view. Presently, the tracks are labeled “MAIN TRK” and “SIDING.”
Time has caught up with the grade crossing box on Highway 78 that was erroneously label Ogilby Road. It now is stenciled correctly.
Continued in Part XXII
Part XXII (of XIX-XXVII, Overall I-XXVIII)
CP SP697 MESQUITE
Looking westbound from Highway 78 towards CP SP697 MESQUITE (M.P.696.8) in the distance:
A super cropping for a heavy telephoto that stretches the limits of what a sharp lens can do:
The Highway 78 grade crossing has deteriorated drastically since K.P. last visited.
Perhaps the railroad is buying time, and they will rebuild the grade crossing when a second mainline is put through it. IF SO (“if so”), then two-tracking to the east would seem close in the steam of time …
Continued in Part XXIII
Part XXIII (of XIX-XXVII, Overall I-XXVIII)
CP SP697 ILLUSIONVILLE (A.K.A. MESQUITE)
K.P. was not happy with the first two views in Part XXII, so he went west on Ted Kipf Road to right across from the multi-boxed CP. Even so, at ground level, the exact layout of the CP is difficult to discern. It took aerials to unscramble everything. Before linking an aerial, here is an explanation of CP SP697 ILLUSIONVILLE (a.k.a. MESQUITE).
The east side westbound SIGNALS, from left background to foreground right: The Glamis siding (left side positioned mast), (2) the present Main (future Main 2, signals all right positioned from here on), the turned aside signal for the presently absent and not laid yet Main 1, and the one for the Mesquite landfill track.
The Glamis siding signal (right) and two CP boxes.
Those SIGNALS as viewed from the west, looking east, again from left to right: The Mesquite landfill track, the visually out of sequence Main (future Main 2), the visually out of sequence un-laid and turn aside Main 1 signal, and for the Glamis siding.
Got that? Don’t feel bad if it is hard to get. K.P. was a ‘victim’ of CP SP697 ILLUSIONVILLE too … or MESQUITE. It would have been so easy if all the signals were side by side in a row, but some are further back than others.
Continued in Part XXIV
Part XXIV (of XIX-XXVII, Overall I-XXVIII)
Because of recent problems at the TRAINS Magazine website, to avoid posting conflicts, this post is devoted to just aerial links of CP SP697 ILLUSIONVILLE (a.k.a. MESQUITE).
From east to west, the east junction end:
https://www.google.com/maps/place/Mesquite,+CA+92227/@33.0071231,-115.0851974,101m/data=!3m1!1e3!4m2!3m1!1s0x80d73b45dd0a30f1:0x94ee97d19bb63f1f
The west siding end:
https://www.google.com/maps/place/Mesquite,+CA+92227/@33.0080105,-115.0867893,101m/data=!3m1!1e3!4m2!3m1!1s0x80d73b45dd0a30f1:0x94ee97d19bb63f1f
Half of the universal crosser arrangement:
https://www.google.com/maps/place/Mesquite,+CA+92227/@33.0094551,-115.0888668,101m/data=!3m1!1e3!4m2!3m1!1s0x80d73b45dd0a30f1:0x94ee97d19bb63f1f
The other half was not in when the aerial was taken at unknown date. One can play with the aerials and mouse move the views to bring in a different part of the immediate area.
Continued in Part XXV
Part XXV (of XIX-XXVII, Overall I-XXVIII)
The west eastbound signals are simple with just two-tracks.
Above, note that a switch is being assembled. Aerials suggest that a switch has been in assembly for some time, so apparently the railroad is in no hurry on this one.
The west box and a culvert:
Both west and east boxes are visible in this view, and the east westbound signals.
We leave this area, with just one more item on the checkoff list.
Continued in Part XXVI
Part XXVI (of XIX-XXVII, Overall I-XXVIII)
Checking Out the Odd Drainage …
… West of CP SP676 IRIS
Iris, CA
On October 18, 2014, about two thirds of a year ago, K.P. visuited the south side of the tracks in the Iris area, and reported the drainage seemed skipping to him in lieu of the bridging that was previously there in single-track days.
Note the bridge railings in the above views.
The previous way it was: A bridge crossing.
So, the railroad did not build a section bridge for the second main, but used a culvert arrangement. The next Part XXVII will investigate what the north side of the bidge looks like now.
Continued in Part XXVII
Part XXVII (of XIX-XXVII, Overall I-XXVIII)
This is what the new drainage under the new and old main tracks looks like now.
Apparently the south side big dip fooled K.P. into thinking the new drainage was smaller than it was, but apparently both sides are sufficient to deal with flooding in this rather dry climate area
K.P. saw NO bridge railings when on site this time, so the railing might have been removed or the bridge actually taken out and the gap filled in with dirt
Continued in Part XXVIII
Part XXVIII (of XIX-XXVII, Overall I-XXVIII)
Short Track Sections
Bertaim, CA
By Salton Sea itself, the dirt Ranch Road grade crossing at Bertram still has not been re-laid with short section of concrete tied rail. Looking east:
Just above, note that one of those grade crossing little blue signs is present.
Mountains reflect off the sea in close proximity to the two Sunset Route tracks. There another little blue sign.
By Cleveland Street
Along the Salton Sea, CA
Close to the beginning of the series a stack of rail was seen towards the west end of the present Mortmar siding. It was thought those rails were from the siding there.
However, a similar stacked rail situation was seen on completely single-track between Mortmar and Mecca, at Cleveland Rd.
Is such rail a sign of impending two-tracking in this area, or related to something else? K.P. had mentioned last year the replacement of searchlight type signal with different color light type than normally preceded two-tracking between Salton and Wister, but a short section, between Mecca and Salton received the same treatment a year or two ago, the very area under discussion.
There was nothing obvious to report from here west to K.P.’s base. Thus, this will conclude the series.
But, a review of the Blaisdell, AZ area will be forthcoming before 8:00 A.M. (PDT) Monday, June 15, 2015.
That bridge just west of the Control Point at Iris wasn't built over a natural waterway. It was built over the original Coachella Canal. When the Coachella Canal was reconstructed about 10 years ago, it was concerte lined and built on a parallel but seperate alignment to avoid having to shut down the old canal for a extended point of time. Since the old canal, basically a gaint ditch, was abandoned, there was no reason to build an expensive bridge, instead a simple culvert to deal with any water that would get into the old canal from local runoff. Now, this doesn't explain why UP chose culverts over bridges at other locations, but for this specific site, you now can see what they did what they did.
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