Update as of Thursday, June 2, 2011
The Ontario, CA Area
Part F (of A-F)
The SP-Side Milliken Ave. Flyover Project
On both sides of Milliken Ave. night lighting is positioned.
Likely the lighting was used in positioning the barricading in the wee hours of the morning when there is little vehicle traffic, at least theoretically anyway.
It looks like some fence poles were torn down.
Progress is definitely moving forward now on the initial stages of the flyover construction project.
-----------
K.P. is finding that different types of color light signals and signal laddering are being installed on the Sunset Route. And, along with personal vehicle problems, it appears it will take longer than initially anticipated to fully cover what is happening signal-wise. However, it is hoped an initial report can be put together for the forum in the next few days. That will at least show the forum a very key factor with the present new signaling.
----------------------------------------------------------------------------------------------------------------------------------- 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.
K.P., you beat me to taking a picture of that strange and unique short mast signal along Monterey Ave. The last time I was there I was without a working camera.
Do you have any closeups of it? It looks like it was assembled from components obtained at a local hardware store many decades ago. Perhaps someone has seen a similar one elsewhere.
The cost of upgrading the signaling that protects that crossing is staggering considering that their 'big' customer (Sunkist) shut down their plant recently; I wonder who is left ....
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! ***
K. P. Harrier Update as of Thursday, June 2, 2011 The Ontario, CA Area Part C (of A-F) New Signals LA&SL CP C038 ONTARIO (Continued from Part B) ... But that above mast is a jerry-rigged one and has TWO CP signals on it: The normal west side eastbound two color light heads, AND the east side westbound target heads!
Part C (of A-F)
New Signals
LA&SL CP C038 ONTARIO
(Continued from Part B)
...
But that above mast is a jerry-rigged one and has TWO CP signals on it: The normal west side eastbound two color light heads, AND the east side westbound target heads!
K.P.:
Thank you for this latest photo series. A quick comment about this signal I have selected in your photo above. This signal reminds me of the old BNSF/UP (or, more appropriately, ATSF/UP signals governing the UP Los Angeles Subdivision at its Daggett junction with the BNSF Needles Subdivision. The BNSF signals have been replaced with a big ugly signal cantilever.
The signal box is also interesting--it looks like an older UP signal box (something you might see on the old MoPac near San Marcos, Texas, or the old T&P in Fort Worth) as opposed to new UP signal boxes like the one reecently installed at Alhambra.
quote K. P. Harrier
Years ago, the track did not jog, but went straight and at 90 degrees crossed the LA&SL. Apparently, the modern powers that be thought that a slightly angled crossing would be better than a right angle one.
A 90° diamond is probably the worst configuration imaginable. It takes the most beating and requires the slowest train speeds. The best diamond angle is any angle where the wheels can maintain contact with the railhead across the flangeways. A 90° angle definitely cannot accomplish that. So there's surely a good reason why that was changed.
K.P. is finding that different types of color light signals and signal laddering are being installed on the Sunset Route.
I can now confirm that the "new" inclined ladders UP is using are aimed at safer ladder traversal--less of a fall risk. Apparently this decision was made around 4 years ago, so it coincides with the other decision to use the regular (two-head) masts on all 1-head and 2- head signals.
As for why it isn't consistent on all construction system-wide--I don't have an answer, yet...
Color Lights ... and a Different Generation of Them
Part I
For decades and decades incandescent single-bulb searchlight target signals were the standard on the Southern Pacific Sunset Route.
CP SP812 AZTEC in Arizona
Then circular light heads started to make inroads on SP in the Anschutz era, but the Sunset Route saw very little of them.
By the Oasis Rd. grade crossing in the High Desert, CA, near M.P. 442 on the Palmdale Cutoff.
Under Union Pacific, though, a new standard came forward on SP lines, the color light vertical signal head; but again, they were with individually colored incandescent bulbs.
From Puente Ave. in the City of Industry, looking east towards CP AL498 BASSETT at night
The second photo above: The left incandescent signal's lower head viewed close-up in daylight.
But, that new standard has taken a subtle but profound change, to the use of Light Emitting Diodes (LED).
Both at CP SP520 NORTH ONTARIO
Continued in Part II
Part II
The LED types look different for sure. But, there are variations of them, with differing models and manufactures.
The above reshown photo was shot at CP SP714 CACTUS (Imperial County, CA). That pictured signal type kind of has an awkward, almost sinister robot-like look to it (especially when seen up close), like something that would almost have a conversation match with Star Wars' R2D2, or better yet, with Darth.Vader! The type seems to look like the new ones at Porter Rd. in Maricopa, AZ.
K.P. recalls that the above Maricopa, AZ signal LED lights had much more LED's in them than the ones in Ontario, CA.
The Maricopa LED lights may have utilized GELcore TR3 LED units as in the following link:
http://pressroom.geconsumerproducts.com/pr/ge/artwork/6/8/2/1/0/168210/243.jpg
Another website shows four colors, including a lunar-like one, but the site doesn't seem to be directly railroad related; but the point is that lunar LED's are readily makeable by the lighting industry.
http://www.gelightingsolutions.com/ProductImages//e2eeef6d-f90d-448a-835d-e0697e563339/images/RM4%20-Montage_Low%20Res.jpg
UP usually standardizes, but with different types springing up on the Sunset Route UP apparently is trying out different manufactures' offerings, unless each maintenance-of-way division can order what it wants.
On a side note, Metrolink (Southern California Regional Rail Authority) has been using LED heads for many years. The below reshown photo shows both vertical and triangle LED heads, and shows the far western end of the Sunset Route, at the entrance to Los Angeles Union Station. UP's ex-SP LATC facility (where many Sunset Route intermodal trains originate or end at, and that probably helped in a small way to inspire the two-tracking) is located out of view on the foreground left.
This will end the initial LED type new color light post series. K.P. will try to elaborate more on this subject, including signal ladders, IF his nightmare 2007 Toyota Camry transmission problem every gets out of the way ...
Drive safely everyone,
K.P.
Update as of Sunday, June 5, 2010
Part A (of A-D)
Of a Cutover, the Mrs., a Daughter, and Grandkids
The Mrs., our daughter, and the grandkids were flying into Ontario International Airport (OIA), and I left early to photo document whatever interesting things railroad-wise might be found until their plane's arrival. The first stop was at the Colton Signal Dept. And, what a find was there!
A lone intermediate signal from the Guasti-South Fontana area was lying onsite (above). So, the new color light signals must have been (or are being) cutover!
Then, a brief side trip to Riverside was made to document something for MikeF90, to be covered in a little bit.
At the west switch of CP AL529 SOUTH FONTANA (M.P. 529.3, just west of Cherry Ave.) the new color light signals were in fact being cutover!
Take a good look at the above photo. It is one of the very rare times one will ever see TWO mast signals facing forward for the SAME track and direction! The old searchlight target signal had not been taken down yet.
Previously, the right new signal above had been missing for months, even as soon as just a few days ago.
A more telephoto view:
As seen on the lower left of the photo just above, many UP workers and their vehicles were involved in the cutover.
Continued in Part B
Part B (of A-D)
Of a Cutover, the Mrs., a Daughter, and Grandkids (Continued)
The first intermediate west of CP AL529 SOUTH FONTANA is about two blocks west of Etiwanda Ave.
In the above photo, note the side by side dark signals (two masts) barely visible in the distance near the freeway bridges. Those signals are where the flashing yellow signal below is at. The below photo was taken from Milliken Ave, looking east. The whole area had UP signalmen testing the signals.
Then, it was red. Every few minutes a different color indication could be seen in the testing. The signal in the first photo above in this Part B is visible in the distance in the below photo.
(A purple derail sign and one of those two-bulb automatic absolute signals are visible on the far right in the photo just above.)
A westward view of CP AL525 GUASTI (M.P. 524.7) from Milliken Ave.: A small crane-truck was removing the old signals.
In the just above photo, the far background signals at the west end of the siding are visible, at CP AL523 GUASTI (M.P. 523.7). They were involved in the cutover too, and that distant location had kind of a nifty "presence" about it up close, perhaps enhanced by the lighting of the moment. It is now on K.P.'s photographic hit list for the future, but it seems to be photographable only from a "pay" Ontario International Airport parking lot.
This cutover post series was only made possible by circumstances, the need to pick up a Mrs., a daughter, and grandkids at an airport.
The post series continues in Part C with a memo to MikeF90
Part C (of A-D)
A Follow-Up Memo to a MikeF90 Post
Greetings Mike,
In response to your recent post reply thoughts about the Ontario Branch SOUTH signal at the LA&SL's CP C038 ONTARIO crossing, and how I 'beat you' to photographing it and it's weird look, I wanted to photograph some weird signals. So, I went to where one might be, at the UP-BNSF branch lines crossing in Highgrove.
The above previous posted view looks northeast. But, looking the other way, southwest, one finds that an old automatic absolute target signal is present for the diamond.
A "D" (Distant) signal has been for years around the bend in the far background of the above photo. It was present on the EAST side of Iowa Ave. when I passed by a few months ago, so felt it was an ancient single I could compare the Ontario branch line signal with. That's logical, right Mike? Well, the signal wasn't there anymore! But, after investigating, I did see a new, more modern one on the WEST side of Iowa Ave.
The old, previous "D" signal only had a yellow bulb, and remained on after a train passed it until the train was out of the track circuit. Most likely the new one does also. The new one is likely also only temporary because of route rearranging agreements relative to the Colton Flyover project. This new signal doesn't even have UP's standard safety cage laddering!
Continued in Part D
Part D (of A-D)
A Follow-Up Memo to a MikeF90 Post (Continued)
Anyway, back to CP C038 ONTARIO. A special effort was made to more closely document the 'weird' signal there just for you, Mike, since I was in the OIA area anyway.
And what a weird signal it is, with caging and tan paint for the background disk!
View of the area setting.
So, Mike, I guess that old signal's days are numbered now. CP C038 ONTARIO will certainly have a different atmosphere without it.
Take care,
K. P. Harrier Update as of Thursday, June 2, 2011 The Ontario, CA Area Part D (of A-F) New Signals LA&SL CP C038 ONTARIO [snipped] South of the new mast, a northward view. The "dark" branch has an un-signaled derail on it. Years ago, the track did not jog, but went straight and at 90 degrees crossed the LA&SL. Apparently, the modern powers that be thought that a slightly angled crossing would be better than a right angle one. The Yahoo map website is so screwy and archaic K.P. seldom goes to it, but that archaism is a boon for us at the forum in this case, because the below link shows the crossing under discussion when the branch went straight across the LA&SL! (You will most likely need to enlarge the aerial view to the highest setting.) http://maps.yahoo.com/#mvt=s&lat=34.06011&lon=-117.643779&zoom=20&q1=E.%20State%20St.%20and%20S.%20Monterey%20Ave.%2C%20Ontario%2C%20CA
Part D (of A-F)
[snipped] South of the new mast, a northward view. The "dark" branch has an un-signaled derail on it.
The Yahoo map website is so screwy and archaic K.P. seldom goes to it, but that archaism is a boon for us at the forum in this case, because the below link shows the crossing under discussion when the branch went straight across the LA&SL! (You will most likely need to enlarge the aerial view to the highest setting.)
http://maps.yahoo.com/#mvt=s&lat=34.06011&lon=-117.643779&zoom=20&q1=E.%20State%20St.%20and%20S.%20Monterey%20Ave.%2C%20Ontario%2C%20CA
The crossing frog in the background of the above 2 photos is at these approx. Lat./ Long. coords., (per the ACME Mapper 2.0 application): N 34.06021 W 117.64383 It's on the northern side of E. State St., and on the western side of S. Monterey Ave., about 0.35 mile north of E. Mission Blvd. and about 0.2 mile south of E. Holt Blvd., about 0.35 mile east of S. Euclid Ave./ Route 83 and 0.15 mile west of S. Campus Ave.
Although the SunKist plant - on the south side of E. Sunkist St., of course - does appear to have been demolished (looks like there was a shallow angle crossing frog there, too), nevertheless there appears to still be an active large lumberyard operation that receives centerbeam flatcars and the like about 0.8 mile south of the crossing frog and 4 -5 blocks south of E. Mission Blvd., straddling S. Campus Ave.
In light of that, I think the primary reason for the above-depicted jog was to gain an additional 20 ft. or so of radius for a less-sharp curve to the north of the crossing frog to the connection with the main line. Comparing the Yahoo map view linked by K.P. above with a current satellite view shows how the southern portion of thie curve was moved abot 20 ft. westwardly. The associated change in the crossing frog angle was so minor that it would not have affected the battering of the frog 'points' by the car wheels - the rail-wheel contact area is between a dime and a quarter coin size, but the flangeway gap is several times larger, at about 1-7/8" standard. Instead, the slightly larger radius would have somewhat helped those long centerbeam flats to negotiate that long and sharp curve, even with the jog at its southern end.
- Paul North.
K.P., once again thanks for the impromptu followup In Search Of strange signals. That signal really belongs in a local museum after its retirement.
Those photos of that crossing in East Riverside always make me nostalgic, since when I moved here that area was all orange groves.
K. P. Harrier snipped] Update as of Monday, May 2, 2011 The Magnolia Ave. and Salton Sea Areas Part I (of I-II), Section A (of A-E) A Quick Return to Magnolia Ave. in Riverside, CA It was only two days earlier, on Saturday, that the site was visited, and now a further inspection was made on Monday. A westward view:
The Magnolia Ave. and Salton Sea Areas
Part I (of I-II), Section A (of A-E)
A Quick Return to Magnolia Ave. in Riverside, CA
It was only two days earlier, on Saturday, that the site was visited, and now a further inspection was made on Monday.
A westward view:
K. P. Harrier [snipped] Update as of Thursday, June 2, 2011 The Ontario, CA Area Part C (of A-F) New Signals LA&SL CP C038 ONTARIO (Continued from Part B) ... is another signal at CP C039 BON VIEW. But that above mast is a jerry-rigged one and has TWO CP signals on it: The normal west side eastbound two color light heads, AND the east side westbound target heads!
... is another signal at CP C039 BON VIEW.
K. P. Harrier [snipped] Update as of Thursday, June 2, 2011 The Ontario, CA Area Part E (of A-F) The SP-Side Milliken Ave. Flyover Project A westward view from Milliken Ave.: It looks like ("looks like") a walk path is being made, lined with some type of stripping on each side of the path, IF that is what it is.
Part E (of A-F)
A westward view from Milliken Ave.: It looks like ("looks like") a walk path is being made, lined with some type of stripping on each side of the path, IF that is what it is.
http://www.dot.ca.gov/hq/esc/oe/project_plans/highway_plans/stdplans_US-customary-units_06/viewable_pdf/c07c.pdf
Unfortunately, I don't recognize the specific type or brand name, and can't read anything off the large cardboard box in the foreground, so further details at this time are elusive.
SANBAG website for the project: http://www.sanbag.ca.gov/projects/grade_n-milliken.html
SANBAG "Fact Sheet", including a rendering of the completed bridge and the textures of the finishes, etc. (1 page, approx. 1.06 MB in size) - http://www.sanbag.ca.gov/projects/pdfs/NMilliken-FactSheet-ENG.pdf
Contractor C.C. Myers, Inc.'s webpage for the project:
http://www.ccmyers.com/currentprojects.cfm?ID=51
Page 25 (30 of 32, approx. 3.6 MB in size) of the following linked document says that "The project proposes to use T-Wall®, a precast concrete retaining wall system by the Neel Company, which has been approved by BNSF for elevated track applications.":
http://www.sanbag.ca.gov/news/quart-report/Q2-10_MajorProjectBriefing.pdf
Link to a webpage on T-Wall: http://www.neelco.com/tw.php4?p=apps&f=rr
From page 4 (6 of 16 of the 'PDF' version) of the "T-Wall Railroad Construction Manual 2009 (v6.01)" (16 pages, approx. 2.1 MB in size), it seems that pre-cast 'leveling pads' - which these appear to be - can be used in certain conditions and applications. It'll be interesting to see what happens next !
There is mention and photos of the new intermediate west of Etiwanda. It is refered to as "the first immediate west" of AL529 SOUTH FONTANA. It should be noted that this intermediate and the one in the photos taken from Milliken aren't in the same place as the original searchlights. The west intermediate west of AL529 use to be right in the Kaiser Yard area. It seems UP has respaced the signals to achieve smoother operations.
Update as of Tuesday, June 7, 2011:
Signal Cutover Follow-Up
Presumably, the territory area for the color light signal cutover from target signals reported on this past Monday was from the east switch South Fontana (M.P. 530.5) to the west switch Guasti (M.P. 523.5).
Appointments and necessary business allowed K.P. to very briefly check out the Colton Signal Dept. yard. Only one additional old signal mast (the 5281 one) from the Fontana-Ontario International Airport area had been collected to the Colton facility.
The signal previously in the M.P. 528 area didn't have the platform and caging for maintainers that the M.P. 527 area one had.
The removal of the signals from their old areas to Colton doesn't seem to be a high priority for UP
Are you seeing LEDs being used everywhere or just at CPs where signals would be lit more often?
Thanks for the great work.
Robert
Having seen it with my very own eyes, I can now safely declare that the 2nd main track is in service between CP SP 899 East Maricopa and CP SP 906, Anderson Rd., on the Gila Sub in central Arizona. It was great to see the signal hoods turned towards the tracks at last. All photos courtesy, as usual, of Susan Timm:
John Timm
The cut over had to have been very recent. There were still track machines at work in the area doing some final grooming of the roadbed. This shot was taken at the Porter Rd. crossing across the highway from Wal-Mart. They have yet to install the absolute signal at the end of the short siding provided for MOW equipment.
Here at East Maricopa, as elsewhere along the new construction, the UP has erected communications towers for the control of signals and turnouts and, no doubt, to facilitate PTC in the future:
Just east of Porter Rd., Union Pacific signal crews were busy at the highway crossing and around the defect detector which now serves both tracks:
As mentioned above, Anderson Rd. (CP SP 906) is the current end of two-track operation. Note that the set of signals on the left are facing what is now track #2 which is in service. The hoods for the signals on the right are still turned away from track #1:
This is what the scene looks like facing west back towards Maricopa. (Sorry 'bout the clipped signals on the right.) As with all moveable frog turnouts, there are signs designating them as such:
They have started to fill in the gap between Anderson Rd. and the west Bon Siding switch (CP SP 907). Rail and ties are in; ballast has been added most of the way. Note the track laying equipment in the distance beyond the red board. It is parked right at the siding switch. The rails have yet to be connected. No doubt the next step will be to replace the siding ties and rail:
In the track laying consist was a pair of ex-MP cabooses of the type recently discussed here. It's the first time I have noted them in Arizona.
K.P., you may recall that we have both pondered the reason for the used tires that appear at various places along the construction path. Note the front end loader to the left. The bucket is loaded with tires. Somebody please tell us what they are used for.
Say good bye to Bon Siding as it is now out of service. The target signal guarding the east siding switch is gone. Note the silver-painted concrete signal base where it stood. Like all the signals along the Gila Sub, they were liberally painted, masts, bases and all, whether they needed it or not.
Not a lot had happened recently at Ethington Rd., MP 914. It is clear that Mike F90 was correct in his observation that with the need for an alignment shift, there would likely be no dual crossovers at that point. Looking east, more ties have been laid, as well as some rail, up to CP SP916, the west siding switch at Casa Grande and the beginning of the yard:
This radio relay tower at Ethington Rd. was installed some time ago. We just have never taken a photo of it:
Susan was intrigued with what she calls this "tie grabber" that was sitting off to the side:
Things are beginning to take shape at CP SP 908 and the Thornton Rd. crossing at the east end of the Casa Grande siding. Here is a view to the west of the crossing at the CP. You can get a fair idea of what the track layout will eventually be. Main track 2 has concrete ties. The track to its left comes off the yard connector and has wooden ties; it will likewise continue east across Thornton Rd. which now goes from having one track to three:
Here is a close-up view of the track awaiting installation west of Thornton Rd.:
And this is a view looking east towards Thornton with its new three track crossing:
Things were very busy east of Thornton Rd. with a lot of men and equipment present. The industry track will continue along in the gravel area to the left where the length of rail is lying. The crossover from Track #2 to Track #1 is a little difficult to see from this angle, but you can see the switch motor and the motor that drives the points:
This shows the crossover more clearly:
From this vantage point it was impossible to tell if there will be a second crossover from Track #1 to Track #2. However, since all the other crossovers along the way are universal, I imagine this one will be, as well.
There was no further evidence of second track construction east of this point up to Cox Rd. where we had made our last visit.
From Cox Rd. to the west siding switch at Toltec (CP SP 929) they have dropped strings of welded rail, with no other visible signs of construction activity in that stretch. However, east of there they have laid track and begun ballasting all the way through Eloy to Picacho, as recently noted. I hope to report on that in the near future.
desertdog K.P., you may recall that we have both pondered the reason for the used tires that appear at various places along the construction path. Note the front end loader to the left. The bucket is loaded with tires. Somebody please tell us what they are used for. John Timm
Just my guess based on what I observed at other construction locations:
The tires are used when construction equipment needs to cross over the track. For wheeled vehicles it reduces wear on the tires; for tracked equipment they prevent damage to the rail and the equipment's crawler tracks.
cacole desertdog: K.P., you may recall that we have both pondered the reason for the used tires that appear at various places along the construction path. Note the front end loader to the left. The bucket is loaded with tires. Somebody please tell us what they are used for. John Timm Just my guess based on what I observed at other construction locations: The tires are used when construction equipment needs to cross over the track. For wheeled vehicles it reduces wear on the tires; for tracked equipment they prevent damage to the rail and the equipment's crawler tracks.
desertdog: K.P., you may recall that we have both pondered the reason for the used tires that appear at various places along the construction path. Note the front end loader to the left. The bucket is loaded with tires. Somebody please tell us what they are used for. John Timm
Cacole,
That makes sense to me. Thanks.
And/ or to prevent damage while crossing asphalt paved and concrete roadways, and pre-cast concrete grade crossing slabs, with the crawler-tracked constructon equipment.
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