Update as of Sunday, September 16, 2012
Part E (of A-K)
A Revised Santa Ana River Crossing
Colton, CA
As of this date there are TWO control points (CP’s) by the Santa Ana River crossing, CP SP540 MT VERNON by the west walling, and CP SP541 ICE DECK on the east side. In line with UP’s recent efforts, it is believed these two CP’s will be consolidated into only one, with eastbound signals stationed on the west side of the river, and westbound signals on the east side. It would be similar to the big bridge in Benson, AZ where on each side of the river signals protect the river crossing.
Previously, this west side of CP SP540 MT VERNON photo was posted, showing a new burial base (lower right).
If K.P. is correct in the consolidation theory, the present short, single-head masts in the above photo will be traded out for tall, two head masts.
That would also mean the sole east side westbound signal for CP SP540 MT VERNON would not be needed (left) and taken down.
So, what is with the nearby new presently headless eastbound mast that seems to be away from the tracks?
Continued in Part F
----------------------------------------------------------------------------------------------------------------------------------- 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 F (of A-K)
Between Mt. Vernon Ave. (left) and west walling of the Santa Ana River (right) is an industrial track that branches off on the south side. That industrial track is what the new signal is for, and NOT for Main 2. The link view below can be adjusted to see more of the area as needed.
Aerial of Industrial Track that Curves into Main 2
A south side northward view. On the lower far left of the below photo that industrial track (lower) is barely seen in relation to Main 2.
So, if the theory is correct, ALL the signals on the west side of the Santa Ana River will be eastbound signals. The present east side westbound signal at CP SP540 MT VERNON should no longer be needed with a consolidated CP.
A northward wider angle view of above, showing the CP box:
That industrial track currently has a derail and purple sign protecting against unwanted entrance to Main 2.
Continued in Part G
Part G (of A-K)
That industrial track (lower) is clearly seen in the below Mt. Vernon Ave. curved overpass view. Mains 1 (unseen) and 2 (seen) goes between the piers:
Since we are dealing with a very illusion-type environment, where exactly is that first erected part of a new cantilever signal bridge (barely visible on the far right of the below photo) on the east side of the Santa Ana River, at the current CP SP541 ICE DECK?
Above, a windmill train passes eastbound (rightward).
A way of get relatively close to the cantilever structure was found, and it put the situation into a whole new light. The actual truth was found!
Continued in Part H
Part H (of A-K)
A close eastward view of the east signal bridge at CP SP541 ICE DECK with the new cantilever structure on the far right.
If one looks real good, by the right support of the OLD signal bridge (above photo), is a pot signal. The Ice Deck siding is SOUTH of the signal bridge, whereas the two mainline tracks go under that signal bridge.
The recently put up temporary mast signals by that old signal bridge are so the old signal bridge can be removed, which will allow the horizontal cantilever part of the new structure to be attached to the vertical part.
Contrary to initial reports in this thread that were based on confusing, deceptive photo angles, the new cantilever structure will govern ALL the present east side trackage, namely, Mains 1 and 2, plus the SINGLE-TRACK Ice Deck siding. The second track alongside the Ice Deck siding is BEYOND the limits of the CP points.
The below super heavy westward telephoto from Hunts Lane shows how logical a three-signal cantilever signal bridge (just left of center) would be at the present CP SP541 ICE DECK.
So, CP SP540 MT VERNON and CP SP541 ICE DECK likely will be combined, with all the signals on the west side governing eastbound movements, and all the east side signals governing westbound movements, with NO real alterations to the physical plant necessary.
Continued in Part I
Part I (of A-K)
Conjectured diagrams:
The theorized west end of the CP, on the west side of the Santa Ana River:
The conjectured east end of the CP, on the east side of the Santa Ana River:
Continued in Part J
Part J (of A-K)
Between CP SP541 ICE DECK and CP SP542 LOMA LINDA is the south side Ice Deck siding. The Sand Train often ties up on the siding’s siding. That is convenient for crewmen's relief now, as carryalls have Hunts Lane as access. What will happen next year as far as getting trains crewed when Hunts Lane is closed for bridge building is anyone’s guess.
An eastward view of CP SP542 LOMA LINDA, the Ice Deck siding, and the new vertical part of the cantilever signal structure thereat:
When Hunts Lane is closed next year, UP may seize the opportunity to rearrange the trackwork. If not, when the overpass is finished, it would be a strange sight to see a cantilever signal bridge BETWEEN two overpasses! It would seem the view sight from the west would eventually be blocked by the under construction overpass! The erection of these particular cantilever structures seems to run counter to UP’s current policy of mainly using mast signals. It may (“may”) have something to do with UP getting the most out of their contribution towards the Colton Flyover, but that idea is totally conjectural.
Continued in Part K
Part K (of A-K)
A Familiar Trail
Previously in this thread the photos of the great LA&SL Viaduct and the Santa Ana River Trail were posted.
That SAME many, many miles long trail goes under the Sunset Route on the east side of the Santa Ana River in Colton!
LINK: Aerial of the Santa Ana River Trail and the Sunset Route
K.P. did not have time to hike in and photograph the trail, or even figure out where to park to access the trail! Nevertheless, if any at the forum has a family interested in hiking, the trail may be a nice diversion to visit … and for the railfan to see a few tracks, and maybe a train or two, and the whole family wouldn’t even notice the side fun that you are having …
This will conclude this particular Ontario-Colton post series.
------------
Things may be slow post-wise for the next two or three weeks. There is also the possibility K.P. can get back to Arizona in the next month or two, possibly even to New Mexico and El Paso, TX. But, at this point, so much is up in the air …
K.P.,
Interesting stuff as always!
It looks as though the bike path you posted about here is not the same one as is found lower on the Santa Ana River, near Angel Stadium.
http://en.wikipedia.org/wiki/Santa_Ana_River#Recreation
What an interesting watershed: http://en.wikipedia.org/wiki/File:SAR_Map.jpg
Now back to our regularly-scheduled railroad discussion...
mvs (9-21):
As I understand the Santa Ana River Trail, the bike path / walking trail by the Sunset Route in Colton is the same one by Anaheim. I haven’t personally seen the trail in Orange County, of which Anaheim is in. But, aerials of both jurisdictions look similar, and one can follow the trail from beginning to end, from the ocean to the mountains. It all comes under the effort of the Santa Ana River Trail.
You, mvs, might find the following of special interest …
K.P. on the Prowl Again
Friday, September 21, 2012, K.P. managed to pull off one of those “kill two birds with one stone” type of things. One of the ‘birds’ was getting back to Colton, CA, with a specific focus on the Santa Ana River Trail bisecting of the Sunset Route. A number of photos were taken there.
After leaving the river bike-walk trail, the Colton Flyover was checked out. As K.P. was leaving that investigation, it was noted than the Colton Flyover is now in the early stages of concrete-work between Rancho Ave. and the northwest quadrant’s transition track. Unfortunately, time could not be spent on such. Easy photography will have to wait another time.
The historical museum in Colton was visited for a bit, and three photos of photos were taken of what is believed to be the disastrous flooding of 1938, and the Sunset Route’s crossing of the Santa Ana River. That crossing with bridges did NOT fair very well.
At the I-10 ramps at Riverside Ave. in Rialto, the eastbound onramp had one of those short parking areas added, so a few never before possible photo angles where taken of the signaling at CP AL935 RIVERSIDE AVE.
Some posts on all this should be ready for posting in two or three days.
Take care, everyone,
K.P.
K. P. HarrierAs I understand the Santa Ana River Trail, the bike path / walking trail by the Sunset Route in Colton is the same one by Anaheim. I haven’t personally seen the trail in Orange County, of which Anaheim is in. But, aerials of both jurisdictions look similar, and one can follow the trail from beginning to end, from the ocean to the mountains. It all comes under the effort of the Santa Ana River Trail.
The trail is probably contiguous from Colton to Anaheim, although it may not be paved in the more "rural" areas between Orange/Riverside County Line and out by the LA&SL bridge in Riverside.
By the way, K.P. and others, work will start soon on the Iowa Avenue railroad bridge in Highgrove.
http://www.inlandnewstoday.com/story.php?s=25839
On the Prowl Again
Part I (of I-XI)
The Santa Ana River Trail and the Sunset Route
The public Santa Ana River Trail is for hikers and bicyclists, and the official website shows it laid out between the Pacific Ocean and the Mountains in Southern California.
On the trail just south of the Sunset Route, we first northeastwardly approach CP SP941 ICE DECK, the signals of which are on the below photo’s upper left and upper center.
The Ice Desk siding goes BETWEEN the (1) two-mains / old signal bridge (left) and (2) the newly erected horizontal section of a presently incomplete cantilever structure (right).
The concrete trail slightly “S” curves as it approaches the Sunset Route (across the below photo about two-thirds the way up) from the south.
Continued in Part II
Part II (of I-XI)
A closer northeastward look at the trail:
Approaching the Sunset Route from the south, we see that a finely meshed fence surrounds the trail to, presumably, discourage would be rock throwers at trains.
In the just above photo, three gentlemen are seen. They were employed to remove graffiti from the walls and other concrete areas. They were friendly, and seemed happy to talk to someone in an otherwise lonely job.
Now we are going into the fine meshing of the fencing.
Continued in Part III
Part III (of I-XI)
On the north side of the tracks now, looking northeastward:
Looking back southwestward:
A north side westward view of the Sunset Route Bridge (upper left) over the Santa Ana River:
In February 1969 it rained for a whole month, and this waterway was totally filled with rushing water (leftward), only a couple of feet below the actual railroad bridging!
Continued in Part IV
Part IV (of I-XI)
From the walkway, the two fencings and the bridge:
The north fine top fencing and the bridging:
Those graffiti removers again in the tunnel-like throughway:
Continued in Part V
Part V (of I-XI)
The Santa Ana River Bridge from the south side: Water in the river moves leftward.
An odd blocking is in the Santa Ana River’s south side. In the distance is the Mt. Vernon Ave. roadway overpass over the river. That roadway bridging was built circa 1967-68. Before that, a truss bridge crossed the river paralleling the railroad tracks … somewhere in the location of the camera.
That Mt. Vernon Ave. swings around and curves over the Sunset Route.
The above train is waiting on the southeast quadrant’s Transition Track off the BNSF Transcon. UP uses a short stint of BNSF tracks to Riverside, where LA&SL junctions in from Los Angeles.
Continued in Part VI
Part VI (of I-XI)
Looking at the west side of the Santa Ana River, the east Main 2 westbound signal of CP SP540 MT VERNON is seen, with the industrial track’s future new signal.
Another view of the river-way blocks.
Just south of the Sunset Route is a wye junction between the Santa Ana River and the flood control channel from the north (upper left).
Continued in Part VII
Part VII (of I-XI)
That flood control channel from the north has its blockings (background) NORTH of the Sunset Route, whereas the Santa Ana River blocks (foreground) are SOUTH of the tracks.
The transition track train finally crosses the river bridge.
A close-up of the north blocks (center) and the south blocks (bottom).
Continued in Part VIII
Part VIII (of I-XI)
K.P. visited the Colton Area Museum, and thereat found three photos on a display board about the 1938 massive flooding in the area. The below photos of those photos are believed to be the area of the subject of this posting series.
While there is only a two-track bridge at the site now, K.P. personally saw in the 1960’s and 1970’s that two types of bridges were used for basically a four-track crossing of the Santa Ana River. The two-tracks on the south side (on a truss bridge) went through eastward to what is now the Ice Deck siding (and its siding).
The “One Side” track was on the alignment of the present Main 2 (the original Main), and the “Two Side” was south of it, and ended maybe a quarter of a mile east of the Santa Ana River.
Continued in Part IX
Part IX (of I-XI)
The Colton Flyover
From the east side of the Santa Ana River, south of the tracks, from on the Santa Ana River Trail, a view of the Colton Flyover construction can be seen through the Mt. Vernon Ave. overpass opening.
From “K” Street looking north (west of the BNSF) that new concrete walling by the I-10 Freeway is coming along:
Continued in Part X
Part X (of I-XI)
More from “K” Street:
A new erection …
The just above photo’s wooden new construction should not be confused with the pier-work by the BNSF (below) that is in a more complete state of construction.
From the Valley Blvd. / BNSF grade crossing area, a southwestward view of the northwest quadrant’s transition track at that new pier-work west of Colton Crossing.
Continued in Part XI
Part XI (of I-XI)
CP AL935 RIVERSIDE AVE
Rialto, CA
Some here at the forum may recall this September 26, 2008 photo of the cantilever signaling at Riverside Ave. in the Rialto area of West Colton Yard.
The front side of those signals by the nature of their location previously could not be photographed. However, as with the south side I-10 off ramp, the south side onramp has had a parking area added:
From the new parking area, two east side semi-westward views:
Note only the right signal is number plated, hence, is an intermediate. The left signal is an absolute, and part of the interlocking of CP AL935 RIVERSIDE AVE.
This will conclude the “On the Prowl Again” series.
Nice photos K.P. and congrats on passing over one half of a million views.
I assume those blocks are there to slow the flow of the water as the channels intersect. They looked much larger from the air.
Thanks again for keeping us posted.
Robert
The latest on the Red Rock yard:
http://www.azcentral.com/community/pinal/articles/20120924picacho-peak-rail-yard-state-land.html?nclick_check=1
Replies …
mvs (9-23):
A contact of a contact looked into parking for the Santa Ana River Trail, and received this email information about parking reference the Sunset Route:
“Parking for trail access can be found at the staging area in Colton on the west side of La Cadena Avenue, just south of the Santa Ana River. In San Bernardino, parking and trail access is located at 222 E. Hospitality Lane, west of Waterman Avenue, behind the Souplantation Restaurant and next to the County Hall of Records.”
Hiking in would be a bear, better with a bicycle, but it is possible. I was able to sneak in via a questionable access route, but there were no “No Trespassing” or “Keep Out” signs.
About the grade separations you mentioned …
The Iowa Ave project in Highgrove (on the BNSF with Sunset Route trains using LA&SL’s trackage rights) when finished will certainly be a bone for locals and out of town folks alike. I can remember as a kid that that grade crossing just had a two-lane road with a wigwag. How times have changed!
I’m very anxious to see how the Streeter Ave. and Riverside Ave. grade separations in Riverside that you mentioned will be pulled off by the powers that be. The grade crossing control box for the Streeter Ave. grade separation construction and necessary vehicular reroute is still at the Colton Signal Dept. in Colton. The Riverside Ave. project has unseen implications. Undoubtedly, it will be built with a two-track opening, which should give some indication of what UP has in mind for possibly (“possibly”) two-tracking through …
… the narrow Pachappa Cut area!
rdamon (9-24):
It could not be believed that 4,000 viewed this thread back in 2008. Half a million now … Wow!
About the flood control blocks … I wonder if they are to cause the top of the water to move faster during flooding, thus causing less drenching of the sand in the non-concrete areas beyond.
ANDY117 (9-25):
Thanks for the Red Rock future yard info link, and your alertness in discovering it and sharing.
Unfortunately, I couldn’t get it to work on my computer, but this modified link works, at least on my computer:
http://www.azcentral.com/community/pinal/articles/20120924picacho-peak-rail-yard-state-land.html
From the article, with all the chaos of opinion from various officials and people studying the matter, I have to wonder if it will ever get built. The article left me with a sense that there will be a funeral before the yard is ever born!
At least UP has unlimited area in the rather isolated Santa Teresa, NM if worse comes to worse.
Take care all,
Update as of Wednesday, September 26, 2012
An eastward view from Rancho Ave. shows a pathway has been cleared. The concrete-work on the lower left is the large piping just south of the I-10 Freeway. However, on the lower right, is something different …
That “something different” is the flyover’s south walling that has started to be worked on for the western slope.
At photo time, trains were everywhere! Not only is a BNSF traversing the diamonds crosswise, but a Metrolink with new cars pass as well.
A final view … of the initial stages of the south walling on the western slope:
As time progresses, Rancho Ave. will afford down on views of the interior cement of the flyover (left), now just dirt.
I used to enjoy receiving a email when a new post was made to this blog. Recently the emails stopped and I found out that the magazine in their infinite wisdom eliminated to notifications. Does anyone know how to reinstate the notifications?
Mr. Money and the Far Western Tip of the Sunset Route
Billionaire Philip Anschutz in the 1980’s came to own Rio Grande Industries (and railroad), which in turn bought the Southern Pacific. So, the Sunset Route was at one time in the fold of Anschutz. In his era, two-tracking took place in the mountainous Benson, AZ area.
Mr. Anschutz reportedly is (or was anyway) the largest stockholder of Union Pacific. His current big ticket purchase effort is a future football stadium in Los Angeles and bringing a National Football League team to that city.
During his ownership of SP, the two-tracking in the Benson, AZ area utilized slow speed mainline crossovers. Since the speed of those crossovers is NOT listed in the employee timetable, they likely default to (or understood as) 20 M.P.H. ones, as at CP S1035 FENNER.
That is quite a difference from UP’s standard, 40 and 50 M.P.H. (non-yard or switching related) mainline crossovers. Undoubtedly, those (some anyway) slow speed switch route Arizona CP’s will be relocated in the future. Likely after all is said and done, they surely will be up to UP crossover speed standards too.
Mr. Anschutz had the wisdom to two-track the Benson, AZ bottleneck-like area. Unfortunately, he didn’t see the value of high-speed crossovers that historically helps UP move along the flow of traffic. Perhaps he will be better advised in both the football team acquisition and place for the team to play efforts.
Memo to ccltrains (9:28):
Hi, ccltrains!
On the seemingly everything column on the right (outside this thread but on the same screen view), is a section “THREAD OPTIONS.” (You have to be in this thread.) Click ‘Email subscribe …’ That should restore your emails from THIS thread.
Mutual Acquaintances and Terrify Grade Crossings
The other day mvs posted about the BNSF Transcon grade crossing at Iowa Ave. in Highgrove, CA, and how an overpass will soon be constructed there. The connection to this thread is that some Sunset Route trains are routed over that BNSF segment to reach (or come from) the LA&SL in Riverside.
K. P. finds so many triple-track grade crossings on the Transcon to be rather terrifying. Two tracks are fine, but three, well … It is just a personal phobic things I guess …
On Wednesday, September 26, 2012 K.P. was at that Iowa Ave. grade crossing, and a lot of other places too, but the photos didn’t come out very well, and will have to be retaken.
Nevertheless, a switching operating was going on there, and a crew member was talked too. We both got excited when we realized we both knew an old towerman from years ago. The train crewmember was waiting for his power to run around his short train. Check out that caboose and off-center GP60M headlight! The triple-track line is visible on the lower right.
There is also a most interesting development to convey that is now happening in Riverside, near another future grade separation that mvs had mentioned. The 91 Freeway is in the process of being widened, which will necessitate replacing the current railroad bridge. K.P. hopes to get back there within a week and get some photos.
Coming …
Watch for a two part series entitled: “Is This Radically Bizarre or What? -- A Very Odd Development in Arizona.”
The default for dual control turnouts not connected to a siding is 30 mph.
Jeff
Is This Radically Bizarre or What?
A Very Odd Development in Arizona
Part “A” (of A-B)
Followers of this thread know that UP installed a 40 M.P.H. universal crossovers arrangement at CP SP937 WEST PICACHO, and a 40 M.P.H. single crossover at CP SP938 EAST PICACHO. The latter is the location where the unusual three-head mast signal was erected to exit the siding’s east end.
Oddly, the west end of the Picacho siding did NOT have such a three-head signal (right), even though the siding turnout speed was the same as the east end, 30 M.P.H., and there were likewise mainline straight and 40 M.P.H. crossover routes beyond it also just as the east end had.
Sources indicate the MAINLINE CROSSOVERS at both CP SP937 WEST PICACHO and CP SP938 EAST PICACHO are now timetabled as 30 M.P.H. and no longer 40 M.P.H.! It is unknown if the switches were physically traded out for different speed ones (most likely), or if just the timetable speed listing changed (less likely). Interestingly, even under this new arrangement, the switches are reportedly still timetable listed as having movable frogs and NOT spring frogs!
That makes all the mainline crossovers from CP SP935 LA PALMA to CP SP938 EAST PICACHO inclusive all of the 30 M.P.H. type!
Continued in Part B
Part “B” (of A-B)
Theoretically (“theoretically”), a higher speed CP now needs to be installed in the M.P. 932 area, in the vicinity of that three-bulb entrance signal (left). Note the mainline mast intermediate signals (center and right) in the distance.
That would somewhat balance the higher speed crossovers’ distance between CP SP927 TOLTEC and CP SP943 WYMOLA (a distance just shy of 16 miles) for higher speed mainline traffic, and allow the slower speed crossovers in the Picacho area for switching movements. If (“if”) the 40 M.P.H. turnouts were in fact actually traded out, the previous ones have to be somewhere. Transplanting some of them nearby (like in the M.P. 932 area) would make sense. Please remember, this paragraph and the one above is purely speculative!
However, if a Red Rock Yard is in the cards, perhaps (“perhaps”, not that they will) CP SP943 WYMOLA and CP SP952 EAST RED ROCK will eventually have their 40 M.P.H. crossovers converted to 30 M.P.H. too!
The future Red Rock Yard’s counterpart is West Colton Yard between Colton and Fontana, CA, and ALL the mainline crossovers in that area are all 30 M.P.H.
About signals … At this point in time it is unknown if the three-head signal (Part I) at CP SP938 EAST PICACHO has been changed out to a two-head one, but if there is no speed difference in all the CP’s turnouts now there doesn’t seem to be a need for a three head signal.
That brings up an interesting question, i.e., whether or not those lower heads for the mainline signals related to the 30 M.P.H. crossover have two or three bulbs. Two bulb heads typically are used for entrance to a siding to insure trainmen traverse the turnout no higher than 30 M.P.H. A similar speed situation is with the Los Angeles Sub Main 1 TOP head (left) for the STRAIGHT route in Pomona that curves into the Alhambra Sub, all at CP AL515 RESEVOIR.
Back to Arizona … More than ten miles to the east of Picacho, it is still unknown what type of signaling is in the Red Rock area presently (especially in the M.P. 952 area) with the two different turnout speed types there. Forumist eoleson not too long ago photographed (great job eoleson!) and posted about the new east end two-head siding signal. But, reportedly, that trackwork has already been changed, so it is unknown what is actually in that area now, except that there is a mismatch of turnout speeds still, 30 and 40 M.P.H.!
So, the new development in the Picacho area combined with the Red Rock mysteries certainly is making for a full itinerary of things to check out in a likely trip to Arizona, New Mexico, and El Paso, TX for K.P. in the next few months.
Continued in “A Postscript”
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