Surprising Glimpses of the Future at the Flyover
Colton, CA
Part E (of A-E)
Another view of those two new CP boxes, a photographically lighter setting one, with the getting higher (right to left) flyover in the background:
Finally, a nighttime view of the Colton Signal Dept. buildings that had gotten drenched with rain earlier:
You may recall the cantilever structure previously at the Colton Signal Department (September 30, 2012) …
… that was finally brought to the cantilever signal cite and attached at CP SP542 LOMA LINDA.
In that SECOND photo from the top above, while it cannot be seen in that nighttime darkness view, was ANOTHER cantilever horizontal section that had been brought to the site, likely for the present area of CP SP541 ICE DECK that will be converted to the combined CP SP540 MT VERNON discussed in the first photo in Part A.
This will conclude this series.
----------------------------------------------------------------------------------------------------------------------------------- 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.
KP-
Really enjoy your tracking of the Sunset Route double tracking. For us who live remote to the Sunset Route getting updates are almost impossible. Even being a stock holder in UP rersulted in no answer to requests for updates on the Sunset. I have to rely on your blogs to follow the double tracking. Trying to follow the progress reports tied to the various CP's is difficult. Could you provide a breakdown of what remains to be completed on the route? Thanks in advance.
W R Watkins
ccltrains Could you provide a breakdown of what remains to be completed on the route? Thanks in advance. W R Watkins
FYI I've decided to post my previous mileage summary in Google Map form here. You might want to bookmark it and check back every few months - railroad construction is a .s.l.o.w. process to monitor so we have to amuse ourselves with other activities .....
If you do an internet search by 'Blair Sub' you will find another blogger somewhat tracking another significant UP double tracking project in Nebraska / Iowa.
-- Mike
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! ***
December 2/3, 2012 Posting Part I (of I-II)
From the Odds and Ends Department
A Warning about Colton, CA
Often in this thread photos by the Colton Signal Dept. have been posted.
In the vicinity of that department, several times four legged creatures have approached this camera toting railbuff. Most are harmless, and looking for fun, such as the LEFT dog below.
The right dog above consistently looked focused (on me) and kind of sinister, but after a few minutes, went away.
Forum visitors to the Colton Signal Dept. area (on “K” Street, the closest cross street being 7th Street) should be aware that those creatures may be on the prowl. Usually they are not around, though. But, occasionally they are, and can be numerous and I don’t know what they might be thinking (chomp, chomp) …
Some Replies
billio (11-25):
“The Barking Chain”
Speaking of dogs …
When I was a kid a number of decades ago, my parents brought me to the theater to watch the movie “101 Dalmatians.” I did the same for my kids … and then videos came along. In that child’s movie was a system called “the barking chain,” a system where dogs supposedly communicated with other dogs to find out things a long distance away. From personal visits to human “barking chain” -like contacts that have other contacts, I was able to ascertain the Golden State Route information you, billio, were interested in.
From El Paso, TX (with a connection to the Sunset Route) to the Pratt, KS area is single-track CTC. From the Pratt area to the Topeka area is Automatic Block Signals (ABS), with the final leg to Kansas City two-track CTC on the Kansas Pacific. Sidings are very long on single-track, even on the ABS section, and two long trains should have no problem ever making a meet. In ABS territory, when a train leaves a siding, the switch is left open … with the next mainliner getting stopped by a red signal, which train subsequently normalizes the switch, thus getting a green. Cheap way to run a railroad!
When I traversed the highways that basically follow alongside the Golden State Route from El Paso to the Pratt area (most of it anyway), I saw very little train traffic, surprisingly so. It is unknown exactly what UP’s intentions are in the long term, but Chicago-Los Angeles is probably 100 miles shorter via the Golden State Route vs. the Central Corridor and the Los Angeles & Salt Lake (LA&SL). Either way, trackage rights over the BNSF must be utilized, but the Golden State Route way has to utilize them in a whopping amount, and UP loses much control over their trains. Thus, it would seem that going via Salt Lake City is the more practical route. Of course, if time is not the governing factor (i.e., who cares when shipments arrive), the Golden State Route is better by reason of being shorter.
If UP has any dreams of utilizing the combined Golden State and Sunset Routes for Chicago-Los Angeles traffic (with a long time on BNSF’s Chicago-Kansas City line), they ultimately will have to upgrade virtually all the old, wooden bridges, as most cannot be walked across for walking a train, such as with air hoses disconnecting. When such occurs, the line must get tied up for hours, which is not a good phenomenon for long, long ‘hot’ trains.
Oh, by the way, billio, thanks for the reference to UP’s 2011 chart.
eolesen (11-27)
Thanks for posting the photo of the electrical box at CP SP961 MARANA. That name plate not being reversed anymore is proof enough that that second track to the west is now in service.
Your update reports have been excellent. Great contributions to this thread!
blue streak (11-28):
Switch machines always seem to accompany switch installations, and I don’t think there is a shortage of them. I suspect UP buys such things in bulk and saves much money in that way.
eolesen (11-28):
You’ve made a good point with two-tracking, that trains will be less likely to have to stop, so illegals will be less likely to hop the trains.
Nevertheless, there will be diehards that will wait for the opportunity. My point was that TWO moving trains passing the border patrol’s inspection area will make it impossible for Border officers to stand on the north side anymore to inspect a train on the southern track (Main 2), the most likely track that illegals would be riding westbound trains on, at least in the future when two-tracking is finished all the way between El Paso and Los Angeles.
Continued in Part II
------------
For number buffs, this post is number 3333 since this thread’s first post on March 4, 2008!
December 2/3, 2012 Posting Part II (of I-II)
ccltrains (12-2):
Hello, Mr. Watkins!
OK, about the percentage of two-tracking completed and to finish … here we go!
From El Paso, TX to … Well, right away we have a problem. It is unclear exactly where we should start. From El Paso, the tracks separate and go over two separate great bridges over a river, the west side of which is in New Mexico.
The two routes come together again in the Anapra, NM area, right next to the fenced international border with Mexico …
… and, if my recollections of past aerials is correct, single-track westward started in that vicinity. So, from that point THIS post will start counting, in the M.P. 1289 area (I think).
Two-tracks westward end at CP SP876 ESTRELLA (M.P. 876.2) in Arizona. So, the tally is loosely 413 miles so far.
From CP SP831 SENTINEL (M.P. 831.2) to CP SP819 STANWIX (M.P. 818.9) is a section of two-tracking that took place earlier in the new millennium. Adding about 12 miles, we reach about 425 miles.
Single-track then runs all the way to CP SP771 WELLTON (M.P. 770.8). From there to CP SP753 DOME (M.P. 753.3) are two-tracks put in decades ago by Southern Pacific. Loosely, we will add 18 more miles, for a total so far of 443 miles.
Then comes a short two-track section between CP SP747 BLAISDELL (M.P. 746.6) and CP SP743 FORTUNA (M.P. 742.5). Add 4 miles, totaling now about 447 miles.
There are two old tracks between CP SP738 EAST YARD (M.P. 737.5) and CP SP733 YUMA (M.P. 732.4), at the east side of the Colorado River. Add about 5 miles, for a loose total of 452 miles.
On the west side of the Colorado River, from CP SP732 COLORADO (M.P. 732.1) is an old SP section of two-tracks, now in California …
… to CP SP726 ARAZ JCT (M.P. 725.8): Add another 6 miles, for a total of 458 miles.
From CP SP724 ARAZ (M.P. 723.7) to CP SP715 CACTUS (M.P. 714.9) is about another 9 miles, for a loose total of 467 miles of two-tracks.
Then we go all the way to CP SP648 BERTRAM, in the M.P. 648 area. From there to CP SP637 SALTON is about 11 miles. That section is not in service yet (as far I know, anyway), but we will add it to the loose tally, to 478 miles.
From CP SP620 THERMAL (M.P. 620.2) all the way west to CP AL533 SIERRA (M.P. 532.4), the below photo’s foreground and background left track (view looks east) …
… is a big section of two-tracks. Add another 88 miles, for a total of 566 miles.
In the Marne-City of Industry (around M.P. 503) area there is a section of back to back sidings that look like two-tracks but are officially not, so nothing will be added to the tally.
Lastly, there is a small two-track section from CP AL488 ALHAMBRA (M.P. 488.3) to CP AL485 VALLEY BLVD (M.P. 485.6), or 2.7 miles, so we add 3 more miles, for a grand total of about 569 miles.
Thus, from the Anapra, NM area by M.P. 1289 (near El Paso, TX) to the foot of Los Angeles Union Station …
… in the M.P. 482 area is 807 miles, 569 miles of which is two-tracked, or 71%, with 29% left to do. If we start in El Paso, TX instead of Anapra, NM, there is only about a 10 mile difference. Even so, we are still talking about 70%-30%
Those loose, unofficial figures are rather consistent with other percentage listings that have appeared in this thread.
From Colton in the M.P. 540 area westward there is an alternate LA&SL route (initially over the BNSF) to Los Angeles that many Sunset Route trains take, and much of that route is already two-tracked. But, that trackage should not be calculated in with the actual Sunset Route two-tracking.
So, Mr. W. R. Watkins (ccltrains), it is hoped that satisfactorily addresses your request.
Take care all,
K.P.
The Activity Strip
From sunup to sundown, circumstances allowed for documenting multiple Sunset Route activity spots from CP SP542 LOMA LINDA (M.P. 541.3, San Bernardino) to CP AL515 RESERVOIR (M.P. 515.1, Pomona) on Wednesday, December 5, 2012. The most striking news development was the installation of an east-west Colton Flyover railroad bridge high above and over (top) the north-south La Cadena Drive underpass (bottom) in Colton, CA. The below view looks north:
The present, old, ground level Sunset Route Bridge is in the above photo’s center, with Los Angeles to the left. In the background between the two bridges is the paralleling I-10 Freeway Bridging.
It might (”might”) take up to a week to sort through 555 photos, make selections, and workup a hopefully enlightening presentation for the forum.
Thanks to you Mike and KP for the detailed update of the double tracking. I feel like a pest asking for this a couple of times over the history of the blog. With both of your detailed listing i will pull out my SPV atlases and felt tip pens and highlight the double tracking progress. Hopefully this will stop my silly requests as it will be easier to update in the future. Again a million thanks to both of you. KP you have done a yoman's job of following the progress and I and many other readers are very appreciative. Wishing you both a very merry Christmas.
W R (Dick) Watkins aka ccltrains
Re, the Golden State route.
I seem to recall reading that the UP completed some CTC work on the Herington Subdivision (Herington to Pratt) within the last year or so, but I don't know if it was the entire subdivision.
Herington to Topeka I believe is all CTC. It was double track (current of traffic) in RI days and I think it was the SSW/SP that pulled up one track and installed the CTC. When originally double tracked, the second track wasn't always on the same alignment as the original single track.
Back in the late 1960s the RI started a program of adding or extending sidings so they had a 9000+ foot siding about every 15 to 20 miles between Herington and Tucumcari. I think they were (I know some definitely were) also equipped with spring switches, at least some of which lasted until the UP added CTC.
Jeff
Regarind the Golden State Route sidings during the Rock Island days,
According to the last Rock Island Employee Timetable issued (No.1 for March 18, 1979), the "Cotton Rock" line had 23 sidings over 9000 feet in length and most of them had No. 15 (good for 30 MPH) spring switches at each end, a few others had them at one end only. However, the track was in very bad condition forcing the Southern Pacific (Cotton Belt) to rebuild the line for fast 70 MPH freights...Union Pacific is continuing this tradition by adding CTC signalling.
Also a little trivia, the distance from Los Angeles to Chicago via BNSF's ex-ATSF line is the exact same via UP's Golden State Route. This assumes that UP trains use BNSF trackage rights from Chicago to Kansas City.
This is slightly off-topic but of interest to K.P., Mike, and anyone else who knows of Metrolink:
The Perris Valley Line received the funding it expected from the state transportation commission. Construction may finally start in the spring or summer of 2013. At last.
“The Activity Strip” Post Series Schedule
As preannounced last week, “The Activity Strip” three group series, dealing with much activity between CP SP542 LOMA LINDA (San Bernardino, CA) and CP AL515 RESERVOIR / CP C033 WO TOWER (Pomona), is ready …
… and will follow the below posting schedule:
Wednesday, December 12, 2012, Parts A-I (of A-Z and AA-CC): CP SP542 LOMA LINDA to the Colton Flyover (9 posts)
Friday, December 14, 2012, Parts J-S: The Colton Flyover (10 posts)
Sunday, December 16, 2012, Parts T-Z and AA-CC: The Colton Flyover to Pomona (10 posts)
Posts should be up by 9 A.M. Pacific Time on the scheduled date, but likely much, much earlier.
Hello All,
Just a quick note on the doubling tracking of the Alhambra Sub, this afternoon (12-11), I saw a Union Pacific work train dropping welded rail along the south side of the two tracks between SIERRA and the East Siding Switch of SOUTH FONTANA siding. This is for the new switching lead into the Receiving Yard at West Colton, the grading for which has been done for several months now.
San Bernardino to Pomona, CA
Part “A” (of A-I; Overall A-Z and AA-CC)
The Future Signaling at CP SP542 LOMA LINDA
San Bernardino, CA
An early morning eastward view of the new and old signals at CP SP542 LOMA LINDA:
The west side eastbound new mast signal for Main 1:
That west side eastbound Main 1 signal is halfway in the trees.
The above photos were shot from Hunts Lane, where an overpass is currently being constructed. Please make a mental note of Hunts Lane … It will be brought up again when we get to the Colton Signal Dept. in Part J.
Continued in Part B
Part “B” (of A-I; Overall A-Z and AA-CC)
The Colton Flyover Area
From the northwest side of the Santa Ana River, a view of the present CP SP541 ICE DECK on the east side, with the partially assembled future cantilever signal structure in view. The mast signals with target heads on them are temporary, and will be pressed into service when the old signal bridge is taken down, and only till the new cantilever structure can be put in service.
Above, the Santa Ana River Bridge is on the lower right. Because of severe telephoto comprehension, the current signal bridge (left) and the river bridge (right) appears closer together than they actually are.
On the west side of the Santa Ana River Bridge is the present east westbound Main 2 only signal at CP SP540 MT VERNON (right). It will be taken down when CP SP541 ICE DECK and SP 540 MT VERNON are combined. The new left mast signal is for the industrial’s track eastbound to Main 2.
Above, those signals are at the general site of the 1907 wreck of a fast moving westbound passenger train that encountered a switch that had been left open. Many died in the ensuing pileup, and the wood passenger car totally disintegrated. The mountain on the upper right is the area’s Blue Mountain, not to be confused with the Blue Mountains in Oregon, that another UP mainline passes.
Those signals above are on the far left of the below Mt. Vernon Ave. Bridge photo. The signals on the right are the new, future WEST side of the river Main 1 signals.
Continued in Part C
Part “C” (of A-I; Overall A-Z and AA-CC)
While K.P. was on site, a local movement took place, with a train backing out of the industrial trackage (right to left) mentioned previously. That south side industrial track is lower than the Sunset Route.
Looking south: Note the curving road on the above photo’s bottom. That road dead-ends in its very old pavement by the freeway …
… but not before …
Continued in Part D
Part “D” (of A-I; Overall A-Z and AA-CC)
Trucks were shuttling between this area and the Colton Flyover, presumably transporting some type material being used in the construction process.
There was a floodlight erected in the loading area, so apparently some night work is done too from time to time.
Continued in Part E
Part “E” (of A-I; Overall A-Z and AA-CC)
The flyover’s east north side walling where it angles to the present alignment is becoming more obvious.
The forefront dark angled walling has a not flat appearance. That may or may not be an illusion.
A more close-up of all the continuing construction on the flyover:
The east south side walling:
A temporary switch has been put in for laying track over the flyover.
Continued in Part F
Part “F” (of A-I; Overall A-Z and AA-CC)
An eastbound comes along, and from it one can judge the closeness of that angling construction and the new, temporary switch (lower left).
An overview looking west:
Continued in Part G
Part “G” (of A-I; Overall A-Z and AA-CC)
The New Flyover Bridge over La Cadena Dr. Underpass
The actual bridge and girders are up now at La Cadena Drive. From the southeast side, on K Street:
From the south side of La Cadena Dr. itself:
From the north side:
As seen above, the weight of the flyover is not at the edge of the underpass on borth sides. What will become of the railings protected sidewalks to nowhere are anyone’s guess.
Continued in Part H
Part “H” (of A-I; Overall A-Z and AA-CC)
Some underneath views of the new flyover bridge over La Cadena Drive.
Continued in Part I
Part “I” (of A-I; Overall A-Z and AA-CC)
Northwest of La Cadena Dr.
Northeast of that new bridge over La Cadena Dr. a bunch of equipment is stacked up.
Northwest, more equipment.
Continued in Parts J-S Friday, December 14, 2012, and will deal with more of the Colton Flyover area.
Part “J” (of J-S; Overall A-Z and AA-CC)
The Colton Signal Dept.
South of the tracks, on “K” Street west of La Cadena Dr., is the Colton Signal Dept., where the new bungalows are for the future CP SP538 RANCHO. Recently they were featured in some nighttime photos in this thread. Now, a daytime photo is shown.
There is also at the Colton Signal Dept. a new grade crossing box for Hunts Lane, where, as in Part A, an overpass is currently having construction work taking.
The new Hunts Lane grade crossing box will only be used while the roadway is still open. The street is supposed to be closed for the second year of overpass construction.
A surprise at the site was a new CP box in storage for the Riverside Industrial Lead, which lead is supposedly on borrowed time, and will be eliminated when the Colton Flyover is finished.
Continued in Part K
Part “K” (of J-S; Overall A-Z and AA-CC)
The old target signals for the maverick CP SP539 RIVERSIDE INDUSTRIAL LEAD is visible in the photo below. The southeast quadrant’s transition track is the mildly curved track on the right. The Riverside Industrial Lead crosses the southeast quadrant’s transition track WITHOUT interlocking signals, and the switches are hand operated ones. The flyover’s new bridging over La Cadena Dr. is also seen (center).
That crazy CP SP539 RIVERSIDE INDUSTRIAL LEAD arrangement came about because of some union agreement nearly forty years ago that apparently lingers on. At the time of the agreement, it was in Southern Pacific days, and there was no southeast quadrant high trafficked transition track, only a very, very sharp interchange track. Matter of fact, it was so sharp of a curve someone tried to run a two four-axil trucked DDA35 around it, and the engine went on the ground. K.P. happened onto the scene that evening, after all the wheels where back on the rails, and the derailment pros where literally inching the locomotive back to straighter track, and greasing the flange-railhead contact point as they went along! What a tedious task that was!
Also at the Colton Signal Dept. were more truck trailers and containers.
Continued in Part L
Part “L” (of J-S; Overall A-Z and AA-CC)
The Colton Crossing Area
We now go to Valley Blvd. on the north side of Colton Crossing, and get some southward views. The flyover walling is seen through the piers for the northwest quadrant’s transition track.
Looking south through the northeast quadrant, the center pier-work had a number of workers on it.
Continued in Part M
Part “M” (of J-S; Overall A-Z and AA-CC)
In the southwest quadrant area, southward along 5th Street are temporary “No Parking” signs, the implication of such was that something was going to happen relative to the Colton Flyover construction.
Exactly why there were “No Parking” signs is unknown, but SOME large, pre-stressed concrete bridge spans where at Colton Crossing!
Continued in Part N
Part “N” (of J-S; Overall A-Z and AA-CC)
The large concrete spans:
Eastbound BNSF 7917 goes by on the cross Transcon giving the spans location perspective.
A water truck waters and goes downhill on “K” Street. Even more of a location perspective is seen with the passing BNSF and concrete spans on the photo’s upper left.
Continued in Part O
Part “O” (of J-S; Overall A-Z and AA-CC)
From the end of 4th Street, an eastward view of the Colton Crossing area. There are three span sections needed: The northwest quadrant’s transition track (left), and two for the Transcon area (right). The side walling between them is getting higher.
A train departs West Colton Yard, and heads to the BNSF via the northwest quadrant’s transition track (known officially as the BNSF Connector).
Its counterpart in the southeast quadrant is officially known as the Mt. Vernon Connector.
Continued in Part P
Part “P” (of J-S; Overall A-Z and AA-CC)
The train in Part O had come east on one of the 900 tracks (actually 926) and crossed over to Main 1. The present electrical box on the east side of Rancho Ave. for CP SP538 RANCHO will be replace for the future big interlocking plant on the west side of Rancho Ave.
Views of that other area WEST of Rancho Ave. (and the temporary signals thereat):
But, there is more to look at EAST of Rancho Ave.
Continued in Part Q
Part “Q” (of J-S; Overall A-Z and AA-CC)
Very little of the flyover’s west slope’s side walling has been put up by the present CP SP538 RANCHO.
By the vertical I-beams a strangely graded path has been graded.
A small unusual graded area is by the I-beams and plates between them.
Continued in Part R
Part “R” (of J-S; Overall A-Z and AA-CC)
A left running meet, and a train on the southeast transition track (Mt. Vernon Connector).:
Main 2 curves slightly before going under the Rancho Ave. overpass.
Continued in Part S
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