eoleson,
Your map helps a lot to understand what is going on in the Tucson area. Nice photos, too.
John Timm
K. P. HarrierWhile the above five sequencing concept seems logical, we will have to wait and see what the railroad actually does.
The (expensive-to-rent) large crane positioned between East End and Ramona Ave may be used for upgrading the culverts for San Antonio Creek to four track width - perhaps very soon. It is also possible that UP might take this opportunity to consolidate CP Reservoir and WO Tower near the latter, another signal engineering strategy seen elsewhere.
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! ***
Update as of Friday, December 21, 2012
The 91 Freeway Widening and the LA&SL
Riverside, CA
As followers of this thread know, the Sunset Route has an alternate route between Colton and Pomona, CA, and many Sunset Route trains take that LA&SL route. That LA&SL Route goes over the 91 Freeway in Riverside, and a freeway widening project is currently taking place. Construction of a new LA&SL bridge over the 91 Freeway is in the early stages. K.P. returned to the site Friday, December 21, 2012. Little had been done for the bridge, but there appears to be a bit more grading than previously.
There was a whole bunch of construction supplies between the LA&SL and the apartments in the above photo’s background. There seemed to be a security guard on duty too.
In the above photo, a very bad development has arisen for railfans … but everything appears normal in the photo. But, compare it to the reshown September 30, 2012 photo below:
In the just above photo there are apartment dweller’s cars parked. In the top photo, there are no cars parked. For whatever reason, “No Parking” signs have been put up.
Thus, in the future, K.P. envisions having to hike in between a half a mile and mile just to get photos from the south side, such as the below September 30 photo.
It is unknown if the situation is temporary (because of the construction), or permanent, but K.P. suspects the latter.
Anyway, there had been dramatic freeway widening construction progress, but little regarding the new railroad bridge.
----------------------------------------------------------------------------------------------------------------------------------- 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.
Update as of Sunday, December 23, 2012
A Word about the Salton Sea Area
In visiting a contact source, he advised that the new two-track section under construction between CP SP648 BERTRAM and CP SP637 SALTON is now in service.
Some previously posted photos to jog the forum’s memory of that Salton Sea area.
The east end of CP SP648 BERTRAM looking west:
The high bridge east of Ferrum with turned aside signals in background.
The laying down signal at Ferrum because the old siding was in the way.
CP SP637 SALTON:
At this point it is unknown when K.P. can get out that way for photos, but it doesn’t look like it will be anytime soon. Hopefully, the above will suffice for now … Those keeping track can add that about 11-mile section to the two-tracking tally.
A Backlog of Replies is pending, but …
MikeF90 (12-21): These Things Might Interest Many, Especially the Link
That large crane you commented on in the Pomona-Montclair area … I might be sticking my neck out on this one, but I’ve got a gut feeling it was rent free!
Having actually seen the crane in person, it struck me as a horrendous piece of junk! It was as if the Ames construction people bought a hand-me-down to save crane rental fees, and then when they get even bigger, will buy a spiffy new one! I might be all awash on that one, but that is how it struck me.
Hey, Mike! Remember some time ago we shared a few post exchanges about where the UP Riverside Industrial Lead crosses the ex-BNSF San Jacinto Branch in the Highgrove area? Things are changing fast over there!
Part of the agreement concerning the Colton Flyover project (M.P. 538.7 area) was the elimination of a segment of the Riverside Industrial Lead …
Looking south, with Riverside Industrial Lead the cross track: The new track was planned on the lower right.
Northeastward: The Lead itself. The connector would be on the lower left.
…. so a railroad bridge over a I-215 Freeway could be taken down and NOT replaced.
Just yesterday K.P. learned the trackage in Highgrove (at least the diamond there) has already been taken up and a new connection made.
A Highgrove Happenings LINK for a photo of that Highgrove ex-diamond area:
See Fourth Photo Down in this Link
I had been just down a ways from there last week and kick myself for not checking that area out! But, that is hot on my list now!
Best,
K.P.
A Lot of Coals in the Fire Report
On Saturday, December 29, 2012, the Colton to Highgrove to Pomona, CA area was traversed, and there are many things in those areas to report. Thus, watch for postings on them in the next few days. Until then …
… an eastward view of the Colton Flyover new bridging cross supports from the Rancho Ave. overpass. In that view, it looks like a new dirt road grade crossing for construction crews was put in just this side of the diamonds.
SP and the LA&SL (Some on the BNSF)
Colton to Highgrove to Pomona, CA
Part I (of I-XII, Overall I-XXII)
This post series’ photos were taken on December 29, 2012.
An eastward view of a high green at the present target signaled CP SP541 ICE DECK. The Sand Train laying over is in the south Ice Deck siding area. It wasn’t seen at the time, but it looks like a tie train (possibly for track laying) is also in the Ice deck sidings! (Far left.)
There was a track laying train also in the old Colton Yard area (NOT West Colton Yard).
At this time it is unknown where such a convergence of track laying equipment might be utilized at, but two areas come to mind: (1) the Puente Hills Intermodal Facility (trash train) in the City of Industry …
… and (2) the two-tracking between Pomona and Ontario.
Continued in Part II
Part II (of I-XII, Overall I-XXII)
The Colton Flyover’s east slope appears to have all the concrete pouring finished and orange top sides seem to be partially in place. The end (foreground) seems to have just dirt that the tracks will be laid on.
Lime vested trainmen make crew relief for a train that had negotiated the Mt. Vernon Connector (southeast quadrant’s transition track) in sight of that track laying equipment.
At the Colton Crossing itself, the flyover’s bridging supports are nearing completion.
Continued in Part III
Part III (of I-XII, Overall I-XXII)
A view from the southeast quadrant of the cross bridge supports on both sides of the Sunset Route.
More mast signals (mostly old) are piled by the Colton Signal Dept. Make a mental note of the single-bulb heads on both the left and upper right.
A closer view of that above upper right one:
Continued in Part IV
Part IV (of I-XII, Overall I-XXII)
The two new CP SP538 RANCHO boxes are still at the Colton Signal Dept. site. The new CP SP539 RIVERSIDE INDUSTRIAL LEAD box (unseen) is still at the site too, and will replace the years old present box (background right).
There is quite a collection now of new and slightly used signal masts at the Colton Signal Dept. site.
Continued in Part V
Part V (of I-XII, Overall I-XXII)
The flyover’s west end limited side walling may or may not be very slowly getting higher
In the view just above, K.P. has no idea what that upper rebar cylinder is for.
Continued in Part VI
Part VI (of I-XII, Overall I-XXII)
A New Mainline Switch that is Normally in Reverse!
Just east of Rancho Ave. is a derail that protects Main 2 from errant West Colton Yard switching movements.
In the above view, especially note the new track that ends before the right mast signal on the upper right. The TURNOUT route is now Main 2 to Main 2.
That Main 2 to the east will eventually be a method to get to the old Colton Yard area, as well as a south side BNSF connector (the northwest quadrant connector).
Continued in Part VII
Part VII (of I-XII, Overall I-XXII)
The switch in reverse’s switch motor (right) and the motor (left) for the future east crossover between Mains 1 and 2:
Above, the Palmdale Cutoff bridge over Main 1 is seen (left of center).
Rancho Ave. heavy overpass reinforcement protection against north side derailments has been completed.
Continued in Part VIII
Part VIII (of I-XII, Overall I-XXII)
From Up On Rancho Ave. Overpass
After walking up the separate pedestrian ramp of the overpass, TWO trains were seen to the west, the left one coming to a stop, the right one already stopped.
Looking west still, a wider view shows that that Main 1 train (right) had come off the Palmdale Cutoff (top).
Looking east now … and the horizontal supports over both mains west of the BNSF Transcon:
Some of the concrete for the flyover’s western base has been poured, but there is a bunch of dirt on some of it.
Continued in Part IX
Part IX (of I-XII, Overall I-XXII)
A heavy telephoto of those cross supports: Note that while the signal on the left is lit, the right one isn’t … or at least its lit green cannot be seen!
Sure enough, that waiting eastbound Main 2 train comes.
That overhead cross support puts a striking look to the snaking train going into the distance like we’ve never seen here before:
The right signal’s red light is low enough to be seen from up on the Rancho Ave, overpass.
Continued in Part X
Part X (of I-XII, Overall I-XXII)
Looking west again, the old “bypass” route has been totally obliterated.
A wider view: Ah, the headlight is no longer showing. The train is now coming towards the camera …
… and goes under the Rancho Ave. overpass (camera location). Main 1 continued to the background on the middle right.
Continued in Part XI
Part XI (of I-XII, Overall I-XXII)
While both tracks seemed clear ahead before, both trains stopped. That second eastbound train now takes its turn going under the new cross supports.
This is the path of the flyover’s west slope. The east slope’s final end part was dirt, as in Part II. This western part may (“may”) be dirt likewise.
A DPU on the rear of that auto-rack train has just cleared CP SP492 SLOVER (M.P. 491.1), far upper left.
Continued in Part XII
Part XII (of I-XII, Overall I-XXII)
That auto-rack train has a certain dramatic look going under and beyond the new cross support. Note how tight of a space the signal on the lower left fits in.
Two pieces of equipment in that graded strip. The second appears to be on a trailer. That auto-rack train is still going by on the far lower right.
Those two pieces of equipment are visible as the rear DPU unit passes.
We now head south, to the right in the cross tracks in the first photo of Part IX, to the Highgrove area of the BNSF, on the section of track the LA&SL has trackage rights on.
---------
Parts XIII to XXII will be posted before 9 A.M. Pacific Time Saturday, January 5, 2013, and deals with activity in the Highgrove area, as well as the downtown Ontario-downtown Pomona stretch.
Thanks for the pictures. They are worth well over a thousand words.
** Tucson Update **
Just prior to the Christmas Break, the track crew working west from Kino got as far as Avra Valley Road, which is just short of the east end of CP Rillito.
Tonight, the grade crossing at Tangerine Road is closing for 72 hours so Ames can cut in the second track and move the signals.
This is the last grade crossing remaining west of Tucson and east of Maricopa. At some point, the crossing at Ruthrauff Road already had the second track added; somehow I'd missed that in my earlier updates.
Part XIII (of XIII-XXII, Overall I-XXII)
The Highgrove Area on the BNSF
This is the BNSF interlocking plant at Highgrove, with the railroad bridge over the I-215 freeway (upper left) that will have to be replaced soon with the freeway widening. Note the signal on the upper right, with heads to the side, presumably for a better view of from oncoming trains. Normally on the BNSF they are centered on the mast as with the left signal.
Above, in the background from left to right, are Mains 1 and 3 (yes, 3). On the foreground: Mains 1, 2 and 3.
Why Highgrove is even mentioned is because a new, long BNSF staging area has been put in.
It may or may not be inspired by the I-215 freeway widening project.
Also, to the southwest, on Main 3, a new connection to the old AT&SF San Jacinto Branch will be put in, and many Metrolink trains from the “91 Line” will be using it to go to Perris, further congesting this alternate Sunset Route (See first photo this post). Because of THAT problem K.P. envisions someone seeing an irresistible opportunity to get federal funds in the area.
Continued in Part XIV
Part XIV (of XIII-XXII, Overall I-XXII)
About Another Flyover
Just a few miles to the north of the Colton Flyover construction is another flyover put in over a decade ago for Metrolink, with BNSF having trackage rights over it.
A similar flyover (with cheap dirt embankments) could be built in the Highgrove area, or possibly by the BNSF B-5 bridge crossing over the Santa Ana River.
Whatever the powers that be do, they will have to deal with the super cramped downtown Riverside area that forced BNSF to put in mainline pot signals. A view looking westbound:
For the train routing logistics theorists among us, because of the platform on the left of the above photo, Main 3 (left) has limitations, which effective regulates CP61 HIGHGROVE (the first photo in Part XIII) to single-track.
That problem may (“may”) be addressed in new track layout design when the I-215 two-track freeway bridge is replaced by THREE single-track bridges.
Highgrove seems to be developing into a significant construction area to keep an eye on.
Continued in Part XV
Part XV (of XIII-XXII, Overall I-XXII)
Highgrove and the Colton Flyover
Part of the Colton Flyover (NOT Highgrove now) agreements was that the powers that be would not have to replace the bridge over the I-215 Freeway in the Grand Terrace / Highgrove area in the freeway widening project …
… but do away with it all together, which meant access to the Riverside area customers would be via the old San Jacinto Branch once owned by BNSF, but now by Metrolink with trackage rights by the BNSF..
Continued in Part XVI
Part XVI (of XIII-XXII, Overall I-XXII)
The diamond where the San Jacinto Branch and the Riverside Industrial Lead crossed: This view looks south on the “San Jac” line. Especially note the crossing gate and cement-work on the right.
Looking northeast up the Riverside Industrial Lead, the UP track in the background that was agreed upon to be eliminated.
A southwest view: Note the very old automatic absolute signal on the left.
The new old replacement single-head “D” signal southwest of the BNSF – June 5, 2011:
But, all the signals are gone now, as that diamond is NO more!
Continued in Part XVII
Part XVII (of XIII-XXII, Overall I-XXII)
About that second photo in Part XVI just above … This is how it looks now:
The Riverside Industrial Lead is now blocked by this mound of dirt.
As on the left of the above photo, the old automatic absolute signal is gone, but its cement base remains, but has some type of orange on it.
Continued in Part XVIII
Part XVIII (of XIII-XXII, Overall I-XXII)
Looking the other way, towards Riverside, the Riverside Industrial Lead looks very much severed, and grading altered.
Towards Riverside still, there is no signal now, just a derail with a purple “D” sign:
A southward view down the old San Jac.: The abandoned tracks ballast is seen about mid-height on the left.
Continued in Part XIX
Part XIX (of XIII-XXII, Overall I-XXII)
Other views of the two lines now coming together:
If one compares the first photo in Part XVI with the middle one above, one can see why things were moved.
The last view above looks north. While the foreground new track is all welded rails, the background trackage is all jointed. That jointed rail is on borrowed time, as Metrolink, the local commuter agency, is supposed to start operating an extension of the 91 Line through here in a year or two.
The above photo is their Colton maintenance facility, and the snazzy new cars they have gotten. Those cars supposedly do well in head-on collisions, whereas the old cars are cracker boxes.
Continued in Part XX
Part XX (of XIII-XXII, Overall I-XXII)
Just a Word about what is Down the San Jac
The San Jac eventually ends in the town of San Jacinto. On the way there the line goes through the town of Perris, named after the surveyor Fred Perris that surveyed the line. Originally, he set survey stakes from San Diego through Perris, on to Colton, and up Cajon Pass to Barstow. San Jacinto wasn’t even thought of in those early days of the 1880’s. Part of the original line that went to San Diego can be seen today, and is used by the Orange Empire Railway Museum (OERM), that strung catenary for trolley rides at special events and some weekends.
An inviting view:
Inside one of the museum buildings are an assortment of interesting things …
… including a beautifully restored UP E-8, No. 942, that actually operates at times at the facility and on that catenary strung track in the first photo above!
Unfortunately, to this forum contributor’s knowledge, engine 942 has never operated on the Sunset Route or any of its two-tracking, unlike UP’s own E-9’s, Nos. 949, 963B, and 951.
For the record, when K.P. was a kid, he rode in a dome car on a UP passenger train led by UP 942. The memory of THAT engine is vivid even to this day. Little did he know back then the unit would be a survivor, and that he would post about it in this thread!
The only access to the OERM is via the slow going, old jointed rail San Jacinto line, and E-8 UP 942 has gone over the diamond that was removed in Highgrove!
Continued in Part XXI
Part XXI (of XIII-XXII, Overall I-XXII)
Ontario and Pomona
In Ontario, on Monday, December 17, 2012, a massive effort to assemble a switch took place by Cucamonga Ave., in the Sunset Route M.P. 521 area. On the day reported on in this post, Saturday, December 29, 2012, the switch was all assembled, but still had not been installed.
At San Antonio Ave. (Ontario) there was piping on the ground and likewise scattered in the area.
After the above train went by, and while still in the circuit, the Dispatcher lined the signal for travel in the oppose direction, and it went yellow. Some piping is seen on the lower left.
The DS then lined up the other end of the siding, and the signal here went to green.
Continued in Part XXII
Part XXII (of XIII-XXII, Overall I-XXII)
At that San Antonio Ave. (Ontario), the construction staging yard was full of equipment.
Recently, a report about a crane being in the area was made.
The crane was erroneously attributed by K.P. to possibly being owned by Ames. Who owned it is unknown, but the construction company on THIS project is Skanska.
Skanska is also spearheading the construction for the Colton Flyover. Ames Construction, on the other hand, is spearheading the two-tracking project down by Niland, in the M.P. 666 area.
K.P. traveled west further to Hamilton Blvd. in Pomona, in the M.P. 514 area, but the crane was nowhere to be found. There was no work still on the Diversion in Pomona, and nothing construction-wise popped out to K.P. between San Antonio Ave. in Ontario and San Antonio Ave. in Pomona, except the derailment protection for the piers for the Mountain Ave. overpass in Ontario seemed complete.
--------------
Coming: On Thursday, January 3, 2013, K.P. was in, among other places, the City of Industry (the Puente Hills Intermodal Facility) and San Gabriel, CA (the future trench). With the PHIMF, things signal-wise will be, reportedly, a slight bit different than the obvious! Watch for a report in two to three days.
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