A New Twist at Ontario, CA
Part F (of A-H)
Back on the SP-side, the actual Sunset Route, by CP AL520 NORTH ONTARIO, and the new grading just south of the single-track mainline …
A whole bunch of turnout items are trackside.
Continued in Part G
----------------------------------------------------------------------------------------------------------------------------------- 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 G (of A-H)
Section rail (odd!) and numbers on concrete ties:
Two frogs were on site, each of them of the spring frog type, suggesting this crossover will be only 30 M.P.H.
The section rails were a bunch.
Continued in Part H
Part H (of A-H)
The gray piping was still present … but tie numbers have arrived.
An overview:
There were black metal parts on top of some of the ties.
What the big picture is is unknown, but all these future area switches have put an unexpected twist to the two-tracking the Pomona to Fontana section of the Sunset Route.
--------------
On Sunday, January 13, 2013 K.P. had business near Colton, and on a lot of free time very much used his camera. A few surprises were seen, including the Colton Flyover bridging over the BNSF Transcon being partially in place. And, what must have been the hottest tie train in the west came by – 8,000 horsepower and three cars! Postings should be ready in a few days.
Someone else will have to explain more fully, but I have a feeling that the "100% San Antonio" marking on the rail was placed there by Signal Department people, and has to do with variable-speed crossing protection at San Antonio Avenue.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
*** Tucson Update ***
Lots of progress in the past week.... the track crew resumed work on Thursday 10 Jan, and by yesterday morning (yes, they were working on Sunday 13 Jan), they'd made it just short of SP965, about a half mile west of Tangerine Road. That's averaging about a mile a day; at this pace, the tie/rail crew could be as far as CP Marana by the end of this week. This morning, the crew was down to the last half-car of ties, so unless there's a restock train planned for today, work may again come to a halt.I also drove up to SP961 today, and found that there's little sign of any work having been done on the second half of the crossover. A few tie bundles (which have been there for a while), but no rail or frogs, and no crews to be seen over the past couple days.
The last grade crossing project in Pima County started last Thursday (10 Jan), at Marana Road/Cochie Trail:
As this grade crossing is the only one for several miles, and the community on the other side of the tracks is land-locked, Ames and UP set up a temporary crossing near SP962, about a half mile east:
Fast forward to Monday morning... the grade crossing is re-opened, and the temporary crossing turns back to dust...
Down at CP Sabino... the ubiquitous numbered concrete ties are onsite, along with several frogs, other parts, and a couple of discarded tires...
Renzenberger was there with the locomotive crew, waiting for the track crew to load up a couple of pieces to be moved, presumably to the west end of the control point.
This will definitely be a #24 turnout, based on markings on the frogs...
What I was able to find out from the track crew is that the crossover work is planned to start by the end of the month. Unfortunately, I won't have as much time to watch in the next couple weeks, but will try to photograph what I can.
CShaveRR (1-14):
You may have something there, Carl! It is amazing when a person is actually using the camera, on some things one becomes ‘blind as a bat’ …
A not posted photo taken the same day as the above one shows that right by that San Antonio marking (below, far left) is a frequency filter box!
On the far upper right of the photo, the frequency box has “San Antonio” scribbled in hard to see yellow, an arrow pointing the correct direction of the street, and “86 Hz,” i.e., 86 on and off cycles per second (the code).
So, it is merely an activation point (at speed) for the San Antonio Ave. grade crossing. Mystery solved! Thanks for your alert observation.
Best,
K.P.
Update as of Sunday, January 13, 2013
The Colton Flyover and Vicinity
Colton, CA
Part I (of I-XV)
This presentation will generally be on an east to west basis.
The Colton Signal Dept. was checked out, and most of the big spools of cable are still there. Visually, when combined with the flyover’s new bridge over La Cadena Dr., it made for an interesting photo composition that also conveys a sense of location.
Box crates and some OLD switch machines where present.
Nothing appears to have changed, and the placarded future CP boxes are still there.
What was new, however, was at the Colton Crossing area itself …. Some (but not all) of the new bridge spans were now in place.
Continued in Part II
Part II (of I-XV)
The bridge spans over the BNSF (left) are full sided ones typically metal, but over the road (right), surprisingly, rather frail looking I-beams are used.
The concrete pier-work connection points to the metal spans have been sized for each size span.
As clearly seen in the above views, not all the spans have been installed yet.
Continued in Part III
Part III (of I-XV)
From the Colton Crossing’s southeast quadrant still (by the Mt. Vernon connector), the bridging in the northwest quadrant (the BNSF connector side) is becoming more developed.
The new, incomplete spans as viewed now from the residential southwest quadrant:
Continued in Part IV
Part IV (of I-XV)
The flyover side walling between the BNSF Trancon and the BNSF Connector seems at full height now.
A selection of full and short cross span views:
Continued in Part V
Part V (of I-XV)
There is only a residential strip of land (vacant at this point) between the flyover and the public street.
There is some rebar work left to do.
Continued in Part VI
Part VI (of I-XV)
The final EAST west slope concrete support before the flyover slopes back to the ground to the west (left).
That support’s concrete-work looks crude …
… and has some whitish PVC-like items coming out from it.
Continued in Part VII
Part VII (of I-XV)
There was also a makeshift landfill with a pile of formed rebar on it.
Continued in Part VIII
Part VIII (of I-XV)
From up on the Rancho Ave. overpass now …
An eastward telephoto: Note the black strip put on the concrete pier-work.
The flyover’s eastern slant … and how the incline tapers off (upper left) as it approaches the crest and bridging over the BNSF (cross tracks).
A thin concrete strip now follows the flyover’s north side alignment, curving slightly as it approached Rancho Ave. (camera position).
Continued in Part IX
Part IX (of I-XV)
That new concrete strip below ground level (left to right) as it approached Rancho Ave. right turns.
A view from the south side: Where that strip turns, there are now forms and short poured concrete strips, each higher than the other as they go back.
The strip and thin concrete-work may or may not be based on the pattern used at Ontario’s Milliken Ave. Flyover about 13 miles to the west.
June 2, 2011:
Continued in Part X
Part X (of I-XV)
June 19, 2011:
August 22, 2012:
September 30, 2012:
Just above, note the close proximity of the commercial complex buildings on the far left.
So, if the Colton Flyover’s thin strip by Rancho Ave. is a precursor of things to come, some type of stabilizing structuring will go in between the flyover and the very close freeway onramp.
Continued in Part XI
Part XI (of I-XV)
Looking west from Rancho Ave., a strip has been graded on the embankment.
Continued in Part XII
Part XII (of I-XV)
There was also very unusual and strange grading taking place on the EAST side of the WEST Leg of the Wye …and on a SUNDAY too when everything else was quiet!
Main 2 (third track up from bottom) is away from the two bottom switching tracks. The fourth track is the long crossover between Mains 2 and 1.
Continued in Part XIII
Part XIII (of I-XV)
That Sunday grading may have been unrelated to the flyover, as there had been a derailment on the West Leg of the Wye a day or two before!
Construction equipment was parked west of Pepper Ave. too, but even before the Colton Flyover project such equipment was often seen here.
There is still a line of power in storage at West Colton Yard (above).
Trains were aplenty … but they would not get very far … (More on this later in “Second Section.”)
It was three and a half years ago (June 2009) when two-tracking here came and the then new CP SP536 PEPPER was put in service. Main 1 (two photos just above) then took the bypass route instead of the present Main 2 route.
Continued in Part XIV
Part XIV (of I-XV)
This must have been the hottest train on the UP … perhaps so “hot” the front door was open to cool off the cab … The 8,000 horsepower led train only had three cars of concrete ties!
Continued in Part XV
Part XV (of I-XV)
A few eastward views from Pepper Ave.:
There is a wide strip of land (right) to the south of the out and bad switching tracks. The separate Main 2 is on the left.
Just above, note the continuous welded rail to the right of the cleared strip of land. Since all the track was rebuilt in the last few years, perhaps (“perhaps”) the CWR’s are for laying track over the Colton Flyover in due time.
Through that above yard grade crossing Main 2 has curving rails. The two out and back tracks have straight rails. It was probably easier with straight rails to put in that lower right switch to the GATX complex (tank car repair farm).
Below, from left to right: The Balloon, the West Leg of the Wye, Main 2, and the two 900 tracks.
Finally, just for orientation purposes and to assist those unfamiliar with the area, an eastward view from Pepper Ave. The Rancho Ave. overpass, which many of the photos in this series were taken from, is in the photo’s upper background.
Continued in Second Section
Second Section
It was now getting dark … too dark for photography. Westbound on I-10, K.P. saw a lot of earthmoving equipment trackside just west of Citrus Ave. in Fontana. A limited investigation ensued. It is unknown if the equipment was railroad related, or for both the freeway and overpass widening there. But, the eastbound I-10 off ramp had much concrete work taking place, possibly for a two- or three-lane wide off ramp. It MAY OR MAY NOT have encroached on the railroad’s right-of-way – it looked very close in the darkness.
That makes putting four tracks under Citrus Ave. questionable. The future southern-most track west out of CP AL533 SIERRA may (“may”) only be a mile long stub track. After all, the east entrance to that possibly stub track will be via a red over flashing red on ALL the east side westbound signals.
The new Citrus Ave. overpass bridgework itself is very wide, and may eventually be an excellent public place to sidewalk-shoot photos from.
Further investigation of this is now on K.P.’s hit list … but from the very limited view and the darkness of the Sunday, January 13, 2013 passing through the area, access to the site and taking photos may be incredibly difficult, if not impossible. It might have to be from a vehicle stopped by a red traffic light on the overpass.
A lot of the trains seen earlier were observed stopped and or in a siding in the Cedar-Fontana area. K.P. has no idea why those trains only made it as far as the western part of the West Colton Yard area.
The Milliken Ave. Flyover in Ontario was also seen in very darkening light. The future Main 1 flyover’s recent concrete-work on the west side is now also taking place on the east side.
Some May Have Wondered …
Why does K.P. generally limit his posts to three or four photos each? It stems from a bad experience on the “Cajon Pass Triple-Tracking Updates” thread several years ago. Fifteen photos were posted in ONE post. Many complained that that severely bogged down the loading of the page. So, as a courtesy to viewers and thread readers, many photos have been spread over a number of posts so that the thread does not get bogged down.
Schedule
The Ontario area and Colton Flyover postings resulted from unexpected matters in those areas. K.P. does not expect any further travels by the Sunset Route for the next two or three weeks. Also, eolesen’s post territory, northwest of Tucson, AZ (which he is doing a valiant job covering for us), is hoped to be visited again, perhaps in February or March (or April). Such will probably be another one of those ‘out of the blue’ type things, with only a few hours to prepare …
Take care, everyone,
Replies:
Part A (of A-B)
eolesen (1-10)
The UP logistics sequencing logic in laying a new track and then replacing a section for CP turnouts seems a bit strange and wasteful, but it is done so frequently that I’ve concluded that it is probably cheaper that way when everything on an A to B listing is considered.
As an example, when two-tracking east of Maricopa, AZ was taking place a few years ago, the actual west crossover (background) at the then future CP SP906 BON (M.P. 906.2) was built even after the signals were erected.
The lengthy time that Zoe Richmond of UP Public Affairs mentioned before the remaining two-tracking west of Tucson is put in service may indeed be correct. Time will tell. The two-tracking between CP SP927 TOLTEC (M.P. 926.8) and CP SP937 WEST PICACHO (M.P. 936.7) took months and months …
… even though at times the track looked ready for cutting over.
Undoubtedly, the broader logistics picture makes sense and satisfies a very cost conscious CEO, a picture we at the forum are not privy to. Two-tracking has been (and will be) going on in California, Arizona, Nebraska (in the Blair area), and who knows where else. If we could see the big picture, we would probably marvel.
BarstowRick (1-11):
I think the signal you were referring to was the replacement one on the west side of the Phoenix Line. If so, that replacement signal, even though very seldom used, has to be there to satisfy government regulations. It is not there simply to complete an electrical circuit
The Lancaster, CA example you brought up, though, is a most fascinating situation, about an always red signal at the end of a commuter line. Having actually been there myself, I know exactly the spot next to Union Pacific’s Mojave Sub, the spot linked below.
LINK: Aerial of Metrolink Lancaster, CA Red Signal at End of Line
While I have you, BarstowRick, you may be interested to know that I plan to post in a day or so a rather bizarre tidbit about additional commuter trains that could very much affect the BNSF portion (Colton-Riverside, CA).of the alternate Sunset Route between Colton and Pomona.
Continued in Part B
Part B (of A-B)
mvs (1-11):
Ah, yes, the street running (one side, anyway) of a portion of the Riverside Industrial Lead. I had forgotten about that.
LINK: Massachusetts Ave. Almost Street Running
Hardly a place to put in a fast commuter line … Moving the link view leftward, so the grade crossing comes into view on the right, shows just how precarious running a commuter line through the area would have been if that route would have been chosen instead of BNSF’s.
Such kind of reminds me of the center street running in Oakland, CA of the Western Pacific California Zephyr of decades ago.
ccltrains (1-12):
I think BNSF6400 answered your intelligent question quite well.
Below is a CP SP938 EAST PICACHO (M.P. 938.6) eastward view of three 30 M.P.H. concrete tied switches of the type that you inquired about.
MikeF90 (1-12):
Hehehe.
You wrote: “[Metrolink] traffic would have to increase drastically to justify a flyover or even a new Santa Ana River and Barton Road bridges to complete a third M[ain] T[rack] between Highgrove and Colton.
(1) You very much might be interested in the upcoming bizarre tidbit post mentioned to BarstowRick above.
(2) I suspect the Barton Rd. Bridge you referred to …
… is probably a thorn in BNSF’s side, and it might have become a cat and mouse game as to who would pay for a new three- or four-track wide structure. After all, there ARE three-tracks a mile or two to each side of it!
If such a cat and mouse game is the case, in my opinion, BNSF might be well to play bluff, and threaten to just quickly replace the present bridge with a comparable narrow, two-lane bridge with NO sidewalks … That surely would get somebody’s goat!
The future BNSF bridges over the I-215 Freeway in the Highgrove area (south of that bridge just mentioned) are supposed to be at least three! That will push three-tracks north closer to the Barton Rd. overpass. I have to wonder if the resultant track realignments will be more compatible with occupied platforms in downtown Riverside.
LOL
Now don't be making me out to be wrong. Yes, government (What's with the governement being protrayed as the super power?) and more importantly railroad law, as in self imposed safety rules and requlations, requires a signal to be there to protect the junction. Now, from a maintainers view or perspective... to complete the circuit. Sheez!
For fun: To set the record straight Thorn is the tracks on the south side of the Victorville Narrows. Cat and mouse games are played by the Highway Patrol, City and Railroad Police Departments, as when they sneek in behind us to flash those reds. LOL Just kidding and sort of getting even. Time for some Big Bear Chilli.
Now the signal in Landcaster makes absolutely no sense other then to complete a circuit. And don't think I'ma not a scratching my head and working the brain, on that one. But, that's a what I bein told....and....that's it.
Interesting speculation with regard to the bridge. These are getting old and need to be replaced and I suspect the state, county, city and railroad are talking it up as to who is going to pay the bill. If it is a state road well....if it is a county road....if it is a city street. I think you get the drift.
You guys are doing a good job of scooping the news. Very interested in your reporting that's why I signed in and joined up. Now, I promise I won't double cross you if....LOL.
Go have some fun and keep bringing the pictures, speculation and what hard wired news you can back here. You are all doing an excellent job.
RickH
BarstowRick.com Model Railroading How To's
A few grade separation updates... first, Clay Street on the old LA&SL: not really anything of substance
http://www.pe.com/local-news/riverside-county/riverside/riverside-headlines-index/20130117-jurupa-valley-council-sides-with-panel-on-permit.ece
Second, Lenwood Road outside of Barstow: finally, work may commence on this project
http://www.desertdispatch.com/news/lenwood-13910-project-road.html
The Future Bizarre Thing
Part I (of I-II)
This is sort of (“sort of”) a news development OFF and away from the Sunset Route, but will have an effect on the alternate Sunset Route between Colton and Riverside, CA. Some at this forum are known to have knowledge of this, and it will be old hat to them. But, the purpose of this post is to make a connection to the Sunset Route.
Part of the agreement concerning funding of the Colton Flyover (Sunset Route) …
… was that BNSF (on a short portion of the Transcon, the cross track on the above photo) would allow more commuter trains to use applicable tracks.
Well, apparently civic leaders have seen that as a license to modify (in the future) commuter operations with gusto! And, get more Federal funds into the area too.
The below links are to the official SANBAG website on the project, that shows an extension past the existing San Bernardino Metrolink stop to a new, additional stop a mile to the east on the Redlands Loop! The website’s diagrams also show the BNSF (ex-AT&SF, nee California Southern) “Short Way” as partially having two-tracks!
LINK: Scroll Down to Figure 1-3
LINK: Detailed Maps after "7.0 REFERENCES"
The above link’s official diagrams show two-tracks ending here at Rialto Ave. (camera location) in San Bernardino. The view looks physically north, eastbound.
(It is unbelievable how many times people are seen nonchalantly walking on the tracks. For the record, K.P. takes photos on the tracks normally only at grade crossings with gates and flashers, and even so, checks his back every few seconds.)
Part II (of I-II)
A southward (westbound) view of what is understood to remain single-track. Note the present target signal on the left.
Nearly a hundred years ago the Pacific Electric interurban system crossed the Short Way at Rialto Ave., as seen with the roadway cracking curve alignment. The track curved to the center of the street where the auto is at. View looks east. Behind the camera, the PE track paralleled Rialto Ave. The PE track used to regularly see the ‘Big Red Cars’ until 1941.
So, adding more commuter trains will complicate passage of Sunset Route trains using the alternate Sunset Route, between Colton and Pomona, specifically between Colton and Riverside on the BNSF.
That may (“may”) be one of the reasons the original Sunset Route between Fontana and Pomona is currently being two-tracked.
The above reshown two-tracking photo is of Bon View Ave. in Ontario, CA, looking westbound.
Adding a second Fontana to Pomona main will also ease the complications resulting from alternate Sunset Route trains on the BNSF Main 3 side having to get all the way over to the Main 1 side, and vice versa, all the while encountering an increase of hot commuter trains
K.P. just wanted to pass all this along …
The Highgrove, CA BNSF Bridge Replacement over I-215
An August 3, 2010 westbound (southward) view from the Barton Rd. overpass in Grand Terrace looking towards the distant present railroad bridge over I-215 in Highgrove.
At least three single-track bridges will replace the present two-track one. So, big track alignment shifts will have to be completed 2000-2500 feet on EACH side of the freeway.
LINK: Aerial of Area of Future Track Realignments
The south of the freeway alignment shift will have to include the CP, unless the plan is to alter control point locations.
Just something else to ponder …
K. P. Harrier The below links are to the official SANBAG website on the project, that shows an extension past the existing San Bernardino Metrolink stop to a new, additional stop a mile to the east on the Redlands Loop! The website’s diagrams also show the BNSF (ex-AT&SF, nee California Southern) “Short Way” as partially having two-tracks!
Thanks for the heads up on this. I didn't realize any of the Short Way was involved in the San Bernardino Metrolink Extension. As a bit of a side note, the Short Way is no longer owned or operated by BNSF. It is referred to today as Metrolink's Short Way Subdivision. A Short name for a very short subdivision!!!
It was rarely used by BNSF in recent times anyway since freights using the Short Way would cut off Metrolink trains from entering or leaving the depot. When the new maintenance facility was built off the Short Way near RANA a few years ago, BNSF transferred the track to Metrolink since numerous depot-to-maintenance deadhead movements would overtax an otherwise very busy San Bernardino Sub dispatcher.
Monday afternoon, January 21st, a westbound Union Pacific train passed through Benson, Arizona consisting of three locomotives and nearly 50 maintenance-of-way flat cars loaded with new wood crossties.
Where would the UP be using that many wood ties? I thought the Sunset Route double-tracking project was using nearly all concrete crossties.
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