Update as of Monday, July 22, 2013
Colton-Pomona, CA
Part “F” (of A-I, Overall A-P)
An overview looking east from the Rancho Ave. overpass: K.P. still believes the lower three-bulb head on the right signal is incorrect, and it is only a matter of time until that lower head has a four-bulb head replace it.
The Main 2 concrete flooring has had rebar sides put up.
Just as a refresher, it had looked like this on Monday, July 15, 2013, about a week and a half before:
The eventual orange concrete side tops at this location is only a rebar form at present.
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-I, Overall A-P)
Looking east, with I-10 on the left, and the Sunset Route and the Colton Flyover on the right.
Underneath the message sign in the center (above), concrete-work is seen. That concrete-work will soon be shown in another post.
The fencing (right and bottom) make for an unusual sight.
Above, a person cannot see the track through the fencing. So, undoubtedly bright train headlights at night will not be seen by motorists on I-10.
Continued in Part H
Part “H” (of A-I, Overall A-P)
A northward view at ground level of some of that concrete-work that was mentioned in the previous post:
Continued in Part I
Part “I” (of A-I, Overall A-P)
More south side northward views west of the BNSF Transcon:
Below, the above views were taken somewhere in the vicinity of the tree on the left.
The new color light signal on the right has its stems (that hold up the signal heads) facing at an angle, for the curved Mt. Vernon Connector track (southeast quadrant transition track, the curved track on the right).
______
Continued in Parts J-P, plus a Second and Third Sections. The material is scheduled to be presented Sunday, July 28, 2013, by 6:00 A.M. Pacific Daylight Time.
K. P. Harrier A Day like Few Others From sunup to sundown on Monday, July 22, 2013, the 15-hour running around day was like few others, and with scattered free-times galore a lot of ground was covered and some parts gone over twice in the triangle area of Colton, Riverside, and Ontario-Pomona, CA, though Sunset Route two-tracking progress in the area reviewed was found to be rather disappointing...
A Day like Few Others
From sunup to sundown on Monday, July 22, 2013, the 15-hour running around day was like few others, and with scattered free-times galore a lot of ground was covered and some parts gone over twice in the triangle area of Colton, Riverside, and Ontario-Pomona, CA, though Sunset Route two-tracking progress in the area reviewed was found to be rather disappointing...
Thanks, as always, KP, for the updates. A couple of thoughts regarding the aparent slow two-tracking progress. First, getting all those pesky signals wired takes time, and it isn't until the "groundwork" has been laid -- electrical wiring and culverts installed, etc. -- that track laying can commence. Also, in the case of the Colton Flyover, a friend here (in Florida) revealed that when cement is poured, it requires four full weeks to cure properly, and only then can the next pour be carried out (no doubt Paul D. North can tell a lot more about that stuff than I could). Since the chemistry of cement curing in California is probably the same as in Florida, this means that once a batch has been poured, no more work can take place for a month. For people like me, who want to see, and expect, instant results, this can only make us fume with impatience. Finally, the labor agreement with UP construction gangs usually specifies a fixed number of days at a given worksite, and then a week or so off. This places a premium on project planners who must schedule work gangs, so if you happen to drop by a site when the gangs are "off," it probably seems as though little or nothing is happening.
To change the subject a bit, I read somewhere that, once the Colton Crossing is completed, UP contemplates running a single crew clear from the Harbor to Yuma. Assumin that there is any truth to this rumor, it follows that much of the two-tracking efforts in the forseeable future will be aimed at adding that second track between Pomona and West Colton, where single-track can befoul the free passage of trains, and between Thermal and Tucson (ditto). (Of course, given that there reportedly remains what? -- three miles?? to double track at the western outskirts of Tucson to fill in a 60-mile two-track segment, UP would (in my opinion) be out of its ever-lovin' mind to not complete this segment. But this still suggests that for the next year to two, they will concentrate their two-tracking in California, not Arizona. Incidentally, regarding the 65-mile (+/-) line segment from Niland to Yuma, most of that line is made for fast running: almost no curves (until you approach Yuma) and no hills, so I would expect future work to continue to take place between Pomona and West Colton and Thermal and Niland. (This prediction could be all wet, too!!! Wouldn't be the first time, either...)
Anywat, thanks again for your tireless reportage and
Cheers!!
billio (7-26):
Back on April 14, 2013 a rather skimpy tie laying operation was taking place over the Colton Flyover’s east slope.
Subsequent observations gave one the distinct impression track layers were babying the flyover. Your informative post about a month long “cement curing” certainly would explain those strange skimpy track laying operations over the flyover!
As far as UP in the future running “a single crew clear from the Harbor to Yuma,” I’m surprised an effort to that end isn’t being attempted now. As two-tracking progresses over that line, I see UP attempting to do that.
Whether UP will be successful or not in that effort, the railroad has to come to grips with a dilemma situation at Yuma. Westbound trains don’t have the problem, but eastbound trains when stopping and changing crews hang out over the single-track Colorado River Bridge …
… and tie up operations making the money spent for two-tracking somewhat partially wasted.
It would seem there are two solutions: (1) two-track the Colorado River crossing bridge real quick, or (2) move the crew changing location a few miles eastward, so the stopping eastbound trains don’t hang over the river crossing bridge and block everything.
BNSF has successfully run 100 trains a day over a very short section of single-track in New Mexico on their two-track Transcon. UP could do that with the second item in the paragraph just above. The advantage of that second item is that multiple fueling tracks could be had in the event several trains needed refueling. Of course, the first option above would speed things up too. But big bucks would be necessary on either option.
It has been theorized in this thread that two-tracking over the Colorado River might be done last. But, two-tracking that DOESN’T eliminate a bottleneck seems logistically foolish. Interesting situation for us observers! Running “a single crew clear from the Harbor to Yuma” might seem money advantageous, but if crews die on the law just trying to get into Yuma, money spent for two-tracking in that area might seem very foolish. Interesting situation indeed!
Take care,
K.P.
billioTo change the subject a bit, I read somewhere that, once the Colton Crossing is completed, UP contemplates running a single crew clear from the Harbor to Yuma.
The unions will push back with good reason. Reportedly UP wants a single crew pool within the LA basin. Not many will find it reasonable for a Redlands resident to drive all the way to ICTF in rush hour traffic and likewise for a South Bay resident to drive 70+ miles to Colton. I know long commutes happen but we're not talking office work here. More issues follow below.
billioAssuming that there is any truth to this rumor, it follows that much of the two-tracking efforts in the forseeable future will be aimed at adding that second track between Pomona and West Colton, where single-track can befoul the free passage of trains, and between Thermal and Tucson (ditto). (Of course, given that there reportedly remains what? -- three miles?? to double track at the western outskirts of Tucson to fill in a 60-mile two-track segment, UP would (in my opinion) be out of its ever-lovin' mind to not complete this segment.
The state of this Gila sub 2MT gap has been misunderstood due to a track shift when the new CP Sabino was cut in. Nine miles of 'south' main track east to E Stockham is being built - some from the old main, some by upgrading a short section of former siding and some new ties/rails already laid from E Kino to the vicinity of E Stockham. Due to freeway construction the latter end is hard to visit by our local correspondent eoleson.
billioBut this still suggests that for the next year to two, they will concentrate their two-tracking in California, not Arizona. Incidentally, regarding the 65-mile (+/-) line segment from Niland to Yuma, most of that line is made for fast running: almost no curves (until you approach Yuma) and no hills, so I would expect future work to continue to take place between Pomona and West Colton and Thermal and Niland.
I agree. As seen from ATCSMon, much more 2MT on the Yuma sub is needed to assure that trains will reach the Yuma crew base with consistently higher average 'velocity'. Also besides the CR bridge 'bottleneck', there are two short and puzzling single track blocks on either side of Yuma. The local geology would appear to be compatible with rapid elimination . IMO the Colton flyover won't have full effect until some 2MT challenges west of Colton are overcome (like taxpayer funded grade separation projects).
Question for track and structures gurus: how much of a difference does it make at what ambient temperature the track is laid? Specifically, the aforementioned Yuma sub often reaches 110 degrees F ambient in the summer and the neutral temp is probably well below that. Will the welders have to wait until the rails cool down? TIA!
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! ***
To add to what KP has already said about Kino to Stockham, the second track is in place, and was in the process of being leveled and tamped when I drove thru the area last week. It will probably open by the end of September or October, which matches the timeline Zoe Richmond gave me several months back (end of 3Q).
That will allow 2MT running all the way to Estrella, and eliminate the banking that goes on between Picacho and Tucson, possibly further.
One benefit I've seen already is that there's more constant movement now when AMTK #1 and #2 come thru. They used to have to "make a hole" for these trains.
Part “J” (of J-P, Overall A-P)
In the southeast quadrant now, the east westbound old (though relatively new) color light signals with a train going over the Colton Flyover (leftward).
That above train was going over a train on the BNSF Connector.
Some “old” signals have shown up in the southeast quadrant that is used by the Colton Signal Dept.
But, more than just a few signals have shown up …
Continued in Part K
Part “K” (of J-P, Overall A-P)
A whole pile of things have shown up!
A bunch of newer (but now used) electrical boxes:
Just above, one box indicated it came from Hunts Lane, just west of CP SP542 LOMA LINDA. So, this collection was from the Mt. Vernon-Ice Deck-Loma Linda area. Forum readers may recall Hunts Lane is presently closed because of an overpass under construction.
Strangely, even a switch has been deposited at the site!
Continued in Part L
Part “L” (of J-P, Overall A-P)
We now go to 9th Street in what locals call South Colton, and the street running of the Riverside Industrial Lead. Views looks north. As per agreements, this track is supposed to be eliminated.
A southward view:
Continued in Part M
Part “M” (of J-P, Overall A-P)
A couple of blocks south of the above, looking northward from Congress St., it is unknown if these tracks will remain.
Looking southward: A line of cars are parked on the branch in the far background.
Another southward view: In the photo center, a track branches off to the right
That track branching off to the right goes to a good sized building, a place that once made train wheels years and years ago. The building there has a steel manufacturing appearance that matches the historic old train wheel making aspect of the site. In evaluating an aerial of the site (below), it appears all that is needed is to restore track off the BNSF Transcon (former AT&SF).
LINK: Aerial of Area Where Track Could Be Restored
Above, if one moves the aerial to the left, the Riverside Industrial Lead comes into view on the right.
LINK: Riverside Industrial Lead's Branching Off Track (to the Left)
LINK: There appear to be Only One Other Industry
So a connection to the BNSF, and going through the old Griffin Wheel location may be the access solution for access to that area in the last link above.
Back up by Congress St. again, looking south, for trainmen on the present Riverside Industrial Lead, a sign with a clear message for trainmen:
Continued in Part N
Part “N” (of J-P, Overall A-P)
Back on the actual Sunset Route, at the Mt. Vernon Ave. overpass … That mystery area seems to have developed into some type of dragging equipment detector.
Continued in Part O
Part “O” (of J-P, Overall A-P)
A westbound (rightward) comes along.
Continued in Part P
Part “P” (of J-P, Overall A-P)
Finally, it was noted that TWO loaded tie trains were in the old Colton Yard, next to Mt. Vernon Ave.
This will conclude the series.
However, a Second and Third Sections immediately follow.
Second Section
To preface matters, the NEW Main 1 mast intermediate by Riverside Ave. in Rialto is reshown. It is believed the lower head has a lunar for yellow over lunar, besides yellow over yellow.
A westward view from June 29, 2008 is reshown.
It is believed that in both above photos the mast signal has a lower lunar, for yellow over lunar.
Now, between this CP AL535 RIVERSIDE AVE to CP SP538 RANCHO are Mains 1 and 2. Main 1 has ONE block, whereas Main 2 has TWO blocks, excluding the CP circuits.
The likely meaning of Main 1 displays at Riverside Ave.:
Yellow over yellow would mean a lineup at CP SP538 RANCHO to crossover to Main 2. A yellow over lunar would be an indication of a non-flyover route.
The likely meaning for a Main 2 display at Riverside Ave.:
Yellow over yellow would be for a turnout route at CP SP535 PEPPER to go up the Palmdale Cutoff. A yellow over lunar would be for a Balloon routing at said CP.
In such cases as above, we are left with a minor problem, an inconsistency, as there is NO way to advance indicate at CP SP535 PEPPER (Main 2) for a NON-flyover routing at CP SP538 RANCHO, based on the current signal display capability.at Pepper Ave. Thus, K.P. envisions the current Main 2 west side eastbound signal’s lower head …
… being change out to a FOUR-bulb head, for a yellow over lunar capability.
We will have to wait to see if the theoretical become fact.
Continued in Third Section
Third Section
That yellow over lunar possibility (in Second Section) brings up a similar situation by the Santa Ana River, at CP SP540 MT VERNON. The west side of the Santa Ana River westbound Main 1 intermediate (left) has yellow over yellow, but also a yellow over lunar, the latter for a Palmdale Cutoff routing at CP SP538 RANCHO. (View previously shown)
The east side of the Santa Ana River westbound Main 2 and Ice Deck siding lower heads both have three-bulbs. A yellow over yellow would be for crossing over at CP SP538 RANCHO, whereas a yellow over lunar would be an advance advisor of a Palmdale Cutoff routing. (View previously shown)
So, why then does that cantilever structure (above photo) NOT have lower greens? A lower green would be for a Mt. Vernon Connector routing, and that routing takes on the properties of a siding, with entrance ONLY at 30 M.P.H., hence there is NO need for a lower green.
The situation is similar to CP AL504 MARNE in Industry, CA. The east side westbound signal only has, for the siding route, red over yellow.
Such keeps a train’s speed down.
Exiting the siding eastbound, however, the signals have green capability.
It is hoped these Second and Third Sections have put an element of ‘making sense’ to a sometimes confusing aspect of the Sunset Route signals.
It is interesting to see that the "modern" tie treatment process does not fully penetrate the wood. I recently built a retaining wall with older creosote treated ties that were fully treated inside.
The switch you photographed near SP539 Riverside Lead is likely there because that control point is going to be completely reconfigured. Two new switches will control movements over the diamonds, over the connector, and into the Old Colton yard. A few more hand-throw switches are planned for the west end of Old Colton yard -- these will not be part of the control point.
The new track across the diamonds is supposed to cross at a slight angle (translation: the diamonds will be replaced) and parallel the current No. 2 alignment at ground level, eastward for a few hundred feet, before reaching the reconfigured CP SP539. This is why the future eastbound controlled signal for SP539 is out in the middle of nowhere at the moment, to the south and away from the main track. You've posted pictures of it before in this position.
There is also a tail track planned for the Old Colton yard which will parallel the Mt Vernon connector track westward and stop just short of the cul-de-sac on K Street.
Clyde
To Clyde Acolita (7-28):
Hi Clyde!
You wrote, “Two new switches will control movements over the diamonds, over the connector, and into the Old Colton yard.”
Could you clarify that? I think the mentioned “two new switches” are in reference to (1) the northwest quadrant transition track (BNSF Connector) future switch and (2) the southeast quadrant transition track (the Mt. Vernon Connector) future switch.
Your “tail track” mention might have reference to the future uncontrolled siding from just east of the La Cadena Dr. underpass eastward to near the Mt. Vernon Ave. overpass. With that siding an eastbound local movement out of West Colton Yard could run around its relatively short train (quarter of a mile long or less) and then switch those cars from the west end of the old Colton yard area.
Did I interpretively perceive all this correctly, Clyde?
Thanks,
Sorry for the confusion. The two new switches I described will be inside the control point at SP539 Riverside Lead. The switches will be built where the "crossover" currently exists at SP539 between 7th and La Cadena. That will be ripped out and replaced with the new switches, but they won't form the same pattern.
One of the switches will control the route between the diamonds and the Mt Vernon connector track. The other switch will control the route between the Mt Vernon connector track and the Old Colton yard. Both switches powered and dispatcher controlled.
The tail track, aka drill track, aka switching lead, (whatever you want to call it) will be completely new. It will come out of the Old Colton yard westward paralleling the Mt Vernon connector and dead end just shy of the culdesac on west K Street, maybe 1200 feet long. It will allow yard jobs to work the west end of Old Colton yard without fouling the Mt Vernon connector as is the case now. The wye tracks going into 9th Street will have to be removed before this is built, so that means the new Riverside Industrial Lead loop spur has to be built through the lumber yard just shy of the Santa Ana River first. Otherwise UP has no way of switching customers down that way.
A picture may explain this better. New tail track in green. New or reconfigured tracks in red.
Use this link if the picture is displayed too small. http://imageshack.us/a/img600/3851/t69.gif
Clyde Acolita (7-31, 7-31A):
If a picture is worth a thousand words, a photo overlaid with diagramming is worth ten thousand words! Thanks for the clarifications and diagram. Ironically, I originally interpreted the “col-de-sac” on “K” Street in your previous post as the one just east of La Cadena Dr. There are actually four col-de-sacs on “”K” Street, so your clarification that you meant the one by the BNSF was most helpful.
Reference that switching track that will parallel the Mt. Vernon Connector, I hope UP installs a bumper post as it curves and ends by the “K” Street cul-de-sac by the BNSF, if it will be as in your diagram. Otherwise, switching power that runs off the track will cream out a portion of the nice rod iron fencing and brickwork separating “K” Street from the tracks. Children and animals have been known to play right in that col-de-sac.
A week or two ago I was very briefly on the “K” Street just EAST of La Cadena Dr., and I am not sure today what I actually saw back then, but the below previously posted photos don’t seem to match your diagram signal-wise.
I hope to get back to “K” Street within the next two weeks and see (and photograph this time) what is there, but I somehow suspect a hocus-pocus event took place (or at least will) …
Hey, Clyde! Have you been in Arizona and/or New Mexico of late in your work and have some tidbits to share on what is happening out those ways?
Best,
That's the westbound controlled signal for the yard lead for the new SP539 Riverside Lead control point.
Earlier I referenced two new switches to be installed at SP539 replacing what is already there. Those switches are the ones pictured in red, directly north of the Colton Signal Dept lot and west of La Cadena Drive.
The new signal you photographed will control movements over those switches.
On the below date, a travel review of the Pomona, Ontario, Rialto, and Colton, CA areas took place. The first Part of this series only consists of TWO sections, and is being presented now. The second Part is considerably longer, and will take time to prepare the many photo postings.
Update as of Sunday, August 4, 2013
Part I (of I-II), Section A (of A-B)
Pomona-Ontario, CA
From San Antonio Ave. in Pomona, on the SP side, looking east: The future Main 2 is now heavily ballasted.
Above, while at the general camera location it was noted that the OLD second track is on normal, traditional centers (lower left), but the new second main (upper center) is on wider centers. A future signal base above is on the lower right.
While an LA&SL train passes right to left, the SP side strangely has orange cones covering some kind of orange metal items sticking out of the ground on each side of the track. The new track is barely visible in the new, whitish ballast.
A mile or two to the east is the East End Ave. underpass, and the new track there is now heavily ballasted too.
There was nothing obvious to report at Monte Vista Ave. in Montclair.
Continued in Section B
Part I, Section B (of A-B)
On the east side of the Mountain Ave. overpass in Ontario, a ballast train was present between the SP and LA&SL sides.
A work train of some sort was also present on the new track between the SP and LA&SL sides, as seen in the below through the windshield grab shot
The new switches nearest to the LA&SL side still had not been inserted onto the new trackage.
As depicted in the below previously shown photo, the new signal bridge on be erected east of Monte Vista Ave. in Montclair is still by San Antonio Ave. in Ontario.
Above reshown photo was taken June 15, 2013.
While K.P. did not stop for photos this time at the above photo’s location, the makeshift grounds of that signal bridge had many more blue trailers on site now. Typically, such blue trailers pertain to signal installations, so many more signals may be on the verge of being erected in the Pomona-Ontario area.
-------------
This Part I was short, sweet and simple, and easy to post present. Part II deals with Riverside Ave. in Rialto and the Colton Flyover in Colton, and is much longer and more complex, so should be ready for presentation hopefully in a few days. Preview: A third mast signal is now up just east of Rancho Ave. in Colton, and the orange top walling construction is finished on the west slope’s end. The relatively new BNSF Transcon signals just south of the Sunset Route appear to be being replaced with new, further south mast signals that are presently laying on the ground, when up and running will more accurately conform to BNSF’s contemporary signaling.
Part II, Section A (of A-J)
Colton-Rialto, CA
This report starts in the southwest quadrant of the crossing between the BNSF Transcon and the UP Sunset Route. A large stack of corrugated piping has been brought to the site.
Looking north from the southwest quadrant, a view to set the scene:
A closer view of tha concrete-work that is in the process of having fencing put around it.
The flyover seems to be in a period of final odds and ends being taken care of.
Part II, Section B (of A-J)
SOUTH of where the Sunset Route goes over the BNSF Transcon, in the last year or two a set of new south side eastbound BNSF single-head color light signals were erected, replacing the over fifty years old signal bridge with target signals on it several hundred feet to the south.
What was strange about those above signals was that they had NO capability of displaying an advance signal indication of a turnout route ahead.
In the below wide view, those newer signals (left) are apparently now being replaced by a new set of signals a few hundred feet to their south (barely visible on far right).
Two views of the new laying down signals:
Continued in Section C
Part II, Section C (of A-J)
We now go over to the Rancho Ave. overpass area, at ground level just to the east of the overpass. A third signal has been erected (the left mast of three on both below photos), for the ground level track that will cross the BNSF at an angle, as well as connect with the BNSF Connector.
Continued in Section D
Part II, Section D (of A-J)
The top, orange south walling seems complete.
Now, from atop Rancho Ave., looking east: The third signal (right).
Continued in Section E
Our community is FREE to join. To participate you must either login or register for an account.