Quest was the phone service for PNW and the rocky mountain area.
Thank you, Denveroutlaws, for refreshing my mind. With your name I assume you are from the Denver area and would have first hand knowledge of your land line company. Guess I had a senior moment (age 73) or a brain freeze. Based on the financials of Qwast they were the one of the baby bells I did not invest in. Since that have been reformed and now a part of Century Link I now own a little stock in them. They like all the baby bells are great dividend payers and at my age I am looking more to income rather than growth.
This Labor Day Holiday Everything Was Quiet
Update as of Monday, September 2, 2013
The Colton Flyover Area
Colton, CA
Part “A” (of A-F)
The Labor Day Holiday was exceptionally quiet, with NO UP or flyover personal anywhere in sight.
We start at the Colton Signal Dept., where some well-known CP boxes have just recently arrived in the barbed wire chain link fenced portion of the grounds yard.
They now accompany the mystery CP AL525 GUASI box.
The old CP AL525 GUASTI box in Ontario has never been changed out, even with the arrival of color lights.
Maybe (“maybe”) when the new CP box by Bon View Ave is activated, work will start on the two-tracking eastward and will temporarily end in the Guasti area. Such a new box as at Colton would be needed temporarily for that!
Continued in Part B
----------------------------------------------------------------------------------------------------------------------------------- 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 “B” (of A-F)
By where the La Cadena Drive underpass is at, of which the Colton Flyover bridges over, by the new box for CP SP539 RIVERSIDE LEAD, a new dual-control switch was installed (next to the orange cone on the photo left).
Make a mental note of that switch and switch motor. It will be brought up in posts to come.
The west eastbound signals of that just above CP: Make a mental note too of the uninstalled hand operated switch on the left (below).
By the Colton Crossing itself, a bunch of concrete ties are now on site, and what appears to be concrete tied panel track.
Continued in Part C
Part “C” (of A-F)
Those ties seem to be of a used nature, and the things accompanying them distinctly give that impression too.
Now, on the WEST side of the BNSF Transcon (lower tracks): An elevated view of those new signals at CP SP539 RIVERSIDE LEAD.
Continued in Part D
Part “D” (of A-F)
Just south of the Sunset Route, the north-south 4th Street dead-ends. A couple of views looking east from that dead-end area:
The BNSF Connector’s bridge opening, with the Trancon opening on the far right:
Above, the new grading is seen on the lower left.
Another eastward view of the signals of the future CP SP539 RIVERSIDE LEAD on the other side of the BNSF:
A northwestward view of the new grading that is much lower than previously: The incline is steeper too!
Continued in Part E
Part “E” (of A-F)
New, metal piping is being put in.
Above, notice how the grade incline dramatically gets steeper by the piece of yellow equipment on the lower right.
Concrete switch ties trackside between Rancho Ave. and 3rd Street.
Continued in Part F
Part “F” (of A-F)
The crates of switch parts:
Above, one of the boxes was previously shown, and the paint writing on it implied the parts are for a No. 16 switch. A source advises, however, that the official plans call for that switch to be a No. 15 one. So, the box may (“may”) be mislabeled, especially since UP doesn’t normally use such No. 16 switches.
The spring frog is present:
It should be interesting to see how that spring frog will be used since the reverse route appears to be the route normally lined.
And another strange piece that now looks slightly different from the previously shown view/:
A final eastward view:
This will conclude the series.
The grading and lowered track level in your last photo had to be done to restore vertical clearance underneath that concrete cantilever arm of the flyover.
When the UP track and diamonds are reinstalled across the BNSF, be on the lookout for power derails to be installed on both sides of the diamonds. These, along with the signals across the diamonds, will be controlled by the BNSF dispatcher just like old times.
There should also be a power derail installed on the yard lead at Riverside Lead SP 539, east of its dual control power turnout that you had a picture of above.
** Tucson Update **
Hi y'all... sorry I haven't been posting as many updates as I had been earlier in the year -- we moved to another part of town, so I don't get over to the I-10 corridor as much as I had been...
Stockham
The tamping and grooming between Stockham and Kino does appear to have progressed a bit over the last six weeks, and it looks like the stretch between Sunset Road and RuthRauff (Stockham West) is in pretty good shape.
As mentioned earlier, the ADOT project to bridge Price Road over both the UPRR and I-10 is in full swing, shutting down the access roads in the area. That's impacting what I can see for progress, and undoubtedly also impacting what UP can do over at the east end of Stockham.
The retaining walls and support walls for the span over the tracks appears done, but the service road ramps are right up against the ROW (similar to how they are at Twin Peaks and Miracle Mile).
Kino
Since the west end and passing siding at Kino are now gone, I'm referring to what was the east end of Kino... Between Joiner Road and the CDO Wash Bridge, the new track has long been ballasted, but yet to be worked on. There are new grade crossing masts and concrete turnout ties staged there, so my guess is they're going to hold off on dealing with grooming that short stretch of track until after they've installed a proper crossover.
That looks to be a lot more challenging than the other crossovers in the area, in that it is on a super-elevated curve.
The independent phone companies in Kansas started out in the the early 1900's and became United Telephone.
Southern Pacific Communications became SPRINT (Southern Pacific Railroad Internal Network Telecommunications) after they won against the FCC blocking them from selling excess network capacity after the FCC allowed MCI to do so. I forgot the "dial around number" but it was something like '1010XXX'
GTE and SPRINT were combined to form US Sprint and then the joint version was taken over by United Technologies in the early 1990's and renamed Sprint.
When I worked there in the late 1990's several drawings still had SP markings on them.
The United Telephone Systems was renamed to Embark and then sold to CentryLink.
Qwest, Level(3), MCI (Now VZ) all have built networks along the RR ROW.
When Qwest built their network they actually used SP's Rail Plow and a two GP9s repainted for Qwest. This was before they purchased US West.
We probably could fill a whole thread on this topic alone ...
eolesen Kino Since the west end and passing siding at Kino are now gone, I'm referring to what was the east end of Kino... Between Joiner Road and the CDO Wash Bridge, the new track has long been ballasted, but yet to be worked on. There are new grade crossing masts and concrete turnout ties staged there, so my guess is they're going to hold off on dealing with grooming that short stretch of track until after they've installed a proper crossover. That looks to be a lot more challenging than the other crossovers in the area, in that it is on a super-elevated curve.
I admit I'm not familiar with this area, but are you sure crossover(s) will be constructed there? The pattern has been one pair of double crossovers every 10 miles or thereabouts and this holds true between Wymola, Red Rock, Marana, Sabino, and the future Stockham crossovers between MP 979.63 and MP 979.88. (this location is about 1500 feet east of Prince Road)
The data I have doesn't show anything in the works for the area around MP 975-976.
Clyde, you may be correct in that Kino is going away entirely. I haven't seen a new control cabinet, PTC antenna, or signal masts.
Admittedly, I wasn't close enough to see if they were numbered ties or not, nor did I get a photo. All I could see is that they were staged as I'd seen at Marana and Sabino before the track gang showed up to assemble and stage the turnouts.
Memo to eolesen (9-7):
It was somewhat amusing to read of the exchange between you and Clyde Acolita about the east switch Kino (M.P. 975.8) and its surroundings. Truly we have a mystery situation here because what you personally saw onsite doesn’t match what those in the know understand from official documents. But, I think I might (“might”) have the explanation that will reconcile matters!
In behalf of the forum the following eastward sort of time lapse-like photos are reshown:
February 7, 2013:
June 3, 2013:
On the last photo above, implied on the lower right, a Maintenance-of-Way switch that was put in allows access from the Kino siding to the new, ballasted, not in service yet track EAST of CP SP976 KINO. Before that future Main 2 track can be put in service, that temporary Maintenance-of-Way switch will have to be removed. The gap will have to be filled with rails and ties. Those new stacked up ties you saw, eolesen, might be standard width ones for that replacement process.
Let us know if you personally see something else other than the above develop in that area.
Best,
K.P.
For Several Days … and then …
For several days K.P. has been putting together information on the Colton Crossing’s future GROUND LEVEL tracks, and that posting presentation immediately follows in a separate posting series.
On Sunday, September 8, 2013, after taking care of some necessary personal business, K.P. traveled the fraction of the Sunset Route between Pomona and Colton, CA, and in the Colton area some loose ends were checked about the ground level tracks for accuracy.
During the travel time between Pomona and Colton new development were observed, and an update presentation on them will be forthcoming in a few days.
The Ground Level Tracks by the Colton Flyover
Part I (of I-IV)
Diamonds to Darkness and Two Types of Lights
The San Bernardino Associated Governments (SANBAG) Project Report “Colton Crossing Rail to Rail Grade Separation” …
LINK (PDF): SANBAG Project Report Signed May 12, 2011
… on Page 87 shows a track diagram, partially seen in the below photo of that page.
(Reference the above diagram, La Cadena Avenue technical should be La Cadena Drive.)
So, the signaled Mt. Vernon Connector (MTVC) is (will be) the straight through route with turnouts for tracks branching away from it into un-signaled, dark tracks. In a way, the Mt. Vernon Connector could be considered a mainline track, whereas everything else associated with it are switching or shuttle tracks.
Switching tracks are rarely signaled, except where they somehow cross a mainline track(s), either with some type of diamond(s) or switches.
Applications:
If a westbound on the Mt. Vernon Connector was routed to go over the BNSF diamonds (diagram leftward, but diamonds not shown), it would get at CP SP539 RIVERSIDE LEAD a red over flashing red, because it is lined into un-signaled track (yes, un-signal track).
If a westbound on the Mt. Vernon Connector was routed to turn SOUTH to Los Angeles via the BNSF / LA&SL through Riverside, it could conceivably get a green over a single bulb red. There is NO provision for a yellow over green (at UP’s CP SP539 RIVERSIDE LEAD) to crossover in the BNSF interlocking plant ahead, just green (or less) whether for straight track or crossing over. That is because a UP has to first go through the governing 30 M.P.H. switch before getting to BNSF’s 50 M.P.H. turnouts, so an indication for crossing over or not is irrelevant. (That kind of signal is the first type of light.)
Going eastbound, the most favorable signal a train can get is yellow over yellow (there is no top green bulb) because of having to turn into Main 2 at CP SP540 MT VERNON to the east by the Santa Ana River. (That is the second type of light.)
Continued in Part II
Part II (of I-IV)
The BNSF Connector Side … and the Unusual
In recent weeks K.P. somehow got in his mind the future track at ground level from Rancho Ave. (on the west) to the connection with the BNSF would be a single track. In reviewing public documents, it was remembered that TWO tracks will go east from the Rancho Ave. area at ground level.
From Rancho Ave., the signaled BNSF Connector track will go east and turn north under the I-10 Freeway.
However, another track, this one dark without signal circuits, will straddle that east-west BNSF Connector track just to the south. THAT track will cross the BNSF and go east to the Old Colton Yard area. That track will reportedly be designated Track 112.
Official diagrams show a single crossover in the 4th Street area, about a block west of where the BNSF Connector curves northward under the I-10 Freeway.
Strangely, concrete tied switch parts at photo time were WEST of 3rd Street, NOT 4th Street.
Continued in Part III
Part III (of I-IV)
West to East Diagrams
Rancho Ave.:
3rd Street:
(In the above photo diagram, the reference to CP SP538 RANCHO is to the old CP that was EAST of Rancho Ave. and by 3rd Street, which CP technically now doesn’t exist anymore, but has been superseded by the new CP by the same name WEST of Rancho Ave.)
4th Street (shown again here for the sequence ease of viewers):
Continued in Part IV
Part IV (of I-IV)
5th Street:
BNSF Transcon (6th Street alignment just to the right of the BNSF):
7th Street:
Hopefully, the above posts and photo diagrams will be adequate in conveying the planned track arrangement just south of and alongside the Colton Flyover.
Finally, a couple of reshown eastward view from Rancho Avenue …
… to help thread viewers visualize the diagrams’ correlation to where the tracks will actually be laid in the future.
----------
If you did not see “For several days … and then …” (italics added) on the last post on the page before this one, it very briefly mentions what is now in the works post-wise.
Thanks for the posts K.P.
Unfortunately, I must tell you those track diagrams from SANBAG are outdated, especially in the area of Riverside Lead. That's why I provided this Google Earth overlay several weeks back. http://imageshack.us/a/img600/3851/t69.gif
I think it's premature to speculate on signal aspects because interfacing with other railroads' signal systems does not always produce predictable signal designs. The westbound Riverside Lead SP539 signals will *NOT* control movement over the BNSF diamonds. BNSF will continue to control UP movements over the diamonds like they have for decades.
Update as of Sunday, September 8, 2013
Events between Pomona and Colton, CA
Part “A” (of A-F, Overall A-R)
This update series will be presented in two groupings: (1) Ontario to Pomona (A-F), and (2) the Colton Flyover area (G-R).
Activity on the new, under construction CP east of Bon View Ave in Ontario on the SP-side seems to have come to a halt.
A previously shown January 11, 2013 westward LA&SL-side photo looking east towards Campus Ave. in Ontario, near M.P. 38:
This visit all the electrical boxes (above photo, upper left) had been removed and only the ties were present. No photo was taken.
On the SP-side, the new CP with San Antonio Ave. (Ontario) going through it has had many signals erected. A westward view from Vine Ave., with the west switch of the North Ontario siding in view:
Above, all four two-tracking mainline new signals are present, the two-bulb heads on some proving this will not be a universal crossover.
Looking east from San Antonio Ave. (Ontario):
Part “B” (of A-F, Overall A-R)
The new west side eastbound signals: Westward photo from San Antonio Ave. (Ontario).
Looking west from San Antonio Ave. (Ontario) still, the Montclair facility’s east end (SP-side), with a switch and dual-control motor (lower right), and a derail with it’s like-motor.
A new burial base has been buried, indicated new crossing gates are coming.
Part “C” (of A-F, Overall A-R)
West of San Antonio Ave. (Ontario) a new, uninstalled CP box has been parked but not anchored.
A new grade crossing box has arrived too. Compare the right small box with the new larger left box.
Part “D” (of A-F, Overall A-R)
From State St. just west of San Antonio Ave. (Ontario), a northward view of the makeshift Signal Dept. yard. An eastbound (rightward) passes in the background with one of the rare Heritage SD70ACe’s in the consist.
Above, besides several new signal masts there are parts crates present (left) as well.
In addition to that west of San Antonio Ave. (Ontario) CP box, there is a lessor electrical box, and a west side eastbound future signal. And, a medium blue container (among many at the site) that seems to be synonymous with new signal installations.
Part “E” (of A-F, Overall A-R)
East of Monte Visit Ave. the new cantilever signal structure (left) has been erected … in record time!
Going hog wild in photographing the SP-side cantilever signal structure with the present LA&SL signals in sight.
As at this east of Monte Vista Ave. location (last photo above), the public street follows the tracks for a number of miles … Great for photographers, but parking is not always easy.
At that location too, as seen in all three photos, this CP is one of the few locations where there is a single mainline crossover (compare cantilever structure’s short masts heads).
Part “F” (of A-F, Overall A-R)
K.P. tends to take photos from Monte Vista Ave., but this time there was plenty of competition NOT of the photographer type.
The east westbound LA&SL signal at CP C033 WO TOWER was red over flashing yellow. Such a red over signal is used to change from the LA&SL to the SP, or to go around the Metrolink stop at speed.
On the far background left of the above photo, an SP-side eastbound signal is visible. Across from that signal is where a signal base has been buried, but no mast has been placed on it yet. The grade crossing visible is San Antonio Ave (Pomona).
--------
Parts G-R is about ground level developments by the Colton Flyover, Colton, CA, but the presentation is currently unscheduled and only pending. At this point it has 38 photos to be prepared for presentation.
Part “G” (of G-R, Overall A-R)
By the Pepper Ave. overpass that goes over the Sunset Route and the eastern end of West Colton Yard’s Departure Yard, an eastward telephoto of a double red Main 2 west side eastbound signal of the new CP SP538 RANCHO.
From Pepper Ave. still, a ballast train was mysteriously parked on the Palmdale Cutoff, over I-10, and partially on the East Leg of the Wye – with shiny, clean, new power from both builders.
In a grab shot, equipment was carrying concrete ties east to the Rancho Ave. area.
Continued in Part H
Part “H” (of G-R, Overall A-R)
At the Colton Flyover area now, a westbound (leftward) double stack passes 4th Street, with strange, bright lime green forms on site.
Ties for the future BNSF Connector was found to have been offloaded, and one section of rail in position.
A close-up of a few of the lime-green shapes:
Continued in Part I
Part “I” (of G-R, Overall A-R)
While power lines had been raised up for the flyover, they seemed too low in K.P.’s opinion, but that may just be an illusion.
By the end of 4th Street a switch is being put in, the first part of a single crossover.
An eastward view of the future CP SP539 RIVERSIDE LEAD in Colton Crossing’s southeast quadrant: The BNSF Transcon tracks can be seen across the lower half of the photo. Also above, continuous welded rail (CWR) scattered around the view makes for an interesting visual sight.
The BNSF Connector will turn northward and go under the flyover. Presently, only CWR is there.
Continued in Part J
Part “J” (of G-R, Overall A-R)
At 3rd Street now, that shiny, new power ballast train comes.
Continued in Part K
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