Kevin Gray’s Sunset Route Amtrak Trip
Heavy on Santa Teresa, NM
Part 908 (of 901-910, 901-930 Overall)
PHOTO #21
EB1273-7: Still within CP S1274; paved area contains a 3 track bad order setout or engine storage area—with power derail---and the middle of the intermodal yard is visible on the right.
PHOTO #22 (RESHOWN)
EB@1273.6: West side of CP S1274 and east side of CP S1273 (W. Strauss).
PHOTO #23
EB@1273.35: Further west within CP S1273.
Continued in Part 909
----------------------------------------------------------------------------------------------------------------------------------- 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 909 (of 901-910, 901-930 Overall)
PHOTO #24 (RESHOWN)
EB@1273.25: West side of CP S1273, missed Main #2 signal to right (which is 3 over 2 to display 'approach diverging'--Y/Y--ahead of diverging routes at CP S1274). Eastbound north lead ends in 2 blocks (at E. Fuel), so the signal is 2 over 3. Beginnings of the west end of the intermodal area are visible on the right.
PHOTO #25
EB@1272.9: Departing W. Strauss; ballast cars on intermodal switching lead. Un-activated 2 over 2 signal is visible on south (intermodal) lead.
PHOTO #26
EB@1271.4: Westbound waiting to depart on north lead; machines on south lead.
Continued in Part 910
Part 910 (of 901-910, 901-930 Overall)
PHOTO #27
EB@1271+: Within CP S1271 (Santa Teresa Terminal); the north and south leads merge in with a single crossover - All high-speed moveable frog turnouts. Since a westbound leaving the yard on Main #2 could crossover (at 50MPH), all fuel pad tracks on the south side, which are 2 blocks back, apparently need the green bulb on the bottom to display 'clear approach 60'---yellow over flashing green!
PHOTO #28
EB@1270.9: West side of CP S1271.
A “Westbound” Second Section follows
Kevin Gray’s “Westbound” Second Section
Westbound trip: Mostly on time to 1 hour late on Sunset portions of travel, thanks to padding in schedule (at major terminals) and reduction of wait times running on double track.
West Texas: It was still dark from San Antonio halfway to El Paso (westbound). In daylight, met 10 freights, both east and westbound, 2 of which were MOW consists. Short delay for one (EB stack at Strobel), but #1 was early for next station stop at Alpine, Tx, so dispatcher let the freight come through. Began observing signal replacement (separate bulb heads) work, with new heads turned to the side on Sanderson and Valentine Subdivisions. Also noticed siding turnouts are smoother than previous trips; they have been replaced with spring frog switches, presumably in conjunction with signal work. Freshly installed signals at Aragon siding being cut in; signal work crew had Form B for the work zone and Form C for 'block signal suspension' for the section of track containing the siding plus one block in both directions. Speed limit for Amtrak: 59MPH. New signals appeared to be working. No track work between Sierra Blanca and El Paso; signals previously converted to separate bulb type, as K.P. has photographed and posted. 2 of the 10 freights met were in this section; a loaded ballast train at Sierra Blanca (siding) and a stack train at Iser. Into El Paso, at the start of double track (Belen), right hand running (past EB manifest on Alfalfa yard lead and EB stack on Main #2) until crossovers east of El Paso depot (S1297, I believe, then through S1296 to station siding on south side). West of the station, returned to Main #1 immediately at S1295 and headed for Santa Teresa. Over the next 8-1/2 hours passed 24 trains on double track, NOT including 4-6 stopped at the fuel pads!
New Mexico: Passed through Santa Teresa (slowly). Met Amtrak #2 west of Lanark (S1268). Stayed on Main #1 until Carne (S1217), crossed over for Deming stop on south side; returned immediately to Main #1 at Deming Junction (S1207). Track maintenance on Main #2 west of Deming. High speed running on Main #1 into Arizona.
Arizona: Stayed on Main #1 until Fenner (S1035); crossed over for Benson stop (south side). At Chamiso (S1029), crossed back over to Main #1 for faster run downgrade and to end up on "south" Main past Tucson Yard into Tucson station (south side). After departure, train stayed on Main #2 until Marana (SP961); then crossed back to Main #1, through stop at Maricopa (north side), for remainder of double track. At the first siding west of Estrella (Shawmut), had to wait for EB stack to clear. Noted waiting freights at Bosque and Theba sidings; then fell asleep.
California: Asleep until Thermal; again ran on Main #1 all the way to Garnet, then crossed over to Palm Springs station siding (south side). Departed station and crossed back to running on Main #1 at west Palm Springs presumably all the way to Sierra. Asleep again until stop after collision with donkeys on track at Bryn Mawr at 4AM. Half hour delay to inspect train, reconnect hoses and restart HEP (480VAC, 60Hz) to passenger cars. Proceeded past West Colton yard from Main #1 to old main; then onto Main #1 at CP AL521 since both Ontario and Pomona station stops are on the north side. An EB (stack, I believe) passed on Main #2 around Montclair yard; I was still half asleep). Followed traditional Sunset route out of Pomona along Valley Blvd. and on Main #1 or 'north' main on into Union Station area. Arrived EXACTLY on schedule (5:35AM) at LAUPT.
------- Parts 911-920 are scheduled for Monday, April 7, 2014 by 9:00 A.M. Pacific Daylight Time, but could be posted up to 12 hours early
Update as of Saturday, April 5, 2014
A Truss Bridge Span Is Up!
Grand Terrace Area, CA
… And a Bunch of Other Things …
Late Friday night through sometime Saturday, one of the new BNSF truss bridge sections was installed over the southbound lanes of the I-215 Freeway. That BNSF trackage is used as the LA&SL alternate Sunset Route.
Besides the above area, Ontario, Riverside, and San Bernardino were also visited by K.P., and future posts will be heavy on the overpasses and underpasses being constructed in those cities, as well as more on the Grand Terrace truss bridges. And something has developed on the LA&SL that borders on the likes of a ‘prophet’ of another language being among us …
Replies are also diligently being worked on, so expect some of those inquiries and issues to be addressed soon.
Part 911 (of 911-920, 901-930 Overall)
PHOTOS #29, #30, and #31
K.P.: It is February 6, 2014 now, and Kevin Gray is on the return home trip, on Amtrak No. 2, at the famed Cienega Creek bridging
Continued in Part 912
Part 912 (of 911-920, 901-930 Overall)
PHOTO #32
K.P.: Mr. Gray is on the reroute, and soon goes under the new Marsh Station Rd. overpass.
PHOTO #33
K.P.: Kevin’s train soon reaches the old, original mainline and the branching off track for it, and the reroute is over.
PHOTO #34
K.P.: Kevin’s train in the mountainous terrain in the M.P. 1048 area.
Continued in Part 913
Part 913 (of 911-920, 901-930 Overall)
K.P.: Now, we return to narration by Kevin Gray, eastbound in the Santa Teresa, NM area …
Note: "WB" [looking] view photos taken from Main #2 west of E. Strauss crossover and from Main #1 east of E. Strauss (on EB Amtrak #2).
PHOTO #35
WB@1267.9: Within existing CP S1268 (Lanark); eastbound Main #2 signal is now 3 over 3 over 2! The next signal is just an intermediate... as this is high-speed crossover territory, they have the approach indications 2 blocks in a row; and it's only 2 blocks between Lanark and Santa Teresa Terminal: since CP S1271 has high-speed turnouts, I think the signal is set up to display 'diverging-approach clear 60'--R/Y/flashing green (!!!). Now hold on until the second and third photos below...
PHOTO #36
WB@1269.4: Wide graded area eastward (towards CP S1271) begins at milepost 1269.2.
PHOTO #37
WB@1269.9: Intermediate block signals at milepost 1269.9; 3 over 1 (for Y/G, 'clear approach 50' for Lanark crossovers) westbound--but 3 over 1 on Main #2 and 3 over 2 on Main #1 eastbound! Since an eastbound can only crossover from Main #1 to #2 at CP S1271, that diverging route must be 50MPH while heading onto either yard lead is limited to 30MPH (or maybe even 40MPH); so they can give a 'diverging approach' (Y/Y) or maybe 'diverging advanced approach' (Y/flashing yellow, as K.P. has speculated) on either main, but only 'approach clear 50' (Y/G) on Main #1 eastbound. In the case of yard congestion (imagine that!), let's say there's a train waiting to get into the yard parked on Main #2 between CP S1268 and S1271, and an approaching hotshot eastbound on Main #2, to the west, that needs to get back to Main #2 (right hand bias!) and keep going, it can blow through by crossing over at Lanark (R/Y/flashing green) and crossing back at Santa Teresa Terminal (Y/G at the intermediate and R/G at S1271).
Continued in Part 914
Part 914 (of 911-920, 901-930 Overall)
PHOTO #38
WB@1271.1: Within CP S1271 (Santa Teresa Terminal); only 3 over 2 on Main #2 eastbound signal (red and yellow only on the bottom), so that still fits with the above postulation!
PHOTO #39
WB@1271.2: Close-up of high-speed S1271 crossover.
PHOTO #40
WB@1271.3: Sorry, blurry shot at the yard lead turnouts, also moveable point type.
Continued in Part 915
Part 915 (of 911-920, 901-930 Overall)
PHOTO #41
WB@1271.35: All turnouts (and 1 signal head - "theta" pattern red LEDs!) visible.
K.P.: The above photo shows a red diode light on the lower right with a different pattern than most, like the new ones in Ontario, CA that only lasted a few years before the track arrangement was rearranged, and the Pomona-Ontario segment was two-tracked with the more traditional diode lights.
Photo #42
WB@1271.4: 3 out of 4 westbound signal masts at S1271 (north lead signal off to the right is also 3 over 2). All the lower 2 light heads probably have a (flashing) green light for crossing over from Main #1 to #2 at Lanark (2 blocks ahead). The 2 right signals would display Y/flashing green, and the 2 south signals would show R/G/R to cross to Main #1 here and stay on #1, or R/Y/flashing green to cross to Main #1 here and BACK to #2 at Lanark--good grief!! Also note the power derails on the 2 leads.
PHOTO #43
WB@1272.4: What I call the intermodal switching lead on the south side dead ends at milepost 1272.3 by the county road A020 or 'pink outhose' crossing (it's gone, but you can still spot it on the google satellite view!!). The westbound signal at CP S1271 on the north lead (in the distance) is green for a departing westbound stack train.
Continued in Part 916
Part 916 (of 911-920, 901-930 Overall)
PHOTO #44
WB@1273.3: Within CP S1273 (W. Strauss); only 3 over 2 on Main #2 eastbound signal since there are no diverging routes from #2 at this CP and all diverging routes at the next CP (W. Fuel) are 30MPH and 2 over 3 on north lead signal as this track ends in 1 block (at E. Fuel).
PHOTO #45
WB@1273.3_W: The west end intermodal CP--S1272 Hold and signal mast--2 over 2 west- (out-) bound for Y or Y/Y (or flashing yellow, maybe) for 30 (or 40) MPH on the south lead and a single red head (red and flashing red) for east- (in-) bound trains. The second track is that apparent switching lead.
PHOTO #46
WB@1273.35: Still within CP S1273.
Continued in Part 917
Part 917 (of 911-920, 901-930 Overall)
PHOTO #47
WB@1273.4: Moments later, the aforementioned westbound stack train is seen departing on the north lead at W. Strauss presumably from the north-most fuel track.
PHOTO #48
WB@1273.4_W: Lots of concrete ties are lined up between the mains and the intermodal lead(s) and huge stacks of wood ties are seen at the west end of the intermodal area.
PHOTO #49
WB@1273.55: Still within CP S1273, almost under the signal bridge (boundary of CP S1274).
Continued in Part 918
Part 918 (of 911-920, 901-930 Overall)
PHOTO #50
WB@1273.7: Now within CP S1274 (W. Fuel)--westbound signals for S1273; no bottom head for north lead since no diverging path westbound from this track.
PHOTO #51
WB@1273.8_N: Still within CP S1274; more electrical boxes (transformers?), workers' trucks and CP box.
PHOTO #52
WB@1273.8_W: A flotilla of concrete ties north of the intermodal lead tracks, and another (un-installed) CP box in the background.
Continued in Part 919
Part 919 (of 911-920, 901-930 Overall)
PHOTO #53
WB@1273.85: Still within CP S1274; entrance signal to the north lead for setout/engine tracks to the right.
PHOTO #54
WB@1273.9_W: Long view of the west end of the intermodal yard area; south side fuel pad tracks branching out in foreground.
PHOTO #55
WB@1273.9_N: Side view of those 3 short tracks with pavement.
Continued in Part 920
Part 920 (of 911-920, 901-930 Overall)
PHOTO #56
WB@1274+: Power derails immediately west of the fuel pads.
PHOTO #57
WB@1274.1: A clear view of all 7 westbound 3 over 3 signals at W. Fuel. North side tracks all have diverging routes to the mains in this CP (need R/G); south side tracks can be aligned (from Main #2) for crossover at CP S1271 (need Y/flashing green).
PHOTO #58
WB@1274.2: A clear view of the west end fuel racks.
Continued in Parts 921-930, plus “Eastbound” Second Section, scheduled for Wednesday, April 9, 2014 by 9:00 A.M. Pacific Daylight Time, but could be posted up to 12 hours early.
Part “A” (of A-C), Section 1 (of 1-5)
The I-215 Truss Bridges
Grand Terrace-Highgrove, CA
K.P. traveled on a semi-counterclockwise manner, generally to a semi-eastward orientated, from Ontario to Riverside to San Bernardino, but posting for this multi-part services will start with a focus on the new truss bridges in the Grand Terrace-Highgrove area.
From the east-west Main Street (not to be confused with the north-south Main St. in Riverside) technically on the border between Riverside County and Grand Terrace, a northward (eastbound) view of the now installed truss section (right) over the I-215 Freeway.
Above view is northward, but a south view show the signal bridge, with, from left to right, the San Jacinto Branch, Mains 3, 2 and 1.
With three Mains (as seen on the photo just above, the third truss bridge (two sections) will likely be on the present girder bridge’s alignment as seen in the first photo above.
Now, from the northeast side of the tracks, a southwestward view of the new bridge.
Continued in Section 2
Part “A”, Section 2 (of 1-5)
The center pier-work: Remember, there are two separate supports, one in front of the other photo angle-wise.
The north side:
Continued in Section 3
Part “A”, Section 3 (of 1-5)
LINK: Map of Truss Bridge Area
LINK: Aerial of Truss Bridge Area
While the freeway was / is closed for the truss bridge movement to the installation site / installation, a detour occurs, with La Cadena and Barton Rd. being used.
But, K.P. stumbled upon surprise signs reference De Berry Street on the west side of the I-215 Freeway.
Apparently, NORTHBOUND (eastbound) detour traffic takes a circuitous route via De Berry St., by where the truss bridges are being assembled.
If one examines the map and aerial links above, such a detour is indeed circuitous! Why such a route? Likely because of the narrow bridge over the old Riverside Industrial Lead. A bunch of 18-wheelers using that narrow bridge is questionable, so probably to make matters safer and avoid sideswipes, a detour’s detour was put in effect.
Continued in Section 4
Part “A”, Section 4 (of 1-5)
The fourth spanning truss bridge is in its early stages of construction (left), while the third spanning section looks on (right).
The second spanning section has a large blue device in its presence now.
Continued in Section 5
Part “A”, Section 5 (of 1-5)
While by the freeway where a good view of the installed truss bridge could be had, the lighting was good for the old piers of the Riverside Industrial Lead Bridge, and the walling decorative design that it now has.
Continued in Part B, dealing with happenings in the Ontario, CA area, which will be posted when ready in a few days …
K.P. Replies
MikeF90 (3-24):
About that “it appears that they are to build two parallel retaining walls” … Being made up of retained ties, obviously the first retaining wall is temporary. That undoubtedly would allow a more intricate, permanent retaining wall to be built for the PHIMF track. That reminds me, Mike, of the unusual walling by Workman Mill Rd., likely a sound deadening wall for nearby residents. The PHIMF project is surfacing all types of snazzy construction designs for us to ponder.
MikeF90 (3-26):
It is amazing that it took this long for UP to finally see the light, so that they are now going to move the crew change point to the eastern part of Yuma, AZ. But, that move has enormous meaning time-wise! More on this in the reply comment to eolesen below.
billio (3-26):
The “enormous meaning time-wise” comment to MikeF90 applies to you too! Please read the reply to eoleson below …
eolesen (3-26):
As far as a “bypass” around Yuma (AZ), the fact that, as MikeF90 just enlightened us on, the crew change point in Yuma is being relocated argues against that bypass concept, at least initially.
Since the Colorado River crossing by UP has such a national security significance, likely a governmental agency will be involved in any route relocation. After studying the situation and area possibilities, I’m inclined to believe a big, swooping concrete two- or there-track bridge will be built a slight bit to the west of the present single-track truss bridge structure. (The present truss bridge could be modified for vehicle use so the present single-lane vehicle crossing bottleneck could be eliminated.)
But, I think the relocation of the crew change point in Yuma AT THIS TIME is full of significance! And that is that two-tracking over the Colorado River is a long way off! Maybe five or even ten years into the future! In the meantime, not stopping eastbound trains on the bridge for crew relief should significantly enhance the free flow of the Sunset Route. If (“if”) something was going to be built real soon, likely UP wouldn’t bother with a relocation of a crew change point now.
billio (3-27):
News of the suspension of the two-tracking on Blair Sub (Fremont, NE-Missouri Valley, IA, as you said) is disappointing, but the UP powers that be know the ins and outs of financial matters. The difference between the Blair Sub on the Central Corridor and the Sunset Route is that UP already has an active line between Fremont and Missouri Valley, a two-track line via Omaha.
Speaking of alternative routes … K.P. has been corresponding with forum contributor cacole, who has GREATLY enlightened K.P. on the long abandoned El Paso and Southwestern (EL&SW) route from around Benson, AZ to El Paso, TX. UP has repurchased a small portion of the EP&SW route and has filed papers for possibly reactivatiing the long gone line between Benson and Naco, AZ, the latter town by the Mexico border.
Cacole has some just fantastic shots of some of that abandoned, trackless right-of-way, and maybe he will share a few of them with us all sometime (hint, hint) …
MikeF90 (4-1):
A signal maintainer needs to be called, you say? Believe it or not, there were TWO signal maintainers and their vehicles parked west of Perrino Place in Los Angeles! One was in a BNSF truck, the other a UP truck. And, I’ve never seen anything like these two guys! It was like I had a red tail and pointed horns! As one maintainer got onto Perrino Place, I smiled and gave a friendly wave. The maintainer looked right at me and didn’t return the wave! I said to myself, “Wow!”
Is it true they are going to rename CP EAST REDONDO to CP SOURPUSS? (Hehehe.)
John Simpkins-Camp (4-2): National Security?
Personally, I don’t think everything is done at the Colton Flyover / Colton Crossing. It is unknown what might be left to do (except the removal of 9th Street’s street-running after a BNSF access track is put in, as well as the conversion of the Colton grade crossings to the quiet zone type).
There are so many things brewing in the area it has to make one wonder, like building three truss bridges (for three-tracks) in Grand Terrace-Highgrove. Traditionally, just supports and abutments are put in for projected future bridges, not whole bridges. Supports only were put in in El Monte, CA, and not bridge spans a number of years back.
I’ve got a gut feeling the impossible vehicle traffic detour in Grand Terrace for the truss bridges installation is going to provoke the masses, and the issue of the two-tracks under the Bartow Rd. vehicle bridge over the BNSF (who would like three-tracks there) will magically get resolved.
Also, recently, UP used floodlights (for night work) at Colton Crossing to rush Track 112 into service.
Track 112 is NOT a critical infrastructure piece of the puzzle. So why was there a sudden rush out of the blue?
I’m inclined to believe the BNSF Rana to Highgrove stretch will be seen as one big future project that will solve everything. And, it would. The most glaring, in my humble opinion, is the threat to national security. How could there be a threat to national security? If (“if”) a cut of cars ran away on the BNSF out of the higher elevated San Bernardino (located to the north), and if they were on BNSF Main 1, they would high speed flip (on the tight curve) and pileup under the I-10 Freeway in Colton (and possibly knock the freeway down), and undoubtedly severely damage the Colton Flyover as well. If the runaway involved a petroleum shipment, a horrendous fire could result.
In the late 1970’s / early 1980’s I visited Dale, WY on UP’s Sherman Hill. A UP gentleman was run into, and he said a derailment had occurred there a year or so earlier, and the resultant fire and toxicity was so intense that responders could not even get to the rural site for three days! Can you imagine something like that at Colton Crossing in California, with both I-10 and the flyover totally out of service for weeks?
Such a scenario could be avoided with a slight (and simple) rearrangement of the BNSF tracks in Colton. Federal funds could be used for that AND taking care of the Barton Rd. issue in one whack in the name of national security! And, the railroads may (“may”) know that and probably are now crossing their fingers to that end.
I also say a new BNSF line between El Monte and Azusa would enhance national security too.
A flyover just south of the 60 Freeway in Riverside would work wonders too!
John Simpkins-Camp (4-2):
Two matters that I know remain outstanding, namely, the ‘quiet zoning’ of the grade crossings in Colton, and the 9th Street street-running elimination, as mentioned a bit above..
Positive Train Control (PTC) may be a damper on RAILROAD spending for enhancements, but public roadway railroad bridges and the likes likely will continue.
billio (4-2):
You asked if the Pomona-Ontario two-tracking is completely finished. Technically, I don’t know. But, if other areas shed any light on the matter, there often is a whole bunch of odds and ends that needs to be taken care before a project is completed. And, that might go on for months. As an example, west of Tucson, AZ now that a second main is in service, the old main sometimes has the old track replaced.
As far as a future Metrolink stop at Ontario International Airport, that seems highly unlikely. A commuter fleet runs for a few hours in the morning to Los Angeles, and a fleet returns in the afternoon-evening. Such is not compatible with air schedules.
See the reply to you for 4-3, reference the Gold Line.
About Mira Loma, I think it is now mainly for auto-racks. Since 2007 and Fred Failey’s piece that you mention, if (“if”) boxcar traffic is in Mira Loma, freight customers likely are not served by UP trainmen, but rather contracted out.
Since I was in the Mira Loma area Saturday, I was able to take a few photos with you in mind, billio. No Parking type signs are everywhere along the roadway that is trackside, but a convenient stretch was absent of them, so I was able to stop and take a few photos. Views look westbound.
edblysard (4-2):
Yes, 5000 posts were reached!
What I’ve been watching is the view counts. This thread is not very far now from reaching the 1 million views mark!
MikeF90 (4-2):
Reference your reply to billio …
What is surprising about the new Montclair trackage is that while signals have been erected for two additional tracks, there doesn’t seem to any hurry to lay those tracks!
Concerning Mira Loma, whole trains from the east terminate there as you pointed out, and have “ML” in their symbol, thus have no need to visit West Colton Yard, which would be out of the way for shipments.
Continued …
Replies Continued
billio (4-3):
The NEW Ontario International Airport (ONT) terminals opened in 1998, and after an increase in passenger counts, in the last several years they have steadily plummeted. That is understood because plane fares out of ONT are among the highest in the area. The terminals are a beautiful sight to see, but access can be described as screwy at best. The Sunset Route track (north of OIA) parallels the terminals, separated by parking lots.
Metrolink (on the south side LA&SL) is basically a rush hour commuter service, so an ONT stop is unlikely. The long range plan is to extend Los Angeles’ Metro Gold Line (here shown in Pasadena) …
… as the Foothill Extension all the way to ONT, but that is years away.
A few post lines back, ONT access was described as ‘screwy.’ I’ve long intended to hike in (possibly a mile one way) and get some photos of the Sunset Route from the west end of the Guasti siding (M.P. 523.5) area. A single non-train photo looking away from the track will show just how screwy the access roads are! I should do that soon considering the nearby Vineyard Ave. underpass construction is now in process, and two-tracking that area might be soon.
vsmith (4-3):
While at East Redondo in Los Angeles recently, I took a number of photos, though the lack on UP trains was disappointing. It is hoped to be able to incorporate some of those photos in a future posting series.
What struck me was the swooping bridge used by Amtrak and Metrolink.
It included a variety of bridge types all within ONE lengthy bridging! That would make an interesting post in itself for this thread …
usmc1401 (4-4):
There does not appear to be any place between the BNSF and La Cadena Drive to build a third bridge set (by Grand Terrace, CA). Maybe the trackless right-of-way will be used after the tracks are swung to the new truss bridges’ alignment, though parts supply could be a problem.
Your inquiry is a very good one, but unfortunately I have no answer to that, and am just as curious as you are!
Take care all,
K.P.
KP I believe that Blue Contraption you referenced above is the device used to move the Truss down the Freeway.
K. P. Harrier K.P. Replies... MikeF90 (3-26): It is amazing that it took this long for UP to finally see the light, so that they are now going to move the crew change point to the eastern part of Yuma, AZ. But, that move has enormous meaning time-wise! More on this in the reply comment to eolesen below. billio (3-26): The “enormous meaning time-wise” comment to MikeF90 applies to you too! Please read the reply to eoleson below … eolesen (3-26): As far as a “bypass” around Yuma (AZ), the fact that, as MikeF90 just enlightened us on, the crew change point in Yuma is being relocated argues against that bypass concept, at least initially. Since the Colorado River crossing by UP has such a national security significance, likely a governmental agency will be involved in any route relocation. After studying the situation and area possibilities, I’m inclined to believe a big, swooping concrete two- or there-track bridge will be built a slight bit to the west of the present single-track truss bridge structure. (The present truss bridge could be modified for vehicle use so the present single-lane vehicle crossing bottleneck could be eliminated.) But, I think the relocation of the crew change point in Yuma AT THIS TIME is full of significance! And that is that two-tracking over the Colorado River is a long way off! Maybe five or even ten years into the future! In the meantime, not stopping eastbound trains on the bridge for crew relief should significantly enhance the free flow of the Sunset Route. If (“if”) something was going to be built real soon, likely UP wouldn’t bother with a relocation of a crew change point now. billio (3-27): News of the suspension of the two-tracking on Blair Sub (Fremont, NE-Missouri Valley, IA, as you said) is disappointing, but the UP powers that be know the ins and outs of financial matters. The difference between the Blair Sub on the Central Corridor and the Sunset Route is that UP already has an active line between Fremont and Missouri Valley, a two-track line via Omaha. billio (4-2): You asked if the Pomona-Ontario two-tracking is completely finished. Technically, I don’t know. But, if other areas shed any light on the matter, there often is a whole bunch of odds and ends that needs to be taken care before a project is completed. And, that might go on for months. As an example, west of Tucson, AZ now that a second main is in service, the old main sometimes has the old track replaced. As far as a future Metrolink stop at Ontario International Airport, that seems highly unlikely. A commuter fleet runs for a few hours in the morning to Los Angeles, and a fleet returns in the afternoon-evening. Such is not compatible with air schedules. See the reply to you for 4-3, reference the Gold Line. About Mira Loma, I think it is now mainly for auto-racks. Since 2007 and Fred Failey’s piece that you mention, if (“if”) boxcar traffic is in Mira Loma, freight customers likely are not served by UP trainmen, but rather contracted out. Since I was in the Mira Loma area Saturday, I was able to take a few photos with you in mind, billio. No Parking type signs are everywhere along the roadway that is trackside, but a convenient stretch was absent of them, so I was able to stop and take a few photos. Views look westbound.
K.P. Replies...
billio comments:
1) Regarding construction of a bypass route around Yuma, UP's plate for capital projects is full, and one expects it to remain that way for a long, long time. PTC, completion of the Santa Teresa Terminal, construction of a new yard at Red Rock, AZ, the continued double tracking of the Sunset Route, finishing off the Blair Sub double tracking, a new bridge over the Mississippi River at Clinton, IA to replace the 1905 tinkertoy UP inherited from its purchase of the CNW -- the list goes on and on. From the foregoing, I'm not expecting any bypass around Yuma in my lifetime.
2) Agree with KP that after Vineyard Avenue near the Ontario Airport gets grade-separated, another bout of double tracking is likely to begin along that stretch.
3) Regarding the suspension of the double tracking of the Blair Sub, my guess is that next year, or the following year at the latest, work there will resume. Incidentally, if you have Google Earth, a new (I noticed the view just last week) view of the construction is available, and it shows a couple of places where UP has regraded the roadway for an easing of curves but hasn't yet laid track.
4) Regarding the extension of the LA Metro Gold Line to the Ontario Airport, that makes sense, as ONT is the sole major commercial airport serving the "Inland Empire." I guess the Gold Line will get there (to Ontario Airport) when it gets there. 2017? 2020?
5) Finally, personal thanks to KP for the added pics showing the approach to Mira Loma. I certainly never expected you to make a photo trip out there on my behalf.
Cheers!! --billio
Part 921 (of 921-930, 901-930 Overall)
PHOTO #59
WB@1274.25_N: Yard buildings on the north side at the west fuel pads. Note the huge green emergency generator.
PHOTO #60
WB@1274.3_NW: Still some construction staging on the south side of the fuel pads.
PHOTO #61
WB@1274.35_N: Another view of the yard buildings on the north side and large tanks for fuel and water.
Continued in Part 922
Part 922 (of 921-930, 901-930 Overall)
PHOTO #62
WB@1275.5: No westbound trains blocking the view of the west half of the fuel tracks now.
PHOTO #63
WB@1276.2: At the east fuel pads, it's a different story: 1 auto rack train on Main #1 and 1 on the first south side fuel track.
PHOTO #64
WB@1276.25: Now within CP S1276 (E. Fuel); east end power derails are visible, and the workers are installing another on the second south side fuel track. South side eastbound signals are 2 over 3 lights (south tracks converge to south lead, 2 blocks long: Y/R, or can crossover to mains within this CP: R/G) and north side signals are 3 over 2; (north tracks converge to Main #1, with an approach to a 30MPH diverging route at S1277).
Continued in Part 923
Part 923 (of 921-930, 901-930 Overall)
PHOTO #65
WB@1276.3_N: Yard office buildings on the north side at the east fuel pads.
PHOTO #66
WB@1276.4: Still within S1276, wider view.
PHOTO #67
WB@1276.5: Grooming work is proceeding on the south lead that was being worked on a week earlier; preliminary work on east end setout/engine tracks now visible to the left of the track machine.
Continued in Part 924
Part 924 (of 921-930, 901-930 Overall)
PHOTO #68
WB@1276.6: Dispatcher has crossed Amtrak #2 to Main #1 at CP S1276, now almost under the signal bridge (boundary of CP S1277).
PHOTO #69
WB@1276.7: Now within CP S1277 (E. Strauss)--westbound signals for S1276; 2 over 3 lights for south lead since track ends in 1 block (at W. Fuel). Wider view of the intermodal yard expanse to the left and yard office buildings to the right.
PHOTO #70
WB@1276.8_W: East end of converging intermodal yard with more rows of concrete ties (behind the outhouse-on-wheels) and straddle-buggies visible far in the distance.
Continued in Part 925
Part 925 (of 921-930, 901-930 Overall)
PHOTO #71
WB@1276.9_W: Still within S1277 with more ties and rail segments lined up at the east end of the intermodal yard. Note what appears to be a 1 over 2 light signal mast lying next to the E. Strauss CP box.
PHOTO #72
WB@1277-: Still within CP S1277, just west of the westbound signals.
PHOTO #73
WB@1277+: East of CP S1277; 2 over 3 lights for the south lead (ends in 2 blocks at W. Fuel) and 3 over 2 lights on Main #1 (approach for 30MPH diverging routes at E. Fuel).
Continued in Part 926
Part 926 (of 921-930, 901-930 Overall)
PHOTO #74
WB@1277.2_NW: Almost at the east end of the intermodal area; on the left, east intermodal CP signal (2 over 2 lights and 1 light) and 2 CP electrical boxes at (presumed) S1278 Hold are visible.
PHOTO #75
WB@1277.3: Now the single intermodal lead is converging on the left; crossover in the foreground is the west end of now decommissioned original Strauss CP.
PHOTO #76
WB@1277.5: Inactivated original CP S1277 with sign removed from CP box on the left.
Continued in Part 927
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