The California-Arizona Trip Report
Filling In a Lot of Loose Ends
July 10-13, 2014
Part “B”, Section 9 (of 1-11)
Niland-Iris, CA
Some were, however, erected perhaps a half a mile to the east of Flowing Well Rd.
By those signals:
Just above, note the lower west side eastbound heads.
Further east still we come to the west switch of the Iris siding, at CP SP674 IRIS (M.P. 673.9).
What is very surprising is that two-tracking INTERMEDIATE signals have been erected by this CP.
Surprising because of this previously shown June 1, 2013 photo that kind of insinuated a new CP would go in a few thousand few east of that west switch of Iris.
But, obviously that is not how it will be. The future CP IRIS, or whatever it will be call, likely a universal crossovers arrangement, will be further east than the east switch of the present siding.
Continued in Section 10
----------------------------------------------------------------------------------------------------------------------------------- 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”, Section 10 (of 1-11)
We start to head east to find that future CP, but a bad situation is encountered: Super soft dirt.
Since no one was anywhere near here that could help if K.P. got his vehicle stuck in the soft sand, the decision was made to not brave it, but turn around.
Right away we get adventurous, and go under the tracks …
… and see the present west end Iris CP from the north side.
Continued in Section 11
Part “B”, Section 11 (of 1-11)
As seen in the last photo in the section above, the new embankments here are deteriorating badly. Even under the bridge, with gullies galore.
There kind of appears to be a signal to the east, but it looks like a two-bulb one, and may be a new ‘Entrance Signal.’
Unfortunately, because of the bad road, we could not go further east to investigate.
So, we follow the tracks back to Niland, and head off east to Arizona via Highway 111 and I-8.
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Continued in Part C about Yuma, AZ to be presented before 9:00 A.M. Pacific Daylight Time Monday, July 28, 2014, but could be posted up to 12 hours early.
This probably is a stupid question but here goes. I remember back in the 40's the control boxes for signals and crossing gates were fairly small. And in these days the signals were controlled by bulky relays in moisture proof glass enclosures. Today in the era of computers the control boxes have morphed into large structures. Inside there is a rack with a couple computers which do not take up much space. I realize that computers generate heat and all of the control boxes are air conditioned. Inside there is lots of unused space. Why are the boxes so large today?
K.P.
Those new signals are not going to be hold signals. I don't know if you remember me saying a while back there will be a single crossover at the east end of Niland permitting movements from the wye to the future No. 1 track and vice versa. That's why those intermediate signals are configured as such.
The universal crossovers at Iris begin at MP 675.98. That explains the new intermediates you spotted a couple miles west.
Clyde
ccltrains This probably is a stupid question but here goes. I remember back in the 40's the control boxes for signals and crossing gates were fairly small. And in these days the signals were controlled by bulky relays in moisture proof glass enclosures. Today in the era of computers the control boxes have morphed into large structures. Inside there is a rack with a couple computers which do not take up much space. I realize that computers generate heat and all of the control boxes are air conditioned. Inside there is lots of unused space. Why are the boxes so large today?
Not a stupid question at all. I would never have thought about it until you brought it up. My guess is that the bigger boxes provide a warmer / cooler / drier / more comfortable workspace for the signal crews, depending on the outside weather.
John Timm
I have a video about a new BNSF signal installation in Stockton, California where the site superintendent is showing the camera crew the insides, and says the new bungalows are insulated, bullet-proof, and air conditioned.
cacole I have a video about a new BNSF signal installation in Stockton, California where the site superintendent is showing the camera crew the insides, and says the new bungalows are insulated, bullet-proof, and air conditioned.
Forgot about the need for bullet-proofing!
cacoleI have a video about a new BNSF signal installation in Stockton, California where the site superintendent is showing the camera crew the insides, and says the new bungalows are insulated, bullet-proof, and air conditioned.
Meanwhile back on the defacto Sunset Route, UP has been busy shifting some LA sub trackage near the PHIMF. At Workman Mill Road looking south-ish, main 2 has been moved in that direction leaving the previous crossing panel in place:
Main 1 has not been moved yet, but who knows what is next. Looking east from the crossing:
It is not yet clear why the main tracks need so much clearance from the yet-to-be-laid siding for PHIMF on the north ROW side. The next pic seems to show that they are going to four quadrant protection arms:
Looking west, the former location of main 2 can be seen.
Puzzling, very puzzling.
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! ***
Part “C” (of A-H), Section 1 (of 1-9)
The Colorado River Crossing and a Reroute
Yuma, CA
We are just physically west of the actually north-south railroad (dark) and vehicle (silver) bridges that cross the Colorado River.
On the west side, two-tracks become one for The Colorado River Crossing and a Possible Reroute.
Continued in Section 2
Part “C”, Section 2 (of 1-9)
There has been some mention of the Army Corps of Engineers designing and putting in a new Colorado River Bridge with at least two-tracks on it. Such a bridging could (“could”) curve through this area.
There is plenty of semi-open land in the immediate area, but some of that land is used for recreational purposes.
In theory, if this is the area of a new bridge, it could go over this whole area.
Continued in Section 3
Part “C”, Section 3 (of 1-9)
K.P. gets brave, and approaches the single-lane vehicle truss bridge.
And, braves going through it several times, back and forth he goes.
Continued in Section 4
Part “C”, Section 4 (of 1-9)
On the south side (railroad east) is a nice sized parking area, great for photos, of the two-tracks to single-track crossing.
That nice parking area (lower right) as a double-stack passes:
We now head more into Yuma itself and look for the new crew change location.
Continued in Section 5
Part “C”, Section 5 (of 1-9)
The Future Crew Changing Location
Presumably the building on the left is the future crew changing location, as seen from the Pacific Ave. overpass. View looks east.
At ground level, the new microwave communications tower.
Continued in Section 6
Part “C”, Section 6 (of 1-9)
The building:
While on site, K.P. sees a rather alarming thing: Signals!
Why would signals be alarming? Take a moment to look at the signals’ CP in the next few posts.
Continued in Section 7
Part “C”, Section 7 (of 1-9)
The Pacific Ave. overpass is cool, with sidewalks that are separated from vehicles.
Looking west:
Continued in Section 8
Part “C”, Section 8 (of 1-9)
The CP box at Pacific Ave.:
Looking eastbound:
So, what is so alarming to K.P. about a common CP?
Westbound trains stopping to make relief won’t be affected per se, but eastbound trains will. Virtually all eastbound trains will tie up the CP, and if blocking the interlocking plant with say a Main 2 to Main 1 train the line becomes in essence single-track.
In theory (“theory”), the CP should be relocated a couple miles to the east, or done away with.
Continued in Section 9
Part “C”, Section 9 (of 1-9)
Way Out in the Desert
Between (Railroad) Stanwix and Sentinel, AZ
There is a nice rest stop along I-8.
This has been shown before, but this trip the lighting was way better as viewed from the rest stop.
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The next stop: Toltec Rd. in Toltec, east of Casa Grande, AZ. But that will be presented before 9:00 A.M. Pacific Daylight Time Wednesday, July 31, 2014, but could be posted up to 12 hours early.
The material for the Tuesday, July 22, 2014 visit to the San Gabriel Trench construction near Los Angeles, CA should be posted by 9:00 A.M. Pacific Daylight Time Tuesday, July 29, 2014, but could be posted up to 12 hours earlier.
Speaking of the Devil, as they say, the San Gabriel Trench area was again visited Saturday, July 26, 2014 on an outing so the Mrs. could have a day to herself. (We all need that from time to time.) So, K.P. even has more photos, a very much updated group of the Ramona Street grade crossing, but that will be gotten too in a few days.
On that above mentioned outing, four hours were spent by the entrance CP to the Alameda Corridor at CP AC000 EAST REDONDO. The hope was to document the counterclockwise traffic in the Los Angeles area, but not a single train came along the Los Angeles River to suggest that, but everything was to or from the LA&SL. Nevertheless, a brief report on that time spent there will be coming sometime in the future.
On that outing too, K.P. climbed up on the Ramona Ave. overpass in Montclair, CA, not to be confused with the Ramona Street in San Gabriel, nor the Ramona Ave. in El Monte. Man there is lot of Ramona roadways … Anyway, a few shots of the new CP AL517 NORTH MONTCLAIR was able to be had from that Ramona Ave overpass, and an eastbound Alhambra Sub train came too! That also will be posted about sometime in the future.
Update as of Tuesday, July 22, 2014
Part I (of I-X)
The San Gabriel Trench
San Gabriel, CA
This involves the western end of the Sunset Route, not far from Los Angeles, CA.
The long shoofly has been partially laid here and there, and of that laying scattered parts have been ballasted.
The Ramona Street grade crossing (M.P. 490.2) was closed this visit, with the shoofly having been laid through it. The old track (bottom) was still active.
Just above, note the wooden makeshift walkway (right) for pedestrians that could still get across the tracks, old and new.
Another view:
Equipment and work vehicles are on site, and the new grade crossing electrical box is being worked on. Note the new track is only partially has the required amount of ties.
Continued in Part II
Part II (of I-X)
West of Ramona St. a parked track machine is on site now.
A closer view of the partially tied new track:
A yellow machine mysteriously comes on site.
Continued in Part III
Part III (of I-X)
That mystery machine lifts up the makeshift wooden walkway and relocates it maybe 10 feet to the west.
And, then a bunch of workers converge on it.
While the first machine (left) was still on site, another one (right) carried a piece of equipment through the area.
Continued in Part IV
Part IV (of I-X)
Looking west at the narrow right-of-way.
Now, some presumably UP workers (a UP truck was present) check the track gauge and track slant.
Those UP workers stayed there for quite a while too, as if they were concerned about something. K.P. left with them still there. The white hats outnumbered the yellow hats, if that means anything.
At Mission Rd., the next grade crossing to the east, looking back at the activity at Ramona St.:
Continued in Part V
Part V (of I-X)
Looking east from Mission Rd.:
The crossing gates will need to be relocated.
Continued in Part VI
Part VI (of I-X)
At Del Mar Ave., more shoofly track, looking westbound.
Just above, look how close the shoofly is to the neighborhood businesses! Could one of those rail shipment windmills make it through here?
Looking east from Del Mar Ave.:
Continued in Part VII
Part VII (of I-X)
At San Gabriel Blvd. eastward only sub-ballast is on the shoofly grading, and little to report was found.
A crane-like machine was dangerously close to electric lines.
A bit east of San Gabriel Blvd. is where that angled new bridge (temporary?) is at (left).
Continued in Part VIII
Part VIII (of I-X)
At Walnut Grove Ave., looking westbound:
Because of railing and bridging on the north side of the track, one gets the distinct impression a shoofly would have to be laid on the south side for the eastern part of the trench.
A heavier westbound look from Walnut Grove Ave.:
Continued in Part IX
Part IX (of I-X)
Wood sound deadening fencing is up by that shoofly that changes sides.
If the shoofly will indeed change sides, from the north to the south, the line will probably have to be closed for hours to do such.
Looking east from Walnut Grove Ave.:
Continued in Part X
Part X (of I-X)
An eastbound UP Intermodal popped up!
So, there we have it, a brief overview of what is currently happening at the San Gabriel Trench site for July 22, 2014. Believe it or not, K.P. was back there Saturday, July 26, 2014 and got more views, some surprises like Ramona Street being open to vehicle traffic with the shoofly track laid through it, nice and smooth too! A posting on the Saturday visit is pending.
A “Second Section” follows.
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