Trying to Get the Big Picture Series
Group TWO, Post “C”
The Lemon Ave. SP Grade Crossing
City of Industry, CA
Up to the north several blocks is the SP-side Lemon Ave. grade crossing. Looking east and the occupied Walnut siding:
Looking west:
Looking east again, Intermodal well cars from the Industry as well as the Los Angeles Trailer and Container (LATC) facilities often occupy sidings on the western half of the Alhambra Sub.
There presently (on the SP side) is a moderate pile of ballast east of Lemon Ave.
There has been a lot of such size piles of late around Southern California.
Valley Blvd. straddles the tracks on the other side of those bushes. The tracks curve (on the right) where the row of street light are seen on the upper right of that above photo.
Continued in Post D
----------------------------------------------------------------------------------------------------------------------------------- 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.
Group TWO, Post “D”
The Railroad Bridging over Brea Canyon Road
The LA&SL two-track bridging over the Brea Canyon Road Underpass has north side structural supports for a future third-track.
Continued in Post E
Group TWO, Post “E”
Just railroad east and north of that Brea Canyon Road bridging and supports is a Metrolink stop. Unfortunately, for this holiday (New Year’s Day), the Metrolink facility was closed, parking lot gated and locked.
The commuter parking lot has shade covering that has solar panels.
It is unknown if the “Foothill Transit” multi-level parking facility is used by Metrolink patrons.
Sometime in the future a third track could be put over Brea Canyon Road on yet to be erected bridging, but the Metrolink platform would need to be altered, taken out of the way. K.P. was hoping to photograph that necessity, but that Metrolink facility was inaccessible with the gates locked on New Year’s Day.
The Los Angeles-Riverside LA&SL track was partially two-tracked in the 1992-1993 period BEFORE SP and UP even thought of merging. In that period K.P. was seeing a lot of BN power on the AT&SF, and the thought crossed his mind that they might merge someday. Sure enough, they did, triggering the SP-UP merger. Thus, UP has two closely parallel lines into Los Angeles from the east, one partially two-tracked (LA&SL), the other presently basically single-track (SP), however only about 10 more miles of the eastern half of that SP Alhambra Sub needs to the two-tracked to have the key east half of the subdivision two-tracked.
Back in the 1992-1993 two-tracking of the LA&SL, UP may have gotten funds for that two-tracking from Metrolink. But, now, Pomona-Los Angeles on the LA&SL has taken on more of a key routing role. More in Group THREE …
In Groups ONE and TWO, unused industrial trackage was highlighted. K.P. is convinced UP is making an effort to eliminated boxcar and other single-car traffic, encouraging its customers to use the container mode instead. If that observation is in fact the game plan, classification yards will be of less and less importance. Thus, boxcar traffic should dwindle in numbers, making the building of Red Rock Yard in Red Rock, AZ unnecessary. The large political anti-Red Rock Yard forces in Arizona in their opposition may have done UP a favor, and reoriented the railroad to container shipments instead.
UP has announced a classification yard effort in Texas. But that is for north-south traffic, top-bending to the east. Much of Texas traffic is petroleum based, which is more lucrative than boxcar movements, and impractical to go via intermodal. So, a new Texas yard makes sense in that light. West Colton Yard, on the other hand, has a dying niche, and will likely have less and less cars to sort over time. It wouldn’t be surprising to K.P. is some type on Intermodal facility was put in there, possibly by Pepper Ave. on the yard’s east side.
Obviously, most of us outsides are not in the know but the photos in these two groups suggest a major shift away from boxcar traffic.
-----------
This will end Group TWO’s posting. Group THREE’s posting, in reference to the LA&SL-side tracks alignment shift and Grand Ave. overpass west of Pomona is pending.
PlayingwithlittleTrains (1-6):
It looks like you are new here. So, welcome to the forum!
Another way of saying the questionable thought would be ‘like a floor swept clean,’ i.e., it was only a crude comparison.
It is hoped that that looks right to you …
Stay safe,
K.P.
K.P.:
In your comments about the decreasing role of boxcar traffic on UP, you said that West Colton yard "has a dying niche". That made me immediately think of the former massive Potomac Yard south of Washington in Alexandria, VA (former RF&P, now CSX).
Once operations ceased and the land cleaned up, Potomac Yard became of one the hottest pieces of undeveloped land on the East Coast. Trains on the relocated main line zip past miles of townhouses, hotels, apartments, shopping centers, and offices.
If the ecomomy would support it, all or part of West Colton's freeway-adjacent property might be worth a few bucks to UP if ever sold it sold the land to developers.
--John
UP's plans for the area are closer to what KP wrote rather than a land sale.
A10
Group THREE, Post “A”
An LA&SL Alignment Shift
When a railroad adds another main track designers often find it is advantageous to not always to lay the new track on a single side, but on whatever side works out better.
The above April 25, 2009 view railroad west of the Cajon crossovers typifies that, when BNSF triple-tracked their two-track line over Cajon Pass. In the background the right track was the new one, whereas in the forefront the left track is the new addition.
UP on the LA&SL single-track to two-tracks in the City of Industry-Pomona area did likewise. Photos next post …
Continued in Post B
Group THREE, Post “B”
That alignment shift from the six-lane wide Grand Ave. overpass, a telephoto looking westbound:
Above, the background left track used to come towards to the camera a short ways as the LA&SL Walnut siding. The background right track was the Main.
When UP two-tracked this area the Walnut siding was on the south (left) side, but the Spadra siding way behind the camera was on the north (right as looking west) side. Designers opted to lay the second track on the north side. Those designers probably had no idea whatsoever that a merger between SP and UP was in the future.
Even though more and more trains take the LA&SL route now between Los Angeles and Pomona in lieu of the SP route, those two-tracks are nowhere near capacity, which technically is around 160 trains a day, but the volume of trains is nowhere near that today. But, when faster trains need to get around slower ones, complications and volume reductions set in.
A thorn in the free-flowing of freight trains is the presence of Metrolink commuter trains. Obviously, the easiest way for a third-track to come about is for Metrolink to fund it.
Just above, comparing the fencing on each side of the tracks in relation to the signal positions, a third track most likely would be laid on the south, or left.
In reviewing the top photo, that third, south, left track could be connected straight on, OR a flyover could get that south track to the north track. There has been reports somewhere of a flyover in the future, and if that alignment shift area is the place, things would be quite free-flowing.
Looking east:
Continued in Past C
Group THREE, Post “C”
The Grand Ave. Overpass
An angled eastward view:
Just above, on the right background, the west side eastbound signal bridge is present, where the Diversion two SP tracks will split away. A right new track would fit just fine.
The photos in the previous post were shot from Grand Ave. in the City of Industry. It is a great place for photo, for those that are interested, with fencing wide enough for a big camera lens!
Looking south:
A northward view:
The biggest photo problem is that parking is NOT nearby. K.P.’s Rolls Royce (yah, right) is in the hidden area of the below photo where the left sidewalk disappears.
Continued in Past D
Group THREE, Post “D”
Leaving the area, eastward of Valley Blvd, K.P. saw, and thus stopped, where that WEST end of the Diversion (with curves) reconnects to the present Sunset Route track. There is another pile of ballast nearby (below center).
The Diversion Eastern Pipeline Situation
Pomona, CA
The pipeline matter is still going on. The background signals (first photo below) are on the LA&SL, the forefront track is on the SP side.
Continued in Past E
Group THREE, Post “E”
An eastward overview a little west of those last photo.
Above, for desertdog, that shopping basket you commented on a while back is now gone!
K.P. had no interest in stopping here, but the east side westbound SP signals of the present CP AL514 HAMILTON had touchup paint on them. Apparently, someone at UP is doing something about graffiti.
------------
This will end Group THREE’s posting. Group FOUR’s posting concerns the new Montclair facility as seen from the Mountain Ave. overpass in Ontario. It also has a “Second Section” about further photos taken January 4, 2016, which photos kind of solidifies K.P. estimate of what the facility is all about. Group FOUR is pending.
K.P., your posts of the Diversion area are most timely. According to the minutes from the ACE December 2015 board meeting, the pipeline related construction seems to be on a faster track. An excerpt:
Kinder Morgan and UPRR have now reached a settlement on this matter and have come to an agreement.- Kinder Morgan will complete the pipeline relocation work within by the end of theyear. [ed - 2015, looks behind schedule ] - Upon completion of Kinder Morgan’s work, UPRR will then modify their track andsignals to accommodate the future 4th track, which is scheduled on January2016.- After UPRR’s modification of their track and signals, ACE will then bid out andaward a construction contract to complete the reconstruction of the LACFCDstorm drain. [ed - starting about Apr 2016]- Upon completion of the reconstruction of the LACFCD storm drain, UPRR willthen complete track and signal modifications. [ed - starting about Oct 2016]
Time for another visit (when no rain is predicted ). I speculate that the first round of UP signal/track work will allow the use of new LA sub trackage away from storm drain work on the north ROW side.
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! ***
Inspired by SP657E44 … K. P. on the Prowl
But, what on Earth is THAT? Diverting Time …
On Friday, January 8, 2016, in pursued legal technicalities of the eastern area of West Colton Yard (CA), K.P. got a good mental picture of what was thereat property-wise, and checked some things out in person.
Driving (“driving”) northbound over the Rancho Ave. Overpass in Colton, in heading to Pepper Ave. and the east side of West Colton Yard, K.P. saw something so different and unexpected that he decided to go back and walk up on the overpass and check the situation out! Presumably, UP was now actually doing what he previously saw a necessity of doing, i.e., putting in a derail west of and near the Rancho Ave. overpass! But, this derail was a bit longer than most he has seen.
While walking off the Rancho Ave. overpass, he saw that something (“something”) looked different about ‘Cement Mountain,” more commonly mapped as Slover Mountain.
Those that get excited here at the forum about Cement Mountain might be able to figure out what, but it sure looks different to K.P. who can’t put his finger on it Did a big chunk of the mountain get eaten by those shovel machines?
As far as finally getting over to West Colton Yard’s eastern area by Pepper Ave. is concerned, photos of that area were taken, and at least the forum can make its own assessment of the idea of a future Intermodal facility being put in there or nearby.
A phenomenon that was observed this visit was westbound trains stopping by Rancho Ave. and waiting at a red signal for some time, on both main tracks. The first one was on Main 2, and had just started pulling when K.P. first arrived on scene by the south side 3rd Street cul-de-sac. About fifteen minutes later, when sidewalk walking up and reaching views over the tracks on the Rancho Ave. overpass, another UP had stopped, this one on Main 1, and again just sat there for a while.
K.P. surmises what was happening were trains ahead stopped by Cedar Ave. in Bloomington for crew changes, and their tail-ends where hanging beyond the signal blocks at Riverside Ave. in Rialto so the absolute signal from Main 1 by Rancho Ave. wouldn’t clear. Main 2 has an additional block, but the DS prudently doesn’t foul the BNSF Connector access, so likewise stops trains by Rancho Ave.
On the BNSF, at Laurel Ave. underpass construction site in Colton, BNSF is now taking steps to undo the shoofly and restore the situation thereat as before, except with color light signals and signal structures in accord with today’s standards.
He also went by the western area of BNSF’s Intermodal facility in San Bernardino, and watched for a while the operations there as a comparison to a potential Intermodal facility at West Colton Yard. What movements at the BNSF facility!
K.P. is shooting for a Tuesday or Wednesday, January 12 or 13, 2016 series posting on all this.
The fourth and last installment of the “Trying to Get the Big Picture Series” (City of Industry to Ontario) should be posted by Monday, January 11, 2016 by 9:00 A.M. Pacific Time, but may be posted up to 12 hours early.
That east side of Slover sure is disappearing fast, I haven't been ambitious enough to walk up and get a good shot of it yet .... Should probably do so soon and shoot the buildings from Rancho while they still stand. Time is not on their side, no it ain't (apologies to the Rolling Stones).
Group FOUR, Post “A”
The New Montclair Facility Three-Tracks
Ontario, CA
After seemingly disuse for several months, the Montclair facility between CP AL517 NORTH MONTCLAIR and CP AL519 NORTH MONTCLAIR is fully operational now, with the northern and center tracks full of auto-rack cars. Looking east from the Mountain Ave. overpass:
Westward view, with a south side (left) track open and unoccupied:
Group FOUR, Post “B”
Another westwards view, this time with a north side bias. The far right two tracks are, from left to right, Mains 2 and 1 of the SP Alhambra Sub.
An eastward view of Mains 1 and 2 (left to right), and the Montclair facility’s east signal bridge (right).
From here K.P. continued eastward, and saw the south side railroad bridging of the new Vineyard Ave. underpass, but it still has much to be finished there.
This will conclude the series, but a Second Section follows, with more views, this time between Mountain Ave. and San Antonio Ave. (Ontario) shot three days later.
Second Section
The New Montclair Facility
K.P. happened by the Montclair facility again on Monday, January 4, 2016. The auto-racks previously on the northern (right) and center tracks were still there, but the southern track (left) had another string of auto-racks that included power.
As viewed from State Street adjacent the LA&SL on the facility’s south side, the LA&SL east westbound signal. Many Sunset Route trains to or from Arizona and New Mexico are routed over the LA&SL and pass this signal. That power set seen above is pictured below, with UP 9909 leading.
At this point in time K.P. is unsure of the facility’s use and purpose, but it obviously seems to be related to auto-racks.
Seeing those long lines of autoracks at the Montclair facility, one gets a better sense of the length of those tracks and the yard's capacity. Your photo makes it seem larger.
Also, those who do get excited about Slover Mountain thank you and SP657E44 for the dramatic updates.
This for K. P.
1) In Chicago, BNSF has a Willow Springs yard next to a UPS sorting facility where they load entire trains of UPS trailers to & from the west, and I was wondering, whether there is a equivalent facility in the L.A. area where they do the same? And
2) Have I missed a post on the waste transload facility or is it still in limbo?
Thanks.
Electroliner 1935This for K. P. 1) In Chicago, BNSF has a Willow Springs yard next to a UPS sorting facility where they load entire trains of UPS trailers to & from the west, and I was wondering, whether there is a equivalent facility in the L.A. area where they do the same? And
Substitute K.P. here . UPS has a large non-public facility at 3333 Downey Rd near the BNSF and UP intermodal yards. Not sure if it is the primary sorting facility these days. BNSF has a new 'truck bridge' from their staging lot across the street for direct access to the IM loading area.
Electroliner 1935 2) Have I missed a post on the waste transload facility or is it still in limbo? Thanks.
Start up of the PHIMF still appears to be on hold. Nevertheless, construction proceeds at a slow pace.
Update as of Friday, January 8, 2016
Colton-West Colton Yard Area, CA
Part “A” (of A-E)
New Derail by Rancho Ave.
The new derail on the track that continues east out of West Colton Yard that goes down and crosses the BNSF at Colton Crossing:
A view from the Rancho Ave. overpass: It is rare to see UP switches on curved track (lower left).
As viewed from the overpass opening at Rancho Ave.: Ballast is just in piles on the new switch (derail).
This derail is different from most that directs movements just to off the track. This derail, if it is a derail, has a length or two before going off the track.
Continued in Part B
Part “B” (of A-E)
A prominent warning sign: To put a derail WEST of Rancho Ave. keeps residential area children relatively safe from remote control units.
That northbound freight in both Parts A and B was led by a new, spiffy clean GE unit, UP 2605. As has been showing up so much of late, by the second unit and by the CP box, a pile of ballast is present.
Being an Intermodal, most likely the above northbound Palmdale Cutoff train will transition to the BNSF in Cajon Pass and head up the LA&SL to Salt Lake City to Chicago.
You may remember the terrible times northbound trucks were having at Rancho Ave. turning onto the eastbound I-10 Freeway onramp. Bright yellow signs now set the truck size permitted.
Continued in Part C
Part “C” (of A-E)
The West Colton Yard Property by Pepper Ave.
SP657E44 reply posted a thought about possible plans for a UP Intermodal facility on the east side of West Colton Yard. Some views to evaluate what the available land might be capable of for such a facility.
A view looking south at non-UP property, except for the dirt road area.
It seems impractical for UP to buy the land south of what UP already owns, especially beyond Slover. Ave (“T” intersection with Pepper Ave.) on the background left of the just above photo.
Continued in Part D
Part “D” (of A-E)
The Laurel Ave. Underpass Site on the BNSF
The BNSF north (east) side westbound temporary cantilevered signals at CP RANA during the Laurel Ave. underpass construction.
For those interested, by the stored Metrolink ‘from New Jersey’ commuter cars are BNSF power for running Metrolink trains with power on both ends
By Laurel Ave. itself, two cantilever vertical structures have been erected.
Continued in Part E
Part “E” (of A-E)
The BNSF Intermodal Facility
San Bernardino, CA
The mainline tracks at BNSF’s San Bernardino Intermodal facility in this view loop around on the left to the background right. Trains and power were almost everywhere!
Schneider National (trucking) seems to have a lot by the BNSF tracks. A Metrolink passes leftward on its line to Los Angeles. That line elevates as it leaves San Bernardino.
A bunch of crossing gates mechanisms (and EMPTY wire cable spools) where by the Schneider National trailers and/or containers.
All the above may give thread viewers some ideas for a West Colton Yard Intermodal facility. What is NOT shown is the area to the east, where trailers and containers are lifted on or off Intermodal cars. THOSE TYPES OF TRACKS seem to always be straight and NOT on curves. Thus, a new Intermodal facility at West Colton Yard will be challenging to design. UP may or may not know how a facility would be laid out, OR if yard tracks will be reduced to facilitate extra loading or unloading space.
LA&SL (UP) trains on or off the Sunset Route are often seen in this area to or from Las Vegas, Salt Lake City, and Chicago.
This will end the series. However, a minor warning Second Section follows.
Second Section: Warning!
For any that may want to see BNSF tracks and facilities in San Bernardino, it is strongly suggested they be aware that the City of San Bernardino is in bankruptcy, and the roads therein often show it! Example: Baseline by the I-215 Freeway.
K.P. was heading up on the Baseline overpass over the BNSF Transcon and the I-215 Freeway to document a relatively new popular pier and bridging design for on and off ramps when he saw the above roadway holes
Such a design has been present for a number of years now in the Thousand Palms area of Southern California, at the Cook Street overpass, for the I-10 Freeway south side ramps that straddle the Sunset Route.
That Thousand Palms area was two-tracked about six years ago. Wow! … Has it been that long now? That area is where the midway intermediate signals often are in flashing yellow mode for each track and in BOTH directions. The last time K.P. was in that Lower Desert area, the signals were dark. He never knows what to expect out that way with those signals.
K. P. Harrier Trying to Get the Big Picture Series Group TWO, Post “E” The Railroad Bridging over Brea Canyon Road City of Industry, CA Just railroad east and north of that Brea Canyon Road bridging and supports is a Metrolink stop. Unfortunately, for this holiday (New Year’s Day), the Metrolink facility was closed, parking lot gated and locked. The commuter parking lot has shade covering that has solar panels. It is unknown if the “Foothill Transit” multi-level parking facility is used by Metrolink patrons. Sometime in the future a third track could be put over Brea Canyon Road on yet to be erected bridging, but the Metrolink platform would need to be altered, taken out of the way. K.P. was hoping to photograph that necessity, but that Metrolink facility was inaccessible with the gates locked on New Year’s Day. The Los Angeles-Riverside LA&SL track was partially two-tracked in the 1992-1993 period BEFORE SP and UP even thought of merging. In that period K.P. was seeing a lot of BN power on the AT&SF, and the thought crossed his mind that they might merge someday. Sure enough, they did, triggering the SP-UP merger. Thus, UP has two closely parallel lines into Los Angeles from the east, one partially two-tracked (LA&SL), the other presently basically single-track (SP), however only about 10 more miles of the eastern half of that SP Alhambra Sub needs to the two-tracked to have the key east half of the subdivision two-tracked. Back in the 1992-1993 two-tracking of the LA&SL, UP may have gotten funds for that two-tracking from Metrolink. But, now, Pomona-Los Angeles on the LA&SL has taken on more of a key routing role. More in Group THREE … In Groups ONE and TWO, unused industrial trackage was highlighted. K.P. is convinced UP is making an effort to eliminated boxcar and other single-car traffic, encouraging its customers to use the container mode instead. If that observation is in fact the game plan, classification yards will be of less and less importance. Thus, boxcar traffic should dwindle in numbers, making the building of Red Rock Yard in Red Rock, AZ unnecessary. The large political anti-Red Rock Yard forces in Arizona in their opposition may have done UP a favor, and reoriented the railroad to container shipments instead. UP has announced a classification yard effort in Texas. But that is for north-south traffic, top-bending to the east. Much of Texas traffic is petroleum based, which is more lucrative than boxcar movements, and impractical to go via intermodal. So, a new Texas yard makes sense in that light. West Colton Yard, on the other hand, has a dying niche, and will likely have less and less cars to sort over time. It wouldn’t be surprising to K.P. is some type on Intermodal facility was put in there, possibly by Pepper Ave. on the yard’s east side. Obviously, most of us outsides are not in the know but the photos in these two groups suggest a major shift away from boxcar traffic. ----------- This will end Group TWO’s posting. Group THREE’s posting, in reference to the LA&SL-side tracks alignment shift and Grand Ave. overpass west of Pomona is pending.
Every time I drive past the Red Rock Yard, I hope to see at least survey stakes, if not actual signs of dirt being moved around. Of course, that hasn’t happened and the longer nothing happens, the less likely anything will ever happen.
I don’t blame the delay on the ongoing switch from boxcars to containers. There is still a lot of loose car railroading on the UP, as with every other railroad. The typical manifests I see on the Gila Sub consist of tank cars of corn syrup, LP gas, sulphuric acid and phosphoric acid; gondola loads from the mines and steel beams; covered hopper loads of cattle feed and fertilizer, auto racks--the list is much longer than that, but my point is, it all needs to be classified or re-classified somewhere. PFE Yard in Tucson is crowded and hemmed in by development. Red Rock would relieve the crowding and probably free up industrial land to sell off.
No, I think the weak economy, PTC expense and the uncertainty of the effect of the Panama Canal on intermodal volume over the Sunset have more to do with the delay than anything else.
As for the locals, they were vociferous about Red Rock when it was under discussion and would be if work were to begin. However, this is an economic development that the surrounding towns are in favor of and that would likely trump any opposition.
Just opinions of my part. Meanwhile, I’ll keep looking for those survey stakes every time I head east on I-10.
John Timm
MikeF90Substitute K.P. here .
Thank you very much, MikeF90.
Pomona (CA) Diversion Refresher Course
Part I (of I-II, Plus)
MikeF90 just the other day posted some super enlightening status information about the Pomona Diversion from public information that the Alameda Corridor East Construction Authority (ACE) put out, outlining sort of a timeline of what we can expect. After more than six years of the project being in limbo and tied up in litigation, things are happening. Presently, the pipeline is being worked on towards the east end of the Diversion.
So the forum can rekindle there understanding of the area and what is reported in this thread, file photos were gone through and a selection are posted on a west to east basis.
June 8, 2009 -- Looking east from a baseball park far west of Temple Ave., around the far western end of the Diversion:
June 3, 2009 -- From Temple Ave. looking west:
July 10, 2009 -- Humane Way looking westbound:
That area immediately west of the bridge where the above two photos were taken from, to the right, is the location of the flood control channel contract work MikeF90 was referring to.
Continued in Part II
Part II (of I-II, Plus)
May 13, 2009 -- Humane Way looking east, with the curvy track that MikeF90 speculates will be the first to be put in service.
May 10, 2009 – Looking west from Highway 71, which because of the highway being upgraded to full freeway status, such a photo cannot be repeated and the spot now un-assessable.
May 10, 2009 – Looking east from what is now the 71 Freeway:
July 10, 2009 – By the Pomona Metrolink and Amtrak stops, looking west and the future CP AL514 HAMILTON’s east westbound signal bridge:
All the above should give the forum a feel for what MikeF90 posted about. His post is re-quoted below for ease of referencing the above photos about the things he mentioned.
MikeF90 K.P., your posts of the Diversion area are most timely. According to the minutes from the ACE December 2015 board meeting, the pipeline related construction seems to be on a faster track. An excerpt: Kinder Morgan and UPRR have now reached a settlement on this matter and have come to an agreement.- Kinder Morgan will complete the pipeline relocation work within by the end of theyear. [ed - 2015, looks behind schedule ] - Upon completion of Kinder Morgan’s work, UPRR will then modify their track andsignals to accommodate the future 4th track, which is scheduled on January2016.- After UPRR’s modification of their track and signals, ACE will then bid out andaward a construction contract to complete the reconstruction of the LACFCDstorm drain. [ed - starting about Apr 2016]- Upon completion of the reconstruction of the LACFCD storm drain, UPRR willthen complete track and signal modifications. [ed - starting about Oct 2016] Time for another visit (when no rain is predicted ). I speculate that the first round of UP signal/track work will allow the use of new LA sub trackage away from storm drain work on the north ROW side.
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