Two-Tracking in the Heat of Arizona
Part III (of I-IV), Section A (of A-G)
More on Casa Grande, AZ
We start this Part III at Hermosilla St. and the Sunset Route. The present Main's (the future Main 1's) new signals (left) are on a single mast, with both westbound and eastbound heads
The single direction headed masts are on both sides of the future Main 2.
In the above photo, if one looks good, just right of center is that orange small engine for the background business property.
Collectively, Hermosilla St. is one of those rare locations where there is a center signal between two-tracks.
Interestingly, the lower heads are TWO bulb ones, likely a rare green and lunar. A yellow over green would be for crossing over by Thornton Rd. ahead, or a yellow over lunar for yarding ahead at the Casa Grande small yard.
Continued in Section 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 III, Section B (of A-G)
The reason that there is a center signal instead of just two outside masts (as in Section A) is because of this ...
... a yet to be laid switching track connecting the south side industries.
Looking west, however, that new switching track is already well along in being put in.
The present switching track is in the way of laying Main 2.
Continued in Section C
Part III, Section C (of A-G)
A telephoto looking westbound down that PRESENT, still in service south side switching track, where Main 2 will be on a wider alignment when laid: Both west of (background) and east of (foreground) the short section of old track is new track already in place.
In the above photo, notice the far background new signals. The far right one is active! It is at Thornton Rd. where the old east side of the Casa Grande siding use to end.
The new color light signals at Hermosilla St. shown in Section A (with Main 1's signals being active now), replaced the target signals in the below PREVIOUSLY SHOWN two March 13, 2011 photos:
Looking west from Florence Ave.:
Looking east from Sacaton St.:
Continued in Section D
Part III, Section D (of A-G)
At Florence St., an eastward view of that newly laid switching track.
The switching track will connect to the future Main 2 just east of Florence St. In the above photo, notice the purple derail sign and future "Entrance" signal that will confirm there are no conflicting movements against the dispatcher's own verbal authorization to enter Main 2.
An eastward photo from Florence St.:
The two-track grade crossing is now complete. Florence Ave. is where all those Signal Dept. masts and ladders are stacked up (background). There does not appear to have been any masts taken from the site of late. Nearby, from a discussion with a supervisor that K.P. engaged in conversation for a few minutes, it appears that two-tracking now will be more drawn out as it progresses eastward past the Pacacho area. The lack of mast removal from the Casa Grande Signal Dept. facility seems to substantiate that.
A westward view:
Main 2 (left) in the above photo has been laid here, and looks nicely manicured, in contrast to the old dilapidated switching track east of here. In the above photo also, the grade crossing in the center is Sacaton St. is where the old target signals were previously.
Continued in Section E
Part III, Section E (of A-G)
West of Sacaton St., on Main St. south of the tracks, is a further part of the signal dept. staging area. It had CP and grade crossing boxes in an unfenced area right by the street.
The larger CP boxes had CP name plates on them, but it is unknown if the plates were blank OR turned over so they could not be seen. But, the latter has NOT been the previous experience of K.P.; so the boxes may or may not be spares for future CP's.
Continued in Section F
Part III, Section F (of A-G)
The great, two-box CP called CASA GRANDE. The WEST box, very close to Thornton Road, is placarded CP SP917 CASA GRANDE.
However, the EAST box has a different CP number, CP SP918 CASA GRANDE!
K.P. has seen two-number identification CP's up on the Central Corridor, but not on the southern Sunset Route. Even the TWO-box CP at CP AL514 HAMILTON in downtown Pomona, CA has the same CP numbers. But Casa Grande's two boxes at CP CASA GRANDE have different ID plates!
A telephoto looking east: The foreground crossover is now in service, but the background crossover is not yet.
Orange post white signs (lower left) are now in place and alerting train crewmen these crossovers have movable point frogs.
Continued in Section G
Part III, Section G (of A-G)
Looking west, two mains are now in service. Note the old Casa Grande siding east switch (lower right) is still in place and has not been removed yet.
PREVIOUSLY SHOWN, before Main 2 was laid, the old Casa Grande siding was torn out (seen by RIGHT signal). But, the thing to see below is the high MAST signal on the LEFT, to exit the yard and enter mainline trackage.
But, look what has already replaced the new mast signal: A dwarf signal!
A view of the dwarf signal from Thornton Rd looking west:
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Part IV, entitled "Casa Grande to Shawmut, AZ" is scheduled for posting the morning of Monday, October 3, 2011.
Some Replies:
samfp1943 (9-27):
Greetings, Sam.
Photo files back through 2008 were gone through, and the floodlights near the west end of the Picacho sidings were present back then. I suspect they are for regularly changing train crews under good lighting conditions at night.
Floodlights at Picacho, AZ
The crews of both westbound and eastbound Phoenix trains could be changed there. The line to Phoenix may be one work area, whereas the line to Yuma might be another. Perhaps someone at the forum knows for sure.
On February 1, 1996 Santa Fe Railway had an absolutely disastrous runaway on Cajon Pass, and a toxic pileup resulted. Even I-15 was closed. The National Transportation Safety Board (NTSB) thereafter order Santa Fe, by then, the BNSF Railway, NOT to descend Cajon Pass without a rear end device with two-way capability. BNSF seemed to think something else caused the runaway, and installed two miles of floodlight and instigated a high security presence.
Floodlights at Summit, CA
In contrast, the floodlights at Picacho, AZ are of such a short distance in length as to make special security highly unlikely.
MikeF90 (9-27):
Thanks for your kind words.
The Wymola siding WAS in service. Matter of fact, while I was by the siding, a meet between two trains took place!
The new CP box within a 1000 feet west of the west switch of Wymola, which is CP SP943 WYMOLA, seems to be following a pattern. The new CP SP906 BON is probably a 1000 to 2000 feet west of the old Bon siding. A new CP is being built probably about 1000 feet west of the Toltec siding. That definitely seems to be a pattern!
I did not see anything significant taking place WEST of Highway 84 / 87.
Yes, I agree, there should be an alignment shift EAST of Highway 84 / 87 and before CP SP937 PICACHO. But, before the south Picacho siding is taken out of service, I think the new two-tracking through Casa Grande to Toltec will be put in service.
Rader Sidetrack (9-29):
Thanks for your informative input.
Yes, the industry seems to be going to smaller, more versatile equipment easily transported around.
Because of your post, Rader Sidetrack, I thought of this previously posted photo shot over a year ago on August 16, 2010 at Colton Crossing in Colton, CA. Contractors were reworking the signals at BNSF's diamonds (at the Sunset Route) and a mile railroad west by their B-5 Bridge.
We are all seeing more and more the railroad industry (and contractors) going to such equipment. Times have really changed!
To All: Is Right Left, and Left Right?
In last Tuesday's post, in Part I of the current Arizona series, the following diagram was posted.
Therein, the north, UPPER westernmost switch is diagramed as a right handed one. CTC board schematics most often would show such as a right handed switch (and what is the CTC "normal" switch position). But, aerials show the switch as a left handed one. Interestingly, the official timetable drawing of CP SP937 PICACHO shows it as a left handed switch, similar to the diagram below:
Because of the limitations of simple computer diagraming, to avoid an impossible diagram situation that very well could result, K.P. has been using and will continue to use the traditional CTC board type diagraming in this thread, even though a right switch could actually be a left one and left could be right situation, as with CP SP937 PICACHO, but that is the exception rather than the norm.
In kind of an ironic, humorous side note, official timetables that trainmen use show the NORTH switch of the wye situation as a LEFT handed one. Aerials show that north switch actually as a RIGHT turnout.
Take care, everyone!
K.P.
Part IV (of I-IV), Section A (of A-F)
Casa Grande to Shawmut, AZ
West of Thornton Rd. on the south side of the tracks is Main Ave. (that aligns with Cowtown Rd. further west). MikeF90 (9-24) and desertdog (9-24) mentioned an industrial spur with plenty of activity. This is that location. The photo center track is that key spur.
A southward view:
In the just above photo, on the left, tank cars are seen. The below photo is connected tank car trackage (and where the lower track two photos above goes).
Part IV, Section B (of A-F)
Reference the north side of the tracks (a track from the ex-Casa Grande siding), desertdog had inquired previously about the 'entrance signal' (to the mainline) for a spur track from a company called Abbot, and whether or not it too was on a tall mast as with the spur for Frito Lay. That Abbot signal was found to PRESENTLY have a short mast.
PREVIOUSLY SHOWN, the tall, then not activated yet 'entrance signal' out of Frito Lay ...
... has been traded out for a traditional short mast.
So, whether or not the Abbot signal was a high one too back in July is unknown to this forum contributor, but it is definitely short now.
Part IV, Section C (of A-F)
Over at Ethington Rd. looking east: The now activated new signals.
An eastward telephoto and the second Main (right):
Part IV, Section D (of A-F)
Westward telephoto views showing the alignment shift:
PREVIOUSLY SHOWN, the way Ethington Rd. westward use to look before realigning:
Part IV, Section E (of A-E)
Looking east from Anderson Rd. the OLD Bon siding (and the old CP SP908 BON) is all straight through two mains trackage. At the crest of the hill, it looks like the old west switch of the Bon siding (right track, Main 2) is still in place just like the old switch at CP SP917 CASA GRANDE is presently still in place.
Just west of the Anderson Rd. grade crossing is the new universal crossovers of CP SP906 BON. In the July 12, 2011 never before shown photo below, the east side westbound RIGHT signal heads were turned aside.
But now that both tracks are in service between CP SP917 CASA GRANDE and CP SP906 BON, that right signal for Main 1 is obviously no longer turned aside.
Across the way from Wal-Mart and the relatively new shopping center (behind the camera), just west of Porter Rd., previously it was mentioned the new spur does not have one of those automatic absolute 'entrance' (to the mainline) signals. When the spur was under construction, desertdog and K.P. had reported such a signal was on site, but lying down. K.P. had reported in July NO such signal was present. On this trip, that spur STILL does NOT have an entrance (to the mainline) / exit (from the spur) signal!
The Shawmut Siding
About 30 miles west of Maricopa, AZ is the Shawmut siding between CP SP970 SHAWMUT (east switch) and CP SP969 SHAWMUT (west switch). Between switches the mainline takes a shorter, more direct route than the siding takes, which traverses a more circuitous route. Below, that paired track-like situation is seen, with the background track being the shorter, more direct mainline.
Right by Highway 238, the siding looks like a single-track mainline, but isn't.
When this Shawmut area is two-tracked, it is unknown, at least to K.P., if the paired track situation will continue, or if a second-track will be built alongside the shorter, present single-track mainline.
This will conclude the "Two-Tracking in the Heat of Arizona" post series. Things are changing fast with the two-tracking, especially now from downtown Casa Grande eastward past Picacho. It is hope this series has given a 'feel' for those changes in a presently still very hot temperature Arizona.
In the works, to be posted in a day or two: A brief update on the Milliken Ave. Flyover in Ontario, and the Magnolia Ave. underpass in Riverside, both in California.
Another article about the start of the Colton Crossing separation construction appeared in a local paper (link). Besides supporting some quasi-related nearby grade separations and closures, a related agreement will 'move' the barely used ex-PE branch on Ninth Street adjacent to the BNSF tracks I interpret this as building a new spur from around CP West Colton south into the remaining customers property - see the vicinity of Lat/Long 34.049886,-117.329881 on the usual Google map (link) . On one hand I think this relocation is a waste of taxpayer $$$, OTOH it could be a worthwhile BNSF ROW improvement.
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! ***
KP: Stumbled across this newspaper report that Colton crossing groundbreaking scheduled for Nov 8.?
http://www.pe.com/local-news/transportation-headlines/20111003-colton-rail-overpass-prompts-other-projects.ece?ssimg=336380#ssStory336384
Some California Odds and Ends to Report
Part A (of A-C)
Wednesday, September 28, 2011
The Milliken Ave. Flyover
Ontario, CA
For the Truckers among Us
Nightmare at Guasti Road
When trains breakdown (air hoses disconnect, etc.), it often is not fun for motorists at highly used grade crossings. But, trucks are not immune from breaking down either, with sometimes similar reactions from motorists.
K.P. came upon such a nightmare by the Milliken Ave Flyover construction site Wednesday, September 28, 2011. Police even came. Finally, a big-rig tow truck backed the disabled truck eastward further through the intersection, and then headed south.
While the disabled 18-wheeler was blocking through traffic on Milliken Ave., with less traffic, the constant flow of dump trucks carrying dirt to be inserted into the flyover's concrete framing had a much, much easier time getting to the flyover site.
Continued in Part B
Part B (of A-C)
September 28-29, 2011
With the flyover construction site itself, there is little to report. The beehive of activity continues. One thing that caught K.P.'s attention, though, was that the east side of the flyover is starting to look like a flyover. In the below eastward view from Milliken Ave., the background elevates towards the foreground.
There is plenty of the construction activity.
The center supports now have makeshift partial wood railings towards the tops to protect the monkey-like workers that climb upon on them (see the worker on the top of left support). Note the right support's shadow on the roadway in this early morning scene.
Continued in Part C
Part C (of A-C)
September 30, 2011
The Magnolia Ave. Underpass
Riverside, CA
As was done previously on the now basically completed and opened west side of the Magnolia Ave. underpass, the east side is structurally starting to come together.
The cross street Merrill Ave. (south of the tracks, now not a through street anymore) has been dug down.
Related ...
About a block east of the Magnolia Ave underpass is CP C055 STREETER.
It now has strangely placed barricades by it for some unknown reason.
------------
K.P. does not anticipate any 'dispatches' anywhere for the next couple of weeks, so things should be relatively quiet posting-wise for a while. (Yah ... That was the word just before all hades broke loose several months ago!)
And, of course, next month, November 2011, is when the Colton Flyover should break ground. Unlike the, I think. $65 million Milliken Ave. project filled with dirt, the Colton Flyover will be filled with concrete mixtures, and cost $202 million.
MikeF90 (10-4):
Thanks for posting the Press-Enterprise newspaper clipping link on the Colton Flyover (and, you too Blue Streak 1).
I had checked that excellent site just a few days before, and there was nothing. So, your alertness was most welcome.
Take care,
AZDOT is attempting to obtain public comments on its Intercity Rail Transit study. I'm not sure how anyone would find this survey since it is well buried in their web site (link); perhaps locals read Progressive Railroading avidly . I'm sure that UP would welcome a tenant on their ROW ....
K.P. may know about these, but I just discovered some interesting (and also well buried) technical documents on the Colton Crossing web site (link). The Final Project Report (dated 13 May 2011) includes many preliminary drawings of the construction. The track rearrangements between the crossing and the Palmdale wye will be extensive.
The Union Pacific tracklaying project on their new segment between Cienega Creek and Empirita Road along Interstate Highway 10 southeast of Tucson, Arizona, is moving right along and should be completed, with the exception of activating signals, within another week.
Saturday morning, October 8th, they began spreading ballast. All of the track is in except for connecting to the existing track at the west end near Cienega Creek. Approximately 25 cars of ballast were spread on Saturday, and covered a distance of about one-third of the new 3.5 miles of track.
Once all the ballast is in, the only thing remaining will be to cut the existing rail near the deck girder bridge at the west end of the project, swing it over, and connect to the new track.
Double sided signals are being installed so the track can be used for both east- and west-bound trains even though it is part of a traditional east-bound portion of double track.
The new roadbed is wide enough for three tracks, and we had speculated earlier that perhaps a passing siding would be part of the project, but it looks like it will be only a single line with no siding.
A Three Part Post Series
Part I
A Memo to cacole (10-10):
Thanks for the onsite report about the Marsh Station Rd. area reroute in Arizona. Your report of the single-track ends months of speculation about a new, long siding. It isn't going to happen, at least for now anyway.
Let's see ... Only single-track for the reroute in the Marsha Station Rd. area ... Why would UP have a three-track wide grading there? Hmmm ...
Time warp!
It is the year 2611. There is one worldwide railroad (Union Pacific, still with yellow locomotives, numbered with letters, such as WXYZ). Omaha is no longer the headquarters city, but Beijing is. The fountain of youth was found centuries earlier, and K.P. is still alive and posting in this thread, which will by then have been renamed "Sunset Route Four-Tracking Updates," and tally 10 million posts, and 100 million views. Two tracks will go over a fast running, new Cienga Creek Bridge, the other two-tracks via the reroute by Marsh Station Rd., which road will by then be a seven lane highway. And you, cacole, will still be alive too, and K.P. will post to you, "Didn't I tell everyone in 2011 that the Sunset Route would be four-tracks like this?"
MAYBE that is WHY the grading for the reroute is so wide!
And, a special side note to cacole: Congratulations on being the 2000th "Sunset Route Two-Tracking Updates" poster!
Continued in Part II
Part II
The Colton Flyover Diagrams
MikeF90 first alerted us to the availability of SANBAG website information (with diagrams) concerning the soon to be construction-started Colton Flyover. For those that don't have the time to peruse the very large document, below is a small selection of photo shots of the document, with K.P. commentary.
What is now CP SP538 on the east side of Rancho Ave. will be replaced by an unusual curving crossovers arrangement WEST of Rancho Ave., the west side of which is below:
The east side of the crossovers (still west of Rancho Ave.):
Conjectureville: The new CP might likely be an all-inclusive one, and possibly I.D. name-numbered CP SP536 RANCHO, as the 536 number is presently conspicuously missing from the territory.
The northwest quadrant's transition track will connect to the SOUTH side instead of the north side.
The I-10 Freeway is projected to possibly be widened in the future, the south side of which seems to be drawn right next to the flyover. Note all the traffic lanes (arrows)!
In light of the indicated freeway support structuring, note that the physically north-south BNSF Transcon has room underneath I-10 for ONLY two-tracks instead of three!
It is unknown if that is a 'left hand not knowing what the right is doing' situation or not, or if the diagram drawer(s) didn't envision a need for three-tracks, but the present BNSF two-tracks under I-10 are on wide centers, so in K.P.'s opinion, three-tracks would fit under the overpass contrary to the diagrams. Interestingly, the diagrams specifically say, "NOT FOR CONSTRUCTION."
Continued in Part III
Part III
About Jovet's June 2011 Post Contributions
On June 4, 2011, and again on June 15, Jovet made some thought-provoking statements about crossing diamonds, particularly how 90 degree rail crossings had a wear and tear disadvantage, whereas more angled ones were better.
In the last few years UP changed the 90 degree crossing at CP C038 ONTARIO on the LA&SL (the cross track in below photo) to a slightly angled one (background / foreground track).
The future Colton Flyover at Colton Crossing (M.P. 538.7) will eliminate mainline diamonds at the present BNSF / UP crossing. HOWEVER, a UP access track on the south side of the flyover will nevertheless still cross the BNSF. Official UP engineering diagrams on the SANBAG website indicate that that NON-mainline access track will cross the BNSF, NOT at 90 degrees, but rather at an unspecified ANGLE!
So, hats off to Jovet. Obviously, he knew what he was talking about back in June of this year!
Stay healthy everyone, we haven't found that fountain of youth yet ...
From the same SANBAG project report, here is a different excerpt showing the freeway support piers highlighted in blue:
It may not be possible to squeeze three MT under I-10 without some creative trackwork and/or new piers. Likewise BNSF has similar issues several blocks north at H Street (Lat Long 34.06858,-117.327416) - another track may not safely fit into this narrow ROW section. Not to mention a new Santa Ana River bridge and 'causeway' needed a mile south to bridge the 3MT gap. Ahh, it's only money...
BTW today it was hotter here four miles from the ocean than in central AZ! Soon some local can exit his air conditioned abode and document the latest Casa Grande area construction; coincidentally a special visitor (link) will bless the site next month in honor of the AZ Centennial.
I scale the 2 BNSF tracks as being about 20 ft. center-to-center - which correlates with K.P.'s observation above that they're wide apart - and each about 15 ft. from the closest pier, thus about a 50 ft. wide opening altogether. 3 tracks could fit through there at about 14 ft. centers, with about 10 - 11 ft. from the C/L of the outer ones to the closest pier - maybe a little more with a slight 'slalom' alignment, or maybe instead modify the closest portions of the piers a little bit to make them a little farther away, etc. If my dimensions are anywhere close, though, likely a waiver or special order from the Cal PUC for that closer/ substandard (?) clearance will be needed.
Thanks for sharing !
- Paul North.
A Memo to MikeF90: UP 4-8-4 #844, Squeezes, and New Bridges
Part A (of A-D)
It was great news that Southern California will benefit from the Arizona-New Mexico state celebrations, and get to see UP 4-8-4 844.
The UP website currently lists steamer 844 as overnighting at "10359 Alder Ave., Bloomington, Calif." between Sierra Ave. in Fontana and Cedar Ave. in Bloomington, which doesn't seem to jive. There are no parking tracks there, unless UP plans on utilizing a Receiving Yard track!
http://mapq.st/qWqPf3
(Note the purple address dot on the above aerial link.)
Traditionally, SP 4449 and the like have been overnighted adjacent Slover Ave. between Cedar Ave. in Bloomington and Riverside Ave. in Rialto, so one would think UP 844 would do so likewise
PHOTO #1:
Where ever UP 844 will be at in overnighting, it shouldn't be too hard to find, unless UP deliberately keeps it out of view of railfans, which could very well be the case for "10359 Alder Ave., Bloomington, Calif." That should be somewhere on the photo top of the photo below.
Part B (of A-D)
Almost all of the photos in this reply presentation series have appeared either in this thread or the "Cajon Pass Triple-Tracking Updates" topic.
PHOTO #2:
On the Transcon, YEARS AGO, from left to right, east to west, there was Santa Fe (AT&SF) Main 2, Main 1, and the seldom used West Pass except for industrial related purposes. In the last decade this area was triple-tracked, in other words, the West Pass was rebuilt, so now there is Burlington Northern Santa Fe (BNSF) Mains 3, 2 and 1.
So, there is NO need for another BNSF track where the above westbound photo was shot from, "E" Street, as there are already three mainline tracks there.
The CTC signals in the above photos are related to BNSF's San Bernardino Sub CP GONZALES at M.P. 2.9.
PHOTO #3:
The BNSF tracks westward from CP GONZALES have an unusual identification, lacking a Main 2.
Past the freeway overpass in the background of Photo #2 is the Sunset Route crossings, with Arizona to the left.
PHOTO #4:
In the past, K.P. has felt there was sufficient room under I-10 for a third BNSF track. However, after reviewing file photos, the conclusion was reached that there is not quite enough clearance, so the whole I-10 bridging might have to be replaced
Enter a reply post by Paul D. North Jr. dated October 13, 2011. He thought there might be sufficient clearance. So, K.P. is kind of back to square one. Without official input, the clearances might be too close for any to call.
Part C (of A-D)
If replacing all that overpassing had to be done, it might be a blessing in disguise!
PHOTO #5
In a never before posted photo from K.P.'s photo files, a telephoto view of the concrete supports that you, MikeF90, mentioned:
The above photo taken from Sixth Street looking northward shows the concrete piers. They use to be open air years ago, but since being earthquake reinforced, they look solid.
K.P. believes such piers have NOT been derailment reinforced, hence, are probably temporary until a structure with more clearance is in place. To this contributor's knowledge, there has never been a bridge threatening derailment under I-10. Years ago, however, an eastbound SP sugar beet train on what is now Sunset Route Main 2 derailed, with a sugar beet car breaching the tower and landing inside it, and almost knocked it down. The tower operator was trapped inside the top of tower when the tower door jammed because of structure warping.
Photo #5 above is somewhat misleading location-wise. The lower track is the southeast quadrant's transition track between the UP Sunset Route (right) and the BNSF Transcon (left). The signal is for BNSF Main 3, and WAS TURNED ASIDE at photo time, as it was not operational just like the other new, leaning over background signals were not.
PHOTOS #6 and #7:
And, of course, the BNSF line westbound (southward, photo leftward) from the Colton Crossing (Mains 1 and 3, no Main 2) goes over the Santa Ana River, as you said, MikeF90.
Continued in Part D
Part D (of A-D)
PHOTO #8:
And, of course, the BNSF line westward (away from the camera) thereafter encounters the Barton Rd. overpass bridge that will have to be replaced to get a third track through the area (plus some heavy cut grading too) ...
PHOTO #9:
... before three-tracks can resume towards BNSF's CP61 HIGHGROVE. View looks north from that CP's plant, towards that Barton Rd. overpass in the background.
So, MikeF90, while the east-west Sunset Route Colton Flyover is pretty simple and straightforward, there are all types of questions about the north-south (east-west) BNSF Transcon in and south of the Colton area.
In the past this poster heard about possibly two other flyovers between Colton and Riverside. However, such does not appear to be of interest to current designers. On Thursday, October 13, 2011, K.P. attended a public meeting put on by SANBAG, the current designers, and that meeting dealt with a future two lane underpass at Laurel Ave. in Colton (on the BNSF, a mile or two north of the Sunset Route), which will be constructed in lieu of an overpass / underpass at Valley Blvd., only a block north of the Sunset Route.
PHOTO #10:
In discussions with officials that were present at the meeting, K.P. made it a point to bring up the replacement of the I-215 railway bridge seen in Photo #9 above, which is the far BACKGROUND railway bridge below.
The SANBAG people (and consultants) indicated that a very unusual bridging arrangement would replace that present BNSF two-track structure, namely, THREE SEPARATE SINGLE-TRACK BRIDGES!!!
One single-track bridge will be built to the WEST of the present bridge, and one to the EAST. After those two bridges are in service, the present two-track bridge between them will be torn down, and thereafter the third single-track bridge will be put up in its place, so that finally there are three single-track bridges over I-215.
As mentioned previously in this thread, the foreground ex-Southern Pacific Bridge in Photo #10's foreground will be removed and NOT replaced, as that portion of the old SP branch to Riverside (photo leftward) will be abandoned.
Just to clarify why all this BNSF stuff is mentioned in this UP Sunset Route thread ... The presented BNSF line (south of Colton Crossing) is part of the alternate Sunset Route that trains often take between Colton and Los Angeles, much of which is over the Los Angeles & Salt Lake (LA&SL).
A SANBAG consultant mentioned that when a bridge is replaced, it always is replaced with a one-track wider bridge than necessary. (Presumably, that 'always' is in reference to mainline tracks, and not branches or shortlines.) When the consultant was asked why there would be three single-track bridges over I-215 in the Highgrove / Grand Terrace area instead of for four-tracks (one more track than needed), the consultant admitted having no answer for that. So, more on this may come up in the future.
The SANBAG California 'one-track more than needed' concept might explain why in Arizona the reroute grading by Marsh Station Road (that cacole so kindly related news on very recently) has a width of three-tracks: One track width for the single-track Main 2, the second width in accord with the one-track wider policy, and an additional width for the access road.
Take care, MikeF90, and all,
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