John - yes, and in low speed areas per Jovet's post above, where a long "sight distance" is not critical to stopping a train. Railroaders hanging on the sides of equipment or wide loads are usually above the dwarf signals - or more accurately, the dwarf signals are made to be lower than said railroaders and wide loads.
I'd still like to know what the story is with that electrical/ signal box on the post, though . . .
- Paul North.
It took me a while to notice what you were talking about. It's an electrical shunt box. It's not related to the wayside signaling itself. It appears to me to be on the other side of the tracks and further in the distance, closer to the switchstand. Edit: There's another one near the ground signal at the right of the picture.
For the uninitiated, a "shunt" is an electrical device designed to filter or pass electrical signals of one or more frequencies. In this case, these are likely designed to extend the signal pulses from a railroad crossing detector circuit across an insulated joint.
In my post above, I mentioned clipped signal targets. I found a few picture examples:
Photos courtesy of Eric Haas. Picture #1. Picture #2.
The Dwarf Signal Fray
Yesterday, Tuesday October 25, 2011, the bringing up of the new dwarf signal at CP SP917 CASA GRANDE in Casa Grande, AZ stirred up quite a discussion. Without official word from the railroad, or perhaps the testimony of a signal maintainer, it is unclear exactly why the above identified new CP had a new mast signal replaced with a dwarf unit. But, a different location's similarity may shed light on the matter.
At Colton, CA, where the UP Sunset Route crosses the BNSF Transcon, there is a southeast quadrant transition track (photo bottom) between the two lines. Many Sunset Route trains use that transition track ...
... to gain access to the alternate Sunset Route, the LA&SL via Riverside. At the south (west) end of that transition track is a BNSF CP ironically called WEST COLTON, where the three tracks (two BNSF mainlines and the one UP transition track) merge and head westbound as a two-track BNSF mainline.
The below mapper.acme.com link shows the important part of that BNSF CP WEST COLTON (just north of the Santa Ana River in the M.P. 5 vicinity):
North of B-5 Link
There are two SIMILARITIES in Colton, CA to the situation in Casa Grande, AZ.:
(1) Both locations utilize a NON-mainline dwarf signal (the Colton signals are shown below) ...
The transition track dwarf signal
There are only TWO high up cantilevered signals instead of three / New and old cantilever structures
... and (2) a turnout speed DIFFERENT (slower) than for the mainline high speed crossovers.
So, in K.P.'s opinion, the reason for dwarf signals associated with slower tracks turning into high speed universal crossovers is to make a clear speed distinction for trainmen so there is no misunderstanding.
That avoidance of misinterpreting signals is why, in K.P.'s opinion, in the above previously shown Casa Grande, AZ photo there is a center middle mast instead just two on the outsides of the two mains (with a track alongside the two mains, visible on the far photo right). Years ago when money was worth more, if there was a wreck, so what. But nowadays, with railroads penny pinching to the extreme, the avoidance of costly wrecks caused by misunderstandings is an integral part of bottom line strategies.
----------------------------------------------------------------------------------------------------------------------------------- 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.
Can you include a shot of the high speed turnout from the points to get some idea of the type and length, and by approximation, the speed? I'm not asking you to trespass to photograph the metal tags on the points and frog.
I think it's cool how the switch throw mechanism is enclosed now in steel ties with a torsion bar link to a 2nd & 3rd throw rod, I also see how the points are on rollers to make it easier (takes less power) to throw the switch. Still it makes me wonder how much adjustment is needed how often to keep everything in proper alignment.
Update as of Wednesday, October 26, 2011
The Milliken Ave. Flyover
Ontario, CA
The two supports in the center of Milliken Ave. now have much connecting rebar on top connecting the two supports, rebar being the steel meshing to be surrounded and filled with concrete.
A wood parapet surrounds the connecting support work area on top now, and I-beams act as the present temporary support structure for that work area.
Looking west, the flyover is ever getting higher, and more dirt filler is being poured.
Since the above photo's background flyover westward lowering lines up with the SIDING and not the Main at Guasti, K.P. wonders exactly what kind of track arrangement awaits the future.
The east side is slantingly getting higher too (note the slant rising in the background to the foreground a little left of photo center), with much equipment working at the site.
This visit was a quick one. However, it was long enough for a worker to say concrete would be poured into the center rebar structure this Friday. K.P. questions that, but that is the latest word.
The construction effort is quite safety conscious. Several minutes before a train came, the area was gone through and it was made sure no pedestrians or other things would be in harm's way of the approaching train. Perhaps it was to the extreme, but I guess that is to be applauded. That has occurred on several of many K.P. visits. Not every passerby has the safety awareness of a railbuff.
K.P., your frequent coverage of the very active Milliken construction site is much appreciated!
Regarding the western side of the flyover, do you have any photos of the western end that show how close it gets to that industrial lead (map link)? For the second MT it looks like they will have to extend or fill in a small culvert just east of Guasti siding (map link) - probably need a helicopter to cover that one .
Also, I can't recall seeing any recent closeup pics of the Vina Vista switch and nearby signals (map link), so I'm wondering if any flyover related changes have happened there. TIA!
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! ***
After noting the PHIMF web site warning about Peck Road bridge construction, I decided a road trip was in order. However, no prep for the bridge work was seen. I continued to the overlook that was previously discovered for an elevated view of the site:
LA sub tracks are in the center, Workman Mill Road at the lower right corner.
An updated view at Workman Mill Road grade crossing.
Looks like plenty of room for the siding here.
No ROW activity for the new siding was seen east of WM Road to the SR-60 freeway and the reason was soon discovered:
On the east side of the freeway a transmission line tower is blocking the path of the future siding! The slightly higher replacement tower is in place up slope and just behind the camera location.
Further east along the ROW retaining wall supports are being emplaced:
Those steel I-beam 'posts' are massive - about 1 ft by 2 ft by at least 20 ft long. Note that this kind is used where the terrain slopes above the ROW elevation as seen at the left side.
Memo to MikeF90 (10-29):
PHIMF, Peck Rd., and Pacific Electric
Part I (of I-II)
Your post was an unexpected treat that gave some enlightening photos related to the Puente Hills Intermodal Facility (PHIMF) on the western reaches of the City of Industry, CA.
On Page 131 of this thread you previously posted on September 20, 2011 the following:
MikeF90 Not previously shown, the west end of the siding is supposed to be at Mission Mill Road. This view looks east. The LA sub ROW here doesn't appear wide enough for more than three tracks. Presumably they will build a new concrete tie supported track, shift the mains and use part of the existing main #1 for the west end of the siding. Hmmm, looks like some track realignments west of WM Road .... - Mike
Not previously shown, the west end of the siding is supposed to be at Mission Mill Road. This view looks east.
The LA sub ROW here doesn't appear wide enough for more than three tracks. Presumably they will build a new concrete tie supported track, shift the mains and use part of the existing main #1 for the west end of the siding. Hmmm, looks like some track realignments west of WM Road ....
- Mike
K.P. knows of no official details about the future trackwork on the LA&SL for the PHIMF. But, in reviewing aerials, as you pointed out, MikeF90, there appears to be insufficient room for another track on the above photo's upper left. And, since your physical onsite inspection of the Peck Rd. new bridge construction didn't produce any specific evidence of the future bridging, K.P. is uncertain as to which side (north or south) of the present tracks the new bridge will be on when construction begin. But, it seems that track alignment shifts likely will be used, as you mentioned, Mike. Even then, it will not be a spacious area that the tracks will funnel through.
Reference is made to the general area of the Metrolink station stop in Covina, CA, on ex-Pacific Electric FREIGHT, ex-Southern Pacific single-track branch line less than 20 miles from the PHIMF site. A westward view from Citrus Ave.:
Clearance is so tight in the above photo that Metrolink has posted a 'No Walking' sign for would-be trespasses! And with a Metrolink speed limit here of 60 M.P.H., who in their right mind would ignore the sign!
Continued in Part II
Part II (of I-II)
Clearance is quite a bit better in an eastward view showing the Metrolink stop.
Just as a fun side note, reference was made in Part I to the Pacific Electric FREIGHT line. The double-track, catenary lined PASSSENGER line for trolleys in Covina followed long zigzagish up and down Badillo Street 70 years ago to the south of the freight line.
In the above photo, residential housing has precluded further expansion of the "divided highway." So, railroads are not the only ones that have confining right-of-way issues ...
Getting back to the PHIMF matter in the City of Industry, the reshown photo below looks eastbound from Rose Hills Rd. If one looks carefully, the small dark lines on each side of the tracks mark the present bridge over Peck Rd., by the color light signals.
Since, in the future, there will be some sort of three-track arrangement in the above photo's background, most likely the mast signals will be replaced with a cantilever structure, which should put a little spice to the view. Perhaps there will be slightly more room for three-tracks than with Metrolink's very confining two-track line in Covina.
Thanks, Mike, for posting the new material and photos on PHIMF. It was a nice surprise diversion from the typical Sunset Route material, though related.
Best wishes,
K.P.
Despite my earlier prediction on October 10th that the Union Pacific track reroute project at the Cienega Creek / Marsh Station Road area east of Tucson, Arizona may be finished within one week, all construction activity has come to a screeching halt for some inexplicable reason.
The first trainload of ballast that was spread on October 10th is the only ballast that has been brought in. A regulator and tamper are sitting on the new trackage as if anticipating the arrival of more ballast, but as of November 4th no further activity has been noted.
The UP reportedly must have their low bridge over I-10 at Cienega Creek removed by the end of the year or face financial penalties, but if the new line is not completed by then they could route all trains over track 1 between Vail and Mescal since there doesn't seem to be that much traffic at this time of year.
K.P. I was in Colton yesterday & I saw them loading those old control boxes on 2 trucks. The boxes are the ones U posted a few months back
Living nearby to MP 186 of the UPRR Austin TX Sub
A Rather 'Unbelievable' for K.P., Coincidences about Postings, and an Announcement
K.P. spent a bit of time on personal business Thursday, November 3, 2011, and then visited the Magnolia Ave. (LA&SL) underpass construction site in Riverside, CA, and afterwards went to the Colton Signal Dept. location in Colton. Later, he talked with his DS, who conveyed that November, December, and possibly January were shaping up to be very bad time-off travel months ... HOWEVER, Friday and Saturday (November 4 and 5) were totally free and the DS urged that I go to Arizona! And, that is just what K.P. did!
For Friday (November 4), cacole post-reported that the Marsh Station Rd. area reroute track laying (in Arizona) still had NOT resumed, apparently from an onsite inspection earlier that date. K.P. was actually on site there the very next day, Saturday, November 5, and there WAS track ballasting going on! (See above photo.)
Spbed also posted Friday that he was at the Colton Signal Dept. site Thursday (November 3), and saw some cleanup operations. As mentioned in the first paragraph above, K.P. had been there too! We must have missed each other by just hours at most. K.P. found out something somewhat deadly was on site (it was not a snake, but something like a blanket or tarp was involved), and got photos!
So, K.P. is now totally swamped with posting composition and photo selections. The material from Thursday's Riverside and Colton, CA visits should be ready in a day or two (including photo's about Jovet's recently mentioned 'shunt boxes' in Arizona that K.P. also found in Riverside, CA). The Arizona trip should all be sorted through within a week.
For those interested, the new second-track between CP SP917/SP918 CASA GRANDE and CP SP927 TOLTEC is now in service, with trains running on it! And, new information (a real surprise!) is available about the reason for the future lower head on the eastbound future Main 2 signal at Sunshine Blvd. in Eloy And, Marsh Station Rd. is not the only place track laying and ballasting is taking place. Those things and much more will be included in the Arizona trip post series, with a brief report about the Salton Sea area of California.
Looking forward to all of it !
Thanks once again for sharing the fruits of your travels and efforts in photographing and writing about all these huge, complicated, and spread-out construction projects.
- Paul N orth.
The TRAINSNewswire of this date, carried this bit of information. I know the confirmation of this project has been long awaited by the regular Posters who have participated on this Thread:
FTA:"...COLTON, Calif. — Work will begin tomorrow on a bridge that will carry Union Pacific’s main line into Los Angeles over BNSF Railway’s. The $202 million public-private partnership aims to ease the flow of freight and reduce delays at nearby grade crossings..."
FTA:"...BNSF’s “Transcon” from the Midwest carries both its own and UP trackage rights trains north-south, while UP’s east-west “Sunset Route” carries UP trains arriving from Texas. Trains on one line must frequently wait for trains on the other to pass before proceeding. Metrolink and Amtrak trains also use the crossing.."
FTA;"...The project won $33.8 million in funds from the American Recovery and Reinvestment Act and $91 million from voter-approved California Proposition 1B funds. UP and BNSF are funding the balance of the work. The grade separation is to open in early 2014..."
[Information furnished on TRAINS Newswire.]
Update as of November 3, 2011
Part A (of A-C)
The Magnolia Ave. Underpass Construction
Riverside, CA
The Magnolia Ave underpass construction in Riverside on the two-track LA&SL is coming along just fine.
In addition to lighting for the roadway, decorative light standards have now been erected for the west side sidewalk as well.
Continued in Part B
Part B (of A-C)
The Colton Signal Dept.
Colton, CA
The west end of the Colton Signal Dept. was found to be kind of a semi-beehive of activity, with scattered workers cleaning up the site and hauling the numerous old CP and grade crossing boxes away.
But, K.P. found out there was a sober part of the cleanup, with deadly overtones ...
Some innards of the boxes were collected together and put on top of some kind of tarp or ground protection with a safe disposal as the end intention. The metal items were safe to handle, but K.P. was told by a UP employee that deep WITHIN the items was dangerous asbestos, a known carcinogen that has caused many cancer deaths.
Otherwise, all the boxes were ground up on site, and hauled away to scrap dealers.
Continued in Part C
Part C (of A-C)
A Closer Look at 'Shunt Boxes'
Contributor Jovet recently identified a mystery background box in one of desertdog's Casa Grande, AZ photos as a 'shunt box.' They are quite prolific along UP tracks. Jovet also mentioned they act as circuit filters that allow only certain frequencies to pass through but block all other frequencies. They are most prominent involving grade crossings, and allow a frequency to continue past an insulated rail joint, so there is continuity of electrical signal though a rail the entire distance of, say, crossing gate active distance.
One wire is connected to each rail (in this case, to the insides), and there is no insulated joint. In the below photo, each of the two main tracks has its own box.
When a train shunts the rails, or if there is a rail break, the crossing gates activate. The gates go up after the shunting train passes, or in the case of a rail break, the gates often stay down necessitating maintainers to search for the problem. In CTC territory, signals go red, and a track light on the Dispatcher's board lights telling the DS something is wrong out in the field.
These boxes will be further pointed out in the Arizona trip report postings.
The Post Schedule for "Another Unexpected Trip to Arizona"
Tuesday, November 15, 2011: Both "The Two-Tracking by California's Salton Sea" and "Arriving at Casa Grande, AZ"
Thursday, November 17, 2011: Both "The Casa Grande, AZ Stretch" and "Eastward to Eloy, AZ"
Saturday, November 19, 2011: "From Benson, AZ Westward to Marsh Station Rd."
Monday, November 21, 2011: "From Red Rock, AZ to the Junction with the Phoenix Line at Picacho
Update as of Tuesday, November 8, 2011
In the previous report, the future Main 2's center support in the middle of Milliken Ave. had some structure molding in process.
On this visit, the molding seemed complete. It is unknown if concrete had been poured into it or not. View looks east.
A north side, easterly view: Make a mental note the vertical rebar (metal rods) on the right.
The west side structure doesn't seem to be progressing as fast.
Subject continued in next post ...
Update as of Thursday, November 10, 2011
Two days after the Tuesday visit reported on in the above post, K.P. visited the same site, on Thursday.
That eastern rebar now has wood molding present (just right of photo center).
A close-up of the east molding:
The above view is limited and somewhat misleading. When leaving the area, K.P. got a side view of the wood mold structure, and it is probably five to six feet think!
The east side Main 2 structure is starting to show its one-track narrowness.
------------
In the works: Some photos of the north-south industrial spur WEST of Milliken Ave. and south of the east-west Flyover in Ontario, CA. MikeF90 previously had mentioned about it.
As a re-mention ...On Tuesday, November 15, 2011: Part I of the "Another Unexpected Trip to Arizona" series, which will have two areas of discussion: (1) "The Two-Tracking by California's Salton Sea" (five posts), and (2) "Arriving at Casa Grande, AZ" (two posts) ... With the latter, traveling to the Casa Grande area while on I-8 was not easy, as K.P. smelt dust big time! And, could hardly see ...
Does anyone know of a map showing the completion status of the double track program? A simple percentage with a brief overview would do in a pinch.
@ccltrains, the map links in my sig show the areas of interest in this thread. Bookmarks with 'dots' generally designate one end of a double track segment.
An update from my July status post:
Total 'milepost' miles (Los Angeles MP 483 to El Paso MP 1298) = 815 Remaining single track, mileposts are rounded, priorities are SWAGs* based on forum on-site observers:- CP Alhambra MP 488 to CP Spadra MP 510X (low priority, parallel LA sub 2MT) = 22 miles- CP Spadra MP 510X to CP Sierra MP 533 (medium priority/on hold) = 23 miles- CP Thermal MP 620 to CP Cactus MP 715 (high priority) = 95 miles- CP Araz MP 724 to CP Araz Jct MP 726 (low priority, unknown issue) = 2 miles- CP Colorado MP 732 to CP Yuma MP 733 (low priority, expensive new bridge) = 1 mile- CP East Yard MP 738 to CP Fortuna MP 743 (medium priority) = 5 miles- CP Blaisdell MP 747 to CP Dome MP 753 (medium priority) = 6 miles- CP Wellton MP 771 to CP Stanwix MP 819 (medium priority) = 48 miles- CP Sentinel MP 831 to CP Estrella MP 876 (medium priority) = 45 miles - CP Toltec MP 927 to CP Stockham MP 979 (high priority) = 52 milesEstimated single track remaining = 299 milesPercent remaining = 37%
SWAGs = Super Wild A** Guesses
-----
Besides the heavily reported activity on the Gila sub east of Casa Grande, grading / ROW prep on the Yuma sub near Niland seems to show UP's next priority for SR double tracking.
Somewhat OT for this thread, I've read elsewhere of some alleged 2MT prep work just west of Sierra Blanca where the Toyah sub (ex-T&P) splits off from the Valentine sub (ex-SP).
-- Mike
Some of us were told by Union Pacific employees on November 10th when the 4-8-4 Northern steam engine was going through SE Arizona, that the new track alignment along Interstate Highway 10 between Cienega Creek and Empirita Road east of Tucson will be operational "within 30 days."
If so, that will allow three weeks for UP to remove the low railroad bridge over I-10 at Cienega Creek and meet their deadline of 31 December..
Another Unexpected Trip to Arizona
Part I (of I-IV), Section A (of A-G)
Two-Tracking by California's Salton Sea
The unexpected trip to Arizona from California took place on November 4 and 5, 2011. This, and the next part, will generally be present on a west to east basis.
On the way to Arizona, Highway 111 that follows the Sunset Route for a number of miles was traversed. More drainage construction was observed, with some surprises.
At M.P. 637.44, the present culvert drain was forsaken, and new piping was put through the embankments.
The new and old drainage is right by intermediate signals.
At M.P. 638.88, by the west end of the Ferrum siding.
Continued in Section B
Part I, Section B (of A-G)
The big single-track bridge east of the Ferrum siding is progressing nicely towards becoming a two-tracks crossing of a big gully ... with the assistance of heavy equipment.
Surveyors were apparently checking on the work.
Continued in Section C
Part I, Section C (of A-G)
Closer views of the new bridge's ever getter higher supports:
In the just above photo, the old abutment on the far left is seen. Obviously, some type of additional abutment-work will have to be put in to the right (north) of the current single-track abutment.
Continued in Section D
Part I, Section D (of A-G)
At M.P. 644.78, the piping there now looks like a culvert drainage system because of the addition of concrete. It should be quite a project to remove the old, wooden bridge over the wash, assuming they do that.
As seen from Highway 111.
That culvert by the road is again by signaling.
Continued in Section E
Part I, Section E (of A-G)
There was a good sized section where a concerted effort was being made to remove the old pole wires that follow the track.
At M.P. 657.35 is a deceptive bridge over a wash...
Why deceptive? Because on the other side of the bridge metal railings are present! A second track bridge has already been put up. There may be other such bridging in place in the area, but this is the first that K.P. has seen.
The railings ARE for a new second-track structure, as seen by the new support under the far side.
Continued in Section F
Part I, Section F (of A-G)
Arriving at Casa Grande, AZ
Now we fast forward to Arizona, on I-8, Gila Bend is gone straight through with the intention of bypassing Maricopa this time. Near the cutoff for Casa Grande, K.P. encounters a massive sand storm, and everyone on the freeway stops. A Highway Patrol car suddenly comes to us, and the officer says the problem is only for 500 feet, and gave us specific instructions. K.P. crawled along at a couple of miles an hour for the 500 or so feet. Thereafter, sand filled the air for miles. On the cutoff to Casa Grande, the town was finally reached, and in it too the air was filled with sand.
With the ladder for Main 1's new west side eastbound signal in view and the counterpart for Main 2 is seen just right of center, the below view shows a ready to head east freight that had been collected together in the Casa Grande 'Yard,' if one want to call two tracks a yard.
The above view shows just how sand-filled the air still was.
Air quality was horrible still in the below eastward view, with BOTH Mains eastward now in service, as seen by the fact the right signal heads are no longer turned aside but face approaching trains!
Another eastward view of the universal double mainline crossovers:
Continued in Section G
Our community is FREE to join. To participate you must either login or register for an account.