An Exciting Trip to Arizona!
March 21 and 22, 2012
Part C; Section 9 (of 1-10)
Something New from Red Rock, AZ Eastward!
Further east, at the WEST switch of the present Naviska siding, at CP SP957 NAVISKA, new boxes are present:
The above photo's right background box is a new CP box.
The four new laying down masts are just west of the west CP.
A close look: Some masts will have two heads, the others only one head.
That is consistent with single-crossovers.
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 C; Section 10 (of 1-10)
At the east end of the Naviska siding, at CP SP559 NAVISKA, there is another new CP box (lower left).
That new, not installed yet box is presently resting tilted on a generally north-south alignment compared to the Sunset Route's east-west alignment. Probably for that reason the box's placards ARE attached with the CP identification plainly visible.
While there is now a new CP box present, there was NO new, lying down signal masts seen.
There were NO further new signals or CP boxes placed eastwardly to Tucson. At least none were seen by K.P.
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NEXT: "The Marsh Station Road Reroute ... and the New Electric Poles," East of Tucson, AZ, will to be posted Tuesday, April 3, 2012 by 9:00 A.M. PDT.
KP-
Your photos and narrative of the double tracking of the Sunset route are great especially to a person who is about 2000 miles east. Keep up the great reporting! I do have one question though. Between Los Angeles and San Bernardino UP has two tracks-the SP route and the LA & SL route. Why not make these lines directional rather than double track them? Are they too far apart to be practical? In my area UP has directional running from ST. Louis to central Texas using the Mopac and Cotton Belt lines. They are about 25 miles apart but I do observe a rare reverse move going east on the Cotton Belt line. (once every two weeks+/-). Do not know about the Mopac line as it is out of my normal driving area.
ccltrainsKP- Your photos and narrative of the double tracking of the Sunset route are great especially to a person who is about 2000 miles east. Keep up the great reporting! I do have one question though. Between Los Angeles and San Bernardino UP has two tracks-the SP route and the LA & SL route. Why not make these lines directional rather than double track them? Are they too far apart to be practical? In my area UP has directional running from ST. Louis to central Texas using the Mopac and Cotton Belt lines. They are about 25 miles apart but I do observe a rare reverse move going east on the Cotton Belt line. (once every two weeks+/-). Do not know about the Mopac line as it is out of my normal driving area.
A few years ago, it seemed like the former LA&SL route would handle a lot of eastbound trains and the former SP route would handle a lot of westbound trains. I wonder if K.P. and Mike would agree (?)
K.P., as usual your photos raise many questions .
The new Control Points near Red Rock siding may be placed similarly to West Colton - multiple connections to a yard lead. IMO the grading near MP 947 implies a new CP for yard access from the west. All in all, I'm surprised to see new CPs built there at this time.
Those new cabinets near Naviska siding are most puzzling - I would have expected them just for interim signal upgrading to color light. Based on spacing and grading seen I've long expected a new CP near MP 960 further east.
EDIT - cleaned up and expanded explanations
The question of directional running between LA and San Bernardino (East Colton) has a simple answer - undesirable - because both subs are CTC. The same dispatcher (250) controls both subs over distances that aren't that large - another plug to see the area map (link). Both subs have bottlenecks - the Alhambra, mostly still single track with very short sidings - the LA, seven miles of BNSF trackage rights / dispatching.
West of Pomona, most traffic runs on the 2MT LA sub. East of Pomona, traffic will run whereever / whenever there is a 'slot'. Many times I've heard long (>7000 ft) trains run on the Al sub when the mostly 2MT LA sub normally would be preferred. Surprising to me, recent videos have shown westbounds being routed to the LA sub via the SE connector! Of course, trains will be 'fleeted' in the same direction occasionally to improve capacity temporarily.
Construction of the Colton crossing separation would be complemented by more Al sub double tracking, but things are still moving very slowly east of Pomona.
EDIT 2 - link to latest video from another local with some great rubber tired, earth moving action between Rancho Ave and Colton crossing. K.P. has great telephoto, but someone has to do video.
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 D (A-F); Section 1 (of 1-7)
The Marsh Station Road Reroute ... and the New Electric Poles
East of Tucson, AZ
Followers of this "Sunset Route Two-Tracking Updates" thread know that the Main 2 reroute in the Marsh Station Rd. area has been in service for a few months now. It has been K.P.'s desire to give the forum a broad overview of the now in service reroute. So, here it is ...
The WEST connection:
In the above photo the reroute begins just east of the creek bridge (lower right). The old, curving route is now severed.
The new, now in service reroute immediate heads east ... WITHOUT electric power poles trackside.
Eastward, about where the reroute becomes visible from Marsh Station Rd., a trackside electric box is present. That electrical box gets its power from poled service wires from the east (left).
In the just above photo, note the white insulated rail joints on the track.
Continued in Section 2
Part D; Section 2 (of 1-7)
While some of the embankments still have much soil erosion ...
... other embankments have been redone.
The corrective project is currently ongoing. K.P. happened unto an official, who volunteered that the present Marsh Station Rd I-10 Freeway on and off ramps and the railroad right-of-way erosion was currently in the process of being corrected.
A small staging area (lower left) for corrective crews:
Above, note the new power poles (upper right) that follow the tracks. Also, note the fencing on the lower right.
Continued in Section 3
Part D; Section 3 (of 1-7)
A telephoto looking east:
A view looking west:
The new, in service signal's color light heads now face approaching trains.
Continued in Section 4
Part D; Section 4 (of 1-7)
The new signal as seen from a westward angle from the Marsh Station Rd. overpass: Note where the poles begin in the upper left (where the electric box and white insulated joints are), and come eastward towards the camera.
A westward telephoto of the new signal:
A wider angled normal lens westward view: Note the shadow of the overpass chain link fencing on the photo bottom ... including yours truly!
Continued in Section 5
Part D; Section 5 (of 1-7)
Another westward view: Wooden electric poles a-go-go!
While the poles are generally pretty even in row height, the wires must rise to go over Marsh Station Rd.
An eastward view of the east side overpass fencing, and the straight track that heads eastward towards Empirita Rd. way in the distance:
Continued in Section 6
Part D; Section 6 (of 1-7)
The poles go all the way east to another electrical box, where insulated rail joints are at also. That electrical box (or something out that way) was glaringly reflecting the early morning sun.
You may recall this previously posted November 5, 2011 SOUTHWARD photo of the turned away signal heads on the new mast for the then future Main 2. In the background was an eastbound train (leftward) on the old then Main 2.
While at the reroute site on March 22, 2012, and in the same general area the above photo was shot from, a westbound (leftward) train was spotted on the straighter Main 1 to the NORTH.
Continued in Section 7
Part D; Section 7 (of 1-7)
By Empirita Road in the east now ... The long row of poles and wires end here, at a light gray electrical box (lower right). And here, too, there are barely visible white insulated rail joints. On the foreground old line, cut away and severed track was laid on top of the old Main.
In reviewing this trip's photos, it is unclear exactly what was so glaringly reflective in the last photo of the previous post. Forumist cacole has been known to get out that way occasionally, and maybe he will be able to figure out what cause the bright light phenomenon. But, whoever might check that out, they should be careful ... We might be dealing with, well, the Twilight Zone! ... Seriously, this Californian 500 miles away is at a loss for an explanation.
In the above photo, in comparing the old track on the foreground, it looks like the cut away track was dragged back (leftward) and stacked on top of the severed rail line.
A couple other views to complete this part's post series. In the photo just below, on the left, it looks like a milepost marker. The railroad has put out that M.P. 1017.3 = 1019.0, and we are towards the end of the reroute, so the milepost marker must assumedly be 1017.
In the last photo above, upper right, those new poles are visible.
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The next two postings in this Arizona trip series will deal with what was found two-tracking-wise down by Salton Sea in Southern California while on the way to Arizona. "The Salton Sea Area of Southern California - WEST" will be posted Thursday, April 5, 2012 by 9:00 A.M. PDT. The EAST part will be posted Saturday, April 7, 2012 by 9:00 A.M.
In the bottom photo, I see 8-hole joint bars - when did this start? (Don't get out much.)
"At the somewhat spookily named Missile Base Rd. grade crossing"
Point of history.... about 2.3 miles east & at the end of the road is an abandoned Titan II missle silo & alternate command post for Wing 570. There were a couple dozen silo sites scattered about the greater Tucson area, all part of Davis-Monthan....
More to the topic at hand....
Last month, the cabinet for CP Sabino @ SP970 (Twin Peaks Rd, Marana, AZ) was delivered, looking entirely out of place in otherwise single track territory between Kino and Naviska.
Didn't get photos, but I'll snoop around there later to see if it is still there or has moved...
ALHAMBRA SUBDIVISION DOUBLE TRACK WEST OF WEST COLTON YARD
It has been sometime since my last update and the reason is simple...not much to report on. Here is what is happening at this time:
WEST COLTON RECEIVING YARD
The Union Pacific has completed rebuilding the first four tracks 101-104 in the Receiving Yard, these four tracks have welded rail and concrete ties. My understanding is that the last four 105-108 (109 was rebuilt already a few years back) will be completed next year. Right now they are constructing new switches at the west end (by Sierra Ave overpass) to will be used to replace the existing yard ladder. The were also today paving the area between Main 2 and Track 101 in the Receiving Yard. I don't know if similar work will occur between the other tracks, but given the amount of dirt received during reconstruction, it is very possible.
ALHAMBRA SUB SIERRA TO SOUTH FONTANA
All grading work seems to have been completed on the south side between SIERRA and the east end of SOUTH FONTANA for the new 102 Receiving Lead. No track has been laid here yet. I am guessing they will do this once the Receiving Yard work at West Colton is finished. No work at all has occurred at the future Main 1 in this area yet.
SOUTH FONTANA to KAISER
Work continues at a slow pace on grading work on the north side from the west end of SOUTH FONTANA to KAISER YARD. No signals or switch work has occurred yet.
It should be noted to K.P. and any other interested individuals that widening work on both the Cherry Avenue and Citrus Avenue overpasses begin in the next few weeks. This work will probably precude any photos from being taken atop these overpasses until work is finished in early 2014.
Until next time....
BNSF6400
Update as of Tuesday, April 3, 2012
The Colton Flyover
Colton, CA
Unexpected circumstances brought K.P. to the Colton area, and in all the scrambling around, a limited number of grab shots of the Colton Flyover construction project were taken, all westward ground-levels in the Mt. Vernon Ave. overpass area.
We are in the fifth month of construction now, but nothing flyover-wise is present. Likely ("likely"), the first year will be taken up by massive preliminary necessities, and the second will find dramatic, steady flyover construction itself.
Hey, K.P., let's make it a race between the Colton Flyover and the Engelwood Flyover!
Engelwood is also supposed to be under construction, but when I was past there by train a month and a half ago, I saw nothing obvious, or any indication of how track configuration will change.
(The Engelwood crossover will carry two or three former Rock Island, now Metra, tracks over the Norfolk Southern's main line out of town toward the east--former PRR, now used by Amtrak as well--which will have four tracks, or maybe five, underneath. There are a number of streets in the area that will either be bridged or cut off, and both railroads' bridges over Interstates 90 and 94 will need to be redone as well. I think the CTA Green Line is out of the way; if not, it will be rising over everything.)
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
CShaveRR Hey, K.P., let's make it a race between the Colton Flyover and the Engelwood Flyover! Engelwood is also supposed to be under construction, but when I was past there by train a month and a half ago, I saw nothing obvious, or any indication of how track configuration will change. (The Engelwood crossover will carry two or three former Rock Island, now Metra, tracks over the Norfolk Southern's main line out of town toward the east--former PRR, now used by Amtrak as well--which will have four tracks, or maybe five, underneath. There are a number of streets in the area that will either be bridged or cut off, and both railroads' bridges over Interstates 90 and 94 will need to be redone as well. I think the CTA Green Line is out of the way; if not, it will be rising over everything.)
The Englewood Flyover will begin south of the CTA Green Line overhead bridge a 1/2-mile north. The Green Line already was raised to clear double-stacks on the NS.
Apparently the preferred plan is to reroute Amtrak on the Metra track from 22nd St to about 57th St on the west side of the NS yard instead of the east side. This is so the Carbondale and New Orleans trains don't cross the NS to reach a restored Nickel Plate connection to the CN at 75th; but then all Amtrak and Metra trains would cross paths with trains from the NS to the BNSF and UP at 43rd St.
For a long time, I have urged a new connection from Union Station eliminating the current back-up moves beginning at Roosevelt (12th St) to the Saint Charles Air Line and connection to the CN Joliet Sub along 16th St and the former IC main along the lakefront. This would be a faster route for Amtrak, and the alignment would allow up to 130 mph with improvements. Furthermore other Amtrak trains to Michigan and the East could remain on the east side of the NS yard without the conflict at 43rd.
a new direct Air Line connection would facilitate extending the Metra North Central Service from Union Station to McCormick Place as both a destination and regional travel connection. This gives people a convenient transfer between Meta Electric trains from the South Side and south suburbs to O'Hare Airport and north suburban employment areas on NCS trains; and riders can change to other Metra and Amtrak lines and Union Station and Ogilvie Transportation Center. In the other direction, this provides service to McCormick Place, the University of Chicago, and Museum of Science & Industry.
The new Air Line connection also would allow rerouting service from La Salle Station to Union Station on weekends for convenience of regional travel and consolidation of operations.
With most CN freight traffic diverted, Amtrak and Metra would have the route almost to themselves.
Part E (A-F); Section 1 (of 1-7)
The Salton Sea Area of Southern California -- WEST
This Salton Sea area posting series will be conveyed on a west to east basis.
In the M.P. 637 area, by Corvina Beach, the new grading starts (behind the camera) and progresses eastward. K.P. was able to get close to the tracks at a makeshift, chained, dirt grade crossing. View looks west, with one of the blocks and chain on the photo's lower right.
The makeshift dirt road crosses the 70 M.P.H. single-track rail line.
The second-track will be laid on the north side (photo far side, background).
Part E; Section 2 (of 1-7)
There is a large area graded to the south (photo right) of the track, most likely to position the main CP and related electrical boxes.
The north side track grading (left) curves to the background left, and the CP grading (right) ends. Salton Sea is close to the rail line here and seen across the far background.
As seen above, UP is building the new CP at an easily identifying location: M.P. 637.
Part E; Section 3 (of 1-7)
Traveling eastbound a short distance, the old Eagle Mountain rail line that branched off at Ferrum is seen. The line hosted the Kaiser Steel ore trains years and years ago.
That above rail line is the same Eagle Mountain Railroad trackage background-visible just below the lower signal head (at the present old CP SP641 FERRUM at the east end of the Ferrum siding) in the previously posted below September 9, 2011 photo ...
... which is just west of the curved high bridge east of Ferrum (which bridge was photographed on December 12, 2011).
Part E; Section 4 (of 1-7)
Back to March 21, 2012 again ...That just east of Ferrun high bridge (with a 'trespassing' bird on it - upper right) ...
... seems to have had the second bridging completed.
No bridge construction workers were on site, and the parking area that has been full of vehicles previously was totally empty.
The new bridge's beaming (the rusted and unpainted ones) seems to have all been welded together in contrast to the riveting of the old bridge (silver painted).
K.P. was able to walk down to an observation area BELOW the bridging, and saw the second-track's smooth bridging underside.
The upper left of the above photo shows a blending-in date plate of 1922.
One of the project workers drove across the presently trackless north side new bridge!
Part E; Section 5 (of 1-7)
K.P. then scooted all the way down to the Ranch Rd. grade crossing, the dirt road just east of the east switch of the Bertram siding, in the M.P. 648 vicinity. Salton Sea and Highway 111 is in the background.
Such for the first time afforded views on the NORTH side of the track, where the second-track will be laid. View looks westbound. A train is in the Bertram siding.
The train that the train in the siding was waiting for suddenly showed up ...
Part E; Section 6 (of 1-7)
The freight in the last post above literally zoomed by. The speed limit here for freights is 70 M.P.H. Amtrak's Sunset Limit, Trains 1 and 2, are authorized to go 79 M.P.H. This is fast running territory to build a second mainline in!
An eastward heavy telephoto of the new second-main grading ... and the still going by train.
A wider view as the last intermodal cars pass.
When the second-track is finally laid here, the grade crossing will become more complicated. Under those circumstances, K.P. sees this little trafficked location as a candidate for crossing gates.
Part E; Section 7 (of 1-7)
At M.P. 651.99 new bridging (lower right) is being constructed.
A bridging module is clearly visible from Highway 111.
The next installment, Part F, "The Salton Sea Area of Southern California - EAST," is scheduled for posting Saturday, April 7, 2012 by 9:00 A.M. PDT.
Again thanks for the great photos and keeping us posted on the progress. I always are fascinated by the telephoto pictures. The heavy telephoto pictures accentuate the ups and downs of the track. The track looks like excepted rating and the trains are going 70 mph. It is sad that almost all the trains are intermodal. Not as pretty as the mixed freights of years ago. :(
Here's at least one end of what will be CP Sabino (Twin Peaks Road in Marana). My guess is this is the east end, as the west end of Kino is about one mile to the east, and the east end of Rillito is three miles to the west. Then again, there may not even be another end, since it sits between the two...
Looking west (which is really north at this point...) towards the Twin Peaks overpass; I-10 is to the left.
Sorry for the lack of quality... didn't have my good camera with.
Hello, K.P. et al:
I checked out the Empirita Road / Marsh Station Road area east of Tucson on Friday, April 6th, to see if I could ascertain the source of that bright sunlight reflection in your update photos.
At first, I thought it might be off the roof of the new control point relay box near the Empirita Road exit at the east end of the track reroute, but checking it from the Empirita Road exit revealed that the box is much closer to the track than the object that is reflecting so much light.
Even with 50X binoculars I could see nothing in that general location when looking from your apparent vantage point on the new Marsh Station Road overpass except the new control box, and it is not where the reflection was coming from.
There have been contractor vehicles up and down the track as part of the embankment reinforcement to correct the serious erosion, and I suspect it may have been from one of their vehicles parked there.
As an aside, I was able to read the new mile marker that has been installed on the block signal mast near Marsh Station Road, and it is 1015.1. The two control boxes at the east and west ends of the new trackage have no signs on them.
Part F (of A-F); Section 1 (of 1-7)
The Salton Sea Area of Southern California -- EAST
K.P. then went up a very short side road that was chain-blocked at the track, and could see that the north (far) side was graded here too.
The grade crossing was only a temporary, makeshift, crude one with cables blocking the way.
An eastward view: A crane is in the distance.
A telephoto eastward view:
Note how the track curves to the right in the distance.
Part F; Section 2 (of 1-7)
The background curve in the last photo of the previous part is the curve in the below westward view from Hot Springs Rd.
In the last Salton Sea area update, the curving towards Hot Springs Rd. (previously shown) was only in an initial stage of grading.
But now, the grading is well along.
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