Rail and Color Light Signals Report: Tehachapi, the Palmdale Cutoff, and the Sunset Route
Part A (of A-C)
Tehachapi Pass is now receiving color light signals. Reportedly, sidings therein are so close together that few intermediate signals are being erected, only the absolutes.
K.P. visited Wash siding (in the general M.P. 435 area, between Tehachapi and West Colton Yard) on the Palmdale Cutoff a couple of days ago, and found color light signals had been erected there too, but not put in service yet.
Photos of Wash:
The south (east) end, looking northbound (west): Note the old heads are close to the mast.
The north end's southbound signal: The target signal mast is new and shiny, obviously a replacement of some sort. The lower head's stem was jerry-rig put together.
In the just above two photos, a wire cable follows the target mast upward.
Continued in Part 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 B (of A-C)
The north end's northbound signals:
The long, remaining portion of the Sunset Route yet to be two-tracked in Arizona and California is solidly in the hands of the old, original style CTC target signals still, as at Aztec, AZ in the M.P. 812 area.
It is unclear exactly WHY the remaining Sunset Route single-track trackage is NOT receiving signal upgrading as Tehachapi and the Palmdale Cutoff are. Of course, an odd exception to that is the Sunset Route's Alhambra Sub between Los Angeles and Fontana, as in the previously shown headlight reflective walling photo looking west from Milliken Ave. with that flyover and CP AL525 GUASTI in view.
That section of new signals is reportedly pending two-tracking, which would mean many of the new color light signals just recently installed thereon will all have to come down and new signal locations chosen! Odd indeed!
Continued in Part C
Part C (of A-C)
The Sunset Route is receiving new 141 pounds per yard rail, with WHITE insulated rail joints, as in this reshown Casa Grande, AZ photo:
By the north switch Wash on the Palmdale Cutoff in California, a turquoise insulated joint was seen, with the rail weight marked as 115 pounds per yard.
Apparently, UP's insulated joints are color coded now according to rail weight.
In keeping with that, the recently shown insulated rail joint on the mothballed Phoenix Line was green as a color code.
That line is of an unknown rail weight.
Lastly, just a tidbit about a freak thing in the area of Part I's Wash siding (north end) that may or may not have occurred on the Sunset Route.
In the above photo, the two target signals are a little bit different height. The target signal on the left is newer. Years ago a northbound (leftward) stopped, and called the DS and reported the whole signal had been stolen, mast and all! The DS had no choice but to flag the train through. Previously, just the signal head had been stolen. Things got so bad that the railroad apparently removed all the mast ladders to thwart thieves. It seems that it was in that period of time that Amtrak's Sunset Limited was derailment-sabotaged somewhere east of Hyder, AZ, on the Phoenix Line. K.P. has always wondered if there was a connection between Hyder and Wash.
K.P. was surprised on this hiking in visit that ladders were again present on old and new signals. The thieves probably died off, or changed their evil ways ...
This forum contributor is unaware of anything similar happening theft-wise on the Sunset Route.
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K.P. had an unexpected opportunity to visit both the Milliken Ave. Flyover in Ontario, and the Colton Flyover in Colton, both in California, on Saturday, April 28, 2012. Some specific construction advancements were observed, but it will take a couple of days to compose and organize posts on those advancements.
Update as of Saturday, April 28, 2012
The Ontario-Colton, CA Area
Part I (of I-V)
The Milliken Ave. Flyover
Ontario, CA
It was anticipated that the south flyover's EAST end ...
... might have been constructed, so that area was visited first. Sure enough, the east end's final extension was well along in construction.
In the above view, on the far right, two elevations of far side railing are seen with two corresponding back walling elevations too. Subject to further investigation and verification, K.P. believes that is where the flyover walling ended in the top photo.
The sloping construction (lower right) had finally reached the area of the intermediate signal.
A removed switch (and switch stand) was laying close by.
Continued in Part II
Part II (of I-V)
The blue fencing on the flyover over Milliken Ave. was well along now.
There were a few gaps to be filled, though.
Those missing gaps in both the fencing and concrete-work will eventually be filled with a darker gray decorative concrete-work, as currently seen in the BOTTOM of the below SANBAG link (make sure you return to this page and NOT close the browser):
http://sanbag.ca.gov/projects/pdfs/NMilliken-FactSheet-ENG.pdf
Continued in Part III
Part III (of I-V)
Looking westward from Milliken Ave., poles (probably for chain link fencing) have been erected (lower left) on the very narrow southwest side. In this unobstructed view, the west side eastbound siding color light signal for CP AL525 GUASI is seen.
In a heavy eastward telephoto, a slight southward (rightward) bend outwardly is seen towards that end of the flyover.
That unusual bend may be to accommodate a switch to an industrial lead type track.
On that east side of Milliken Ave., since industrial track to the south has (or probably more correctly, "had") a westward connection (towards the camera in the photo just above), when everything is done and finished, it is unknown if a connection south of the flyover will suffice, or if a switching lead may be necessary that would dead end at Milliken Ave.
Past aerial of industrial track connection
A south side wide angle looking east from Milliken Ave.: An unusual looking truck-crane is parked. It is unknown if a switching track will end by the area of that crane.
From here, we go directly to the Colton Flyover in Colton, CA.
Continued in Part IV
Part IV (of I-V)
The Colton Flyover
Colton, CA
Since it was a Saturday, no construction activity was observed.
In sight of laying down signal masts and the southeast quadrant's transition track, a large crane was parked on the northeast quadrant.
The Sunset Route's east facing westbound signals are seen on the above photo's far left. Also in that above photo (far right), the old CP box that used to be at the SP / LA&SL diamond (CP C038 ONTARIO) in Ontario is present. A rod iron fence (photo bottom) is seen by the roadway col-de-sac next to UP's signal dept. property.
Three key rebar flyover bridging supports have been erected.
The above pictured supports are the CENTER of the future bridge spanning. It is unclear why such a wide spanning was designed, as the eventual three BNSF main tracks the flyover will go over require only half of the spanning.
A closer look at the crane and other equipment:
Continued in Part V
Part V (of I-V)
From the southeast quadrant looking northwest at the northwest quadrant's transition Sunset Route connection (photo right): K.P. has no idea what the row of rebar / concrete cyclers are for on the below photo's lower left. The BNSF Trancon is the lower cross tracks, the Sunset Route is the upper ones. Los Angeles is to each track's left.
Now, from the southwest quadrant looking northeast: BNSF's Transcon is seen on the lower right.
A close-up of those short rebar-concrete cylinders west of the diamonds and just south of I-10:
Finally, a view of what appears to be a portable drilling rig of some sort very near Colton Crossing itself.
All the Sunset Route color light signals in the just above view are absolutes, and have been in service less than a year
As posted over in SoCalRailFan's site ...
Burlington Northern Triple-Tracking in Parts of L.A.
Robert
K.P.
Having moved out of Arizona to the prairies of Texas, I am counting on you and your fellow contributors to keep me abreast of happenings along the Sunset Route.
That said, I found the following article from Explorer News.com during my most recent Google wanderings. It discusses in some detail the two-tracking project, as well as the current status of the proposed yard at Picacho Peak.
John Timm
Posted: Wednesday, April 25, 2012 4:00 am | Updated: 3:47 pm, Tue Apr 24, 2012.
Work on Union Pacific Railroad’s double track effort through Arizona from El Paso to Los Angeles is continuing, with most of the track being laid in Pinal County. However, the railroad’s plans for a larger switch yard near Picacho Peak are now on hold.
Zoe Richmond, Union Pacific’s public affairs director for Arizona, said the bulk of the double tracking work for the project would be done in Arizona.
“This project began in 2005 with the intent of laying a double track from El Paso to Los Angeles,” Richmond said. “We started in the Los Angeles area and moved east and also from El Paso and moved west, but in 2010 we stopped the project because of the economy.”
Richmond said double tracking construction resumed in Arizona last year with track being laid in Pinal County.
“We expect to be in the Tucson area by the end of this year and will do sections of double track as customer demand allows us to add infrastructure,” Richmond said.
While Union Pacific doesn’t have a finish date yet for the project, Richmond pointed out that even with 65 percent of the project’s double track laid, “we have seen great efficiencies using some sections of the second track all through New Mexico and California and in parts of Arizona.”
The other large Union Pacific project in Arizona is a proposed switching yard near Picacho Peak. Richmond said the project remains on hold while Union Pacific works with the Arizona State Land Department to acquire 900 acres.
“It’s a pretty big project and the State Land Department is reviewing economic and technical studies that we submitted to them where they can get to the point they’re comfortable with the rail facility,” Richmond said.
The switching yard would be located northeast of Union Pacific’s current right of way and west of W. Kodial Road, across from the Rooster Cogburn Ostrich Ranch in Picacho. Richmond said the property being sought is approximately six miles long and about a mile wide.
“We need something longer instead of wider because we need room for locomotives and trains to decelerate and stop safely, and then accelerate to get back onto the main line,” she said.
A start date for construction to start on the switch-yard project has not been set by Union Pacific.
“What’s important is to acquire the land and then we would be able to do the design and planning on the project so when the economy turns around we have a shovel ready project,” Richmond said.
Richmond said Union Pacific would like to purchase the land this year, but first, the State Land Department must make the decision to sell the acreage. The land would also have to be appraised to determine a purchase price, Richmond added.
Union Pacific originally sought approval of the State Land Department to purchase 1,463 acres for the switching yard, and received the support of the Pinal County Board of Supervisors. However, after complaints from area residents that the switching yard would cause air and water pollution, the railroad reduced the size of its land application to 900 acres.
According to Union Pacific records, the railroad has 1,289 employees in Arizona, 642 miles of track and an annual payroll of $101.6 million. Union Pacific, which operates in 23 states in the western two-thirds of the country, is celebrating its 150th anniversary this year.
A six-mile long yard at Picacho is needed to make and break 10,000- 15,000 ft trains. Accelerating out of a yard?!
Lead track(s) should be at least as long as the longest 'body track' in the yard, and sometimes twice as long in the event one train is wanted to be connected to another for a swap, etc. - think about the switching steps needed for a simple load set-out and empty pick-up move, but on a larger scale, to get some understanding of why. So, for 10,000 ft. = 2 miles to 15,000 ft. = 3 mile long trains, at least some of the body tracks should be that long, and the lead from 1 to 2 times as long. Those answers all come out at about the same place: 3 mile body tracks + 3 mile lead track = 6 miles overall; or, 2 mile body tracks + (2 trains x 2 miles long = 4 mile lead track ) = 6 miles overall, etc.
Acceleration is believable - the railroad equivalent of the acceleration and merge lane of the on-ramp to an expressway. I don't have enough time to work out and post the math, but it can take several miles for a train to get up to 40 MPH so it doesn't get it the way and slow down other trains on the main line once it gets out there.
- Paul North.
Replies ...
For the Thank You Clan
For the numerous comments of appreciate by many for the Phoenix Line photos and report on what is actually out by Hyder, AZ, you are all welcome.
Considerable discussing was generated about the missing signals on that line. It could be that UP itself got to the valuable copper before thieves did. As far as the copper in grade crossing control boxes, would-be thieves might have a sensed that they themselves could be the one killed by a train if they stole the copper in a control box, so maybe they just left them alone.
It is my understanding that government permission is needed to convert a signaled line to dark territory. That is why the far western part of the Phoenix Line, by Wellton, still has working signals. UP advises trainmen out that way that the speed limit on that portion, now named the Roll Industrial Lead, is 20 M.P.H, some portions 10 M.P.H., regardless of signal indication. Also, since open derails are actually on the mainline now signals show red. Likely, the only reason the signals are present and working is because UP probably doesn't want to go through the lengthy and expensive process for government permission to darkenize the territory.
But, the out of service portion CAN have the signals removed. It is just that some type of signaling would have to be restored to un-mothball the line. The railroad has publicly stated that millions will be spent on the line IF, and when, traffic levels ever warrant reopening the line.
garyla (4-22) and desertdog (4-24):
I don't think Amtrak itself wants to return to the Phoenix Line. It would increase their operating costs significantly. However, being the political beast that Amtrak is, it could eventually very well pacify powerful political interests and run via Phoenix again someday.
More to desertdog (4-24):
Your report on the Phoenix Line in the Phoenix area was excellent. That western part of the Metropolitan Phoenix area is growing indeed, and when new rail shippers move in, UP tends spend big money to get their lucrative business.
rdamon (5-2):
The news that BNSF and commuter interests have formed an alliance and will triple-track the remaining portion of the Los Angeles-Fullerton segment is significant. That certainly will speed up BNSF's operations.
I just wonder what is going on in the back rooms behind the public's eye concerning UP's Alhambra Sub and Metrolink's San Bernardino Line, by UP's LATC facility near Union Station in downtown Los Angeles. The way I see it, some type of flyover is needed there, and I believes taxpayers will fund most of it. I've heard reports that UP is on the verge of redoing some trackage by LATC in downtown Los Angeles, so LATC will probably be around for a long while.
Of course, the San Gabriel Trench is about to start construction, and the single-track Alhambra Sub trackage there could easily be two-tracked if Metrolink wanted to pay to run trains on it. .Metrolink is hampered by their single-track down the middle of the I-10 freeway line ...
... that would need billions to two-track. Thus, it is unknown if anything is possible to alleviate almost insurmountable problems for free flower freight-commuter movements between Los Angeles and El Monte. The fact that BNSF and commuter interests are working together, as reported by you, rdamon, shows that it is possible. But, UP trackage might be a whole different beast, a beast with very sharp teeth.
desertdog (5-2):
Your thinking of the forum in forwarding that great news clip was much appreciated. Few people that write news for the press convey things accurately about railroading. But, the news clip you shared with us was very well written, and railroaders and railfans alike could tell that accuracy and truth abounded.
I was starting to think that the idea of a classification yard at Red Rock had been abandoned, possibly in favor of Santa Teresa, NM. But, at least we all know the truth now, that UP still plans on a Red Rock Yard in Arizona.
Thanks for sharing.
Best,
Antville?
Unshaven and run ragged for four days away from any tracks, as things finally eased up, K.P. got a surprise out of the blue dispatch to near the Sunset Route, and that opportunity was fully exploited. From up on the Rancho Ave. overpass in Colton, CA, the Colton Flyover construction project looked somewhat like an ant colony with ant-like workers and equipment going every which way.
Thus, a Friday, May 4, 2012 update is in the works, which looks like will be in 11 parts, including what was found to be going on at the east end of the Milliken Ave. Flyover in Ontario. Expect the postings Monday, May 7, 2012 by 9 A.M. Pacific Daylight Time.
K. P. Harrier . . . K.P. got a surprise out of the blue dispatch to near the Sunset Route . . .
Update as of Friday, May 4, 2012
Part A (of A-K)
Antville (a.k.a. the Colton Flyover)
Upon arrival on the Rancho Ave. overpass in Colton, CA, two trains were observed, the left one (Main 1) an eastbound (going away from the camera), the right one (Main 2) a westbound.
All kinds of activities were taking place, much like an ant colony. And, as time progressed, more and more activities came to the site.
The most glaring was a NEW north side grading (upper photo left, looking east) between the I-10 Freeway eastbound onramp and the tracks.
Looking west, also from Rancho Ave., the new grading and sub-ballast for the East Leg of the Wye is seen off the Palmdale Cutoff
Part B (of A-K)
At this point in time, it is unclear exactly what route the new track will take, but it will definitely be lower than the present East Leg.
The alignment of Main 1 (right) west of Rancho Ave. will be farther south (leftward).
Part C (of A-K)
There were three heavy earthmoving machines going back and forth. On the westbound trips they would go up the new grading. At the time of the below photos, a less heavy grading machine was waiting out of the way (right), but quickly got back on the new grading after the three heavier pieces of equipment went by.
Continued in Part D
Part D (of A-K)
The three heavy machines returned eastbound via the lower route (lower right).
Then, they would turn around somewhere in the east. In this manner they would go back and forth.
In the last photo above, note the huge uninstalled concrete piping on the lower left.
Between trips, a lessor grader would work the new grade on a sloping embankment.
Continued in Part E
Part E (of A-K)
A flatbed 18-wheeler came along, crossed the tracks with much difficulty in turning, and backed its load of two pipe sections to the site of their being used.
In the last photo above, note that the sections of pipe are unloaded and staged, are ultimately connected together, and at this point in time partially buried (center).
Continued in Part F
Part F (of A-K)
Back to the grading ... The less heavy grading equipment does its thing, and gets into awkward, precarious positions often.
Continued in Part G
Part G (of A-K)
An eastbound (leftward) BNSF Transcon passes.
A Colton Flyover area heavy telephoto, with the rebar center bridge supports visible towards the top of the photo:
Now, we head to the Milliken Ave. Flyover in Ontario.
Continued in Part H
Part H (of A-K)
At the Milliken Ave. Flyover, a quick overview of the scene was done, and it was observed that the location of activity was on the flyover's eastern end.
Among all the equipment on site, note the flyover's east end on the below photo's lower right.
The nearby Vina Vista intermediate signal came to life. All the diodes lights in this stretch of the Sunset Route have the fewer but larger designed diodes.
Continued in Part I
Part I (of A-K)
The signal was right by the site activity.
And then the eastbound train came.
It has been K.P.'s experience that workers (at least the ones K.P. has talked to) seem to know when such a train is approaching.
Continued in Part J
Part J (of A-K)
In a westward view the train's end had a DPU unit. There seems to be the same amount of piping present at the site as before. The new bridging over Milliken Ave. is on the lower photo's right.
A new, closer view of the previously shown disassembled switch and switch stand by the flyover's far eastern newly completed concrete-work:
It is unknown if the switch is pending removal from the site, or will be used again somewhere in the area.
Continued in Part K
Part K (of A-K)
A location investigation ...
An April 6, 2012 reshown view: Barely visible, the far right-to-left hand railing ends prematurely.
A February 29, 2012 also reshowed view:
Below, from the north side of Guasti Rd. looking south, a direct side view of the new extension eastward (leftward). In comparing the above photos with the below NEW view, we have in fact identified the same location.
In the above view, note how the railings from each side end towards the photo center. That difference in unconnected railings is where the walling moves southward (rightward, center) in the below previously shown photo:
Exactly what the railroad has in mind track-wise with a track branching off the future Main 2 at this location is unknown. A south side industrial track will have to connect somewhere in the area, but a lead type track nearby on Main 2's alignment will complicate matters. The present Main to the east is on the future Main 1 flyover alignment. At this point in time, we will just have to wait and see what develops for any interim transitioning and future permanent alignments.
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K.P. has received word from Arizona that a few entrance signals between Toltec and Picacho have finally been activated, even though previously the second-track had already been put in service there. A single post of previously shown photos will identify where that was at. The post will be before 9:00 A.M. Tuesday, May 8, 2012.
K. P. Harrier [snipped - PDN] Update as of Friday, May 4, 2012 Part C (of A-K) Antville (a.k.a. the Colton Flyover) Colton, CA There were three heavy earthmoving machines going back and forth. On the westbound trips they would go up the new grading. At the time of the below photos, a less heavy grading machine was waiting out of the way (right), but quickly got back on the new grading after the three heavier pieces of equipment went by. Continued in Part D
What's a little surprising is that there's not a roller or compactor of some kind working here, too. Unless this is just a bulk non-structural fill - just to provide some high ground next to the freeway, but not carrying any roadway or other weight or loads besides itself - it ought to be compacted pretty tight to minimize future settlement. Usually the earthmover wheel loads are not enough - nothing compacts the center space between the wheels, and after they've emptied out, there's not near as much weight to do it as well as when they're full. The grader has the same problems.
From looking at the photos and the Colton Crossing Sanbag site( /www.sanbag.ca.gov/projects/colton-crossing/Colton_IS-MND.pd)f; I'd say that the fill material is from the excavations done for the large pipes and is just temporary storage. I assume it will be used for some of the fill in the actual crossing.
Also KP mentioned and photographed some small re-bar columns that are up against the I-10 freeway. There will be another bridge that allows the NW quadrant connecting track to go under the elevated main. I think these columns may be part of that structure.
Paul_D_North_Jr What's a little surprising is that there's not a roller or compactor of some kind working here, too. Unless this is just a bulk non-structural fill - just to provide some high ground next to the freeway, but not carrying any roadway or other weight or loads besides itself - it oght to be compacted pretty tight to minimize future settlement. Usually the earthmover wheel loads are not enough - nothing compacts the center space between the wheels, and after they've emptied out, there's not near as much weight to do it as well as when they're full. The grader has the same problems. - Paul North.
What's a little surprising is that there's not a roller or compactor of some kind working here, too. Unless this is just a bulk non-structural fill - just to provide some high ground next to the freeway, but not carrying any roadway or other weight or loads besides itself - it oght to be compacted pretty tight to minimize future settlement. Usually the earthmover wheel loads are not enough - nothing compacts the center space between the wheels, and after they've emptied out, there's not near as much weight to do it as well as when they're full. The grader has the same problems.
PDN: I was wondering the same thing: Was going to ask if a roller or sheep head tamper followed the grader. KP did you notice any type of compaction being completed ??l
Arizona Signal Activation Technicalities
From the west, two-tracks had extended eastward through Casa Grande as far as CP SP927 TOLTEC. For months the laid new track eastward from Toltec to the Eloy area was NOT put in service. In the meantime, a 4.1 mile section of two-tracks was laid between CP SP938 EAST PICACHO and CP SP943 WYMOLA. It was activated on December 17, 2011. Finally, on March 29, 2012 the distance between Toltec and Picacho was finally activated with the finishing of extensive track rebuilding in the Picacho area where the Phoenix Line branches off.
Most at the forum may not know it, but conspicuously absent from that activation of Toltec to East Picacho trackage were the south side (Main 2) entrance signals in the M.P. 932 area. Those new signals are reshown below, the photos of which were snapped back on November 4, 2011 from 11 Mile Corner Rd.
At M.P. 932.2, the west end of the industrial siding's east facing westbound entrance signal:
That above entrance signal is one of the few entrance signals with three bulbs.
At M.P. 932.5, the east end of the industrial siding's west facing eastbound two-bulb entrance signal:
Word from Arizona indicates those entrance signals HAVE finally been activated, a few days ago, on May 5, 2012.
Aerial of Entrance Signal Trackage
If one moves the aerial eastward so more on the west comes into view, it almost looks like a tie facility is present, and some type of other industrial trackage several blocks to the west.
(The actual Sunset Route here is on a northwest-southeast axis.)
So, apparently, those newly activated entrance signals in the M.P. 932.2 to 932.5 area are used more than the ones used on mere short dead-end spurs.
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