With regard to moveable point frogs and remote control operation, I wonder how this shows up on a CTC board? I would assume that in order for the DS to "get a light," as they like to say on the UP, there has to be some sort of positive indication that only displays when the switch points and the frog are in concordance. Does anyone know the answer?
John Timm
K. P. Harrier Movable Point Frogs and Warning Signs There has been some previous discussion herein about movable point frogs and the warning signs that invariably are associated with them on the Sunset Route. The message to train crew members is very clear. So, why MUST the switch points be in agreement with the moveable point frog? Simply put, if they are not, a derailment will INVARIABLY result! The violence will be immediate and dramatic. No wonder the signs glaringly remind trainmen that BOTH the switch points and the frog must be in agreement! The November 2007 TRAINS noted that such turnouts cost somewhere around $200,000 each. So, if a crew member is blind to one of those glaring signs, a few times his annual paycheck could go up in smoke in one whack! That may be why UP is using spring frogs in Pomona, which MAY (or may not) be an indicator of things to come elsewhere on the Sunset Route. The photos in this post were shot Saturday, March 13, 2010 on the west side of [CP] SP562 BEAUMONT, in Beaumont, CA, about a mile west of the apex of Beaumont Hill.
Movable Point Frogs and Warning Signs
There has been some previous discussion herein about movable point frogs and the warning signs that invariably are associated with them on the Sunset Route.
The message to train crew members is very clear.
So, why MUST the switch points be in agreement with the moveable point frog? Simply put, if they are not, a derailment will INVARIABLY result! The violence will be immediate and dramatic. No wonder the signs glaringly remind trainmen that BOTH the switch points and the frog must be in agreement!
The November 2007 TRAINS noted that such turnouts cost somewhere around $200,000 each. So, if a crew member is blind to one of those glaring signs, a few times his annual paycheck could go up in smoke in one whack!
That may be why UP is using spring frogs in Pomona, which MAY (or may not) be an indicator of things to come elsewhere on the Sunset Route.
The photos in this post were shot Saturday, March 13, 2010 on the west side of [CP] SP562 BEAUMONT, in Beaumont, CA, about a mile west of the apex of Beaumont Hill.
John - I'm not a 'signals' person, so this is certainly subject to supplementaiton and correction by any such, but -
I'm reasonably certain that both the switch points and the frog each have their own separate and independent - of the throwing machine - linkage to a set of contacts that will close only when they have moved to the correct position. Actually, in view of their lengths, there may be several such contacts for each of the switch and the frog - especially if there are several throwing machines, because you'd want to assure that each and every such machine has performed its function correctly. Each set of those contacts is just like the same contacts on the switch of a regular turnout. And, the switch and frog together are conceptually no different than the 2 switches that would be involved with a cross-over - the DS shouldn't ''get a light'' there either unless both switches have moved correctly for the cross-over route. Finally - and perhaps obviously - there should be a logic relay in there that won't close or function unless it receives power from both all of the switch contacts AND all of the the frog contacts - perhaps they are arranged in series so that any one of them being open will be enough to disrupt the circuit and prevent it from being closed for current to flow. Only then will the DS be able to ''get a light'' for a turnout with a movable point frog.
K.P. - Thanks again for continuing the fine narrative and the photos, and responding to the various questions and comments. You should be getting quite an education in railroad construction management out of this. Glad to see that you've been able to develop an inside contact there, too. Looking forward to the next installments.
- Paul North.
Paul,
Your analogy with the crossover makes perfect sense. I wonder, too, when they throw these manually if there is a special set of verbal instructions and a request for verification between the DS and the conductor regarding both the switch and the frog position?
Paul_D_North_Jr John - I'm not a 'signals' person, so this is certainly subject to supplementaiton and correction by any such, but - I'm reasonably certain that both the switch points and the frog each have their own separate and independent - of the throwing machine - linkage to a set of contacts that will close only when they have moved to the correct position. Actually, in view of their lengths, there may be several such contacts for each of the switch and the frog - especially if there are several throwing machines, because you'd want to assure that each and every such machine has performed its function correctly. Each set of those contacts is just like the same contacts on the switch of a regular turnout. And, the switch and frog together are conceptually no different than the 2 switches that would be involved with a cross-over - the DS shouldn't ''get a light'' there either unless both switches have moved correctly for the cross-over route. Finally - and perhaps obviously - there should be a logic relay in there that won't close or function unless it receives power from both all of the switch contacts AND all of the the frog contacts - perhaps they are arranged in series so that any one of them being open will be enough to disrupt the circuit and prevent it from being closed for current to flow. Only then will the DS be able to ''get a light'' for a turnout with a movable point frog. K.P. - Thanks again for continuing the fine narrative and the photos, and responding to the various questions and comments. You should be getting quite an education in railroad construction management out of this. Glad to see that you've been able to develop an inside contact there, too. Looking forward to the next installments. - Paul North.
Replies (Part A of A-C)
cabcar (3-17):
You are absolutely right, cabcar. I don't know quite what I was thinking and stand corrected. Yellow over green is indeed a 50 M.P.H. aspect. (UP System Special Instructions, Item 19, Rule 9.2.3) Yellow over FLASHING green -- a 60 M.P.H. signal -- is more like what I was trying to convey. (Rule 9.2.2)
In lieu of the normal flashing yellow (conjecturally for Humane Way), yellow over yellow (at Hamilton Blvd.), and red over yellow (at the west switch of the MONTCLAIR siding), I am suggesting yellow over flashing green at Humane Way. Otherwise, I have not uncovered any other logical reason to have a lower green bulb for LA&SL Main 2 at Humane Way.
blue streak 1 (3-17):
As MikeF90 so eloquently put it in his March 18 reply, "Since the UP bought the SP, they can run tracks on whatever side of the ROW they please."
Coming into downtown Pomona, CA from the WEST there will be four tracks. There are two tracks on the northern Southern Pacific (SP) side (the Alhambra Sub) and two tracks on the southern Los Angeles & Salt Lake (LA&SL) side (The Los Angeles Sub). In this thread, the designations have been Mains D to A (left to right) when looking EAST, as in the photo you inquired about, re-shown below.
Theoretically, two-tracks would continue east on the SP side, and two-tracks on the LA&SL. But, because of underpass bridging that has been in place for decades (below photo left center), the future LA&SL Main 1 will have to alignment shift to the north (the SP side), photo left to right.
In the new photo above (shot this past Wednesday, March 17, 2010), the underpass railings to prevent people from falling unto autos below is clearly evident as IN THE WAY of a future track.
If it wasn't for that alignment shift (for Main B), the east signal bridge (that you, blue streak 1, inquired about) would have two signals on the left, and two on the right, with a signal-less space in the middle.
Memo to blue streak 1 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.
Replies (Part B of A-C)
Continuation of memo to blue streak 1 (3-17):
That Main B EAST of the future [CP] AL514 HAMILTON has been called the "mystery track" in this thread, because the track currently has no place to go. There is (by the shadow cast by the overhead walkway) bridging underneath the still present unused Metrolink center-north platform by Garey Avenue ... That platform is the one with the handicap concrete on the right.
... but there is no "mystery track" bridging to go over at Towne Ave.
This forum contributor has concluded that the Main B "mystery track" will eventually extend to West Colton as Main 2, with Main C perhaps ending possibly with a Wye arrangement a few miles to the east, but bridging at Towne Ave. will have to come first.
Unless the "mystery track" is laid relatively soon, needless wear and tear will occur on one or more of the future spring frogs by Hamilton Blvd. Of course, I suppose UP could do what they did in the Fontana section of West Colton Yard, namely, temporarily substitute a straight rail for a frog ...
Hopefully, the above will answer your question satisfyingly.
Continued in Part C
Replies (Part C of A-C)
MikeF90 (3-18):
MikeF90 Questions for K.P.: - Are the existing crossovers at CP Hamilton (ex-SP side) fixed frog type? If so, I would expect these to be replaced sooner than later. Of course, we'll see ... - Have you seen any sign of new signals east near Montclair? You've said that intermediate signals on the UP are rare, but ...
Questions for K.P.:
- Are the existing crossovers at CP Hamilton (ex-SP side) fixed frog type? If so, I would expect these to be replaced sooner than later. Of course, we'll see ...
- Have you seen any sign of new signals east near Montclair? You've said that intermediate signals on the UP are rare, but ...
Yes, the old turnouts at the old [CP] HAMILTON are traditional, fixed frogs.
No, I have not seen any signs of new signal bridges near Montclair.
From Pomona eastward to Riverside on the LA&SL, virtually every signal is an absolute at a CP. The other way, from Pomona westward to Los Angeles, there are many intermediates.
Incidentally, the new roadway overpass construction at Ramona Ave. is close to completion. I can hardly wait to shoot photos from THAT bridge, as that area is where the SP and LA&SL routes separate and head eastward on different routes.
desertdog (3-18):
Periodically, I hear on the radio a dispatcher complain that a crossover is "out of correspondency." I interpret that as the switch points and the motor on one side of a crossover not being in agreement with the other side of the crossover. Invariably, the DS humbly asks a train crew member to disembark and journey over to the offending switch and correct the matter. Since the DS knows what the problem is, undoubtedly a light is lit on his board indicating that. With moveable point frogs, where the switch points don't match the frog alignment, undoubted that type of indication lights on his board as well. (Can anyone verify that?) In any event, a train crew member visually inspecting such a switch would quickly discover why the DS can't get a clear indication, and thereafter, manually match the switch points and the frog, and everything hence would be cool and the train get the clear signal.
While in Pomona Wednesday, Amtrak #2 came along. The above photo of that train was shot especially for you, desertdog. I could just visualize it many hours later going through Arizona in your neck of the woods (or maybe I should say desert land), and therein going over the new two-tracking that now crosses Highway 347 in Maricopa, by the Amtrak station. Arizona is to the photo left.
Paul D. North, Jr. (3-18):
You are welcome, Paul, and thanks.
The "education" you mentioned is proving to be more than I bargained for, and includes the vicissitudes of people in general. Recently, at Hamilton Blvd. in Pomona, a very leery-faced cop stopped and questioned me. They had gotten a report of someone on the tracks that might be trying to commit suicide. (Wow!) He was very quickly satisfied at my friendly response, and then just wanted to quickly get out of there and get back to tackling the 'real' problems in town.
I think you'll agree, Paul, that most railfans don't have a red tail and pointed horns. And railroads and local authorities might eventually appreciate that. But, the 'education' you spoke of so often takes twists and turns we don't expect.
Take care all.
K.P.
Perhaps it is time to bring back the manned interlocking, with "armstrong" pipe-connected throwbars. Sure would be a lot cheaper to install and would let the signal maintainers get some sleep. The savings of their overtime pay would compensate the towermen.
Hays
rdamonSaw this today: http://www.azcentral.com/business/articles/2010/03/25/20100325union-pacific-track-improvements.html Robert
It is nice to see a generally positive story about railroads in the media. For too long, the public has looked at railroads as obsolete and dying. Nonetheless, I have some issues with this particular article.
First of all, “650 shipping containers” would fit onto three or four stack trains at most. Whenever “a few years ago” was, it had to be more years than just “a few.” Daily stack trains have been common on the Sunset for two decades, maybe more.
What are the “truck tractors” that that are mentioned a couple of paragraphs later? I can only assume the writer is referring to piggyback trailers.
The next to the last paragraph would earn the writer an “F” in high school English class.
The last paragraph is just plain inaccurate.
Am I being picky? Perhaps, but too many reporters simply do not take good notes, fact check or write clearly, using good English grammar.
Colton, CA Signal Department Yard ... and Arizona
Part A (of A-C)
The Colton area was visited Tuesday, March 23, 2010, and quite a bit of signal equipment (including bases) had been brought to the Colton site.
As seen from the first photo above, most of the material appears relatively new, though some were chipped. However, the concrete item on the right in the first photo appears to have had a previously short term installation at an unknown somewhere.
Note the heavy, Lego-like blocks in the second photo's forefront.
At the east side signal bridge in downtown Pomona, similar blocks protect the structure from wayward autos.
Note the single-bulb head on a signal among all the newly arrived concrete material.
Continued in Part B
Part B (of A-C)
During the latter half of last year, the new, temporary crossing gates arrangement at Highway 347 in Maricopa, AZ had round concrete bases on square ones.
Were those now superseded, unused concrete bases transported to the Colton, CA site?
Do you remember these photos last year of the temporary NEW control point box at Highway 347 in Maricopa, AZ? The box originally was placarded with the short-lived CP SP898 MARICOPA designation; then was re-placarded CP SP899 EAST MARICOPA, but only until two-tracks was extended eastward to the present new CP SP899 EAST MARICOPA east of Highway 347.
Part C (of A-C)
This forum contributor has never located the present whereabouts of those then new, temporary Maricopa signals and CP box, even though having visited Arizona. Note the "red over" signal near the photo center.
Was the reported placard-naked left CP box on a flat trailer in Colton, CA a few weeks ago actually that temporary CP box that was in Maricopa, AZ? (Note that the lying down signal that was transported was transported WITH A CP BOX, and has a single-bulb head over a three-bulb head, just like the one in Maricopa, AZ had.)
IT IS UNKNOWN IF ALL THIS CONJECTURING IS THE CASE OR NOT. So, reader beware. But, it is an interesting coincidental possibility, especially since NO new CP boxes have ever been located for the Pomona, CA future CP west of Temple Ave., nor for the CP even further west as the SP-side Diversion becomes single-track westward again and returns to its original, historic route. Interstate transporting costs would also be infinitesimal compared to the value of what was transported. IF all this has actually happened as theorized, such a transplant would certainly be a good use of resources in these hard economic times.
K. P. HarrierBut, it is an interesting coincidental possibility, especially since NO new CP boxes have ever been located for the Pomona, CA future CP west of Temple Ave., nor for the CP even further west as the SP-side Diversion becomes single-track westward again and returns to its original, historic route.
K. P. HarrierInterstate transporting costs would also be infinitesimal compared to the value of what was transported.
Continuing this convoluted segue, one of K.P.'s older posts about extending the 'middle' track (LA sub #1) east to the area of CP WO Tower is relevant. For the relatively modest cost of 1/4 mile of track, a 'recycled' RH turnout, double head signal mast, eq housing and voila! the existing 2MT section can be preserved, improved and CP Reservoir eliminated. Another speculative layout:
--- Al #1 -----D-------------------D-- Al #1--- LA #1 -----C--\ ---C-- future Al main to WC--- future MT \ WO Tower \---\ ---B-- future LA main?? --- LA #2 -----A-------\-\---------A-- LA #1 to CP Bon View Chino lead -> \
After listening to the downtown Pomona traffic on the 'scanner' for many afternoons, I retract my previous comment - taking the middle track out of service temporarily is a bad idea!
BTW whatever CP this housing belongs to probably is in the way of future main tracks. More recycling possibilities ...
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! ***
MikeF90 (3-25):
MikeF90 Also, please elaborate on this 'CP even further west'. Inquiring minds want to know ...
Also, please elaborate on this 'CP even further west'. Inquiring minds want to know ...
If you go to the below link, you will see where the Diversion appears to end on the west end as it reconnects (in the future) back to the original SP main. The two-track width seems to reduce to a single-track width. It is difficult for me to image they would grade a narrowing path there if two-tracks were to continue westward. Thus, I figure a CP would be needed in THAT area, an area totally WITHIN the confines of the mainly taxpayer funded Diversion itself.
http://www.mapquest.com/mq/8-GrfhKrrq6olwFWqL
Because the four high-speed switches west of Temple Ave. are of the spring frog variety, I find it difficult to believe a most important route on the SP-side would be through reversed spring frog turnouts. That is also why I feel two-tracks on the SP-side will continue west briefly in accord with the paragraph above.
As to the tracks EAST of Hamilton Blvd.:
As the below previously shown photo (looking east from Hamilton Blvd.) insinuates, the conceptual idea is there would be three-tracks on the SP side heading east, even though at that specific location there would still be two-tracks on the SP-side and two-tracks on the LA&SL side.
While we will have to wait and see what develops, I don't anticipate [CP] RESERVOIR / [CP] WO TOWER will exist when all is said and done.
About that "red over" signal ...
After considering the EAST-side signal bridge at the new CP west of Temple Ave., the two RIGHT (in the photo below) Alhambra Sub TOP heads are three-bulb heads, which is not compatible with a red-over arrangement further west.
Thus, it appears the EAST END of the next siding WEST (i.e., WALNUT) could be upgraded to tri-lights, and a "red over" could be used out of the siding there. That location would be a good candidate for recycling the short lived new, two-tracks to one-track Maricopa, AZ CP box (IF it will be used in California). On the east Pomona side, the anticipated three-tracks will probably extend to the vicinity of the west end of the SP-side NORTH MONTCLAIR siding, where a "red over" signal (for Main C) might be used also. But, time will tell.
I don't anticipate Main B continuing east and returning to the LA&SL side as two-tracks (at least for many, many years to come). That route via Riverside is considerably longer than the direct SP-side route to Colton, and involves a section of trackage rights over the BNSF.
It is hoped the above covers all the bases reference your inquiry.
Take care.
K. P. HarrierIf you go to the below link, you will see where the Diversion appears to end on the west end as it reconnects (in the future) back to the original SP main. The two-track width seems to reduce to a single-track width. It is difficult for me to image they would grade a narrowing path there if two-tracks were to continue westward.
Update as of Saturday, March 27, 2010:
Pomona Revelations
Part I (of I-III)
This forumist's visit to Pomona, CA proved much more enlightening than expected. Here is what is going on ...
A switch-less track was being built over the White Ave. underpass. At photo time, only one rail had been laid.
The track's position translates to our Main B designation, on an A to D, south to north basis.
UP crews were also finishing off assembly of the switch adjacent (and for) Main A, by the eastern signal bridge for the future [CP] AL514 HAMILTON.
Continued in Part II
Part II (of I-III)
Preparations were being made for that above east side switch to be installed. The continuous welded rail was being severed in four places on each rail side of Main A, and a section of rail was replaced between each two severances. In the first photo below, after a rail to the left was removed, a technical length correction was made to the rail on the right.
The replacement rail was inserted so quickly that recording the event became more important that photographic composition.
The short replacement sections were NOT welded, but bolted into place.
A big five-hour pow-wow is scheduled for Sunday, March 28, 2010 between 7 A.M. and noon for the above switch's installation into Main A. Probably as this is being posted, the installation is nearing completion. With newly bolted together joints, the switch can easily and quickly be dropped into Main A.
Part III (of I-II)
So, why is that 'being put together' track for Main B over White Ave. in Part I 'switch-less'? Main B from the west will end, and turn into Main A at the above switch installation site. Main B will NOT continue eastward.
You will recall that Main B eastward has been called herein the "mystery track" because it has nowhere to go. So, why is there a Main B signal on the east signal bridge if there will be no track for it? (See the fourth photo in Part I, the second set of heads from the right.)
Somewhere down the road of time, probably two years as the reported word is, a switch will finally be installed at the "switch-less" site, and Main B will then continue eastward to San Antonio Ave. That street is where [CP] AL515 RESERVOIR / [CP] C033 WO TOWER is located.
What will happen at that time is unclear, but mention by UP workers has repeated been made of two-tracking the LA&SL-side "all the way to Riverside." This poster interprets that to mean two-tracking will continue eastward from downtown Pomona through the MONTCLAIR siding to [CP] C039 BON VIEW, where the present end of two-tracks from the east is located.
At that time the SP-side (the actual Sunset Route) MAY be two-tracked from Pomona to Fontana.
The apparent end goal is to have BOTH the LA&SL and SP sides two-tracked from Los Angeles to Colton. Having a key transition point between those two sides would explain the proliferation of spring frog switches in Pomona. So, the first sentence of this paragraph supersedes the theory that LA&SL Main 1 west of Pomona might transition to SP Main 2 east of Pomona.
In the next few weeks a counterpart switch to the new switch recently installed EAST of Hamilton Blvd. will begin to be assembled. That "Main B" switch with connect to the track presently being assembled OVER White Ave. (See Part I, the first three photos.)
This poster has repeatedly gotten spoken indications that Hamilton Blvd. will be closed for a month. At that time our Main B track will be laid across that street. Seeing that the road will be closed for so long, it has to be wondered if that road closure will be in conjunction with the very extensive, month long signal wiring for the new [CP] AL514 HAMILTON. Perhaps the two boxes for that CP that presently are at Colton will be brought to the Pomona site at that time.
The above re-shown photo from last year was shot before the new Colton Signal Department yard had a new module blocking the view.
Reportedly, too, two more turnouts WEST of Hamilton Blvd. will soon be installed on Main B. That will allow an eastbound just east of the present [CP] CO31 OAK to crossover from Main A to Main B, and then to Main C.
The alignment for those future switches can be discerned in the above re-shown Main C view looking west from Hamilton Blvd.
It is hoped this three part series conveys the situation at Pomona, and has been understandable.
Arizona: Marsh Station Road interchange being rebuilt
The Arizona Department of Transportation is currently constructing a new Marsh Station Traffic Interchange approximately 1.6 miles east of the existing Marsh Station Traffic Interchange between I-10 mileposts 289-290..
This American Recovery and Reinvestment Act project includes the extension of the Marsh Station Road, drainage improvements and new pavement markings. The project also includes realigning approximately 3 miles of the Union Pacific Railroad line to the north side of I-10.
When complete, the new interchange, together with the removal of the low clearance railway bridge over I-10, will provide adequate clearance for over-height trucks, eliminating the need to make a 65-mile detour through Sonoita, Whetstone, and other neighboring communities.
NOTE: This news item is part of an ADOT news release published Tuesday, March 30, in the Sierra Vista Herald announcing lane closures. Construction has actually been ongoing for the past month, but no news releases had said what the construction activity involved.
A follow-up to cacole's report above ...
So, that is another area that should be watched in the months to come.
And, thank you, cacole, for your alertness so as make us at the forum aware of this.
It is simply amazing that this work and thread been going on for a little over 2 years. I just went thru the first few pages of the post and you can really see the changes that have been going on. Nowhere I have seen anything like this as in pics of the progress every few days or weeks. Simply amazes me.
When is everything supposed to be done?
http://www.youtube.com/user/pavabo
http://www.flickr.com/photos/paulvbox
Soo 6604When is everything supposed to be done?
As related to the original post scope, there are remaining double track gaps west of Tucson, AZ to Indio, CA and between Colton and Pomona, CA. There should be plenty of activity for several years to come ...
Recent radio traffic seems to indicate that track crews also were working on Sunday and continuously through today around Pomona. Perhaps they are being paid per diem or overtime, a possible sign of faster progress.
Followup to Marsh Station Road construction:
I drove through the area again on Wednesday, March 31st. Photography is impossible because the shoulders on both sides of I-10 are blocked off and parking is not allowed anywhere near the construction zone.
In addition to the rerouting of Marsh Station Road and a new interchange, grading is also taking place for the construction of new Union Pacific trackage between Interstate mileposts 189 and 292 (Marsh Station Road and Empirita Road), the two locations where the railroad crosses over and then under I-10.
The relocated track will run parallel to I-10 between these two locations only a few hundred feet north of the interstate. This will eliminate the long horseshoe loop south of I-10 and will shorten the traditionally east-bound UP line by approximately 5 miles.
The low clearance railroad bridge near Cienega Creek will be removed and the west-bound lanes of I-10 will be moved 50 or so feet north to allow for a median between the lanes where they are now constricted and separated only by a barrier.
The one mile stretch where the east and west bound I-10 lanes cross under the railroad bridge at Cienega Creek is actually not recognized as part of the federal Interstate Highway system, but is still regarded as Arizona State Highway 80 because of the lack of an adequate median.
At the current rate of grading and bridge construction activity, the UP may be able to begin laying track in two months or less.
Pomona-Colton, CA Tidbits
Part A (of A-D)
On Wednesday, March 31, 2010, this forumist had opportunity to be in the above stated area, and the following report is filed with the forum:
The Main A switch at the east end of the future [CP] AL514 HAMILTON in Pomona was found to have been completed and installed.
In the first photo's background, the Main B currently under construction (to the right of the underpass railings on the center left) previously was shown with only one rail attached, but it now has both. As stated previously, Main B will eventually turn into Main A, so we should not be deceived by the present scattered, disjointed pieces and alignments of Main B.
The new turnout has the new 141 pounds per yard rail weight.
Part B (of A-D)
Also about this past Wednesday, March 31 ...
At the Colton signal facility, about 25 miles east of Pomona, one of the large, blue containers that had been brought to the site recently was being unloaded. That unloading included a stack of masts that were being piled up. View looks south; El Paso, TX is to the left.
Some even had ladders.
Again, it is unknown if those poles are new or used, but there sure was plenty of them. The above photos were shot BEFORE the unloading was complete. It is unknown what UP has in mind with them, but the future two-tracking between Pomona and West Colton Yard to the west sure would need allot of signals, and the above masts MAY be to accommodate that need in the next few years.
Part C (of A-D)
Going back a few days to Saturday, March 27, 2010 during the above turnout's pre-installation process ... rails were severed and new sections bolted into place ... But to see two rails severed side by side makes for an eerie view.
For track machinery buffs here at the forum ...
You may remember the below, recent view of two pieces of track equipment parked on the out of service future Main 1 in the Spada area of Pomona ...
Continued in Part D
Part D (of A-D)
On this past Saturday, during the switch's (in Part A) pre-installation, more track equipment just happened by, going westward (leftward) on the SP side. They were moving at a good clip, honking their horns to warn the many track workers trackside here and there.
The first machine.
The second machine.
Presumably, they had been working somewhere between Pomona and West Colton Yard, and were heading to an overnight parking location, possibly by Spada again.
cacoleThe low clearance railroad bridge near Cienega Creek will be removed and the west-bound lanes of I-10 will be moved 50 or so feet north to allow for a median between the lanes where they are now constricted and separated only by a barrier. The one mile stretch where the east and west bound I-10 lanes cross under the railroad bridge at Cienega Creek is actually not recognized as part of the federal Interstate Highway system, but is still regarded as Arizona State Highway 80 because of the lack of an adequate median.
Thank you for that information!!!
I wondered about that stretch of I-10 when I dover over that section in the early 90's. It is amazing that it lasted this long without improvements.
Here is a google map link to the area.
rdamon ...I wondered about that stretch of I-10 when I dover over that section in the early 90's. It is amazing that it lasted this long without improvements. Here is a google map link to the area. View Larger Map Robert
View Larger Map Robert
I love the street view feature on Google Maps!
I just did a quick calculation between those mileposts and looking at the contour lines there is a 200' change in elevation in approximately three miles. I wonder why the RR didn't follow that alignment initially rather than the looping horseshoe.
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