The Sunset Route orginally ended in Algiers, across the river from the foot of Canal St. The junction with NOPB is at Westwego ("West we go"). The rails end a bit south of Algiers now, but there's still a fair amount of industry on the "West" bank of the river.
Happenings Follow-Up
Part “A” (of A-I)
The Truss Bridges Over I-215
Grand Terrace-Colton, CA
On the Thursday, May 15, 2014 visit, within the new, cramped area south of I-215, by Iowa Ave., the previously reported truss bridge (right) seems fully at its final size with all the main framing attached. Another truss bridge span is being constructed (left), but at this point in the construction, it seems shorter!
There are, however, bridge parts (bottom) south of the first bridge (background).
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-I)
The Iowa Ave. roadway (background) is right by the building location.
A west side view looking northeast:
On the border between Colton (towards the way the camera is facing) and Highgrove (behind the camera) is the east-west Main Street. The two truss bridges (of two spans each) that were installed over I-215.
Just above, the south grading approaching the bridges seems complete.
The second photo up, on the left background, it seems as if a yellow piece of equipment is hoisting a section of track into the air.
Continued in Part C
Part “C” (of A-I)
From that Main St. looking south (BNSF westbound) … and, while the triple-track BNSF line and a switching track curves westward, a train is seen on the branch from Perris and Hemet. An odd off-center headlight was a characteristic of those ex-Santa Fe warbonnet GP60M’s.
That above line (not the Hemet part, though) is the original California Southern line that came through Cajon Pass and went south to San Diego.
Plenty of future track sections are south of the new trusses … and the GP60M and train passes.
Continued in Part D
Part “D” (of A-I)
While the south side of the installed trusses don’t have track to them yet, the north side does, though not connected to the mains. (Previously shown photo)
But, in a widened view from Barton Rd looking south (westbound), note the yellow truck-crane on the left.
Now, at De Berry Street, that yellow crane was involved in transferring things across the BNSF Transcon (and alternate Sunset Route).
Continued in Part E
Part “E” (of A-I)
The yellow crane seemed to be on private, non-railroad property.
That truck trackside in the above post now passes K.P., in rather tight, close quarters!
Continued in Part F
Part “F” (of A-I)
A close-up of that track equipment that was previously seen on the new track:
Another piece of equipment trackside:
Note that the track equipment on the new rails had to be lifted onto track. There is presently NO connection to the BNSF mains!
Continued in Part G
Part “G” (of A-I)
They seemed to be finishing off with the crane.
Just above, note the manned equipment moving on the lower left. That photo was actually taken after these shortcut across-the-tracks views:
Now, we skip to Friday, May 17, 2014, and ‘beam me up Scotty’ to Ontario …
Continued in Part H
Part “H” (of A-I)
New Things in Ontario
Ontario, CA
At the revised LA&SL CP C038 ONTARIO, looking west, a derail has been put in.
Strangely, the derail protects from wayward cars running away UPHILL! Maybe long range UP is thinking of remote control units. If such was planned, the San Antonio Ave (Ontario) and Vine St. grade crossings would have to be eliminated first (grade separations).
Continued in Part I
Part “I” (of A-I)
On the north side of the Sunset Route at the closed Vineyard Ave. the new shoofly’s ballast is so high the signal’s base cannot be seen.
From the east-west Airport Drive, looking north-ish, the shoofly ballast is indeed high.
Nearby, to the east, is the lowered intersection of Archibald Ave. and Airport Drive., immediately south of the Sunset Route. In that arrangement the east-west Airport Drive was made to curve south of the normal alignment, as in the below link:
AERIAL LINK: Nearby Underpass and Cross Street Treatment
Apparently, Airport Drive at Vineyard Ave. will have the same concept applied. The six-lane Airport Drive has been reduced to only two lanes (one in each direction), and a digging down has been started.
Above, the Sunset Route is on the other side of Airport Drive, which is right on the other side of the white barricades.
On each side of Vineyard Ave., the shoofly ballast starts to gradually lower.
Why would a shoofly have such an extreme ballast treatment? Is it possible that once the normal alignment has had an underpass bridging put in, just north of the bridging the ballast will be removed and another bridge started, for a second main?
This should be an interesting underpass construction to follow.
This will conclude the series
K. P. Harrier Strangely, the derail protects from wayward cars running away UPHILL! Maybe long range UP is thinking of remote control units. If such was planned, the San Antonio Ave (Ontario) and Vine St. grade crossings would have to be eliminated first (grade separations). Continued in Part I
About the LA&SL Old 91 Freeway Bridge Collapse
The old (left, the one that collapsed) and new (right) bridges:
For those interested, a Press-Enterprise (PE) news story is linked below.
http://blog.pe.com/breaking-news/2014/05/18/89517/
In studying the Press-Enterprise’s photo (in above link), it appears to K.P. that the laws of physics were defied, and invariably when suchlike things occurs tragedy results.
K.P. has never seen such a bridge built track-lengthwise in two parts, a left and a right section. The PE photo shows two distinct parts, however, suggesting the bridge was being attempted to be cut in half lengthwise down its middle. That can be done on the ground without incident, but doing that in midair seems like would be courting trouble.
What the investigation will uncover may change bridge dismantling techniques.
K. P. Harrier Strangely, the derail protects from wayward cars running away UPHILL! Maybe long range UP is thinking of remote control units. If such was planned, the San Antonio Ave (Ontario) and Vine St. grade crossings would have to be eliminated first (grade separations).
There are few places where remotes switch over public crossings at grade. They have installed cameras with a monitor next to the lead where the operator can verify that the gates are down over the crossing before the RCL goes over it.
All the RC areas in yards that I'm familiar with don't have derails at the end of the leads. If a RCL failed to stop at command or after losing comm with the RCO, it could theoretically keep on going out onto the main track. With all the safeguards though that's highly (but never say never) unlikely.
Jeff
jeffhergert K. P. Harrier Strangely, the derail protects from wayward cars running away UPHILL! Maybe long range UP is thinking of remote control units. If such was planned, the San Antonio Ave (Ontario) and Vine St. grade crossings would have to be eliminated first (grade separations). There are few places where remotes switch over public crossings at grade. All the RC areas in yards that I'm familiar with don't have derails at the end of the leads. If a RCL failed to stop at command or after losing comm with the RCO, it could theoretically keep on going out onto the main track. With all the safeguards though that's highly (but never say never) unlikely. Jeff
There are few places where remotes switch over public crossings at grade.
denveroutlaws06how far is the Colton flyover from the Palmdale Cutoff? like a mile?
Like yes.
http://www.lcsun-news.com/las_cruces-news/ci_25799069/union-pacific-plans-may-28-grand-opening
Looks like May 28th will be the grand opening of the Santa Teresa facility with a collection of politicians there to take credit.
Necessity and a Tuesday
On Tuesday, May 20, 2014 necessity brought K.P. to San Bernardino (CA) on two matters. Afterwards, it was all free time until early evening. The Colton Signal Dept. area was visited and on the western end relatively new color light signals (but now used) was stacked up everywhere! The second truss bridge span that was shorter and that had been in its very early stages of construction was full length now, but still only in the flooring stage.
The new LA&SL Bridge over the 91 Freeway was visited also, and with the removal of the old bridge (most of it anyways) but abutments still present the scene takes on an odd appearance, especially with some of the old grade now removed.
In a few days a post series(s) on all the above should be ready for posting for the forum.
A stack of replies are also being worked on too.
The far eastern end of the Sunset Route has come up at the forum, and such has been an education for K.P. as to what actually is included on the eastern end of the Sunset Route. That will be dealt with also in the upcoming postings.
With this “Sunset Route Two-Tracking Updates” views tally count presently at 999.739, the 1 million views mark should be crossed today. Whoever could have imagined that in 2008 when this thread was first started just over six years ago?
Best,
K.P.
Congrats on one million. Very cool. Two longs a short and a long.
Replies
BNSF6400 and jeffhergert (both 5-17):
Studying aerials, Highway 30 (just north of the railroad bridge that UP desires to replace in Clinton, Iowa) crosses the Mississippi River on an impressive Golden Gate type highway structure, so the Iowa-Illinois highway departments obviously are not interested in any type of a joint venture with UP.
In assessing the situation, it would appear the best thing the railroad could do is a total reroute. That area looks quite rural, except for the city, so relocating the line a few miles south and building a cheap high structure to cross the river may be the best way to go. In light of the rural nature of the area, instead of long bridging as ramps to get to the mains high enough to bridge over boat shipping, just dirt embankments could be used. The tracks could even be partially recessed in the high embankments so high winds would go over trains, and not push them off the rails.
In light too of the national security nature of such a reroute and bridging, the feds may see a certain benefit in funding a portion of such a reroute and bridging. And, the feds may be enticed with the railroad’s effort to cut costs, and therefore fund such an effort.
It is unknown to this forum contributor how many such river crossings are on the Central Corridor, but like with UP’s effort to expend capacity on the Sunset Route, more and more trains on the Central Corridor make joint river and railroad share time situations unacceptable. Ingenuity on the railroad’s part (like with a reroute) may (“may”) be the answer.
diningcar (5-18):
I had forgotten about that Pecos River crossing on an impressive bridge near Langtry, TX. Thanks for reminding me of it. Aerials show a dirt road off the highway to an assumedly viewing area south of the bridge. It is unknown if that dirt road is public or not, but if it is, if K.P. ever travels out that way it would be a nice photo stop to be included on a trip itinerary.
LINK: Pecos High Bridge, Comstock, TX 78837, So Says the Link
desertdog (5-18):
The Huey P. Long Bridge being owned by the New Orleans Public Belt Railroad sort of does disqualifies it from being on the Sunset Route, which route on aerials seems to end WEST of the structure. Maybe a local can verify that for us. Sort of confusing, at least for non-locals, is that eastbound the NOPB tracks turn northwestward, so that an eastbound train sort of goes northwest and then northeast. My recollection of photos of the structure indicates Norfolk Southern and Amtrak trains use it, not UP. But again, a local coming forward would be definitive.
rcdyre (5-19):
If I’m getting this all correctly, the Sunset Route from El Paso arrives in New Orleans on more of a southern route, and ends BEFORE eastbound trains head northwest over the Huey P. Long bridge. The “West” bank is where some industries still exist but the west bank looks to be the east bank, but because of twists and turns of the river, technically, it is actually the west bank. Correct? Is the concept that the Huey P. Long Bridge is NOT on the Sunset Route correct?
Thanks.
blue streak 1 (5-19):
A runaway uphill is very unlikely unless the cars were trying to get away from some monster that was terrifying them! Serious, it has been suggested in this thread that derails are to prevent a remote control unit from escaping if it electronically went crazy.
jeffhergert (5-19):
Remote control switching operations that I’ve seen have been mostly on branches, and trainmen protect grade crossings. Power derails with such an operation is not cost effective. But, at the new Montclair, CA facility, they would be cost effective, as they are subject to being used day and night.
This, though, may be a trend that is getting started, and the yard-like areas you are familiar with may get them eventually. Let us know if they just pop up someday up in your area.
dhanson1961 (5-20):
It was fun reading about your Sunset Route adventures in Imperial County of California, and the dirt roads of questionable passage.
It was great that you escaped your hour long ordeal down by Ferrum along the Salton Sea. My vehicle does not have four-wheel drive, but your having access to one for next time is good news. Usually I don’t have trouble along Highway 111, but learned the hard way around Keith, NE that after it rains be careful about pulling off the road. I almost got my car stuck too, but managed to get back on pavement. The moving train crew that saw my incident must have laughed to themselves, saying, “There’s another fool.” Oh, well …
When I’ve been out past Salton Sea, from Niland east a ways, I didn’t see what I saw in the Glamis area, namely, pay signs.
As bad as the road is in some spots, it is surprising someone hasn’t challenged the government about the pay signs, demanding proper upkeep of the roadway.
Anyway, thanks for your report. The Highway 111 is a wonderful area to drive through. Surely you will have a better drive next time, absent 60 M.P.H. winds and without rain.
denveroutlaws06 (5-20):
Your question is sort of subject to interpretation. What exactly is the Palmdale Cutoff? One view would put it ending southward at CP SP492 SLOVER (M.P. 491.9, according to K.P.’s notes), where two wye tracks are present. Another view, according to the Mojave Sub timetable (again, from K.P.’s notes), the Mojave Sub ends at CP SP538 RANCHO (M.P. 538.2 / 492.7), making for NO distance to the Colton Flyover, except for half the CP’s distance. If the M.P. 491.9 is deducted from M.P. 492.7, the answer to your inquiry would be 0.8 miles. Exactly where is the starting point, at the west end of a CP, the east end, or in the middle? “Short of a mile” would most likely satisfy your mind. But, to add another perplexing thought, the West Leg of the Wye has its own M.P. distance, adding even another perspective. However, the Mojave Sub timetable track-ends at CP SP538 RANCHO (M.P. 538.2 or M.P. 492.7).
Take care all.
K. P. HarrierThe “West” bank is where some industries still exist but the west bank looks to be the east bank, but because of twists and turns of the river, technically, it is actually the west bank. Correct? Is the concept that the Huey P. Long Bridge is NOT on the Sunset Route correct?
I will try to dig in my books for a photo of T&NO's original Algiers terminal. SP did have a carferry operation at one point on the Mississippi, but I don't think it was at Algiers. Once the Long bridge was built the line to Algiers became pretty much an industrial or rail-to-water area. It may be easier to think of Algiers as being on the "Right" bank as the river flows downstream instead of the "West" bank. The H.P. Long Bridge is certainly an adopted segment of the Sunset Route, even if not original.
Update as of Tuesday, May 20, 2014
Colton, Grand Terrace, and Riverside, CA
Part I (of I-VII)
Just south of the Colton Flyover, in the western end of the couple of blocks long Colton Signal Dept. grounds, a whole bunch of newer color light signals and crossing gates parts were present, all haphazardly placed, as if more had been added to an already collected together group of items.
Continued in Part II
Part II (of I-VII)
The second span (of two) of the third new BNSF truss bridges for over the I-215 Freeway is moving along nicely.
Track must have been laid on the south approach, because a few yellow track machines were seen moving back and forth, and an eastbound BNSF Trancon train passes.
For those unfamiliar with the area, this BNSF route is part of the alternate Sunset Route via Riverside and the Los Angeles & Salt Lake (LA&SL).
Continued in Part III
Part III (of I-VII)
At the LA&SL crossing over the 91 Freeway, and the new bridge there, much excavation and movement of dirt is taking place.
As seen above, the northwest side is a densely populated residential area, at the bottom of a track embankment.
Boulders have long been on the embankment.
A wider view:
Continued in Part IV
Part IV (of I-VII)
The dirt has been partially removed from the old bridge’s west abutment.
Up at Panorama Rd. now: The old bridge over the 91 Freeway is gone.
The old ballast is present (lower right), and old concrete-work.
Continued in Part V
Part V (of I-VII)
A wide eastbound view from the Panorama Rd. grade crossing:
Above, note the dirt construction road that now straddles the right side of the track.
The track alignment was done so well it looks as if the new bridge has been there for years.
Note just above, the transition from concrete ties to wooden ones.
Upon first arriving and before K.P. could get out of his car, an eastbound LA&SL train crossed without blowing its horn for this quiet zone.
That eastbound caused the traffic to severely (“severely”) back up in both directions! It is only a two-lane residential road, but K.P. sees a possibility of a grade separation here someday.
The train kept moving eastbound at a steady pace, but what if it had received a red at the new signal on the other side of that new bridge over the 91 Freeway?
Continued in Part VI
Part VI (of I-VII)
The Strange Bedfellows Scene
K.P was by the Colton Signal Dept. earlier, and what he also saw haunted him the rest of the day because he did NOT photograph it. So, on the way back from Riverside he dropped by the Colton Signal Dept. again …
The old LA&SL box, CP C056 SCRRA JCT. that used to be at the CP in Riverside for many years was now at the Colton Signal Dept. in Colton, by the Colton Flyover.
In that above view, the grade crossing box that was at the actual Sunset Route’s San Antonio Ave. grade crossing in Ontario is in front of the SCRRA JCT CP box! Who would have ever imagined those two boxes would someday be side by side in Colton before the Southern Pacific and Union Pacific merged?
The grade crossing box for Riverside Ave. in Riverside was also present. That box was no longer needed when the underpass construction started there.
The two old boxes and what looks like new burial bases:
Continued in Part VII
Part VII (of I-VII)
Too Tempting Not to Photograph
A common, everyday type signal department truck trailer was parked at the Colton Signal Dept.
But the owner placard on the side towards the trailer’s front caught K.P.’s fancy!
That trailer was at least 32 years old, and probably way older too, with “mo-pac” still on its sides for Missouri Pacific, from the days before the “mop-up” merger of 1982 that saw UP absorb Missouri Pacific and Western Pacific.
Before that merger the MP line east of Sierra Blanca, TX (the left track below) was a local a day track, if even that. And it stayed that way even after the UP-MP-WP merger. When the merger with SP occurred, that old MP territory came to life! So much so that CP SA737 SIERRA BLANCA (M.P. 737.1) was realigned, and that the straight route was no longer the Sunset Route, but the straight route was for the ex-Missouri Pacific line.
Looking west, and the switch area that was realigned:
Just above, that switch is one of the rare ones with THREE dual-control motors, two for by the switch points area and one for the frog.
All this because K.P. simply “saw” and returned to photograph a CP box …
This will end the Colton, Grand Terrace, and Riverside area series.
Second Section
A “PS” Follow-Up
The Old 91 Freeway Bridge
Riverside, CA
As a postscript to the recent post series, about when K.P. was by Panorama Drive in Riverside, in the Pachappa area on Tuesday, May 20, 2014, a few photos taken that day showed a single, partially cut-up bridge part. (Lower left photo quadrant)
It is unknown if that was the section involved in the bridge collapse and subsequent worker fatality or not, but no other bridge sections were seen that day. Others may have been at the site, but K.P. did not travel the 91 Freeway there for a better look.
As of this date, an Internet search has uncovered no further information on the incident investigation. Likely there won’t be any for a while either, especially if a flaw is suspected in the dismantling sequence, which K.P. thinks was the culprit.
One of the concerns about the incident is that another, similar railroad bridge will be taken down in June or July in the nearby Grand Terrace area …
… and whatever caused the problem in Riverside the parties don’t want to be repeated.
The background interlocking signals for the BNSF are seen across the top of the top photo herein, especially the left side.
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