Update as of Saturday, November 10, 2012
Checking Out Two-Tracking at Ontario, CA
Part VII (of I-VII)
Nighttime Fun by the Flyover
After darkness fell, K.P. returned to Milliken Ave. from Pomona, and found even after a few hours, the spaced apart westbound (leftward) fleeting of trains continued. This one was a double-stacker.
In the above photo, the bridging railings are seen, as well one of several decorative side tops that are have not been placed yet, but are still on the ground.
Semi-heavy vehicle traffic passes even on a Saturday nights, but such never has to worry about getting stopped by a train here again! It is hard for K.P. to accept that forty years ago Milliken Ave. was a two-lane road with no buildings in sight! Not even truck stops!
The eating establishment on the left of the above photo (FamerBoys) …
… is a handy place to chow down when out taking railroad photos ... and make pit stops when nature calls …The staff always has seemed friendly when I visited.
-------------
Some belated replies are pending. K.P. does not expect to be along the Sunset Route for the next two to three weeks.
----------------------------------------------------------------------------------------------------------------------------------- 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.
In the Works
Unexpected circumstances allowed K.P. to get a few glimpses of Sunset Route activity between M.P. 525.4 (Milliken Ave, Ontario, CA) and M.P. 542.(Hunts Lane, Colton area), including the Colton Flyover. Little new was seen, but at CP SP542 LOMA LINDA the overhead part of the new cantilever signal had been brought to the location and attached to the upright section. (Things DON’T look like K.P. thought they would!) A couple of posts report to the forum will be forthcoming in a day or two.
Replies: Part A (of A-G)
BNSF6400 (10-30):
Union Pacific has systematically been eliminating unused switch connections throughout its system, and for good reason, it saves money long term. Of course, the Eagle Mountain people can get the recently removed switch(s) restored magically by simply waving some green cash, but I suspect their green stuff is in short supply.
It is unknown how serious the Eagle Mountain group’s interests are, but their rail line that once brought loaded iron ore cars to the Sunset Route has suffered a few severe washouts.
LINK: Aerial of Bad Washout on a Semi-U Curve
LINK: Aerial of Sand Covering Track before another Washout
In the second link above, if you mouse pull the view towards the lower left, a total washout will eventually come into view on the upper right.
So, those interests have a few strikes against them to overcome at the start of any potential reopening of the line.
A few photos of the line in the area of and where it goes under I-10 are below.
On the south side of I-10 a mild telephoto looking south
Looking north:
From the north side of I-10 looking south:
Looking north … a curving to the east in a desert scape scene:
Many at the forum would undoubtedly delight in seeing the line open again, but I don’t recommend anyone holding their breath on it …
Continued in Part B (of A-G)
Replies: Part B (of A-G)
blue streak 1 (10-31):
The specifics of the concrete item are unknown to K.P., but several have replied that it is a phone structure for trainmen to contact the Dispatcher. I think we take radio communications for granted today, but years ago there was no communication between a train and the dispatcher whatsoever, except by a train stopping and a crewmember going to such a concrete cylinder.
Willcox seems to be a place with a few historical items, such as the phone item to protect trainmen from the elements, and what looks like a trolley car. It might be an interesting place to checkout for those with a history bug.
cacole (10-31):
Those track markings at grade crossings are becoming commonplace nowadays. The below photo example was shot on September 21, 2011 at Thornton Rd. in Casa Grande, AZ.
Maintenance-of-Way forces and trainmen’s lives are held in the balance in knowing exactly what track is which, so I’m inclined to believe the marking are NOT for UP workers that know there territory blind and don’t need such. More likely they are for the public calling in on the grade crossing hotline or police officers making train vs. auto reports ...
Your post sent me into a quandary by you posting “the track numbers are reversed from normal practice here.” I was not sure where “here” is at, Benson or Tucson. On an east-west orientation, Main 1 is almost always the north track of the two, except in rare, odd circumstances, such as from Cienega Creek to Tucson where the track numbers got reversed by one track going over the other.
It would have been nice to meet up with you so you could have pointed out to me the reverse markings you mentioned. All the markings I’ve ever seen in Benson conform to the norm. View looks north:
But, you’ve really got my curiosity now because there is NO Main 2 between CP S1023 MESCAL several miles east of Marsh Station Rd. in the Cienega Creek area and CP SP988 36TH STREET in Tucson, replaced by the designations “South Track” east of Cienega Creek, and “North Track” west of such.
Anyway, I would love to hear your clarification on all this.
Continued in Part C (of A-G)
Replies: Part C (of A-G)
jeffhergert (11-2):
Concerning the “No Trespassing” stenciling on UP rails at Deming, NM …
… that you reported seeing like stenciling at Boone, IA on UP’s Central Corridor, obviously the Deming stenciling wasn’t an isolated case, but apparently is a rather new system wide attempt to keep people off the tracks.
Being a railfan and having adjusted to the railroad’s thinking after 911, I think most railfans stay off the tracks already. But, the general populous, well, I don’t know how they will take such stenciling. When it comes to food (like the market across the tracks in Boone, IA), people do strange things.
I am not familiar with any suchlike markets on the Sunset Route, but a small rural market is by the BNSF at Daggett, CA, at the junction with UP’s line from Salt Lake City, UT, thus many UP trains passing Daggett have come from the Central Corridor and passed Boone, IA.
The junction at Daggett (Salt Lake City is to the left):
Two eastward views of Daggett:
While K.P. has not been to Daggett in a while, the recollection is that there were new “No Trespassing” signs on wood posts by the BNSF tracks. Before such signs were erected people crossing the tracks going to the market were seen all the time. What gave me the creeps, though, was seeing non-railfan pre-teen kids crossing the tracks to get something at the market for their parents! Or, merely candy for themselves … Some freights pass there at 70 M.P.H., and Amtrak can pass at 79 M.P.H.
The success or failure of UP’s new effort to keep people off their tracks will be interesting to watch.
Continued in Part D (of A-G)
Replies: Part D (of A-G)
cacole (11-2):
Thanks for explaining about “That ‘interesting set of trackside items’ shown in part 54” as “an Automatic Equipment Identification tag reader that takes an inventory of the train's makeup as it passes,” reproduced below:
The railroads have had mixed results from various suchlike efforts over the years. They probably have got it down to a science now, and it probably works very much like a charm. Hopefully, anyway!
About Cienega Creek access …Reference the photo presented in the reply to you in Part B, are you saying where that photo was shot from, in the area of the below photo’s left, is fenced off now?
If so, that would be horrible. Please advise if I understood that correctly …
Continued in Part E (of A-G)
Over the years, I have crossed the Eagle Mountain R.R. numerous times on I-10 (one of the most desolate drives in the U.S., incidentally). If it were in a milder climate, it would no doubt be totally hidden by vegetation after some 26 years of disuse.
The real value in keeping it intact is to have a means of access for construction crews to rebuild it. For now, it joins Saluda Grade and Tennessee Pass in limbo.
John Timm
Replies: Part E (of A-G)
eoleson (11-2):
Based on the second-track grading on both sides of Ina Rd. (northwest of Tucson, AZ), which road is just west of the west switch of the Kino siding, it appears that an alignment shift will take place there in the two-tracking.
The below FOUR photos are from May 29, 2009.
A never before posted westbound view from Ina Rd., with the north side grading on the right:
Three eastbound views:
Since the grading above ends not very far eastward of Ina Rd., K.P. has long felt that an alignment shift will take place there, with the present Kino siding becoming Main 2. The alignment shift very likely would be similar to what occurred west of Ethington Rd. west of Casa Grande, AZ, in the M.P. 915 area.
Views look westbound. July 12, 2011:
September 21, 2011:
Continued in Part F (of A-G)
Replies: Part F (of A-G)
ccltrains (11-2/4):
MikeF90 gave a good approximation of the single-track left to be two-tracked.
Those that are familiar with the Sunset Route mentally SEE the whole thing as one big, comprehendible unit, and sometimes they, me included, forget others are trying to make sense of everything and it is difficult for them to put everything in order.
Perhaps within a month I’ll try do a super quick overview from El Paso to Los Angeles ALL IN ORDER so you, ccltrains, can comprehend the Sunset Route two-tracking and gaps between those two points.
About the rollercoaster-like tracks west of Santa Teresa, NM, I was surprised to see that.
However, if one studies a topographic map of the area, one will notice, while not overly pronounced, the line continually descends into El Paso. So, to avoid a possible runaway, maybe (“maybe”) the railroad sees dips in the tracks (with cars tending to roll to low points) as a way of stabilizing long cuts of cars. Perhaps an actual railroader among us may want to weigh in on the practicality of the idea. Then, too, had the track always been at an even level before this construction? The cuts on the landscape sides kind of insinuate the rollercoaster layout is something new.
Continued in Part G (of A-G)
Replies: Part G (of A-G)
billio (11-8):
When I followed much of the Golden State Route maybe a half a decade ago, it was CTC from El Paso to somewhere it Kansas, with the remainder Automatic Block Signals (ABS). If I’m not mistaken, the ABS was on a territory that had other route options, thus diminishing the need for CTC.
The Golden State Route is just a super railroad … and fast running too. The sore thumb was old wooden bridges with NO walkways. I have no idea how a crewmember can get to two disconnected hoses! Maybe UP has contracted with some helicopter service (unlikely) …
mvs (11-9):
Ah, yes! The line between El Paso and Sierra Blanca! If I ever get to El Paso again, I hope to check that part of the Sunset Route out. It is my understanding that section was jointly operated by Southern Pacific and Missouri Pacific years ago. The T&P came to life after UP’s merger with SP. But, I wonder how dense the traffic really is between El Paso and Sierra Blanca. Anybody know?
billio (11-10):
Hey, I could go for another Fred Frailey TRAINS Magazine update on the Sunset Route two-tracking! Fred is imaginative, and has contacts beyond most of us. Surely he could come up with something enlightening that would pacify most of us for another half a decade!
(Hint, hint, Mr. Wrinn!)
K.P.: Reference your photo of the Cienega Creek bridge area in Part D -- Yes, the UP has fenced off their property line at the Cienega Creek Nature Preserve parking lot and posted it all as NO TRESPASSING. You can no longer drive or walk under the railroad bridge to get to the other side for photography or for any other purpose. Chain link fencing and large signs.
The only way I found to take videos or photograph trains from the other side of the track so the sun would not be in your eyes, was to cross the highway bridge on foot and hike a Pima County Nature Preserve trail to the other side, which led me to an area a significant distance from the track.
** Tucson Update **
Grade Crossings
Ina Road and Cortaro Road were done over the past two weekends (they were just waiting to finish paving Cortaro when I drove by this afternoon), and Massingale Road (halfway in between) is scheduled for the weekend after Thanksgiving.
Alignment Shift within CP Kino
I spoke to one of the foreman from Ames while over at the jobsite this week, and he confirmed that there would be an alignment shift about 3000' east of Ina Road and before the bridge at the CDO Wash. What he wasn't sure of is whether or not Kino would still exist as a short siding, or if it would be going away.
Since none of the other sidings from Picacho to Stockham have been sacrificed for double track, I suspect Kino may be eliminated because of the bridges at Orange Grove Rd, CDO Wash & Rillito River.
More Prep at CP Sabino
Last week, the signal masts for CP Sabino were erected, and crews from both UP and Georgetown Rail were onsite. Passing by Cortaro Road's jobsite tonight, I went up to Twin Peaks, and there are now several huge piles of ballast on the south side of the tracks where CP Sabino will be (there's been a set of small ballast piles to the north of the tracks which has been collecting weeds for about a year).
Sorry, no photos to add, but we've all seen signal masts, ballast piles, and grade crossings with a second track before... ;)
Route Overview...
One of the forum participants has built some great Google Maps with the location of each CP on the Sunset Route... I don't have the link handy, but they were a great help when I was building out a KML file some time ago for building out a virtual version of the Gila Sub for MSTS & OpenRails. Perhaps that could be shared in advance of the overview, which would make it much easier to follow along.(If you want to have more discussion on the MSTS route, head over to the TrainSim.com forums and search for "Gila")
Update as of Friday, November 16, 2012
Part I (of I-IV)
CP SP542 LOMA LINDA and …
… the Hunts Lane Overpass
San Bernardino, CA
More was found on the west side of CP SP542 LOMA LINDA than just the vertical part of the cantilever structure that is going in. The horizontal part with the signal heads attached was also up.
In the above photo, a Main 1 MAST signal was erected too, as is seen on the left.
Heavy telephotos of that left mast signal were taken too, but, because of the darkening evening situation, were blurred, hence are not shown.
The Hunts Lane grade crossing has been revamped a bit, no longer with two-lane traffic on the east side, but it is now on the WEST side, with the roadway going over a new hill!
Somewhere in the stream of time Hunts Lane will have to be totally closed for months until the overpass itself is finished and opened.
The Colton Flyover
Colton, CA
No additional west side walling seemed to have been completed, and things there looks pretty much as last reported. Little projects here and there had taken on a more refined look however.
West of Rancho Ave., besides the EAST crossover being in place now (between Mains 1 and 2), the Main 2 switch is now installed for the south straddling track to the BNSF that will go under the flyover near the present diamonds. Unfortunately, that west of Rancho Ave. new switch basically only can be photographed from a moving car going over the bridge in the southbound lanes.
Maybe (“maybe”) the Mrs. can be bribed someday to drive K.P. over the bridge so he can photograph that switch, but until then (if it ever does happen), sorry …
Continued in Part II
Part II (of I-IV)
The Milliken Ave. Flyover
Ontario, CA
From Milliken Ave. looking west at the Main 1 Flyover, it doesn’t appear much concrete work has taken place in the last week. However, what did take place was piling dirt up against the north incomplete walling (lower right).
A gap is presently present next to the competed Main 2’s walling, with dirt in the gap.
Looking east, dirt has been stacked up too (lower left).
Note the yellow intermediate signal in the background in the above photo, visually at the top of the incomplete Main 1 Flyover.
Continued in Part III
Part III (of I-IV)
An eastbound train comes along …
The decorative side cement-work (lower left in the just above photo) is being constructed now, on a different sequence schedule than Main 2 had, which was AFTER the bridge spans were placed. This time such is before.
Note the cross cement support in the last photo above. The new Main 1 support obviously was not present when the track was still at ground level. The new and previous cross support surprisingly looks totally seamless.
Continued in Part IV
Part IV (of I-IV)
Flyover construction workers continue working as the train passes.
The passing train approaches a yellow signal, with a red one on the far left background …
… and then stops …
… but 18-wheelers and auto traffic continues moving. In previous days when there was no flyover, the train probably would have stopped short of Milliken Ave., or the DS would have held it at the east switch Guasti. Either that or a traffic nightmare would have developed … and probably the police called!
The Milliken Ave. Flyover is probably one of the better investments those entrusted with public funds have made.
Update as of Sunday, November 18, 2012
CP SP941 ICE DECK
In a sudden, rare, surprise Sunday dispatch, K.P. found himself heading south deep into Riverside County, but while in San Bernardino County he freeway passed over the Sunset Route and got just a momentary glimpse of the present CP SP941 ICE DECK, on the east side of the Santa Ana River. The glimpse was sufficient to see that the new, vertical part of the future cantilever signal had NOT had the horizontal part attached yet, unlike at CP SP542 LOMA LINDA (which was posted above yesterday).
A previously shown view of CP SP541 ICE DECK and the new vertical part (far right):
As seen in the above photo, not activated yet temporary mast target signals will be pressed into service when the present signal bridge (circa 1976) is taken down. Likely, the cantilever horizontal part of the new structure will be attached sometime thereafter.
eolesenOne of the forum participants has built some great Google Maps with the location of each CP on the Sunset Route...
And Much Thanks to all posters to this topic for status along the SR. IIRC the remaining single track grade crossings and Gila sub blocks mentioned in @eolesen's previous post are mostly in unincorporated Pima county - hmmm,
UP's criteria for measuring 'single track' west of El Paso is unknown. I doubt that they include sidings which usually have rail and ties that must be upgraded to main track standards. Perhaps they count mileage west of Pomona as 2MT due to the presence and use of the (ex-LA&SL) Los Angeles sub.
I will speculate on upcoming work more briefly than our esteemed analyst @billio. Since 2008 UP has skipped over some ~20 mile or so 'gaps' between universal crossovers (Yuma sub CP Coachella - Salton and CP Mesquite - Cactus), probably to save a little capital in the near term. They may do the same on the Gila sub between CP Wellton and Estrella; the new crossover in the CP Stanwix - Sentinel 2MT could be the kickoff.
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! ***
Is It a New Signaling Aspect?
Part A (of A-C)
Very recently new information about signal aspects has arisen. Trainmen have seen just about everything signal-wise, and don’t get surprised very often. However, a surprise has developed, and at this point in time, it is unknown exactly how extensive it is
The surprise involved a single-track CTC territory that is being converted to color light signals from old target ones. Because K.P. has file photos of such a conversion, the Tehachapi-Cajon Pass-West Colton “Mojave Sub” line will be illustrated as an example.
The below August 8, 2012 view of the north end of the Dike siding (Devore, CA) at the foot of Cajon Pass is a case in point. Since the photo was taken, the color lights have been put in service, and the target signals removed.
Under searchlight target signaling, a siding bound train would get a red over yellow (unoccupied siding) or a red over lunar (occupied siding). With color lights, the red over lunar has been replaces with red over flashing red. A red over yellow is still the norm, but, RED OVER FLASHING YELLOW has been added, and is used when the other end of the siding is lined out of also.
Thus, a train getting such a red over flashing yellow and going into a siding doesn’t have to limp through the siding anymore in preparation of possibly stopping because of not seeing the far aspect until getting close to it. Rather, a train can go track speed (typically 30 M.P.H. for a siding) and right out the other end. Such occurs most often with badly orchestrated meets or when a mainline train is disabled and a train goes around it via the siding.
The new color light signals put in a year or two ago on the Sunset Route’s Alhambra Sub (Los Angeles to Colton, CA) MAY OR MAY NOT BE OF SUCH AN INSTALLATION, but likely are.
The above November 3, 2010 photo looks west at the east end of the Walnut siding, at CP AL508 WALNUT (M.P. 507.8), with a train in the siding coming out towards the camera.
Continued in Part B
Part B (of A-C)
The newer signaling arrangement is ideal for single-track. But, on a two-track line, such as the partially two-tracked Sunset Route, there seems (“seems”) to be a minor problem. (The next five reshown Sunset Route photos were taken on October 4, 2012.)
A more close-up of the above, with Main 1(right, NOT far right) the key track:
The above views are of the west switch of the Sunset Route’s retained Red Rock siding in Arizona, at CP SP950 RED ROCK (M.P. 950.2), and a red over flashing yellow would be just fine. But going the other way, westbound, a red over flashing yellow at the EAST end could mean a 40 M.P.H. crossover route, OR, a 30 M.P.H. siding route. An east side westward view of CP SP952 RED ROCK (M.P. 952.0), with Main 1 on the right:
A west side eastward view of the east end with the top track being the siding:
Continued in Part C
Part C (of A-C)
And, since the advance signals to the east of Red Rock, by the Arizona Public Service power plant, have each only an east side westbound one bulb lower head …
… they likely only show yellow over yellow, and make no 30 M.P.H. vs. 40 M.P.H. signal speed differentiation. Hence, it is possible but questionable if two-track territory sidings use a red over flashing yellow aspect.
Then, too, there are two-track areas with sidings where no crossovers are involved, such as the Mobile siding some 15 miles or so west of Maricopa, AZ. The east switch area is shown in the below eastward view (taken May 29, 2009).
Above, the background left signal is the key one being spoken of here, at CP SP884 MOBILE (M.P. 883.9). It has a lower, two-bulb head (red and yellow). Again, it may or may not have a red over flashing yellow aspect. IF IT DOES, a red over flashing yellow signal indication for going in and out of the siding is possible, but would be rather rare to see. Trainmen might not encounter such for months, possibly even years. So, a definitive word on the situation is highly unlikely for years, unless something miraculous happens and one of us at the forum just happens onto such an event, which seemingly borders on the odds of winning the lottery!
So, then, while some at the forum may have known of this red over flashing yellow matter previously (K.P. didn’t), the general followers of this thread now have a broader signaling awareness.
Replies:
desertdog (11-17):
When I stopped and photograph the area where the Eagle Mountain Railroad went under I-10 on September 20, 2011, a seldom used grade crossing caught my attention.
Some of its wood was splinted badly, but otherwise the wood on the grade crossing was in remarkably good shape after two and a half decades of rotting away.
cacole (11-17):
When I was by the big Cienega Creek bridge back on March 13, 2011, a photo was taken of the gate to the UP property. (Not previously shown.)
At the time, in front of the gate, there was public access. More area is seen on the below photo’s bottom. (Not previously shown)
Is that still accessible, or has UP fenced off everything so one cannot even park to take a look at the bridge?
In the below previously posted photo, by the bottom of the center pier, it looks like a hiking path.
Is that the trail you mentioned?
eolesen (11-17):
Great report!
That alignment shift east of Ina Road … I had no idea it was that far away -- 3000 feet!, It has always looked like it was maybe 1500 feet when on site. It really fooled me.
Your authoritative input from the Ames foreman was much appreciated.
Take care all,
K.P.
Apparently the UP 7400 (the SGK for the cure unit) has been sitting at Mobile, AZsince approximately 11/22. Anyone know why? Please post pictures if you get them!
K.P.,
The fence you photographed at the Cienega Creek Nature Preserve parking lot is the one I was referring to. The front of the parking lot is still accessible to the public, but the fence closes off access to the bridge area.
The trail shown at the base of the support column is on the other side of Cienega Creek and is accessible only by crossing the very narrow highway bridge on foot, which is a precarious endeavor. That trail leads away from the bridge a considerable distance before a reasonable view of the tracks is available for photography.
K. P. Harrier Replies: Part G (of A-G) billio (11-8): When I followed much of the Golden State Route maybe a half a decade ago, it was CTC from El Paso to somewhere it Kansas, with the remainder Automatic Block Signals (ABS). If I’m not mistaken, the ABS was on a territory that had other route options, thus diminishing the need for CTC. The Golden State Route is just a super railroad … and fast running too...
The Golden State Route is just a super railroad … and fast running too...
KP,
Sorry not have replied earlier on this. Took me awhile to dig it out, but UP's 2011 Analyst Fact Book (posted in UP website under "Investors") 2011, page 33, shows a map entitled "Existing and Proposed Terminal Projects" that clearly shows the Golden State Route between Topeka and (I think) Pratt, KS and is labelled "Sidings/Double Track/CTC." I'd figured this work was projected for this year and maybe next. Maybe it's being completed because of the PTC mandate, but I suspect another possibility: that UP wants to upgrade this line to some day accommodate premium traffic as expeditiously as possible, and completing the installation of CTC is a key piece of that plan. Recall Good Old (he may object to being called "old") Fred Frailey did another vintage Trains Magazine article article on the Golden State Route back in 2002 or thereabouts (which issue I can't find after much rummaging here, leading me to wonder whether my wife pitched it), in which he mentions eastbound trains departing Pratt no longer operate under the umbrella of CTC, and talks about engineers copying done verbal instructions from the dispatcher to occupy a specified segment of line (another great subject for a Trains Magazine update -- Fred! You reading this? I take back calling you old). I think it was some sort of Track Warrant Control, the "warrants" being verbal permission from the dispatcher to proceed. Anyway, CTC would seem to be on the front burner for the stretch between Pratt and Topeka (or wherever).
Thanks again for your posts,
and Cheers!
While traveling west across Arizona on I-10 this past week, I noted a flashing warning sign just east of the low clearance bridge at Marsh Station Road. As of today, 11/26, the left lane was to be closed at the bridge for unknown road work. The beginning of demolition, perhaps?
K. P. Harrier Is It a New Signaling Aspect? Part A (of A-C) [snipped - PDN] The above November 3, 2010 photo looks west at the east end of the Walnut siding, at CP AL508 WALNUT (M.P. 507.8), with a train in the siding coming out towards the camera. Continued in Part B
[snipped - PDN]
Thanks in advance for any insight you can provide.
Best regards,
- Paul North.
Announcing …
A two group “Update as of Saturday, November 24, 2012” series entitled “A Salton Sea Area (CA) Two-Tracking Report” will be posted Wednesday and Friday, November 28 and 30, 2012 by (“by”) 9:00 A.M. PT, but likely much earlier.
The planned cantilever signal bridge at Bertram (base for it below) …
… was found to have HAD arrived and was now erected. But, the number of heads on it doesn’t match the number of tracks.
And, there was a big surprise indirectly related to the new signals in the background upper right of the below reshown photo, which signals are near the big bridge east of Ferrum.
Each group will have ten posts each, with an average of three photos per post.*
One Quick Reply
Paul D. North Jr. (11-26):
Technically, the train is in unincorporated land in Los Angeles County. The background hills are in the City of Walnut. Railroad-wise, the train is coming eastbound out the Walnut siding (by CP AL508 WALNUT, M.P. 507.8). The photo was shot from Brea Canyon Rd. (just south of Valley Blvd.), with the scene compacted by the telephoto affect, but track curves are actually much more swooping that the photo would make one believe.
LINK: Aerial of East End of Walnut Siding by Brea Canyon Rd.
The aerial link above is more of an overview, but if you, Paul, zero in on (1) the siding area on the left and then (2) the track curving into the grade crossing on the right, you will undoubtedly see the correlation between the photo and the aerial.
It is hoped the above take the mystery out of the photo you commented on.
Take care,
-----------
* A limit of an average of three 640 x 480 photos (307,200 pixels max, email size) per post seems to work best here at the forum. Larger pixel counts and a bunch of such large photos for single posts severely bog down the page speed, making the forum almost impossible to use. The above series will continue to use that best format.
** TUCSON UPDATE **
SP961 CP Marana in service
I've seen it with my own eyes, so there's no more doubt... the double-main is now in service between Red Rock and SP961 CP Marana. As of a month ago, the new track ran west from Red Rock on the south side to SP954, and eastward from Marana on the north side to SP954, requiring a cut & drag operation (cutting the main, and dragging the pieces to connect to the respective new track)
My guess is that the alignment shift took place during the same outage window used while the main was closed to replace the track panels at Ina Road three weeks ago.
Marana is one of two new control points being added between Picacho and Tucson, the other being Sabino.
As such, with the double track in use, a fully loaded CWR train was parked yesterday at Naviska without power, something that would have been unthinkable three weeks ago.
A line-pole removal crew was also hard at work between Naviska and SP 954. All the wires are down, and were being dragged off to a collection point. Poles are still up, but will probably come down in the next week.
Massingale Rd. Grade Crossing
Planned to be double-tracked starting Dec. 05
Tangerine Rd. Grade Crossing
Can't confirm a date yet, but prep work has started --- a new steel support for the crossing arm gate is already in the ground.
New Staging Area
A new fenced in equipment staging area is now in place just off I-10 at Avra Valley Rd and near SP967. When I was there yesterday, vehicles from UP, Corman and Ames were all present.
That's probably a pretty good indicator that construction activity is going to be increasing during 1Q2013 on the remaining stretch in Pima County.
desertdog While traveling west across Arizona on I-10 this past week, I noted a flashing warning sign just east of the low clearance bridge at Marsh Station Road. As of today, 11/26, the left lane was to be closed at the bridge for unknown road work. The beginning of demolition, perhaps?
John,
Checked the ADOT website for any sign of active project for removal of the Marsh Station railway bridge over I-10 and subsequent widening of the highway, and the only indication that the project is anywhere near the stove (though not the back burner), is word that a bid of $17+ million had been submitted for the job. I'm guessing 3-6 months to process the bid and announce the project...
Cheers!
desertdog (11-26) and billio (11-27):
When I drove I-10 eastbound under the old railroad bridge west of Marsh Station Rd. on October 5 on the way to Texas, the freeway was down to one lane back then. Matter of fact, it was one lane several miles before reaching the railroad bridge. So, I’m inclined to believe such is unrelated to the railroad bridge’s removal.
When westbound on I-10 the next day, I stopped at Marsh Station Rd. and saw two eastbound trains on the Main 2 reroute.
I was so buzzed by the experience that I have no recollection of whether or not the westbound I-10 was down to one lane also.
Best,
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