K. P. HarrierOne 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.
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.
To add to K.P.'s response, the railroad track crosses Brea Canyon Road on the superelevated curve. The "old" Google Street View doesn't do it justice.
Update as of Saturday, November 24, 2012
A Salton Sea Area (CA) Two-Tracking Report
Part I (of I-XX)
West to East
This report will be first on a west to east overview basis, and secondly with a more in-depth east to west presentation.
We first come to the future CP SP637 SALTON. It and the new north side second main from this point eastward were not in service yet, with signal heads turned aside. Salton Sea is seen on the lower right.
Our next brief stopover is at the dirt road grade crossing known as Range Road by the east end of the present Bertram siding, with the new, fully assembled and erected cantilever signal bridge, and both the old and one of two new CP boxes thereof in view.
Leaving Bertram eastward where ALL the signals of that CP were now up, K.P. had to do a double-take when he saw two headless signal masts lying on the ground by Highway 111 and the new east CP box (of two overall) at CP SP648 BERTRAM.
Those lying down signal masts were interpreted as a bad omen …
Continued in Part II
----------------------------------------------------------------------------------------------------------------------------------- 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 II (of I-XX)
Sure enough, the bad omen was true, and NO second-track had been laid through the Hot Springs Rd. grade crossing about five miles to the east of CP SP648 BERTRAM..
About five miles further east still is THE END OF THIS TWO-TRACKING STRETCH with a wide graded area as if for a CP. But, there is another two-tracking stretch eastward that goes through Niland in the M.P. 666 area and beyond. That stretch is currently having grading and bridge / culvert construction taking place, and cranes galore are often present, as in the below reshown August 3, 2012 photo:
However, in this travel session, because of time constraints, K.P. turned around on Highway 111 and headed back west.
East to West
About midpoint in that wide graded area mentioned above is the M.P. 658 marker.
A wider view of the wide graded area: That M.P. marker is just left of center. Note the yellow posts on the far right.
Continued in Part III
Part III (of I-XX)
It looks like some kind of a small group of electrical boxes are by the yellow posts.
From the same spot where the above photo was taken, a westward view towards the west end of the wide grading, as a westbound passes with a DPU on the rear.
In the above photo’s background graded left, some more yellow posts are seen.
Continued in Part IV
Part IV (of I-XX)
At the M.P. 658 area still, a heavy telephoto westward view of that just passed train. It had slowed and crawled by the Border Patrol building.
A previously shown June 23, 2012 view of a very slow WESTBOUND train being inspected by a Border Patrol officer to the north of the Main:
Two-tracking here will put a challenging element to Border Patrol inspections of UP trains.
Continued in Part V
Part V (of I-XX)
Since basically no two-tracking had progressed this far eastward, the Frink Rd. grade crossing was not checked out. Just west of Frink Rd. is a Border Patrol stop, and all northwest bound vehicle traffic must go through it.
After a lengthy delay (above), K.P. was next, but was merely waved through.*
The Border Patrol stop is right by M.P. 656.
A Border Patrol vehicle was between the inspection stop and the tracks (and headless masts).
Continued in Part VI
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* Last year on I-8, after photographing two-tracking in the Yuma, AZ area, K.P. passed two such inspection stops with no problems. At the third I-8 stop, I was pulled to the side and asked if my truck could be opened. I complied, but the Border agent quickly shut the trunk when he saw the car was weighed down slightly with soaps and other personal items I was transporting from my mother-in-law in my area to my sister-in-law in the San Diego area. I suppose he was leery and apprehensive, and was relieved that I didn’t have 200 illegal aliens packed in the trunk like sardines.
Part VI (of I-XX)
At Hot Springs Rd. again, the grading has been completed for some time now, but, as mentioned earlier, no track has been laid here in the M.P. 653 area. Views look eastbound.
Looking west, not even a track through the grade crossing has been laid, nor the crossing gate moved to a two-track position.
Just as a memory refresher, a previously posted January 20, 2012 view of the above grading when it was in the early stages.
Continued in Part VII
Part VII (of I-XX)
On both K.P.’s westward and eastward trekking, a lot of time was spent at the new CP SP648 BERTRAM and Range Rd. grade crossing. Thus, a number of posts will be devoted to that CP area. Looking west from the east side: The Main 1’s background mast signal is visually blocked by the yellow track machine.
Looking east by the east CP box, that background track equipment (above) is seen again.
The roadway signage has been updated to “2 Tracks.” As seen on the lower left, the dirt Range Rd. is now paved in the immediate grade crossing area.
That hidden west side eastbound mast signal in the first above photo is visible on the upper right of the just above photo.
Continued in Part VIII
Part VIII (of I-XX)
From Range Rd., looking east:
The west crossover’s straight section between mains:
The new track beyond (above, background), east of the CP, looks laid but needs more ballasting, but that track being laid is not clear. One thing is clear, though, the track laying hasn’t reached Hot Springs Rd. as discussed previously.
The future Main 1’s west eastbound signal is a left sided one on a mast, and, as mentioned earlier, EAST of Range Rd.
Above, there’s that new paving again …
Continued in Part IX
Part IX (of I-XX)
WEST of Range Rd. the west eastbound siding and future Main 2 signals of the CP are on the new cantilever structure.
The future Main 1 (with the present main’s old target signal on the left of it) looks well-manicured, and ready to be put in service.
Above, the poles in the background are windblown and leaning, giving the scene a somewhat weird appearance.
A wider angle close-up of the two-tracks, with the very nearby Salton Sea in the background:
A track layout and signals placement diagram for the future CP SP648 BERTRAM:
UP generally has been erecting signals all on the same alignment across the tracks, as the below reshown October 4, 2012 Red Rock, AZ photo:
So why Main 1’s mast signal is east of Range Rd. whereas the siding’s and Main 2’s signals on the cantilever structure are west of the road is unknown.
Continued in Part X
Part X (of I-XX)
The old Bertram siding’s CP box and the new WEST CP box:
Perhaps because there is no CP name change with the new two-tracking arrangement, the new box (left, above photo) has its placard not reversed as so many have.
Four of the track-wheeled type pieces of equipment were off the tracks all in a row.
-------------
To be continued in Parts XI-XX, with more documenting-like photos of CP SP648 BERTRAM, and points west to the future CP SP637 SALTON. The remaining Parts are scheduled to be posted on Friday, November 30, 2012 before 9:00 A.M. PT, but likely will be posted much earlier.
KP i am still wondering if the lack of signal heads may be because of suppliers not able to keep up with all US orders. maybe you can ask one of the friendly signal workers ? also when possible check the new crossovers to see if switch machines are installed ?
"Two-tracking here will put a challenging element to Border Patrol inspections of UP trains."
Nah, I disagree. Double tracking may eliminate the need.
If trains keep moving at track speeds, and don't have to stop or slow down to move into the hole every 15 minutes, there won't be an easy opportunity to be hopping on or off anywhere except a yard, and those are fairly well secured as far as lighting and UPPD. Fencing in the ROW at passing sidings near the Dunes and a few other spots would probably have a similar mitigating effect...
K. P. Harrier Update as of Saturday, November 24, 2012 A Salton Sea Area (CA) Two-Tracking Report Part II (of I-XX) Sure enough, the bad omen was true, and NO second-track had been laid through the Hot Springs Rd. grade crossing about five miles to the east of CP SP648 BERTRAM.. About five miles further east still is THE END OF THIS TWO-TRACKING STRETCH with a wide graded area as if for a CP. But, there is another two-tracking stretch eastward that goes through Niland in the M.P. 666 area and beyond. That stretch is currently having grading and bridge / culvert construction taking place, and cranes galore are often present...
About five miles further east still is THE END OF THIS TWO-TRACKING STRETCH with a wide graded area as if for a CP. But, there is another two-tracking stretch eastward that goes through Niland in the M.P. 666 area and beyond. That stretch is currently having grading and bridge / culvert construction taking place, and cranes galore are often present...
Idle speculation: UP may have scheduled the specialized heavy equipment, work gangs and any associated assets elsewhere on its system for awhile. Or, maybe, they'd budgeted the grading for 2012 and the track laying for 2013?
A news item published in Thursday's newspaper in Sierra Vista indicates that Ames Construction company is in the process of removing the Union Pacific bridge over I-10 at Cienega Creek west of Benson, Arizona, which the UP calls the Pantano bridge.
Work began Wednesday night (November 28) and will continue Thursday night (November 29) to remove the bridge. The I-10 Cienega Creek bridges will then be rebuilt as part of the ongoing project.
EDIT: Subsequent news tends to indicate that the Pantano Bridge removal is not going to occur for some time yet, and that the on-going activity and lane closures are just preparatory work. Ames has reportedly been awarded a $17.5 million contract to not only remove the Pantano bridge but also rebuild I-10, including new highway bridges across Cienega Creek.
It'll all happen in the ripeness of time.
Part XI (of I-XX)
By the new, future CP SP648 BERTRAM plenty of equipment was taking the Thanksgiving Holiday weekend off.
A bunch of equipment was also within UP’s fenced area in the photo background:
Continued in Part XII
Part XII (of I-XX)
On the west side of the CP looking east, there is that sole west side eastbound mast signal again visually between the old and new CP boxes.
As with the above photo, one of the benefits of this two-tracking is upgrading the signal system and the doing away with line side wires for the Centralized Traffic Control (CTC), which now uses radio waves for communication between the Dispatcher and onsite CP’s.
It is unreal that such old, archaic, short, mast target signals with electrical boxes common sixty years ago have survived to 2012.
Another view of the cantilever signal bridge.
Continued in Part XIII
Part XIII (of I-XX)
A close-up of the cantilever structure’s base:
For those that have irresistible urges to nighttime howl at a full moon at certain times of the month, this Salton Sea area is kind of desolate and an ideal place to find such satisfaction …
Seriously, the area is eerily spooky at night, even on full moons.
The turned aside color light head above is just short of being the height of a man! There is an unobstructed railings opening for when the head is facing towards the tracks.
A last look with the west side foreground (left) and background (right) new signals in view.
We now go to the west end of the Bertram siding.
Continued in Part XIV
Part XIV (of I-XX)
From Highway 111, a westbound telephoto of the west end of the Bertram siding. From left to right, the new and old east side westbound siding absolute signals, the old and new west side eastbound absolute signals (presently the Main, future Main 2), the nearly same aligned east side westbound old and new absolute signals (presently for the Main, future Main 2), and finally a new mast with both eastbound and westbound intermediate heads for the future Main 1.
A west side view looking eastward. The Main 1 far left signal is clearly seen to have heads for both directions.
A closer look at the west side eastbound signals:
The lower head on the left is a single-bulb unit, likely with a green bulb for yellow over green. The right mast has a lower full three-bulb head, like for a yellow over green as the left one, red over yellow for a siding entrance. All absolute type heads (at least the newer ones) have a red.
Continued in Part XV
Part XV (of I-XX)
Closer views still.
The new CP box (right) has the CP name plate reversed, and its identification is unknown. A possible (“possible”) designation could be CP SP646 WEST BERTRAM.
Continued in Part XVI
Part XVI (of I-XX)
At the next signals west, intermediates, the setting sun made for a dramatic sight with the very close Salton Sea! K.P. knew he was running out of time, but had just a few more places on the list to photograph.
Across from the setting sun view (above) was another intermediate signal set that apparently repeated a yellow over green of the signals just discussed to the east. The right lower head also has a yellow, for yellow over yellow to go eastward to prepared to go into the Bertram siding.
Those yellow over greens above may (“may”) be yellow over flashing green.
A couple of miles further west in this desert landscape are two masts, each with single heads.
Conspicuous on the electrical box for those intermediates was a florescent-like, whitish blue light.
Traditionally, electrical box lights have been of a yellowish white incandescent hue.
Continued in Part XVII
Part XVII (of I-XX)
K.P. passed westward by the big bridge without stopping, as there appeared nothing significant there. Below is a reshown October 7, 2012 photo of that bridge with intermediates in the background upper right.
Those above masts both have east side lower westbound heads. It was K.P. ‘obvious’ opinion they were the last intermediates before the future CP SP637 SALTON to the west. However …
Continued in Part XVIII
Part XVIII (of I-XX)
This trip found OTHER intermediates to the west, a city block or two east of the west switch of the Ferrum siding!
Another view after the train passed. The famed current west side eastbound three target head signal is seen on the left
The north side future Main 1 intermediate signal was erected, but its counter Main 2 intermediate signal had the Ferrum siding in the way, hence, it was laying just south of the siding track.
Continued in Part XIX
Part XIX (of I-XX)
Of course, the below photo shows the current west side eastbound three-headed target signal of the west end of the Ferrum siding.
Years ago the third head was used to route trains onto the north side straddling route to the Eagle Mountain private rail line that brought iron ore to be transported west on the Sunset Route to Fontana, CA and the Kaiser Steel Mill.
The branching off track is seen in the below reshown March 21, 2012 photo.
In very recently shown photos of that rail line going under I-10 a number of miles from the Sunset Route …
From the north side of I-10:
From the south side:
Forum contributor desertdog (John Timm) commented that he had passed over the Eagle Mountain rail line many times when traversing I-10.
Getting back to the Sunset Route … Another mood shot with a now gone sun. And, it was getting darker by the minute, too dark for photography at the future CP SP637 further west still
Continued in Part XX
Part XX (of I-XX)
Finally, we get back to the future CP SP637 SALTON. Fortunately, K.P. had taken a number of photos there during strong sunlight earlier.
The first photo in Part I is reshown here:
A stronger, closer-up view: The movable point frog signs are plainly in view, as well as the M.P. 637 marker.
Above, the present intermediate signal is seen on the background upper right.
The new CP box (right) … and a colorful portable restroom, like some in New Mexico by the building of the Santa Teresa block swop facility (for the followers of this thread).
There was an intermediate signal mast erected (signals un-activated) between the present east end of the Mortmar siding, at CP SP635 MORTMAR (M.P. 634.6), and the future CP SP637 SALTON. But, because of the darkening sky, a photo of those intermediates will have to wait another time.
K.P.’s assessment of the Salton Sea area two-tracking between CP SP637 SALTON and CP SP648 is that it is nearing being put in service. Surely, before Christmas -- hopefully, anyway. The future track EAST of CP SP648 not really having aggressive work done is surprising. Maybe UP is waiting for the next quarter, though some here at the forum dismiss the concept. So, if anyone hears or sees anything about the trackage of this post series, please let us know …
Surprising Glimpses of the Future at the Flyover
Colton, CA
Part A (of A-E)
On Friday, November 30, 2012, K.P. had opportunity to cross the Sunset Route four times in fifteen hours, all in the Colton area. A number of surprises were seen.
The first was near CP SP541 ICE DECK, which is the west end of the Ice Deck siding, the CP on the EAST side of the Santa Ana River. Thread viewers will recall a cantilever signal is going in there. This visit, a new, not installed nor anchored down CP box was onsite.
The placard on the new box was CP SP540 MT. VERNON, and NOT as the present one, CP SP541 ICE DECK.
Such a name plated box ON THE EAST SIDE of the Santa Ana River gives more evidence the present CP’s will be combined.
Continued in Part B
Part B (of A-E)
By the WEST side of the Santa Ana River, the present CP SP540 MT. VERNON has only had signals for Main 2 and the southeast quadrant’s BNSF connector. In recent times a counterpart burial base has been put in for Main 1. That base has now had its mast brought to the site and erected and heads attached (right).
A north side southerly view of the new Main 1 signals: East is to the left and west to the right.
Above, the new mast has a lower RIGHT stem for presumably an advance indication for an eastbound crossing over at CP SP542 LOMA LINDA from Main 1 to Main 2. What is surprising, though, is the mast does NOT have a LEFT east facing westbound stem for a lower head, for a diverging route under or west of Rancho Ave. for the big CP going in there (reshown photo below).
It is unlikely that ANOTHER set of signals will be erected close to the top of the Colton Flyover in advance of the future big interlocking west of Rancho Ave. Such no lower head would be consistent with the PRESENT Colton Crossing arrangement.
Except for the future big CP west of Rancho Ave., then, all (or at least most) of the new signals may be only a temporary arrangement. But, time will tell on that.
On the top two photos, an important note: The two masts (left on first photo, the background in second) are short. If theorized correctly, BOTH will have to be traded out for masts with two-bulb lower heads, for yellow over yellow, red over flashing red, and of course, red over red.
Continued in Part C
Part C (of A-E)
The following two September 13, 2012 photos are reshown so the next three after them can be better understood. Note how the concrete is STRAIGHT towards the then east end of flyover construction.
It has long been felt by K.P. that the Colton Flyover would be a high speed one that would expedite trains over the BNSF Transcon. However, on the visits for this report (after a few weeks of absence and additional construction), things are now looking otherwise. From that above post’s new mast signal area looking west:
Instead of a swooping alignment shift to go over (or come off of) the flyover, a lower speed curving seems to be being put in structure-wise. Note the abrupt angle change on the above three photos, especially the last one.
Continued in Part D
Part D (of A-E)
It was getting quite dark now, and K.P. decided to check out one last place, where he knew NOTHING new would be present, the Colton Signal Dept. But, what a surprise was found there too! By all the stacked up masts (with no signal heads) were TWO new CP boxes for the big CP going in WEST of Rancho Ave. The boxes were placarded CP SP538 RANCHO …
… the same designation as the present crossovers CP that is EAST of Rancho Ave. (previously shown September 22, 2009 photo) …
… that will be done away with.
Continued in Part E
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