diningcar ONE QUESTION BILLIO, YOU ARE ASSUMING THAT THE EXISTITING RIGHT OF WATY ON THE CALIFORNIA SIDE OF THE COLORADO RIVER IS INSUFFICIENT TO ACCOMPLISH DOUBLE TRACKING, WHY? THE ROW IS SURELY 100 FEET WIDE AND PERHAPS MORE. THEY MAY NEED A TEMPORARY EASEMENT DURING CONSTRUCTION, BUT UNLESS MORE INFO IS DISCLOSED IT WOULD SEEM THAT THE EXISTING ROW IS SUFFICIENT, AS IT IT IN OTHER LOCATIONS.
ONE QUESTION BILLIO,
YOU ARE ASSUMING THAT THE EXISTITING RIGHT OF WATY ON THE CALIFORNIA SIDE OF THE COLORADO RIVER IS INSUFFICIENT TO ACCOMPLISH DOUBLE TRACKING, WHY?
THE ROW IS SURELY 100 FEET WIDE AND PERHAPS MORE. THEY MAY NEED A TEMPORARY EASEMENT DURING CONSTRUCTION, BUT UNLESS MORE INFO IS DISCLOSED IT WOULD SEEM THAT THE EXISTING ROW IS SUFFICIENT, AS IT IT IN OTHER LOCATIONS.
Excellent question, Diningcar. The bridge carrying the existing single track across the Colorado River is closely paralled downriver (to the south, as the river flows) by a highway bridge (Quechan Road, per Google Earth), which effectively precludes building a second span downstream. Immediately (within 100 feet of the river) on the California side of the river, Quechan Road turns 90-degree left at a T-intersection and then bends about 80 degrees back to the right, again parallelling the railway. The roadway from the T-intersection that continues straight runs up an embankment and passes above the track, which bends about 10 degrees to the left, passing through a cut through the embankment and parallelling Quechan Road. The land here -- all of it, insofar as I can tell and have read, belongs to the Quechan Indian tribe, and I have also read that the tribal elders do not look kindly on giving up their land to support a second main track. Moreover, I'm not sure eminent domain works real well in instances of this sort: I recall reading that back in the late 1970s-early 1980s, UP had to secure permission from the Palouse (I think) tribal elders/council/whomever to effect a line change on Indian land at Minthorn, Oregon (Yes, I'm a line change dweeb). To sum up, I don't think UP enjoys a 100-foot-wide swathe here, which constrains them severely. As for a construction easement, they'll have to take it up with the tribe.
I hope I've explained my assumption satisfactorily; it might help to view the ROW with Google Earth.
Cheers!!
Glamis is the best place for equipment storage between Niland and Yuma.
Remember, there are no grade crossings for about 20 miles in either direction. A lot of track equipment (tampers, regulators) moves by flatbed truck and those trucks would not be able to navigate the sandy access roads. This would also make a good place for heavy equipment repairs on locomotives or freight cars for the exact same reason.
But like I said, I'm not totally convinced the controlled siding will be downgraded just yet. Time will tell.
MikeF90 -- check your private messages. I sent you something you might like.
The Overpasses-Orama Series Posting Schedule
Monday, March 4, 2013: 7 Posts
From the Mountain Ave. Overpass, Ontario, CA (4)
Some Odds and Ends, Ontario (2)
The Milliken Ave. Flyover, Ontario (1)
Tuesday, March 5, 2013: 7 Posts
Citrus Ave. Bridge Widening, Fontana, CA (1/2)
The Big New CP SP538 RANCHO, Colton (1/2)
From the Rancho Ave. Overpass West of the Colton Flyover, Colton (6)
Posts are scheduled to be up by 9:00 A.M. on the scheduled date, but likely much, much earlier.
Concerned One of the Hot Current Discussions Herein …
Some Reshown August 5, 2008 Photos of the Yuma, AZ Colorado River Bridge Crossing for Those Interested
Looking north:
Looking south:
The Colorado River:
Posting Continued …
----------------------------------------------------------------------------------------------------------------------------------- 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.
A Special Reply to Clyde Acolita (2-28, 3-1, and 3-2):
Part 101 (of 101-103)
Many followers of this thread, Clyde, without a doubt have appreciation for your effort in compiling insider information about the two-tracking of the Yuma Subdivision between Thermal, CA and Yuma, AZ, especially where the future CP’s will be.
In going over your great material, it was noted there were a few uncertainties and questions about certain spots. While this contributor obviously doesn’t have access to what you are privileged to access, nevertheless, he has formed some opinions on what is very likely to take place at several locations. Like your post, the following reply presentation will be on a west to east basis.
The present end of two-tracks from the WEST is at CP SP620 THERMAL (M.P. 620.2), east of Indio, CA. It is the east end of the old Thermal siding so has only a 30 M.P.H. switch and has persisted as such since 2009.
Dispatchers have apparently figured out that situation slows the eastbound operations down, so often crosses over eastbound trains (at the background crossover below) using CP SP615 COACHELLA (M.P. 615) to keep them moving relatively fast.
Do you know, Clyde, if the future CP to the east, at M.P. 625.9, presumably to be called CP SP626 MECCA, is coming anytime soon so eastbound trains won’t have the slowing problem at Thermal?
The Mecca area is relatively level ground and flat, as the reshown westward view below of the west switch.
Continued in Part 102
Part 102 (of 101-103)
You mentioned the Niland’s East End would be reconfigured, so with the two-tracking a single-crossover will be put in with a Main 2 junction switch (present switch below foreground) will be for the east leg of the wye to the Calexico Sub.
Above photo is reshown, and is among the earliest photos in this thread, shot back on March 3, 2008.
Currently, the East Leg of the Wye junction switch is at M.P. 667.8. The east end of the now combined long CP is at M.P. 667.9, but you, Clyde, show that the future CP will be at M.P. 668.0. Even allowing for the single-crossover of unknown speed, the numbers don’t add up, leading me to wonder if UP has making a sweeping East Leg of the Wye curve in the cards.
That above 2008 photo has a mast signal with two regular heads. Recently, it was photographed, and it had three heads as it has had for several years.
Continued in Part 103
Part 103 (of 101-103)
About the Glamis siding at Glamis, CA between CP SP697 MESQUITE (M.P. 696.8 / the junction to the Mesquite Landfill site) and CP SP699 GLAMIS (M.P. 698.7), you mentioned that that old siding (left) …
… will be severed at Highway 78, and be turned into a 5800-feet “non-revenue” track, which I interpret as either a spur (one switch at the west end) or a siding (switches at both ends). You also said that “doesn't make a whole lot of sense in my opinion.” In a way it doesn’t, but in another way it does!
In Arizona, at the end of a long two-track section from the east, is the relatively new CP SP876 ESTRELLA (M.P. 876.2), where activity was once taking place.
From near there west is the old Estrella siding, the WEST switch of which is still present, presumably for another “non-revenue” track!
K.P.’s estimation of that above track is a place, though seldom used, for maintenance of way equipment to clear up for the night or employees time off periods … Equipment such as active at the Bosque, AZ (M.P. 862-864) area back on January 29, 2010.
As seen above, sometimes such equipment in operation is quite lengthy, and a long “non-revenue” track would be ideal for such equipment to spend the night instead of tying up a revenue siding.
So, Clyde, your ‘professional opinion’ on all this series’ issues is desired.
Take care,
K.P.
K.P.:
I honestly don't know how the "schedule" or lack thereof will play out. Every person I ask has a different answer, plus the UP continues to circulate powerpoint presentations showing completion dates years in the past. That's why I appreciate your photo updates!
You are correct about Thermal. Dispatcher 244 frequently uses the east crossover at Coachella to avoid the slower turnout at Thermal. I don't think it causes that much gridlock. For whatever reason I don't think they're in any hurry to finish the Thermal to Mecca to Salton segment. As you know, they didn't finish the crossovers at Salton, and they installed PTC equipment at Mortmar which tells me they plan on Mortmar being around for a while.
The first photo in your part 102 update shows the culvert at Niland just east of the wye turnout. That culvert is MP 667.90 and the crossover will be built starting at MP 667.93. No changes to the alignment of the wye tracks.
Look closely at the SP669 signal you pictured. Actually has 4 signal heads. The side light displays a flashing yellow light to form an old school Restricting aspect. The main signal heads will display red and the side light will be flashing yellow. Very rare.
As MikeF90 and I were discussing, it's hard to say what will become of the Glamis siding. If the "non revenue" intentions pan out, I don't understand the reasoning behind severing the siding at the grade crossing.
Clyde
MikeF90 ...[Snip]... @billio, I'm mostly in agreement with you. I now avoid posting long speculations since I've learned that (invariably) they will have to be retracted. . Mike, your laughing face brings to mind the reaction of our accounting department to my traffic prognostications many moons past. - Pomona to Colton double tracking is a minefield, mainly due to an ongoing pipeline 'protection' lawsuit with Kinder Morgan. SP foolishly let the predecessor pipeline company Not hug the property line during construction. Still, the Montclair yard area construction should let them replace two short sidings with six miles of 2MT. Colton flyover completion at y/e 2013 makes this work urgent. - I'm surprised the Shawmut grade hasn't been fixed sooner..[me too].. we'll see. A new CP with the expected spacing would drop in midway between Estrella and east Gila Bend (link). - The Mohawk pass isn't an issue IMO because they've built a siding there already. Ask the DS which way to build (east from Wellton or west from Stanwix). - A new Colorado River bridge is indeed last priority complicated by local politics / severe HUA on both sides of the river. Note that the ~10 miles of grading west of Mesquite/Glamis was completed before the Niland area - contract glitch or next track laying? Don't know. UP has a funny way of grading the future right of way and then just leaving it, coming back to lay the track only years later; they've done so between, oh, Rillito and Tucson quite early in this lengthy thread, and they're only this year poised to complete the line construction. And, on the Blair Sub, they have graded the right of way from California Jct. to the Missouri River, and from all that I can gather, are content to leave the second track unlaid, letting the fruits of their labors go unclaimed for a year or two--or three. Regarding the timing of grading west of Mesquite/Glamis, makes little sense to me, as no track has been laid down here yet, but, in all fairness to them, the guys in Omaha may know a few things that we sideline kibitzers are not privy to.
...[Snip]...
@billio, I'm mostly in agreement with you. I now avoid posting long speculations since I've learned that (invariably) they will have to be retracted. .
Mike, your laughing face brings to mind the reaction of our accounting department to my traffic prognostications many moons past.
- Pomona to Colton double tracking is a minefield, mainly due to an ongoing pipeline 'protection' lawsuit with Kinder Morgan. SP foolishly let the predecessor pipeline company Not hug the property line during construction. Still, the Montclair yard area construction should let them replace two short sidings with six miles of 2MT. Colton flyover completion at y/e 2013 makes this work urgent.
- I'm surprised the Shawmut grade hasn't been fixed sooner..[me too].. we'll see. A new CP with the expected spacing would drop in midway between Estrella and east Gila Bend (link).
- The Mohawk pass isn't an issue IMO because they've built a siding there already. Ask the DS which way to build (east from Wellton or west from Stanwix).
- A new Colorado River bridge is indeed last priority complicated by local politics / severe HUA on both sides of the river.
Note that the ~10 miles of grading west of Mesquite/Glamis was completed before the Niland area - contract glitch or next track laying?
Don't know. UP has a funny way of grading the future right of way and then just leaving it, coming back to lay the track only years later; they've done so between, oh, Rillito and Tucson quite early in this lengthy thread, and they're only this year poised to complete the line construction. And, on the Blair Sub, they have graded the right of way from California Jct. to the Missouri River, and from all that I can gather, are content to leave the second track unlaid, letting the fruits of their labors go unclaimed for a year or two--or three. Regarding the timing of grading west of Mesquite/Glamis, makes little sense to me, as no track has been laid down here yet, but, in all fairness to them, the guys in Omaha may know a few things that we sideline kibitzers are not privy to.
KP you talk about the wind, if you had wind and no flies you are lucky. I did the trip from Colton to El Paso in October 2012. In the Salton area for 50 miles I could not get out of the SUV without be attacked by hundreds of flies. I took 30 GB of photos and video. Had a great Time!! From Glamis on route 78 in took the Ted Kipf sand road 35 miles to Ogilby. What an experience, the 2009 ford escape made it with no problems so lonfg as I kept moving 30-40 MPH. Could only stop in a few places where it was hard pack. Took a couple of side trips off road to the the right of way but it was very iffy going off the sand roadway to just sand . Would not reccommend it unless you have high clearence 4 wheel drive vehicle. I bottomed out a lot in the all wheel drive escape. It definitely had my adrenaline running!!
Clyde Acolita ...snip... A lot of track equipment (tampers, regulators) moves by flatbed truck and those trucks would not be able to navigate the sandy access roads.
billio ... snip... Regarding the timing of grading west of Mesquite/Glamis, makes little sense to me, as no track has been laid down here yet, but, in all fairness to them, the guys in Omaha may know a few things that we sideline kibitzers are not privy to.
Forgot to mention from my last trip - progress near the new PHIMF siding on the LA sub is still slow. One bridge pier at Peck Road is being worked on. No new crossing panel, track or control point activity at Workman Mill Road that I could see.
LATE UPDATE - per latest aerial views the billboards along the Alhambra sub between AL529 and AL531 have been Removed! More room for track work ....
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! ***
Update as of Wednesday, February 27, 2013
Overpasses-Orama
Part “A” (of A-G; Overall A-N)
From the Mountain Ave. Overpass
Ontario, CA
On Friday, February 22, 2013 this westward photo from San Antonio Ave. in Ontario was shown (Page 239).
In the background of that above photo is the Mountain Ave. overpass over both the SP Sunset Route and LA&SL Los Angeles Sub. That overpass is where MikeF90 shot two of his Part 2 post’s photos, and is where the photos that follow were shot from.
Looking west from the Mountain Ave. overpass: The SP Sunset Route is seen with the North Montclair siding in the background. Note the two ribbon rails on both the left and the right of the single-track Main.
Looking east:
The graded area just south of the presently single-track Main is well watered and traveled.
Continued in Part B
Part “B” (of A-G; Overall A-N)
On the LA&SL side now … MikeF90 was right: It appears a track will be laid coming towards the camera on the upper background left to the middle of the photo to the photo bottom.
It is right by the east switch of the LA&SL Montclair siding.
Above, as the grading comes toward the camera, it is angled as if a slanted route west would go back to the SP side.
Continued in Part C
Part “C” (of A-G; Overall A-N)
Looking west, the angling is semi-obvious.
In the lower above photo, it appears plenty of construction is taking place, for what is unknown. A closer view:
Continued in Part D
Part “D” (of A-G; Overall A-N)
The present Montclair Yard trackage:
From over the LA&SL, a westward view of the yard and cantilever signal.
An eastward telephoto down the LA&SL, towards downtown Ontario.
Above, where the Maroon vehicle is on the lower right is San Antonio Ave. (Ontario). Somewhere by the dark spot in the center is where a No. 20 40 M.P.H. switch will be put in, making the old dilapidated left track more used.
A semi-side telephoto looking east with the grading on the lower left:
Continued in Part E
Part “E” (of A-G; Overall A-N)
Some Odds and Ends
Reshown eastward views of the ties for the new LA&SL switch by Sultana Ave., near where a branch track crosses with a now angled diamond:
The stenciled blue numbers on the ties appear worn. Maybe this future switch was installed somewhere else before!
The area of the future switch, reshown, looking west:
The new switch, from a posted diagram, is supposed to be a No. 20 good for 40 M.P.H. That honestly strikes K.P. as odd, especially since it will lead into whatever is being built west of Mountain Ave. It is wondered if the switch is a prelude to combining such with the present end of two-tracks about a mile to the east, making one long CP with a diamond in it.
Continued in Part F
Part “F” (of A-G; Overall A-N)
Previous, the ties from a new, uninstalled switch by San Antonio Ave.(Ontario) were stenciled with numbers, leading to the conclusion they were No. 15’s of the 30 M.P.H. type. This trip, K.P. returned to the Sunset Route at Cucamonga Ave. and loosely counted ties of the new uninstalled switch there …
… and they were in the 120-125 range, a count known to be for No. 20 turnouts, good for 40 M.P.H.
By the conclusion of the Mountain Ave. visit, K.P. had worked up a tremendous appetite, and long knew there was a great place to eat just down the street.
… but had forgotten the eating establish was closed on Wednesdays … Talk about torture and disappointment … Great place to eat if you are ever in the Ontario, CA area. K.P. has no financial interest in the place, but is just passing the info along for those that might be in the area sometime and have a need to pacify the tummy.
Continued in Part G
Part “G” (of A-G; Overall A-N)
The Milliken Ave. Flyover
The intersection of Milliken Ave. and Guasti Rd. was a nightmare, as the area is being redone for more traffic lanes and the sidewalk was closed.
As seen above, the Flyover’s side walling seems complete now.
--------
Parts H to N will be presented Tuesday, March 5, 2013 by 9:00 A.M., but likely much, much earlier.
Part “H” (of H-N; Overall A-N)
Citrus Ave. Bridge Widening
Fontana, CA
The Citrus Ave. exit of I-10 was stopped on, literally on the freeway, traffic was so bad that it stopped, afforded a few grab shots, one of which is below.
The overpass construction seems to go right up to the old north walling, (left) next to an area that could be used for a second-track. It is the same as before, as in the following reshown early posting photo from October 17, 2008.
It is unknown if four-tracks will fit under the bridge opening, but if the future south of the siding track is short and stub ended (it is dark electrically), three-tracks will fit fine.
The Big New CP SP538 RANCHO
Colton, CA
Traveling eastbound on I-10, before Rancho Ave. was reached, a quick detour at Pepper Ave. was made, at the east end of West Colton Yard’s Departure Yard. A view of the west CP box was had, and photographed.
A ‘grab shot’ was also taken of the east box, a very difficult photo to take just west of Rancho Ave.
That box looks unanchored, yet to be final positioned and leveled.
Continued in Part I
Part “I” (of H-N; Overall A-N)
From the Rancho Ave. Overpass West of the Colton Flyover
Previously, some type of walling (lower left) was being erected that did NOT line up with the Colton Flyover.
On the Wednesday, February 27, 2013 visit, things were becoming clear. A south side photo looking north:
While there doesn’t seem to be anything on the web about it, but Caltrans is widening the I-10 Freeway and the on-ramp is being moved southward. The walling may be for that. Also, the Rancho Ave. overpass may be planned to be widened, especially for a lane to get on the eastbound I-10.
Continued in Part J
Part “J” (of H-N; Overall A-N)
South of the new freeway on-ramp walling the Flyover’s far western slope is being constructed like the Milliken Ave Flyover in Ontario, filled with dirt!
This new phase of construction, the pouring of sand into the far western part of the flyover bears a striking similarity to the Milliken Ave. Flyover in Ontario, only 13 miles to the west. The two below reshown views were shot on February 5, 2013, less than a month ago.
Continued in Part K
Part “K” (of H-N; Overall A-N)
In an odd situation, the dirt filled part (lower left) does not line-up completely with the concrete filled part (lower right).
Another view: Main 1 is very close to the rising flyover.
K.P. surmises that IF the dirt filled part was normal width all the way to the west end, it would eventually encroach upon the alignment of the present Main 1 (the left of the right two tracks).
A new Main 1 will probably be laid first over the flyover. Afterward, the present Main 1 will be pulled up, and the dirt filled part extended to its full width.
Continued in Part L
Part “L” (of H-N; Overall A-N)
More views of what is believed to be a future freeway onramp.
A lone westward view: Pepper Ave. is on the upper left, and the WEST box for the future CP SP538 RANCHO is barely visible between the two closest metal poles on the left.
Continued in Part M
Part “M” (of H-N; Overall A-N)
The logistics of dumping sand into the flyover is a show in itself.
Continued in Part N
Part “N” (of H-N; Overall A-N)
A few last eastward looks:
A broad overview: The freeway onramp walling, and the flyover’s different construction methods (foreground-background).
A heavy telephoto:
With the planned elimination of the present ground level Main 1, the BNSF Connector will have to realign and connect to the present Main 2, which obviously will be renamed. The present Main 2 will swing to the left and then wing back right and cross the BNSF at an angle, an angle being used to lessen the wear and tare of the remaining diamonds.
The Colton Signal Dept. in the southeast quadrant of Colton Crossing was went by, but nothing new appears to have been added.
-------------
This will conclude the “Overpasses-Orama” posting series.
Minor Tucson update.... A Herzog ballast train was dumping rock between Rillito and Marana on Sunday. Haven't had a chance to see how far they got, and didn't get a car count, but there sure was a lot of dust in the air.
The bridge at Marsh Station Road should be down this week...
Another follow up observation from my Montclair yard trip post (with improved images). Looking west from the Ramona Ave overpass I can't see signs of box culvert work needed for the new track.
The Monte Vista Ave closure should be over - time for another trip to see what they've done ....
** Slightly more detailed Tucson Update **
Took a spin earlier out to Marana today, and found a lot more has been going on than I first thought...
1) CP Marana
When I was last up that way two weeks ago, the Harsco crew had just finished laying Track 1 from Rillito, but there wasn't a turnout on the eastbound path.
Today, I got a nice surprise.... The UP closed the main to traffic in order to do some grade crossing work at Marana Road, and I was able to get a few photos just before the window expired and the line re-opened...
This is the view facing east... The full right-handed turnout is now in place, including the non-diverging eastbound on Track 1 (I'm going to refer to the tracks in order, regardless if they're in service...). That's a pretty significant event, in that MOW can now enter Track 1 from CP Marana. Up until recently, crews could only enter T1 down towards the west end of Kino.
Additionally, the first half of the left-handed turnout is built, and waiting to be cut-in. The numbered ties for the second left-handed turnout have been present for a while. I'm guessing that they will do them independently, as traffic flow can still be maintained on the other track as long as it's not being touched...
2) CP Sabino
Last month, I'd posted a long essay on cutting in the live half of the left-handed crossover from T2 to T1... At some point, the second half of the left-handed crossover was cut in, although it has yet to be tamped and leveled. T1 is sitting a good 1ft or more below T2 (the existing main). Again, somewhat significant, in that MOW equipment can make the transition from T1 to T2 without needing to go all the way to Kino or back to Marana.
There is a collection of parts sitting at the site for the right handed turnouts, and unlike CP Marana, I suspect they'll do another 4 or 5 hour maintenance window to close down T2 to cut in the first half of the crossover, and then get around to the second half at some other point. It will be interesting to see which comes first -- tamping and leveling, or the crossover...
3) The Ballast Train....
The train I'd seen in motion Sunday afternoon was still sitting near Marana Road yesterday, with 4 road units and 72 now-empty Herzog hoppers. They still have about a mile left to ballast on T1, so I'm not sure what will happen -- it might be able to be restocked in-place using front-end loaders or one of the ballast snakes I'd seen UP using a few months back to create some stockpiles near the various grade crossings and work sites. More likely, the empties will eventually head out, and fresh loads brought in.
** Not an Update, but some Tucson Speculation... **
It's still a little fuzzy to me what will ultimately happen with CP Kino....
As of now, there are no new signal masts erected at either end of the control point, as there has been at the other CP's in that stretch of track where the siding has been retained.
That leads me to believe that the siding may be tagged for elimination. If the alignment shift occurs where it is expected west of the CDO Wash Bridge, there's only about 3300' of siding possible, which is far too short to be of any use except perhaps as a RIP or MOW siding. The list of planned siding eliminations presented last week for the Yuma Sub was quite informative...
What are the chances of accidentally finding that for the Gila Sub?... ;)
Covering a Number of Bases
K.P. was out on the loose again Monday, March 4, 2013, and covered a lot of bases.
The following is a resultant posting schedule and subject matters:
Thursday, March 7, 2013: 7 Posts
The Colton Flyover
LA&SL Bridge Replace Over the 91 Freeway
Riverside, CA
Friday, March 8, 2013: 7 Posts
LA&SL-Streeter Ave. Grade Separation in Riverside
The Odd Construction between the SP and LA&SL
Montclair-Ontario, CA
The New SP Switches by San Antonio Ave.
All posts should be up by noon Pacific Time on the scheduled date.
Delaying getting the material to the forum was that K.P. was involved in a nearly 16-hour dispatch Wednesday, March 6, 2013, during which he was back in the Ontario-Pomona area briefly, and acquired a bit more photos, but there was nothing overly significant, except concerning a rather mysterious development involving very dirty riprap of the very, very big bolder type! A schedule for presenting that to the forum is pending.
Update as of Monday, March 4, 2013
Part I (I-VII, Overall of I-XIV)
At the east side of the Colton Flyover construction, as previously noted in this thread, a new signal mast has been erected but the lower head had not been on yet.
The above forefront two-direction headed mast for Main 1 (with only a lower right stem but its head not installed yet) has troubled K.P. because of the lack of a left lower stem for a lower left head for westbound trains, and the site was return to for more area study in case something had been missed. Low and behold, the railroad figured out what K.P. already knew, and apparently changed out the whole signal mast!
So now, K.P. is at peace with everything making sense! But, a new question has arisen … The new lower left head has a two-bulb unit. Either it will be an absolute signal (unlikely) or the left lower head will have yellow and lunar bulbs (likely). As seen in the below reshown view from Rancho Ave., the next future signal interlocking is the big CP SP538 RANCHO. All crossover and turnout ROUTES are 30 M.P.H. except the one going up the East Leg of Wye to the Palmdale Cutoff (top), which has a 30 M.P.H. turnout, but the route is timetable restricted to 15 M.P.H., making a yellow over lunar by Mt. Vernon in order.
The just above photo was previously shown.
Continued in Part II
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