We had two DD40 on the train. One was #8022. Did not get a pic of the other DD40 due to the curvature at the Tyler station. The original plan was to run to Murchaeson where there is a passing track to permit the engines to run around the train for the return trip. Had five coaches on the train including two domes and one open vestibule car. The train was immaculate. They must have washed it overnight. The best laid plans go astray. UP is rebuilding the track between Tyler and Corsicana. The work was behind schedule and we could not get a window for the trip. The final plan was to run east to Big Sandy and return. To do this since there was not a convenient passing siding the engines were split and had one on each end of the train. We held up a couple hot trains for our trip. The track we used, the former Cotton Belt, is used for southwest bound trains whereas the Mopac, a few miles to the east, is used for northeast trains. All in all is was a great two hours of training. Will do this any day. Guess my service on the East Texas Council of Government as Henderson county's rep on the Rural Transportation Committee has some great benefits. Our committee is investigating having a commuter train from Shreveport to Dallas. Unfortunately this will not happen in my lifetime (age 73).
K.P.:
One does not see the word "humongous" very often-- though very appropriate here.
Perhaps the bridge engineers wanted to give local taggers more "canvas" to practice their delinquency? Certainly, a stronger span was needed to cross the wider distance over the expanded freeway, but it will block the view of would-be train-spotters below.
John
The second main track between Sabino and Stockham was placed into service today. The north siding at Stockham remains as a CTC-controlled siding. Kino is history.
A Sunday Update Outing
Yesterday, Sunday, October 13, 2013, after a necessity in Fontana, three areas were focused on of known construction activity, namely Montclair, Riverside, and Colton, CA.
Recently the following August 18, 2013 alternate Sunset Route Riverside 91 Freeway railroad bridge replacement view was shown, with the new center pier erected (left).
Now, the replacement bridge has been installed, is humongous and dwarfs the old one.
A full update findings report for construction in Montclair, Riverside, and Colton should be ready for posting in two to three days.
----------------------------------------------------------------------------------------------------------------------------------- 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.
Is It Wondrous Wishful Thinking?
Montclair-Ontario, CA
In Southern California, concerning the future railroad facility between Monte Vista Ave. in Montclair and San Antonio Ave. in Ontario, the concept of slow westbound trains going into the new facility and irritating local motorists by their slowness over grade crossings was recently conjectured about in these post pages. The following has been gathered from material put out by the Alameda Corridor East people (of unknown date) whose function is to have rail-auto grade separations built. Their projected sites cover a wide area, including Montclair-Ontario. Below is what they were considering, with separation structures extended between the SP and LA&SL sides unless otherwise noted. Future irritated local motorists may be a catalyst towards sudden efforts to bring about new grade separation funding.
Montclair:
Monte Vista Ave.: Overpass
(The WEST end of the new facility)
Central Ave.: Add to present overpass
Ontario:
San Antonio Ave.: Underpass
(The EAST end of the new facility)
Vine Ave.: Overpass (Only two lanes)
Sultana Ave.: Overpass (Only two lanes)
Campus Ave.: Underpass
Bon View Ave.: Overpass (Only two lanes)
Vineyard Ave.: Overpass (SP Alhambra Sub)
Vineyard Ave.: Overpass (LA&SL Los Angeles Sub)
Archibald Ave.: Overpass (Los Angeles Sub)
Milliken Ave.: Overpass (Los Angeles Sub)
The information for Monte Vista Ave. (Montclair) and then San Antonio Ave. to Bon View Ave. (Ontario) make no mention whatsoever of the roadway that straddles the LA&SL. That may be nothing, but the fear of K.P. is that the present public roadway straddling the UP Los Angeles Sub will be cul-de-sac ended at each grade separation, so a train could not be followed or easily observed.
Some of the above ACE grade separation possibilities are NOT currently listed on the SANBAG website, so may be way down the road if ever, but the ACE list should give the forum some possibilities to ponder in relation to the new UP Montclair facility.
The switch by the orange traffic cone will be DTMF-radio controlled by the train crews as needed. No dispatcher control or absolute signals.
The Red Rock Yard in Arizona
What a P.R. Masterpiece!
An outfit (with a ".gov" extension) has put out a stunning Public Relations winner extolling the future UP Red Rock Classification Yard in Arizona on the Sunset Route. It almost makes one want to move there!
LINK: Check It Out!
Once linkers are in the site, moving around therein will thrill most at the forum.
Enjoy your trip!
Maybe Not So Bad
Ontario, CA
Earlier today K.P. posted what appeared to be the case for track and signals in the Ontario-Montclair, CA area new staging tracks. On a more thorough review, including highly blowing up of photos, hopefully, a more accurate situation can now be conveyed to the forum.
PHOTO “A”:
NOT previously shown is this eastward photo from the Mountain Ave. overpass in Ontario.
In that above view, the cross San Antonio Ave. is observed just below photo center, with the new signals for the new single crossover CP and a branching off to the right track for the new facility.
Part of the interpretation problem has been UP’s use of manual, non-CTC switches. Note the bottom two photos of the Part V above, on the previous series. The closer of the two new switches is clearly a manual, hand throw one.
PHOTO “B”:
However, a highly blown up view shows the back switch has a dual-control switch motor (by the orange cone).
PHOTOS “C” and “D”:
From San Antonio Ave. now … two views, one kind of normal, the other a highly blown up one with the just below center and slight right of, a black switch motor.
So, a westbound on either main destined for the new facility could get a red over flashing red, red over yellow, OR either depending if the track ahead is occupied or not. But, the norm likely will be the red over yellow possibility.
If that is the case, a westbound train crossing San Antonio Ave. for the new facility, if traveling 30 M.P.H. in accord with the turnout speed, should completely cross the roadway within a tolerable time for motorists. If an engineer dilly dallies around, or a train enters under red over flashing red, motors are likely to be on the hot tempered side.
PHOTO “E”:
The counterpart to the upper PHOTO “B” switch: It too does NOT have a dual-control motor.
The new, un-activated signals on the WEST end imply two additional tracks will be laid to the EAST end, and implies the east end will also have a corresponding amount of signal erected as well.
Personal Memo to ccltrains (10-8A):
Enjoy your ride, Dick.
I wonder if you will get DDA40X UP 6936 or one or more of the E-units powering the train!
Best,
K.P.
KP-
My comment was a little tongue in cheek. I think anyone can see how the final configuration will be. The center track (from the bottom of the photo) will be connected to give a straight through run whereas the left track will be connected to the sideswipe track segment. There may be additional track work to permit interchange between the tracks. I do appreciate what you are reporting on. Being 2,000 miles to the east my chances to inspect the double tracking is limited.
On a good point, as Henderson county's rep to the Rural Transportation Committee of the East Texas Council of Governments I have been invited to ride on UP's safety train from Tyler to Murchaeson round trip on Thursday. Did this several years ago while a director of Dallas Area Rapid Transit and it was very interesting.
Dick
ccltrains (10-8):
Yes, presently a side swipe situation could be interpreted, but that will not be the case. Both new and old track is present at the location you pointed out, but it will not end up that way, and the old track will be removed.
In the last few hours I’ve been reviewing photo files, and now have photo evidence that nothing ‘nuclear’ will take place in the Montclair-Ontario, CA area. (Hehehe.) I had to blow up some photos to see it, and have made sense out of what previously didn’t make sense. Things had started to look contrary to what a source previously indicated, but now the source has my renewed confidence.
Hopefully, I’ll have a case to present to the forum tonight or tomorrow morning.
Take care,
I feel that if things stay as shown in the two photos of part V that trains will sideswipe. I suspect that good things will come in the future as KP pointed out with some revisions in the track layout.
A Mystery Halfway Solved!
Early on Monday, October 7, 2013 the following photo of the temporary Signal Dept. Yard just west of San Antonio Ave. in Ontario was posted.
Us outsiders (most of us anyway) don’t know where the grade crossing flashers bridges will be installed at. But, in reviewing recent file photos, the following September 11, 2013 post photo stood out:
The grade crossing at San Antonio Ave. in Ontario, just a block or two’s distance from where the flashers bridges are presently staged at, has a new burial base, and it looks to be of a much heavier duty type than the typical. So, K.P. is betting that is the grade crossing location where the flasher cantilever structures will be installed at.
Is a Nuclear War Looming in Ontario?
Freight trains passing the SP-side San Antonio Ave. grade crossing location in Ontario can go 60 M.P.H., and those utilizing the PRESENT nearby North Ontario siding are authorized to go 30 M.P.H. However, with the soon to be two-tracks thereat, and the new Montclair facility just to the west of San Antonio Ave. (Ontario), in light of the proliferation of manual switches in that facility, westbound trains heading into the new facility will probably get a red over flashing red signal. Flashing reds require a slow speed movement, so the grade crossing will be train-blocked much longer with longer lines of vehicles backing up, probably exasperating locals. Intensifying the delay to motorists will be trains stopping to line manual switches in the new Montclair facility.
The railroad may have underestimated the backlash from the local citizenry. Thus, this may be one area the forum may want to watch developments-wise very closely …
A Memo to Norm48327 (10-6):
Thanks for the tipoff. I had suspected what you advised. When things don’t jive, usually there is some hanky-panky, and hanky-panky in the realm of law enforcement does not honor them one bit …
A ‘Messing Up of a Camera’ Warning
How on earth could a person mess up a camera just taking photos of the Sunset Route?
“K” Street in Colton, CA has had a cul-de-sac end since the Mt. Vernon Connector was put in a number of years ago. A nice, decorative concrete and rod iron walling arrangement cordons off the tracks from the public street.
That rod iron work around much of the cul-de-sac has made for a nice stabilizing place for a camera the few times K.P. needed a camera stabilized. But, that nice stabilizing place was found to be not so nice this past time. Tree sap was unsuspectingly on the tops of the rod iron, and it managed to get over much of the camera before K.P. realized what was happening.
The next day the camera successfully received a mild “Goo-Gone” treatment, and photo taking is back to normal. But, if any thread followers ever happens to be by that “K” Street col-de-sac, be forewarned that the innocent looking trees and fence-like railing might just be out to attack your camera!
Take care all,
Update as of Saturday, October 5, 2013
Things Developing
Colton and Ontario, CA
Part VI (of I-VI)
Looking west from the Mountain Ave. overpass, the angled track between the south and north sides looks strangely out of alignment now for an unknown reason.
Looking west down the alignment of the new non-mainline track, with the semi-empty ballast cars on it.
A heavy westward telephoto: What a gem of a view and what is in it!
There are the three new westbound facility signals (two without tracks yet), the old Montclair siding signals (right), the new far west eastbound signals, and the east side westbound mainline signal on the cantilever signal structure. On the cantilever structure, the Central Ave. overpass seems to semi-block them. And, on the far, lower right, how about that double-jog future Main 2?
In that last above photo, just right of the left new facility mast signal, the LA&SL can be seen in the background. Notice the alignment changes and swings to the left. The old Montclair Yard (far left) aligns with that slightly angled LA&SL track.
Well, all these views taken from Colton and Ontario should give the forum some new stuff to chew on for a while …
Part V (of I-VI)
From up on the Mountain Ave. overpass in Ontario, an eastward view of a mostly (“mostly) empty ballast train:
The back to back switches on the LA&SL side are now in place, and partially ballasted.
Concerning the last photo above, apparently the bottom left track will eventually align through the two new switches, and the present alignment shift in the foreground will be in the far background. Thus, the bottom second from the right track, the Montclair siding, will be unaffected.
Continued in Part VI
Part IV (of I-VI)
In Ontario, by the makeshift Signal Dept. yard west of San Antonio Ave. those mysterious signal bridging parts are for grade crossing flashers!
There are now TWO bungalows for CP C038 ONTARIO, the above one, and another on site (below).
Continued in Part V
Part III (of I-VI)
There is a limited amount of stacked panel track present (left, laid track photo right).
There is a pile of ballast by CP SP539 RIVERSIDE LEAD itself.
A key eastward view from 4th Street on the west side of the BNSF Transcon (cross tracks, photo bottom):
Above, note how the Mt. Vernon Connector now angles westward towards the BNSF.
Continued in Part IV
Part II (of I-VI)
More views:
Continued in Part III
Part I (of I-VI)
Unexpected totally out of the blue circumstances brought K.P. to the Sunset Route in both Colton and Ontario, CA, and recent anticipated events are now developing.
In Colton, the track branching off the new Mt. Vernon Connector at the new CP SP539 RIVERSIDE LEAD (M.P. 538.8) had wood tied bolted together panel track laid (parallel the flyover) westward up to the Colton Crossing area, but no new, angled diamonds are present yet.
Some views of this:
Continued in Part II
K P,
Border patrol does not want you to know the real story.
Norm
Two-Tracking Down by Salton Sea, CA
Both Thrilling Progress and Disappointment
Part “J” (of A-J)
There was nothing at the new Wister CP just a few miles to the east. Not even signals had been erected.
Nor was anything new taking place in the Niland area. There was a UP crew east of Main St. on the east side of Niland, but there were NO signs of two-tracking outside of the grading that has been there for a while.
So both thrilling progress was seen and the lack of it.
A tidbit to end with … kind of the contradictory, mysterious kind …
There are presently two new headless masts by Frink Rd., and such was discussed in this post series. Probably a quarter of a mile west is the Border Patrol stop, and across from it are two signal masts with cages on them, but no heads. One such is in the following reshown photo from August 3, 2012:
Those masts are also visible in the second photo of Part “I.”
This trip, K.P. inquired of the checking vehicles Border Patrol officer about those masts, and received a startling response. He said the railroad put them up, and they are for the railroad’s use, and the Border Patrol does NOT use them! That contradicts what even TRAINS Magazine and photos therein have indicated. It is unknown if that Border Patrol officer was a rookie or an experience patrolman, but things at this point don’t jive. Maybe next visit, if someone hasn’t stepped forward and said something definitive on the matter, K.P. will try to interview a supervisor at the site and get the real story.
For the record the Salton Sea trip took place on Tuesday, October 1, 2013.
This will conclude the series.
Part “I” (of A-J)
A hot eastbound Intermodal comes along. The east end of the Rogoza siding as well as the Border Patrol stop, are in view.
And then all is quiet again (for a while).
Continued in Part J
Part “H” (of A-J)
From Highway 111, the above seen last photo’s background intermediates (left on the below photo) are near the west switch of the Rogoza siding (right).
Thread followers will recall the old Frink siding was renamed Rogoza after conductor Carl T. Regoza died on the job in this area.
It is a very different two-tracking story by Frink Rd. near the Border Patrol stop. At the grade crossing the new signal masts are still headless, and ONLY a new track through the grade crossing itself has been installed. Looking westbound:
Looking eastbound:
Continued in Part I
Part “G” (of A-J)
Eastbound views:
Under two-tracks, Hot Mineral Spa Rd. will be one of the few grade crossings that do not have absolute or intermediate signals located by them. As seen in the background of the just above telephoto, the intermediates will be about a mile to the east.
Continued in Part H
Part “F” (of A-J)
From Hot Mineral Spa Rd. looking westbound:
The grade crossing again:
Continued in Part G
Part “E” (of A-J)
At the Hot Mineral Spa Rd. grade crossing, two-tracking is very evident.
Just above, the new grade crossing box has the correct name of the street, whereas the old box has the old name that the street used to be called. Also, apparently UP has had a policy shift, as the new grade crossing electrical box has the M.P. number now and NOT just the DOT number.
LINK: Aerial of Hot Mineral Spa Rd. and Sunset Route
(And just a repeated caution for would be pranksters that might be tempted to call that 800 number above … 800 number owners know who calls, and pranksters certainly would be embarrassed if a railroad Special Agent showed up at THEIR door …)
Continued in Part F
Part “D” (of A-J)
The nearby old Range Rd. grade crossing was going to be replaced too.
And, just to refresh the forum’s memory … The Bertram siding and Range Rd. grade crossing is right by Salton Sea (upper background).
There was also a whole bunch of equipment and insinuated activity by the Bertram staging area.
Above, the pile of ballast on the right is presumed for that new 30 M.P.H. replacement switch.
Continued in Part E
Part “C” (of A-J)
At the EAST switch of that Bertram siding, the same was taking place.
Continued in Part D
Part “B” (of A-J)
We now move eastbound to the WEST switch of the two-tracking’s retained Bertram siding, at CP SP646 BERTRAM (M.P. 646.1).
A new siding switch was in preparation to replace the old one.
Continued in Part C
Part “A” (of A-J)
This report will be on a west to east basis.
Traveling southeastward on State Route 111, henceforth called Highway 111, the Mecca siding (in the general M.P. 625 area) was passed. There is NO two-tracking presently in this area, so K.P. was stunned to come across the first signs of a signal upgrade!
Crews by the Cleveland St. grade crossing were preparing to install a new signal burial base.
K.P. will let the reader make their own interpretation of this happening.
Moving track equipment from one location to another is usually done via a special train. So, to see otherwise was most eye catching! The following views are east of the old, now out of service Ferrum siding, and by the recently two-tracked high bridge area.
Where the piece of track equipment was going is unknown, but K.P. did NOT see it much further past the Bertram area in his southeastward traveling.
Continued in Part B
Old Timers Won’t Recognize Eastern San Timoteo Canyon Now
Twenty-five years ago west of Beaumont, CA was San Timoteo Canyon, which the Southern Pacific Sunset Route zigzagged its way through. The two-lane San Timoteo Canyon Rd. zigzagged its way though also. Many Southern California railfans know of this western slope of Beaumont Hill.
On the eastern end of the canyon San Timoteo Canyon Rd. was renamed Oak Valley Parkway, and made into a divided highway that goes up and down the hillside instead of flat and paralleling the tracks.
An eastward view (sorry for the wire meshing -- you'll understand after reading the very last article sentence) from the Potrero Blvd. Bridge, which road now “T” intersects into Oak Valley Parkway (the ex-San Timoteo Canyon Rd.).
(I-10 is by the whitish line about a quarter of the way down from the top of the above view.)
The north side of the roadway is just packed with NOT cheap houses.
Above, one can see how high up the road is now compared to the dirt pathway (old paved road) just next to the tracks.
From the west side, a southward view of the Potrero Blvd. Bridge with the two-track Sunset Route below.
If you are not an area resident and haven’t seen the area for a while, the above photos may surprise you. It still surprises K.P. Matter of fact, the area of the last photo above used to be flat-like at track level!
From what K.P. can gather the single-track line between Ordway (about M.P. 548) and Apex (M.P. 563.5) was two-tracked 50-60 years ago. As a reference point, the present CP SP562 BEAUMONT universal crossovers is at M.P. 561.8, about maybe three miles east of the above photo-taking location.
When the narrow road on the eastern end of San Timoteo Canyon became the divided highway called Oak Valley Parkway, its edges only had narrow bikeways with ‘No Parking’ signs. Thus, any that want to photograph the area, they can plan on some very, very long hikes to do so.
----------
In the teaser announcing the above piece, a westbound passage on the I-10 Freeway was mentioned. K.P. had been by Salton Sea checking out the two-tracking progress down that way. The progress was both thrilling and disappointing. A report (with photos) to the forum should be forthcoming by 2 A.M. Pacific Daylight Time Sunday, October 6, 2013.
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