Second Section
Reference the AREA of the new west side eastbound signal that is west of the BNSF diamonds to be, the area to the west seems to have been graded to shore up the embankment, and possibly for a quick railroad access road.
For the above posts concerning the October 1, 2013 update series, a train was seen in the last Part I photo. The scene after that photo was taken was one K.P. has not seen in a long, long time.
The engineer’s dark tinted window was actually open, and the engineer and K.P. exchanged waves. Wow! Those engines still actually have humans in them! And, that engineer was a smiling, friendly one at that …
----------
While westbound on the I-10 Freeway earlier in the day on the above date, K.P. branched off a mile or so in the Beaumont area for a few minutes, and several hard to take photos were somehow taken in behalf of the forum. While most Southern California hardcore railbuffs have traversed and are otherwise familiar with San Timoteo Canyon on the west slope of Beaumont Hill that was two-tracks decades ago, those at the forum outside the area and saw it once or twice many, many years ago might be very surprised at what the east part of the canyon looks like today and what is there now. Most likely three photos will be posted about that in a few 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.
Update as of Tuesday, October 1, 2013
Things Are a Changing
Colton, CA
Part III (of I-III)
Side views of the new west eastbound signal for crossing the BNSF Transcon.
This will conclude the themed presentation. However, a “Second Section” follows.
Part II (of I-III)
(1) The Mt. Vernon Connector’s new, more northerly (leftward background) alignment is now up and running.
(2) A mast signal has been erected on the old Sunset Route alignment to protect the future crossing of BNSF’s Transcon.
Above, just to the visual left of the signal heads is the flyover opening for the BNSF Trancon.
On each side of the BNSF crossing is a UP signal: The turned aside EAST single head is barely visible by the large whitish tower-like building way in the background, and is the left signal in the first photo in this post.
Continued in Part III
Part I (of I-III)
From a brief late afternoon / early evening visit to the Colton Flyover area, there are two update things to report: (1) the Mt. Vernon Connector, and (2) the signaling for the diamonds cross-track that has been diagrammed as Track 112.
A brief background review to set the stage for this report …
There were dark (unsignaled) out and back tracks related to West Colton Yard’s Departure Yard, and they merged to become one (the left signal governed that one track), went east (towards the camera) under the Rancho Ave. overpass (south walling thereof is on the left) to an interlocking plant on the Sunset Route mains (that WAS previously behind the camera but is no more). The below previously shown photo is a westward looking physical plant transition photo.
Those signals in the above view were removed (the below background left area now with no signals).
As seen above, the new Track 112 for alongside the BNSF Connector still has not been laid yet
Continued in Part II
K. P. Harrier blue streak 1 (9-29): Thanks for the trip account! Some comments about your comments: blue streak 1: “After Maricopa it was slow and slower all the way to Tucson.” K.P.: It sounds like a fleet met a fleet, which is a hopeless situation for Amtrak. The situation was actually all track construction. Must have been over 200 + track and signal workers. Appeared that almost all 2nd track was either placed with no ballast, switches the same and signals all over the place but not placed or not active. Still just some CWR rail waiting for ROW subgrade to be finished. No UP traffic at all. At Tucson no east bounds ahead of us but there was a fleet of 4 or 5 west bound waiting for us to clear the east Tucson yard. Many work zone 20 + MPH. blue streak 1: “Between Stockham - Petrie a third main track was in the process of being activated.” K.P.: Between Stockham and where? I’ve never seen a timetable with ‘Petrie’ in the Arizona area. I suspect that “third main track” may only have been the rebuilding of the old Stockham siding. In January or February 2014 I hope to get out that way when the overpass construction at Prince Rd. is finished, and be able to walk up onto the new overpass for some photos of the trackage you spoke of. Petrie came from SPV atlas. blue streak 1: “Noted some kind of track inductors just before new signals.” K.P.: Track inductors? Most UP power have electrical ‘inductor coils’ that ride above the rails just ahead of the front wheels to make cab signal work on the Central Corridor in Utah, Wyoming, and Nebraska, but wayside inductors on UP’s Sunset Route? What on earth is that all about? I just report what I see. These transmitting inductors (?) were yellow, about 6" long, 2 -3 " wide, 2" tall placed in middle of tracks on cross ties. They were about 100 ' before new signals. what ones I saw were in a line about 6 - 8 ties between them. Wondered if for cab signals or something to do with PTC ? ? ? blue streak 1: “Every 25 miles or so there were what appeared to be a short siding ( MOW ? or bad order ) that was protected by short mast signals with 2 aspects only at each end. How they were wired is not known. They were in pairs on both tracks to the outside of the main tracks.” K.P.: When I was in New Mexico I photographed what you described. If we are thinking of the same thing, those signals were “entrance signals” that confirm a dispatches authorization to get onto the mainline from a spur or short siding. That is what they look like. However the sidings were of mainline quality ---- Concrete tie turnouts & on full siding, spring frogs, appeared to be maybe a #20 turnout ?? blue streak 1: “Some signals had the regular number plates on their posts but others had a number plate to the inside on a separate pole. ?? No idea the function. “ K.P.: It sounds like they were CP signs next to the actual signals. Usually a CP has only one bungalow with signs on IT, but stopped train crews are by the actual signals and not the bungalows, so UP has of late started erecting CP name signs by the signals to ensure crews know exactly where they are at for any communications with the Dispatcher. Good reasoning. number plates on signal poles were only on non CP signals although some non CP signals had number plates beside poles. Your “more later” sounds most fascinating … It is hoped the above satisfactorily addresses the uncertain things that you may have seen on your cool trip. Thanks for sharing about it. Again most impressive how much traffic probably can be carried Tucson - ELP. Slept till Maricopa so have no idea what is west of it but from there to Tucson certainly appears to duplicate Tucson - ELP.
blue streak 1 (9-29):
Thanks for the trip account! Some comments about your comments:
blue streak 1: “After Maricopa it was slow and slower all the way to Tucson.”
K.P.: It sounds like a fleet met a fleet, which is a hopeless situation for Amtrak.
The situation was actually all track construction. Must have been over 200 + track and signal workers. Appeared that almost all 2nd track was either placed with no ballast, switches the same and signals all over the place but not placed or not active. Still just some CWR rail waiting for ROW subgrade to be finished. No UP traffic at all. At Tucson no east bounds ahead of us but there was a fleet of 4 or 5 west bound waiting for us to clear the east Tucson yard. Many work zone 20 + MPH.
blue streak 1: “Between Stockham - Petrie a third main track was in the process of being activated.”
K.P.: Between Stockham and where? I’ve never seen a timetable with ‘Petrie’ in the Arizona area. I suspect that “third main track” may only have been the rebuilding of the old Stockham siding. In January or February 2014 I hope to get out that way when the overpass construction at Prince Rd. is finished, and be able to walk up onto the new overpass for some photos of the trackage you spoke of.
Petrie came from SPV atlas.
blue streak 1: “Noted some kind of track inductors just before new signals.”
K.P.: Track inductors? Most UP power have electrical ‘inductor coils’ that ride above the rails just ahead of the front wheels to make cab signal work on the Central Corridor in Utah, Wyoming, and Nebraska, but wayside inductors on UP’s Sunset Route? What on earth is that all about?
I just report what I see. These transmitting inductors (?) were yellow, about 6" long, 2 -3 " wide, 2" tall placed in middle of tracks on cross ties. They were about 100 ' before new signals. what ones I saw were in a line about 6 - 8 ties between them. Wondered if for cab signals or something to do with PTC ? ? ?
blue streak 1: “Every 25 miles or so there were what appeared to be a short siding ( MOW ? or bad order ) that was protected by short mast signals with 2 aspects only at each end. How they were wired is not known. They were in pairs on both tracks to the outside of the main tracks.”
K.P.: When I was in New Mexico I photographed what you described. If we are thinking of the same thing, those signals were “entrance signals” that confirm a dispatches authorization to get onto the mainline from a spur or short siding.
That is what they look like. However the sidings were of mainline quality ---- Concrete tie turnouts & on full siding, spring frogs, appeared to be maybe a #20 turnout ??
blue streak 1: “Some signals had the regular number plates on their posts but others had a number plate to the inside on a separate pole. ?? No idea the function. “
K.P.: It sounds like they were CP signs next to the actual signals. Usually a CP has only one bungalow with signs on IT, but stopped train crews are by the actual signals and not the bungalows, so UP has of late started erecting CP name signs by the signals to ensure crews know exactly where they are at for any communications with the Dispatcher.
Good reasoning. number plates on signal poles were only on non CP signals although some non CP signals had number plates beside poles.
Your “more later” sounds most fascinating …
It is hoped the above satisfactorily addresses the uncertain things that you may have seen on your cool trip. Thanks for sharing about it.
Again most impressive how much traffic probably can be carried Tucson - ELP. Slept till Maricopa so have no idea what is west of it but from there to Tucson certainly appears to duplicate Tucson - ELP.
Edit. Almost all 79 MPH running Tucson - ELP arriving early ELP even though over hour late out of Tucson..
BNSF6400 (9-29):
Man, I just have to throw this bottle of whisky away … or get a bunch more! Seriously, I couldn’t believe such a simple thing as a shadow …
… was the mysterious black paint I saw that had totally fooled me! At least I had a good laugh about it … A very good laugh.
By the way, the above photo is a manipulated one with enhanced lighting in the shadows. The original photos had a fooling totally black band …
Take care,
K.P.
There was nothing new seen towards the west of the Ontario to Pomona stretch, particular the area of the future CP AL514 HAMILTON. The EAST Bridge's east facing signals are shown below for making a comparison to the unclear laying down signal bridging parts in Part D.
Is it possible that the three tracks from the west will have a three-track signal bridge (to match the above three right signal heads) on the other west end and a fourth track only have a mast signal?
Time will tell on this … But, while we are at First Street (that parallels the SP and LA&SL tracks) notice the flasher grade crossing unit on the right of the above photo.
That grade crossing track goes across First Street and into a lumber yard shipper across from the signal bridge.
What is interesting about that grade crossing is that it is in a “T” intersection situation, and thus has a third flasher unit!
LINK: Aerial of Pomona "T" Intersection Grade Crossing
So now, not only does the forum have a Pomona signal bridge view for comparison, but it has a rare tidbit situation (the “T” intersection grade crossing) with a track semi-through it to ponder as well.
This will conclude the series.
Update as of Saturday, September 28, 2013
Some New Signaling
Ontario-Pomona, CA
Part “H” (of A-H)
A closer looks at the new, still not connected yet new track for Main 2 at Part G’s CP AL515 RESERVOIR:.
Looking west from the north side of San Antonio Ave. in Pomona, the spur’s shorter mast ‘entrance signal’ still is not within any CP interlocking plant.
This will conclude the basic theme presentation. However, a Second Section follows.
Part “G” (of A-H)
In Pomona, by the San Antonio Ave. in that town, a Main 1 burial base was installed to match the Main 2 one and two new mast signaling have been erected on them. The single-direction new RIGHT signal will be for CP AL515 RESERVOIR.
The SP –side masts in relation to the LA&SL and the crossover between the sides.
The east facing westbound only Main 2 signal:
The west and east facing turned aside signals (left) for Main 1.
Above, on the NEW mast (left), the RIGHT intermediate thereon has a single-bulb lower head for yellow over yellow (possibly yellow over green) for crossing over at CP AL514 HAMILTON to the west. The LEFT lower head has TWO bulbs, likely for yellow over yellow (to crossover) or yellow over lunar (to go into the new Montclair facility) at the CP through Monte Vista Ave. in Montclair.
Continued in Part H
Part “F” (of A-H)
Looking west from Monte Vista Ave. some sort ‘panel track’ type pieces were present.
Continued in Part G
Part “E” (of A-H)
The Mountain Ave. overpass was traversed, but nothing stood out as new. The new switches to the east are still not installed or even placed yet.
Monte Vista Ave. in Montclair was visited, and an eastward view of the new cantilever signal bridge for the new CP was easily photographed.
Three other non-mainline mast signals were now present also.
Continued in Part F
Part “D” (of A-H)
What is believed to be a temporary signal department yard just west of San Antonio Ave. in Ontario was cleared out noticeably, but many important key items was still there. New, however, was a bunch of signal BRIDGE parts. It did not appear that they were of the cantilever design, so they may be related to grade crossing flashers. Nevertheless, they had a distinct track related look.
A few of the fatter metal tubs have a very used look, but most of the others had a new appearance.
Where such items could be used at is unknown, as all the train signaling between Ontario and Pomona are in place or obviously will be soon, and no place has a need for a signal bridge. More in a bit …
Several important railable pieces of equipment were present.
Continued in Part E
Part “C” (of A-H)
Back on the Sunset Route again several blocks to the northwest …
A new CP box has been placed by what is presently the west switch of the North Ontario siding on the Alhambra Sub.
Another eastward view: The box was place by the new EAST westbound signals east of San Antonio Ave. (Ontario).
The WEST box, the forum will recall, is by the WEST eastbound signals. The Mountain Ave. overpass is in the view’s background.
Continued in Part D
Part “B” (of A-H)
Previously, a bunch of concrete switch ties were present, but as seen in the westward view below, the ties mysteriously had disappeared, possibly so the area could be graded a bit.
A skeleton amount of concrete ties mysteriously were found a block farther to the west, by the big landmark-like tree!
Continued in Part C
Part “A” (of A-H)
There did not appear to be any new advances at the new two-tracking CP going in around M.P. 521 in Ontario, between Bon View Ave. and Cucamonga Ave.
There were finally, however, new signals very nearby on the LA&SL related to the expansion of CP C038 ONTARIO in the Sultana Ave. area.
An eastward view of the PRESENT west eastbound signal:
From Sultana Ave. still, a westward view with hard to see new mast signals (because of the background trees).
Farther west a few blocks, an eastward view with the new mast signals standing aright and fresh ground smoothing to their south (right).
Continued in Part B
That mysterious black pillar band on left shouldn't raise any questions. Its simply the shadow of that massive concrete cross-beam in the foreground.
Also, the Rule on the sign attached to the signal mast "Rule 6.32.2" is there to make sure that train crews provide enough warning at the upcoming grade crossings, given the slower speed of operations on the connecting track.
Basically, if the train stops within 3000 foot of a grade crossing or increases speed within 3000 feet of a crossing, the train crew must make sure that enough time is given for the lights to activate and the gates to lower at the crossing before occupying it.
Last but not least, as far as the decision on which Big Boy to restore, don't forgot that transportation would be a HUGE cost and problem for a private restoration group. Given California environmental law and other factors, restoring a Big Boy in Southern California might not be cost effective. Union Pacific doesn't have transportation issues as it "owns" its own railroad.
Personally, I have doubts that the whole movie thing was real anyway, and the Dallas group may have been seen as a "easy mark" by those proposing the movie. Ultimately, the Dallas group, now fully moved to its new museum site in Frisco, TX, wasn't easy and thus the proposal disappeared.
KP-
i respect your vastly superior knowledge of rail especially the sunset route double tracking and the UP big boy. If my memory serves me correctly the movie company's had an "expert on locomotive restoration" inspect all the remaining big boys and he concluded that the one in Dallas was the best to restore. They even moved it a few feet with one of the museums engines. Many people watched the 10 foot move and they'd acquired several new members that day. I do not know the name of the "expert" they had or his qualifications, if any. There might be some political reasons why Pomona was selected over Dallas. I do not know.
Dick
KP: Finished a trip on the Sunset LAX -- Houston starting Sep 25th. Normal consist except DODX 221 on rear AMT # 800916. Everything OK with it except markers would not work so a fred was added to the end.
Along Valley Blvd it was 60 MPH left hand running for the stations on the north. unfortunately we were on the north side so could not check out Colton flyover very much. We crossed over at 25 MPH and stayed that speed for three miles then 60 - 79 MPH. The track geometry was very rough especially the switches thru Yuma and to Maricopa. After Maricopa it was slow and slower all the way to Tucson. Left MAR on time and arrived Tucson 1 hr late. Signal work all over the place with appearances of 2 tracks almost ever where. Between Stockham - Petrie a third main track was in the process of being activated..
There were 4 westbound freights waiting for us at TUS. Left a little late because of a ticket problem but all way to ELP arrived at all stations early. Tucson streetcar work observed with bright new copper CAT just having been installed. Noted some kind of track inductors just before new signals. Noted derails protecting haz mat facilities installed for both in and out of facilities.
All track to El Paso was noted as 2 tracks with the rails polished. Much signal work in progress but did not delay us. LH running to Vail CP then took El Paso SW route. Almost all running 79 MPH. Over the new track was much smoother. Still some SP type tri light signals operating 2 way ABS but new signals in place and being worked on. All CPs on this section had 3 sets of dispatcher speakers installed.. Some appeared to have warning lights installed as well.
Every 25 miles or so there were what appeared to be a short siding ( MOW ? or bad order ) that was protected by short mast signals with 2 aspects only at each end. How they were wired is not known. They were in pairs on both tracks to the outside of the main tracks.
Some signals had the regular number plates on their posts but others had a number plate to the inside on a separate pole. ?? No idea the function.
The new yard west of El Paso in full construction but we only slowed to 60 MPH. Many signal masts with heads installed but no tracks. Many miles of CWR each side of tracks and concrete ties everywhere. This trackage perfectly smooth.
More later
A Few Minutes by the Colton Flyover
On the way to deep into Riverside County, a dropping by the Colton Flyover was made. Nothing stood out as significant. By the Signal Dept. some old signals and switch motors were laid out. And, unlike most of the area that had no UP workers in sight, a group of workers were huddled together at what looked like some type work briefing.
Three and a half hours later K.P. finished the dispatch assignment that ended in San Bernardino. It was all free time thereafter. Approaching Devore, the decision was made to divert to and check out the Sunset Route scene between Ontario and Pomona. There were a few significant new signal developments found, including a very difficult to interpret signal bridging parts at the now sort of cleared out San Antonio Ave. staging area in Ontario.
A short photo post series on the Ontario to Pomona section is hoped to be posted in a day or two.
A Memo to ccltrains (9-28):
You raise an interesting question because anytime things are contradictory those desiring the truth have a dilemma that oftentimes never gets unscrambled. But, let the reader weight this contributor’s opinion …
It would seem that a very profitable first class railroad with an active steam program would be in a better position to make decisions about what available candidates is the best one to restore than a disinterested movie group. From what I understand, UP 4014 in Pomona, CA was chosen partly because of the dry climate the engine was displayed in for 50 years. Also, the engine reportedly was well cared for by the rail oriented people in Pomona.
One Museum I visited years ago in another State had a Big Boy thereat, and it was dirty and appeared neglected. Each museum has its own priorities, and their Big Boy didn’t appear to be of much significance to them. Other outfits have a preservation mentality, like Pomona I know very little about the Dallas, TX area group, but my bet is they are a top notch group with a preservation mentality too. By its nature the Dallas area group has a name with significant drawing power that would bring people from around the country to it. Union Pacific may have decided it was in their public relations best interest to keep UP 4018 at that key location. The Pomona Big Boy display, on the other hand, is not well known outside of Southern California, except for diehard steam fans. Thus, the choice may have been easy for UP.
About that weird posting incident you had … When you are logged on, as obviously you were, on the lower left of YOUR posts only YOU can see yellow pencil type icons on YOUR posts. By mouse clicking the pencil on the errant post, you can edit that accidentally posted post, so that you can continue your composition. I use it all the time to fix stupid typos and other booboos …
Back to steamers …Since I’m closer to Pomona than you probably are, I was disappointed UP 4014 would be leaving the Pomona area for Cheyenne. But, I got over it … I think …
Best,
Fat fingers struck again. Continuing the above ....Museum of the American Railroad was in the best condition for restoration. The plan was to move the big boy to a warehouse next to Fair Park (the former site of the museum) in Dallas. The museum rightly wanted the restoration money put into a trust to insure they would not disassemble the big boy, run out of money, and walk away with the museum left with a warehouse of parts. The money never was forthcoming and the restoration project died. The question is if the big boy in Texas was the best for restoration why did they decide to restore the one in Pomona?
If my memory serves me correct I think a few years ago a a group wanted to make a movie about restoring a big boy. They inspected all of the existing big boys and concluded that the one in Dallas at the Museum of the Americ
Replies
ccltrains (9-26):
Yes, John, the railroads having to pay only $18 million for such a flyover edifice would be “inexpensive,” at least for them.
$202 million down to $93 million is what gets me. It WAS like $131 million then it jumped to $202 million and now just $93 million. Strange!
desertdog (9-26):
An example of America’s most powerful type of both diesel (UP 6913) AND steam (UP 4018) locomotive together will make for a most impressive static display for the Museum of the American Railroads. Add a restored Santa Fe Alco PA-1 to the scene, and the museum becomes a must visit place.
If I’m not mistaken, Big Boy UP 4018 never made it to by Colton Tower in order to cross the Sunset Route. But, DDA40X UP 6913 made it by there often, and I for one remember seeing it go by a number of times. As far as the red and silver Alco PA’s of Santa Fe, they mainly went via Pasadena on the old Second District and the Fourth District line to San Diego, but did nevertheless passed Colton Tower on the few scheduled passenger trains on the Third District. I actually saw some pass there!
On December 22, 1965, as a teenager watching the news on KTLA-TV Channel 5 (Los Angeles), I saw aerial live feed of the aftermath of a passenger train vs. truck incident by the Santa Fe Surf Line grade crossing at State College Blvd in Anaheim. Santa Fe Alco PA-1 No. 61L ended up sliding to a stop on its right side, totally tearing up all the right side panels, effectively ending 61L’s career right then and there. That unit probably was hospital-trained past Colton Tower (crossing the Sunset Route) on its way to San Bernardino, just a few miles north of Colton. For a few years that unit rested in a dead line near the San Bernardino AT&SF Shops, tore-up side and all in plain sight of motorist on 4th Street.
So, when I hear the expression PA-1, THAT Anaheim incident so often comes to mind. An eventual pristine Warbonnet PA-1 No. 59L display in Frisco, TX will be wonderful, but it will also remind me of that indelible incident in Anaheim.
While 4-8-8-4 UP 4018 now at Frisco never passed Colton Tower, and never saw the Sunset Route, its sister, UP 4014, is supposed to be rebuilt and be part of UP’s Heritage Fleet. I believe you, John, and I will live to see UP 4014 run, not only on the LA&SL line through Colton, but also past Colton on the Sunset Route and on through Arizona and New Mexico (and Texas). UP 4014 will probably personally be all eyes at that time, inspecting the two-tracking of the Sunset Route that it had heard so much about … Well, maybe not ALL eyes as if it was really somehow alive, but railroaders and railfans sometimes think those steel behemoths are alive and just wonderful as such …
MikeF90 (9-26):
When I was by Mission Mill Rd. and the LA&SL in the City of Industry a year or two ago, I had come to the same conclusion as you did, Mike, that the PHIMF siding will end between Peck Rd. and Mission Mill Rd.
That right-of-way seems (“seems”) strange to me, as it is quite narrow. It has often been wondered if a third main could eventually be laid in that narrow pathway. The trench on the Alhambra Sub through Alhambra and the upcoming San Gabriel Trench confines the old historic Sunset Route to only two-tracks. It is hoped that that same confinement is not in the cards in that narrow area just west of the PHIMF facility
As far as that tall fire hydrant is concerned … That is a peculiar one. Hmmm … I wonder if the Nephilim are again somehow roaming the earth again … (Whoops! Sorry. We are not supposed to talk about such things at this forum, I suppose even jokingly …)
John Simkins-Camp (9-26):
No, Interstate 10 (I-10) did NOT interfere with the line of sight northward from Colton Tower. Years and years ago I befriended a few towermen, so had actually been in Colton Tower, and the line of sight was not obstructed whatsoever.
Years ago auto through-traffic before I-10 had come along went via “I” Street (now called Valley Blvd.), and a train passing north-south through the town often log jammed everything with rubber tires. The grade crossing had a tower, gates and WIGWAGS, with a crossing gates operator. Then what is now I-10 was built, with two lanes in each direction. In the 1970’s two additional lanes on each side were constructed, so now we have staggered piers holding up all the bridgework for eight lanes (nine when the westbound onramp is considered). But, even then, the line of sight was never compromised, not even near to it.
Santa Fe manned Colton Tower 24-hours a day, and as CTC started to surround the tower, it eventually was abandoned and taken down. There was West Yard Tower (concrete) in San Bernardino to the north, Colton Tower (wood), and Riverside Jct. Tower (concrete) in Riverside to the south. All three eventually were torn down. So, from three towermen and a dispatcher per “Trick” to just a dispatcher saved the railroad a bunch of bucks. While the railroad saved money observers lost a colorful breed of men to interact with.
Best to all,
K.P.:
Those links to old photos of Colton Crossing and tower are great! How things changed over time!
That said, would have the construction of the I-10 / San Bernardino Freeway bridge over the ATSF Transcon messed up the sight-lines Northward from the old Colton Tower? Or, was the tower so obsolete by the time I-10 came to Colton (due to CTC) that it didn't really matter?
Thanks, K.P., for your great coverage of the Colton Crossing Grade Separation!!
--John Simpkins-Camp
Wash., DC
I made a brief visit to the PHIMF construction area along the LA sub. Nothing has changed much since K.P.'s last photo update. After looking at the grading in this view east from Mission Mill Road, it looks like the PHIMF siding will end about midway between Peck Road and the former.
Just north of the Workman Mill Road crossing, I came across this unusual arrangement:
I've seen them that tall in snow country before, but not here!
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! ***
K.P.,
I do see something, indeed: U.P. Centennial 6913, which will soon reside and be available for viewing at the Museum of the American Railroad in nearby Frisco, Texas alongside the Big Boy.
http://www.museumoftheamericanrailroad.org/Exhibits/CollectionOverview/tabid/62/agentType/View/PropertyID/21/Default.aspx
On a side note, one of the ATSF / D&H / NdeM Alco PA's sits at the end of a spur track in downtown Frisco. It is in deplorable condition, but what a wonderful addition it will make to the museum collection when (hopefully) restored someday. No doubt it, too, passed through Colton a time or two, as well.
John Timm
The September 2013 issue of Railway Age has a six page article detailing how BNSF plans to spend their $4.3 billion budget which includes discussions on various states. The Colton work is mentioned (page 32) and written in a manner that BNSF is the leader of the project. What is interesting was the project was budgeted at $202 million but due to good cooperation with various government agencies the project was completed for $93 million, $109 million under budget and 8 months ahead of schedule. After contributions of $34 million from the American Recovery and Reinvestment Act and $41 million from California's Proposition 1B the remaining $18 million was provided by UP and BNSF. The article did not provide a split of this amount between the railroads. Anyway $18 million is a very inexpensive overpass.
Update as of Tuesday, September 24, 2013
The General Colton Flyover Area
Part XII (of I-XII)
From 3rd Street looking east:
Above, that mysterious black pillar band on the left raises questions!
Looking west:
The ties now present make one wonder when Track 112 just south of the BNSF Connect track will be laid.
Part XI (of I-XII)
At 4th Street, looking east, the BNSF Connector.
At 4th Street still, an eastward view at the new CP SP539 RIVERSIDE LEAD.
From 3rd Street now, looking east also. It looks like a dirt road will be south of the ground tracks, and that maintenance-of-way roadway will be up on an embankment.
Continued in Part XII
Part X (of I-XII)
The photo history and “power” history of the Colton Crossing area in the last 40 years is most fascinating, when there was NO flyover, and there was an actual manned 24-hours a day tower present!
Some railpictures.net links to some OLD photos of interest are below:
LINK: Colton Tower and the Santa Fe Super C
LINK: SP Eastbound w/ BN Radio Control Test Unit
LINK: Nice Old UP Power Consist
LINK: Good View of Colton Tower
And, an unusual situation photo that is very, very seldom seen today:
LINK: Two Trains in Cross Signal Circuits at the Same Time
(Hey, thread contributor desertdog! Do you see something in the just above link’s photo that really catches YOUR eye? [Watch him see it and then kindly share with us some enlightening details!!!])
And, for those curious … That weird patch job on Colton Tower resulted from a derailment that saw a sugar beet car crash halfway into the tower! K.P. actually talked to the tower man that was on duty back then when the hair raising derailment occurred!
Back in those days the Colton Flyover wasn’t needed, nor even dreamed of. Now, it has become a necessity!
Continued in Part XI
Part IX (of I-XII)
In setting sunlight, a westbound passes on the flyover as an increasingly junkyard look is by the old diamonds area below.
The last photo just above has that new CP electrical box in it, surrounded by BNSF vehicles and workers.
Continued in Part X
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