K. P. HarrierSo, these four sections (A-D) should be sufficient to give interested forum readers the tools to theorize how four-tracks (future, presently three-tracks) can be shoofly adjusted for building the bridging over a future Hamilton Blvd. underpass.
After this older codger cogitated for a while on the challenge, IMO keeping the RR running won't be so bad:
- the K-M pipeline work should be done this year, so the ACE folks believe that the Alhambra sub 'diversion' will be complete 'next summer'; I vote for late 2014. This suggests that three tracks and the associated new signaling will be active before the grade separation project starts. Fourth track laying (new Al #1) will be held back until the flood control culvert work is complete and isn't that necessary anyway.
spur ---\
future mt -\--\--------- -----------/-- AL 1
AL 2 --------\---?---- construction -----?----/--- AL 2
LA 1 --------/--?----- zone ------?--\
LA 2 -------/--------- ----------\--- LA
- with the new signaling active but not all of the turnouts, trains can be routed on a AL2 / LA1 two track shoofly during construction often using other control points (Spadra and Reservoir). The RR works well enough today with a lot of single track in this area.
- the ROW is 120 feet wide here and so probably won't need a shoofly on First St. The pic of that Serious Pipeline Valve suggests that they may excavate for pipeline relocation and a bridge on the north ROW side first.
- no final plans are ready yet, but possibly they will build two 40 foot (plus?) wide RR bridges, time sequentially, in the center of the ROW. A First St road bridge may cross Hamilton Ave without connection, similar to Towne Ave. Construction might be expedited if they closed Hamilton completely and diverted traffic east to four lane, grade separated White Ave.
OK, enough speculation for now. Follow more on the map (link).
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 Sunday, June 30, 2013
Select Target Areas
Pomona to Loma Linda, CA
Part “F” (of F-J, Overall A-J)
Now, way over east to CP SP542 LOMA LINDA, two westward views:
In both above views, the new west side eastbound cantilever signal structure is seen.
The sunlight was failing and it was getting darker by the minute. From here on the photos because of limitations will tend to be on the grainy side.
A spur formerly used to put helpers on before the advent of DPU’s has had the switch removed.
A heavy westward telephoto at dusk: Note the red signals on a cantilever structure midway back, and all the red signals way in the distance, in Colton. In the center, three lit red lamps are visible. It is unknown why four are not seen, because four ARE there. Also, the foreground cantilever bridge is visible.
Continued in Part G
----------------------------------------------------------------------------------------------------------------------------------- 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 G (of F-J, Overall A-J)
At night now, from Rancho Ave. looking east … the Colton Flyover is on the left. The four red signal heads towards the top are from CP SP540 MT VERNON, and the far upper red signals are at CP SP542 LOMA LINDA, near the Waterman Ave. overpass mentioned in the previous post.
By the I-10 onramp at Rancho Ave.: A westbound is coming down the west slope.
As seen above, the headlight is very bright. So bright that the photo became an impossible one, i.e., no amount of artful manipulation or skill could bring out details. On another matter, from that camera position it was inconclusive if the headlight would blind eastbound motorists on I-10 (unseen on the photo left).
The I-10 Freeway (upper left) and the passing power’s headlight (lower right).
Continued in Part H
Part “H” (of F-J, Overall A-J)
Plenty of containers going over the flyover: Note the photo detail in the darkness on the lower right: The supporting bridging, and alignment shifting and curving track
From a better position on the Rancho Ave. overpass, the camera is south of the tracks and another train comes along.
Continued in Part I
Part “I” (of F-J, Overall A-J)
More of the sequences …
Continued in Part J
Part “J” (of F-J, Overall A-J)
A westward view now, of the tail end DPU (right) and a switching move (left):
In the sequence, but especially the top photo in Part “I” above, K.P. found no evidence that any headlight shine reached the eastbound freeway traffic.
Probably the final, and rather hard test effort, would be to time it right and be in a car on the eastbound freeway going under the Rancho Ave. overpass as a train descends the flyover’s western slope.
-----------
This post will conclude the “Select Target Areas” between Pomona and Loma Linda, CA series.
An Invitation to Ride K.P.’s Time Machine
Loma Linda-Redlands, CA
Part I (of I-III)
In recent times (like June 24, 2013) forum contributed Clyde Acolita advised us that CP SP543 BRYN MAWR (M.P. 543.1) had been retired. That CP was untypical and not the norm, as it was only a holding signals location on the Sunset Route.
On Wednesday, July 3, 2013, because of Clyde’s informative post, K.P. in his running around made it a point to briefly stop by that once holding signals location. Only four photos were taken that day after, believe it or not, having to hike in in that residential area.
The above photo is admittedly weird and somewhat out of balance, but it is the best that could be had under the circumstances and severe time constraints. K.P. had to photo-shoot OVER a brick wall (photo bottom) with trees in the way seemingly everywhere!
Anyway, that above photo hopefully will suffice in response to Clyde’s timely update post.
If you would like to go on a time machine-like ride concerning that CP SP543 BRYN MAWR, sit back and enjoy …
Three previously posted August 24, 2012 photos of those signals after being erected, with the old target signals then still active on an overhead signal bridge:
Continued in Part II
Part II (of I-III)
Circa 1976 onward to the early 2000’s, the Loma Linda to Redlands area was two-tracked, and with old target signals. West of Waterman Ave. was a north side spur used often as a helper staging area. That track is in the below never before shown to the forum April 25, 2009 photo:
East of Waterman Ave. was a several blocks long south side uncontrolled siding, and was used as a helper staging track as well.
LINK: Former Helpers Area Aerial
The “Holding Signals” at CP SP543 BRYN MAWR as they were on August 1, 2009, a hazy day:
A couple of miles eastbound the line crossed Beaumont Ave., just north of which was a CTC double-crossovers arrangement, at M.P. 545.1.
So, the holding signals were between the Loma Linda and Redlands crossovers.
The logic in having holding signals between two CP’s was so that westbound trains could pass the Redlands crossovers WHILE an eastbound helper movement out of Loma Linda could simultaneously get into a north or south side spur / siding.
Now that helpers are seldom used anymore (because of the popularity of DPU’s), there was no longer a need for those holding signals (CP SP543 BRYN MAWR). Thus, with color lights being installed, the location was converted from a location of absolutes to intermediates.
Continued in Part III
Part III (of I-III)
Between 1976 and the early 2000’s, as mentioned above, there was a CP called REDLANDS, and that CP utilized signal bridges. The east bridge (with westbound signals) was somewhere just beyond the foreground curve. View looks northwest, westbound).
Looking eastbound:
Before 1976 the line between the Loma Linda and Redlands areas was single-track, with the Redlands siding’s western end just east of Beaumont Ave. (See photo just above.) The siding was on the right background alignment.
Before 1976 too, at the Alessandro Rd. grade crossing (the present CP SP548 ORDWAY is just to the west) was a CTC CP that extended to both sides of the north-south roadway, which CP was the beginning of two-tracks eastward.
It is hoped the forum has enjoyed this make believe time travel experience of how things were in times past …
The Fourth of July Holiday and Imperial County
The two above photos in this post were shot Thursday, July 4, 2013. The forum may be interested to know those photos were taken while on the way down to Salton Sea and Niland of Imperial County of Southern California. The two-tracking progress down that way was rather disappointing. However, erection of new two-tracking signals has reached eastward up to Frink Rd. just east of the Border Patrol stop.
A full photo report to the forum will probably be posted sometime next week.
The English Rd. grade crossing just west of Niland is closed, unfortunately, because of a roadway bridge problem a mile or so to the north of the tracks, but documenting that particular area was irrelevant because nothing new had happened two-tracking wise for that Niland area. Nevertheless, K.P. captured a rather rare operating situation with his camera and on a holiday no less! That will be included in the report as well. The holiday this time was in itself a surprise two-tracking news item!
Announcing …
“Status of the Two-Tracking Down … Between Salton Sea and Niland, CA” is a two group series …
… as an “Update as of July 4, 2013” to be posted under the following schedule:
Parts A-G: Monday, Jul 8, 2013 before 6:00 A.M. Pacific Daylight Time, but likely much earlier.
Parts H-K plus an additional Sections Second, Third, Fourth, and Fifth about the Robertson area (CP SP572 ROBERTSON) reference the Sand Train (illustrated at Pomona, CA on October 12, 2009) …
… Wednesday, July 10, 2013 before 6:00 A.M. Pacific Daylight Time, but likely much earlier.
Update as of July 4, 2013
Status of the Two-Tracking Down …
… Between Salton Sea and Niland, CA
Part “A” (of A-G, Overall A-K)
This update will, at first, be presented on a west to east basis, then later, east to west. But now, west to east … …
We start at the WEST switch of the Mecca siding, at CP SP624 MECCA (M.P. 624.6), technically in Riverside County.
The following file photo dated April 25, 2009 has never been shown to the forum. It shows the cantilever signal structure, with the left signal head for the mainline and the right head for west end of the Mecca siding. While painted silver, it was rusted, quite paint worn, and dirty.
An eastward view from that date was previously shown early on in this thread.
This trip the signal was found to have had a fresh coat of silver paint applied.
In light of UP known to erect new signals and then taking them down just months later, it is difficult to interpret the significance of the cantilever signal’s new paint. It could mean two-tracking hear is a long way off, or immanent! Strange situation!
Continued in Part B
Part “B” (of A-G, Overall A-K)
CP SP637 SALTON (M.P. 637.1), technically in Riverside County, looking east from the west end.
This stretch is below sea level.
Look at all the wires related to that data antenna.
The heavy telephoto above has much heat distortion in the air.
Continued in Part C
Part “C” (of A-G, Overall A-K)
Down in northern Imperial County now, K.P. was stopped in his tracks by UP men unbelievably actually working on the July 4, 2013 holiday!
The above photo’s activity was apparently in a spur of some sort on the NORTH side of the now two-tracked line and Bertram siding … i.e., there seems to be FOUR actual tracks here.
At the east end of the two mains and Bertram siding, at CP SP648 BERTRAM, there were rail cars parked by that staging area (lower left).
We will focus on this area on the way back.
At the Hot Springs Rd. (as per UP electrical box placard whereas the roadway signs say Hot Mineral Spa Rd.), not much has changed since a month ago. Looking westbound:
Above, the present single-track intermediate signals mast is visible. Since no other masts in the immediate area were seen to have been erected, it is unclear if this will be an intermediates signals location under two-tracking. Theoretically, it should be such a location, but we will have to see what develops.
Looking eastbound, a pile of ballast had been dropped.
Continued in Part D
Part “D” (of A-G, Overall A-K)
At Frink road to the east (just east of the Border Patrol roadway stop), an advisory sign was present for the grade crossing. Wow! The grade crossing is to be closed for 7 days!
So, the road closure should be transpiring as you read this (if read when posted).
As at Hot Springs Rd. to the west, the Frink Rd. grade crossing now has newly placed mast crossing gate mechanisms.
Intermediate signal masts have been erected too, on the west side of the Frink Rd. grade crossing.
Continued in Part E
K.P.:
Considering all the cantilever signal bridges and masts that have been unceremoniously knocked down to make way for new structures with tri-color lights, it is nice to see one getting some attention for continued life. Nice catch!! Let's hope this one see's a few thousand more trains before its time finally comes!
As, always, thanks for the continued excellent documentation!!
--John
WDC
Part “E” (of A-G, Overall A-K)
K.P. went a little hog wild with the camera in behalf of the forum to convey the location situation near the Border Patrol stop and Rogoza siding.
Continued in Part F
Part “F” (of A-G, Overall A-K)
Looking east from Frink Rd. the view shows preparation for the grade crossing's modification for two-tracks.
Heading east, we pass the new location of the future CP SP658 WISTER about two miles east of the Border Patrol stop, but nothing seemed to have changed at the site. No photos were taken, but a previously shown June 1, 2013 view should refresh the forum’s memory of the site.
We finally eastwardly reach Niland, with nothing obvious seen as progress on the two-tracking. From the east side of Niland we head back west. However, a very bad sign was observed at English Rd. on the west side of town:
The closed sign did say “1 mile ahead,” but since no two-tracking activity had been observed in the entire area, K.P. desired to proceed further west, but a fantastic occurrence was transpiring, such like K.P. had never ever seen before at Niland!
Part “G” (of A-G, Overall A-K)
TWO westbound trains were present, one on the north siding and the other on the south siding.
And, then there it was! A hotshot came on the mainline, making for three westbound trains across in the view!
As seen above, the south siding (right) will be extended westward, as implied by the culvert railings on the left.
The freight train’s lead unit on the passing train was a very shiny SD70ACe!
But, not just any SD70ACe … It was UP 8823, the very last and highest numbered SD70ACe at this point in time.
It will probably be next year before any higher numbered SD70ACe’s are delivered, if CAT even keeps the SD70ACe designation.
As seen in the last photo above, the English Rd. grade crossing is high up, and motorist have to go up and over it.
Continued in Parts H-K that will be posted on Wednesday, July 10, 2013 by 6:00 A.M. Pacific Daylight Time, which will be immediately followed by the Second, Third, Fourth and Fifth Sections about an area called Robertson in the Cabazon, CA area, i.e. about the area of the Sand Train’s end of the line.
Part “H” (of H-K, Overall A-K)
We finally reach the universal crossovers and east end of the siding at CP SP648 BERTRAM. The car is parked out of the way, but a couple of some things unexpectedly soon come along and go around the parked car.
As seen just above, an eastbound is waiting on Main 2.
The westbound seen at Niland finally shows up … that UP 8823 again! It crosses over to Main 1 and begins its trek on two-tracks westward.
Part “I” (of H-K, Overall A-K)
The Main 1’s UP 8823 West meets an eastbound waiting on Main 2.
The Bertram staging area is full of equipment and parts.
Part “J” (of H-K, Overall A-K)
As so often occurs, a water truck now comes along.
And all this is happening on July 4th! It used to be that the only time anyone ever was away from their family and worked on July 4th was if a train wreck had occurred and the railroad would spare NO expense to reopening a mainline!
The westbound Main 1 DPU’s pass:
Continued in Part K
Part “K” (of H-K, Overall A-K)
East of the CP SP648 BERTRAM, an eastbound view of a swooping high speed curve that literally is high up.
The speed limit through here is 70 M.P.H., and passenger trains can do 79 M.P.H.
It is unknown if track has been laid east of here or not, but remember NO second track was present through the grade crossing about five miles to the east.
A west view, back towards CP SP648 BERTRAM: Why the right east side westbound signal lights up is not clear. There must be a section of laid track that a ballast train, etc., can tie up on.
Finally west of Bertram another eastbound on Main 2 was observed, stopped because of that stopped train ahead. This one had a Norfolk Southern SD70M-2.
And, all those trains were running on July 4th!
A lot of run through “foreign” power, as above, sees the two-tracking of the Sunset Route. Such units don’t normally lead on the Central Corridor because of the need for leading units to be equipped with cab signal equipment. But here on the Sunset Route, that doesn’t use cab signals, such off line power often do lead.
----------
This will conclude the “Status of the Two-Tracking Down … Between Salton Sea and Niland, CA” series.
Nevertheless, a Second, Third, Fourth and Fifth Sections follow.
Second Section
By a Place Called Robertson
Cabazon, CA
The trip to the Salton Sea-Niland area afforded an opportunity for an investigation of the sand train area, by Cabazon.
This “Section” series will show what is at Robertson, as much as possible from public property.
Upon arriving onsite, there was an immediate irritant: A very slow, climbing westbound train that blocked the view of the Sand Train area. A little thought to photo composition type shot was taken, but that shot shows the narrow public alley-like road (far left) that parallels the Sunset Route here.
And believe it or not, K.P. wasn’t as secluded as one would think on the trackside bumpy road that nobody takes! A number of cops find the unmaintained road a quick way to get from one freeway on and off ramps area to the other!
The Cabazon area used to be single-track, with a very long north side western siding, and another very long south side eastern siding. It almost looked two-trackish, but was actually timetabled as single-track. In the first half of the new millennium, two-tracks came to the area.
A warning word about the east side of the Robertson area’s Apache Trail Rd. for would-be visitors …
Above, the multi-road and I-10 Freeway ramps situation is now handled via one of those weird circular type street arrangements that are gaining popularity … at least by Federal money seeking area leaders.
Anyway, a westward view towards Robertson.
Above, when this area was two-tracked, there were two intermediates (for Mains 1 and 2) whereas now there is only one (Main 1, right). When the Robertson CP was put in for the sand train, the switch and signals (Main 2) were a couple of blocks west of where the Main 1 intermediates were at.
Continued in Third Section
Third Section
Coming into Robertson (towards the camera) from the west is a big curve. Years ago, in the far background, was a CP named OWL. But, two-tracking did away with the CP and name.
The Main 2 only CP box:
An eastward view and the sand train track branching off.
Continued in Fourth Section
Fourth Section
Those next to each other signals and a portion of the sand facility:
Other views:
Continued in Fifth Section
Fifth Section
More views:
The Main 1 intermediates.
The complex’s end track … Often the sand train is seen here, on the below photo’s elevated track.
So, all this is what is out at the Robertson area, for those that might not have known.
---------
Strange, unexpected developments occurred Monday, June 8. 2013, and because of them K.P. passed by the Colton Flyover (Colton, CA) again in early afternoon. Towards evening with a setting sun K.P. was able to check out the Streeter Ave. underpass construction site in Riverside, on the LA&SL. In both cases there are things to report, and they border on the unusual, very unusual. Hopefully, a post series on this can be put together in the next day or two.
KP- Thank you for all the time and effort you have put into documenting the double tracking of the Sunset route. For those of us who are remote to the area we really appreciate your reports. You must have the best job in the world or a very understanding boss to permit you making the visits and reports.
I try to keep up with the progress by high lighting the progress on the STV maps. My "coloring" is as follows. Could you make any corrections to my progress high lighting?
Everything east of CP SP 876 is double tracked to El Paso.
The following is t he sections that are not double tracked:
CP SP 876 to CP SP 831 (Sentinal)
CP SP 818 (Stanwix) really old Stanwix to CP SP 771 (Welton)
Granite Spur to Blaisdell
CP SP 743 to CP SP 738
The bridge over the Colorado at Yuma
Moving into California the SPV maps to not include "CP SP"
Araz to 723.7
715 to Glamis
685.8 to 675.2
Salton to east of Thermal
West of Sierra Crossovers I do not have info as the discussions are related to overpasses. If you could fill me in here I would be very appreciative.
Cheers,
Dick Watkins
** Tucson Update **
As of Monday (two days ago), the new main between SP961 (CP Marana) and the east end of Kino (CP 976) was opened to traffic.
Here's a summary of the changes I noted yesterday (working west):
CP Kino SP976
Operationally.... I saw trains operating on the new track segment yesterday, but UP immediately blue-flagged Track 2 (the old main) between Kino and Sabino, so MOW crews could start doing some tamping & intermittent tie replacement.
Not quite as clear if they took out Track 2 from Sabino to Marana or not.
Additionally, I noticed that Naviska had a string of bare tables parked without power. Stored cars have been an oddity up until now, but with the added 10-16 miles of double track, perhaps it will become more common out here.
KP- Thank you for providing tremendous effort to inform us of all the changes on the Sunset line.
Very interesting that work was progressing on the 4th of July.
I would like to add the following observation of the Sunset from a trip on Sunday 6-30-13 that was interesting, yet out of the scope of this thread because it is EAST of El Paso, TX.
UP had several signal crews working around the Valentine, Wendell, and Quebec sidings working on new tri-lights that will replace searchlights at those sidings. No intermediates will be affected because UP or even SP previously replaced and lengthened those signal blocks during a previous upgrade. I apologize for not stopping to record the activity.
This is significant because UP has done very few "visible" upgrades of the former SP line between Sierra Blanca and Del Rio, TX in the last ten years.
I have attached a photo that shows the east end of Marathon siding, which shows typical searchlight signal arrangements for the sidings between Sierra Blanca and Del Rio, TX.
~Randy
Update as of Monday, July 8, 2013
Part I (of I-VII)
Good Fortune and Mysteries
The Colton Flyover
Colton, CA
It only took a few minutes to walk up onto the Rancho Ave. overpass. And as this forumist was getting to the top, a westbound train was coming over the flyover!
As seen above, a number of white hatted, orange vested workers were on the far western slope, on the new final western part of the flyover now that the old ground level Main 1 is out of the way.
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