A Visit like Few Others
Colton, CA
Part “D” (of A-G, Overall A-W)
Now, For the Nitti Gritty!
The absolute two-bulb head over a two-bulb head signal (NO number plate) goes yellow over yellow!
The BNSF train heads to West Colton Yard via the BNSF Connector. Two views from back at E Street, looking south.
Continued in Part E
----------------------------------------------------------------------------------------------------------------------------------- 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 “C” (of A-G, Overall A-W)
Setting the Stage (Bear with This)
From “H” Street now looking southward: The Colton Crossing interlocking signal (one of two, far left), and those NEW absolutes just south of Valley Blvd. for the BNSF Connector.
The sun makes it easy to recognize the eastbound BNSF Connector signal on the left with its silver painted head back
Looking north from “H” Street at the south eastbound cantilever signal structure:
Note the above structure’s heads are turned aside and the new pot signals (plural).
From top to bottom, left to right are the BNSF Connector, Main 1, and Main 3. Main 1 from the EAST crosses over, and Main 2 ends, so to the WEST are BNSF Mains 1 and 3. (Got that?)
The BNSF Connector pot signal, and the higher mast signal next to it that has its heads turned aside.
Continued in Part D
Part “B” (of A-G, Overall A-W)
That train in Part A is now stopped at BNSF CP GONZALES (M.P. 2.9) on BNSF Main 1, which is the third track rightward from the left. CP GONZALES (thanks Clyde for jogging my memory) is presently strange (more in a moment). But, a BNSF third track would fit on the left alignment, where the cantilever signal bridges are at presently.
In the distance is the new BNSF Connector track, with a photo RIGHT double red facing the camera. A double red is on the left also, but that governs the BNSF Transcon Main 1. Just to the right of that left lit signal is the silver mast with a single head facing trains coming at the camera from under the I-10 Freeway on the BNSF Connector.
On the top photo herein, if you look real good, the near cantilever structure has its Main 2 head turned aside, replaced with a ground pot signal.
That above pot signal has NO insulated joints on the track to its left, so is a super dangerous LEFT signal for the track to its right, Main 2, the center track here!
Continued in Part C
Posting Schedule:
Wednesday, September 18, 2013: Parts A-G
Setting the Stage
Now, For the Nitti Gritty
The New CP
CP SP539 RIVERSIDE LEAD
Thursday, September 19, 2013: Parts H-O
CP SP539 RIVERSIDE LEAD (Continued)
The 4th Street Area of South Colton
From the Rancho Ave. Overpass
Friday, September 20, 2013: Parts P-W
From the Rancho Ave. Overpass (Continued)
By Grand Terrace, CA (Street Running Status and Tidbits)
Posts should be up by 3:00 P.M. Pacific Daylight Time.
Part “A” (of A-G, Overall A-W)
This trip was like few others, as many things are taking place and have taken place. We start at Laurel Street (M.P. 2.1) towards the north end of Colton, CA on BNSF’s Transcon (the LA&SL has trackage rights there at). Laurel Street is the north end of the giant BNSF CP RANA, pronounced RA (as in rat) and NA (as in arena).
(Above, from left to right: Main 4 (the Short Way), the GM track, Mains 3, 2, and 1, and a switching related track.)
Laurel St. is supposed to have an underpass built soon in a grade separation project, but the logistics of shoofly-work seems rather impossible. View looks north, with commuter agency Metrolink fencing and tracks in the distance, right side).
The six tracks funnel into three (that go under a three-track signal bridge way in the distance of the photo below).
Just south of Laurel St. large piles of ballast are present, possibly for the impossible shoofly.
The track identified as BNSF Main 1 here when it reaches the Colton Crossing area goes straight through and presently becomes the BNSF Connector.
Continued in Part B
A Visit Visually Overwhelming …
… and a Memo to Clyde Acolita (9-16):
Hi, Clyde, and all:
On Monday, September 16, 2013 K.P. was in Colton, CA for many hours to see for himself if the exciting reports he had heard were true or not, and the actual scene found proved the reports were very true in an overwhelming way!
Three trains were seen on the NEW, now in service, revamped BNSF Connector! The new CP SP539 RIVERSIDE LEAD east side westbound mast signals were very different from what was photographed there previously! They were also lit! And that just popped up CP SP939 box on the BNSF Connector has a distinct resemblance to a Star Wars space-barroom brawl!
K.P. hasn’t had such an overwhelming experience in a long, long time. It will take a few days or more to put a posting series together, so hang in there everyone …
A quick, special memo to Clyde Acolita: BOTH of those new mast signals in the photo you quote posted about ARE for the BNSF Connector! And, the right mast signal for trains going towards West Colton Yard and Los Angeles were photographed in both yellow over yellow and red over red modes! The upcoming post series and photos (over 350 were shot) hopefully should make this and everything else clear.
Take care all,
K.P.
I was only talking about the SP539 Riverside Lead signals in previous posts.
The new signals on the north connector between SP538 Rancho and BNSF Gonzales (previously known as CP 29) are for interfacing between UP and BNSF. You photographed UP's westbound controlled CTC hold signal here, on the righthand side. BNSF will have their own eastbound controlled signal, likely on the other side of the flyover, but it's not yet in service. Have they installed it yet K.P.?
This arrangement is actually extremely complex from a signal design point of view. Each railroad wants control of the absolute signal governing movement onto their own railroad. Since both connector tracks are CTC, you can't have BNSF and UP lining signals against each other that would result in a slow speed head-on collision.
The design is so complex on the north connector that UP installed a phantom control point to control the WB hold signal. It is not yet mentioned in any General Order, and may never have a station name, but I believe the internal UP control point number is SP 939. The presence of a phantom control point is nothing new here. Before the flyover existed, the north connector tied into the UP No. 1 track via turnout. All movements over that turnout were controlled by a separate BNSF control point that never really had a name of its own and wasn't recognized as a separate place in employee timetables. It was back-to-back with the signals across the diamonds and BNSF had control of both control points. The BNSF Cajon Sub dispatcher authorized movements over the diamonds and the north connector turnout in all directions. This is no longer the case. Once BNSF completes signal upgrades on their side, UP will control westbound movements over the north connector, and BNSF will control eastbound movements beyond the EB hold signal.
Although unrelated to what I just described, SP539 Riverside Lead was placed back into service yesterday with the new signal and switch arrangement on the Mount Vernon Connector, minus the track and diamonds over the BNSF.
Part IV (of I-IV)
Replies
billio (9-13):
You asked, ‘WHY would the railroads [most likely UP] want to reinstall a cross track at Colton Crossing?’ From what I can see, it seems there will be more activity by the old Colton yard area than initially thought. If all that traffic had to back in or out of the east end of the old Colton yard and go over the flyover, it could jam up through trains. Hence, the use of a crossing is to avoid that.
Seldom would a BNSF Dispatcher hold up hot BNSF traffic for a UP yard movement, so UP on the diamonds route would have to await a clearing. But, since the trainmen get paid by the run, waiting is irrelevant (at least as far as management is concerned).
Nevertheless, having a relatively quiet UP angled crossing of the BNSF at ground level can be a backup route if ever the flyover somehow came to be out of service, maybe because of a derailment, earthquake, or other issue. In 1952, Tehachapi Pass, just a few hundred railroad miles to the northwest, had a big earthquake, and Tunnel 5 became blocked.
The above are contemporary photos.
Surveyors and earthmovers immediately converged on that area back then, and within 13 days a track around Tunnel 5 was in place and operational. While trackless today, that shoofly around Tunnel 5 could be pressed into service again within hours I suppose if UP had to do so.
In 1978 a horrendous ground collapse and subsequent Santa Fe derailment occurred on the east slope of Cajon Pass. Just a few months old AT&SF SD40-2 5037 East made it over the ground collapse, but got pulled back to an abyss of violence. The new unit had to be cut in half to get it out of there. The happening occurred on the new line put in just six years earlier. The old line became the Martinez Spur. Some genius at the wreck site came up with grading a connection between the new Main 1 and the Martinez Spur. So, within hours trains were passing the disaster site! Having such alternatives sometimes comes in real handy!
A backup route at Colton Crossing will be nice insurance for UP.
Part III (of I-IV
Clyde Acolita (9-10):
You are most welcome!
The SANBAG diagrams are outdated indeed, as negotiations between interested entities resulted in changes, including the planned elimination of the Colton street running on 9th Street.
About the new signals … It was AFTER your post the new, unexpected signals south of Valley Blvd. on the BNSF Connector were photographed …
… though I think your post had reference to the signals on the Mt. Vernon Connector.
Now that it is known that BOTH connectors will have midpoint signaling, interfacing likely had been easy for signal system designers.
For a long time I thought the crossing of the BNSF at Colton Crossing would be traditionally live circuits, but recent new understandings said otherwise, and as you stated, the UP signals after authorizing movement over the crossing will be into dark territory thereafter on both sides.
All this is quite a change for those long familiar with the old Colton Crossing!
Replies continued in Part IV
Part II (of I-IV)
A Follow-Up to a Question about Railcars
On July 7, 2008 this BNSF triple-tracking track laying took place in the Blue Cut area of Cajon Pass, probably about 20 miles northwest of UP’s Sunset Route West Colton Classification Yard in Southern California.
So, it can safely be said the first photo in Part I was part of a track laying train, and the railcars seen were mostly empty cars used in the track laying process.
Continued in Part III with Replies
Part I (of I-IV)
There was some confusion as to what type of green railcars where in this recently posted photo:
Admittedly, the angle and limited view even confused K.P., but, after a review of photo files, it can definitively be stated they are concrete tie carrying cars.
From the Mountain Ave. overpass in Ontario, looking eastward back on March 18, 2013:
Continued in Part II
Yes, those green cars are for transporting concrete crossties. You can see these cars being used with the TRT-909 Track Renewal Train in this Union Pacific video on You-Tube. The cars are shown at 3:15 into the video.
https://www.youtube.com/watch?v=haV6ryQCaTo
Could these green M of W cars be for transporting switch's.
Update as of Friday, September 13, 2013
Rebuilding the BNSF Connector
Part “C” (of A-C)
Towards evening after a long dispatch, K.P. was able to return to the Colton Flyover area very briefly, and focused on the BNSF Connector in its north-south state, as it parallels the BNSF Transcon. A southward view in failing light north of the I-10 Freeway:
Apparently the point of dispatcher handoff to the other railroad’s dispatcher will be at the above signals. At this point in time, it is unknown if the signals will be absolutes or intermediates, but absolutes is K.P.’s bet.
A special note: The above LEFT mast only has a top head. In contrast, the BNSF Transcon signals just to the south have single heads too but are being modified to have two full heads each! The below August 13, 2013 photo is reshown.
By the Transcon the BNSF Connector is torn up.
Above, the old West Pass used to be on what is now the BNSF Connector, and two tracks for loading or unloading used to be by the background yellowish building. Note the large closed doors on the building.
In a somewhat strangely evolving situation, all the masts and cantilever signals at BNSF’s CP29 have their heads turned aside and new dwarf units replacing them! Note the double-red dwarf signal by the roadway.
K.P. is unsure of why such a development is happening. Is BNSF going to finally lay its third track though here? In studying aerials just recently, the new track would have to be laid east (right) of the present tracks (north of the diamonds), so the cantilever structures would be in the way (in such a scenario).
About a mile to the north (railroad east), BNSF, according to recent aerial views studied, now has NO room for a shoofly at Laurel Street for the planned underpass.
LINK: The Future Laurel Street Underpass Site
So, there are many unclears about what both BNSF and UP has in mind for the BNSF Connector and the Transcon track layouts (a mile on each side of the old Colton Crossing diamond), especially when one considers the new signals just south of Valley Blvd. (first photo above).
It should be revealing to find out what type of Colton Crossing will actually be put in. We know it will NOT be a 90 degree arrangement, but will it have two OR three angled cross tracks at the ground level single-track UP Track 112 crossing? We should find out relatively soon …
This will conclude the short series.
Part "B" (of A-C)
A heavier telephoto: The BNSF Connector track is even laid for curving under the freeway.
Above, note the switch on the lower center. Also, the old diamonds are still in place and at this angle and time of day reflect the sunlight.
The crossover switch is definitely of the manual, hand-throw type.
A super heavy telephoto towards CP SP540 MT VERNON, and what looks like a new, near future Mt. Vernon Connector track, and track equipment on it (right). Or, it could be on the two new sidings.
Part "A" (of A-C)
From the Rancho Ave. overpass looking west: K.P. does not recognize what the light green cars are for other than they are related to maintenance-of-way. Maybe someone at the forum will share their expertise …
An eastward view and the newly laid and partially ballasted BNSF Connector track (right).
Above, note how the new BNSF Connector track follows the alignment of the flyover and not the straight Sunset Route of yesteryear..
A more telephoto view:
Neat pics, KP. Thanks once more for sharing.
KP, I find Pic 1, Part O above, showing a UP stack train rising up and over the BNSF, where another stack train passes below, progress unhindered, neither stopping, to be enormously satisfying. Thinking of the train-hours wasted (spent sitting on one line or the other, waiting for the crossing to clear) drives my operating fantasy side bugs.
I guess the pics showing construction of the new UP-BNSF grade crossing at the end of your post above is as good a place as any to ask why, having just spent $75 million to elevate UP tracks over BNSF, UP would want to reinstall a grade crossing at that spot? Any track supervisor will tell you that grade crossings are more expensive to maintain, so why do it.
Update as of Tuesday, September 10, 2013
The Colton Crossing / Colton Flyover
That auto-rack train suddenly was shorter than it originally had looked. Notice how the track jogs now.
We are reaching a crucial moment, where the train transfers from the old alignment to the new alignment.
Oh no! What a time for a BNSF eastbound (leftward) Transcon train to come and get in the way!
Oh, there will be another time …
This will conclude the series.
Part III (of I-IV)
A heavy telephoto: One has to wonder if anybody was coordinating everything!
A very heavy telephoto from Rancho Ave. looking east to the Mt. Vernon Ave. overpass: The eastbound train on the left was on Main 1, and the train on the right was coming towards the camera on the Mt. Vernon Connector.
Above, the latter part of the right train is on Main 2 and its auto-rack car’s silver roofs reflect the sun.
A broader telephoto:
While we are in telephoto mode, another look at the new switch west of the BNSF Transcon.
Continued in Part IV
A down on view:
Another water truck was roving around again.
Construction personnel and equipment was in abundance.
A broad eastward view:
Continued in Part III
There has been some question if the future switches (the crossover) between the BNSF Connector and Track 112 west of the Colton Crossing, by 4th Street, were a dual-control type or not. Here is a fairly good view from 4th Street.
While K.P. was on ground level, two trains traversed the flyover at the same time.
Up on Rancho Ave. now, it could be seen that BNSF Connector ties had reached westward to the overpass, and the north rail was attached.
Update as of Sunday, September 8, 2013
Events between Pomona and Colton, CA
Part “R” (of G-R, Overall A-R)
More concrete ties and equipment:
The old line track replacement seems to be to first get the BNSF Connector track up and running again, and the above ties and equipment are to that end.
This will end the series.
-----------
On Tuesday, September 10, 2013 K.P. was dispatched to Redlands (CA), and after the assignment was able to drop by the Colton Flyover area by Rancho Ave. again. That much smaller report will be in a day or two.
Part “Q” (of G-R, Overall A-R)
Some ground level views by the alleyway alongside the old and future tracks ... and the ties.
A strange tubing junction with apparently old, abandoned cable wires that were in the way that were severed:
Continued in Part R
Part “P” (of G-R, Overall A-R)
Now a train comes off the Palmdale Cutoff (top train, leftward) and heads west (away from the camera) on the Sunset Route.
Is this train paradise, or what?
A very heavy telephoto of the new switch off the Mt. Vernon Connector: The present ‘route ‘ of the Connector bends back and forth.
This past Tuessday, K.P. actually saw a train zigzagging through the area. That will be shown to the forum in a day or two.
Continued in Part Q
Part “O” (of G-R, Overall A-R)
Wow! A train is stopped on the flyover, and another train on the Mt. Vernon Connector goes ahead of it … while a BNSF westbound (rightward) heads to Los Angeles.
The tail end:
By Ranch Ave. stacked ties are scattered and equipment was parked.
Continued in Part P
Part “N” (of G-R, Overall A-R)
And the eastbound stops at a red signal over at CP SP540 MT VERNON on the flyover’s east slope.
Above, the Rancho Ave. overpass affords a nice view of the laid ties for the future BNSF Connector.
A telephoto of that switch in question! The ties all the way back have no rails attached yet, and many ribbon rails are scattered around.
Just above, note the BNSF Trancon (top). The diamonds are STILL present, and have not been removed yet. Likely, the old diamonds will be taken out during a big powwow for putting in angled crossings for Track 112 that should greatly reduce noise for the neighborhood.
Well, well, what do we have here? A West Colton Yard out and back move (left) passes the tail end of the waiting train on the flyover.
Continued in Part O
Part “M” (of G-R, Overall A-R)
Up on the Rancho Ave. overpass: An eastbound intermodal happens by … with a couple of CSX units too …
Continued in Part N
Part “L” (of G-R, Overall A-R)
The east-end of that switch (lower left).
Looking west, some piping is present.
A closer view and the newly laid ties:
Continued in Part M
Part “K” (of G-R, Overall A-R)
An eastward view from 3rd Street: That new switch is just left of the white UP truck.
A better view of that new switch:
At this point, even with a highly blown up view of the same photo, K.P. cannot determine with certainty if the concrete ties are for a manual or powered switch, but he leans toward a manual one..
(K.P. was by the area of the switch a few days later, and it looked to be a manual switch installation. A future post series will show photos.)
The track closest to the flyover will be CTC track, but Track 112 just to the south will be dark, un-signaled. But that knowledge doesn’t preclude an interlocking plant for the crossover to exist. Or, it could just be a manual crossover.
Continued in Part L
Part “J” (of G-R, Overall A-R)
At 3rd Street now, that shiny, new power ballast train comes.
Continued in Part K
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