Colton Flyover Report
Colton, CA
Part III (of I-VII)
Track is now actually on the top portion of the west slope, and track-laying occurred on the bridging over the BNSF Transcon and BNSF Connector
Ribbon rail is along the flypvers north side.
Continued in Part IV
----------------------------------------------------------------------------------------------------------------------------------- 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 II (of I-VII)
Another auto-rack train comes off the Palmdale Cutoff, via the East Leg of the Wye.
Above, it is unknown if the right signal will be moved or not to the other side of Rancho Ave. (the camera location) for when trains start using the Colton Flyover.
Eastward views from the Rancho Ave. overpass.
The flyover is now ready for track laying.
Continued in Part III
Part I (of I-VII)
This update post series will be presented on a west to east basis.
We start at the Riverside Ave. overpass (actually in the City of Rialto), by CP AL935 RIVERSIDE AVE, with a focus on Main 1’s intermediate signals, particularly the short eastbound single-headed mast signal in the below previously shown September 26, 2008 photo.
K.P. has been anticipating THAT signal to be changed out so that it could display yellow over yellow, but such has not occurred as of this date. However, eliminating the present CP SP537 EAST WYE-BYPASS west of Rancho Ave. would imbalance the signal display circuitry. Thus, it is possible (“possible”) the short mast will remain and a new mast signal for Main 1 (the curved track on the far left below) could be erected by Pepper Ave. that would solve that problem.
(K.P. is becoming paranoid, as a strange shadowy figure keeps following him around, as on the lower right of the above photo with the tail end DPU’s in view. Seriously, shadows were very long at photo time!)
The west eastbound Main 2 signal at CP SP535 PEPPER (bottom center) in relation to the future CP SP538 RANCHO Main 2 west side eastbound signal: The latter’s signal is barely visible (just below) on the top center, by the silver electrical pole and single white car.
The white refrigerator cars are in both of the just above views. The Rancho Ave. overpass is on the upper middle left of the third photo.
Continued in Part II
K.P. originally wrote:
""BarstowRick (5-13):
It is entirely possible that you saw Amtrak #4 use Metrolink’s Flyover in San Bernardino …
… but I question what you actually saw. It more than likely was a misinterpretation of what was actually there. I’ve been known to do that occasionally. ""
K.P. I couldn't agree more. I'm sure it was a Amtrak train rerouted but had no idea which train. And, couldn't pin point the date to save me.
RickH
BarstowRick.com Model Railroading How To's
** Tucson Mini-Update **
Driving on I-10 today, it appears the west end of CP Kino has been removed.
A wood tie turnout was sitting off to the side, and it looked like several track panels had been dismantled (with several stacks of wooden ties spaced about 100-200 feet apart). I didn't see any UP crews working today, but Arizona Underground (a local contractor) was busy working between the frontage road and the UP tracks.
As I'd mentioned some time ago, it seemed unlikely that Kino would survive as a passing siding after the double track was operational, mainly due to the alignment shift that was going to take place before the bridges over the Canada Del Oro Wash.
Kino gets a fair amount of use, so taking it out entirely only makes sense to me under two scenarios --- the second track between CP Sabino and Kino was being placed into service, or the second track between Sabino and Kino was being placed into service.
I can't see UP killing off Kino unless there was another section of track going in service to replace it.
With all the activity that has been going on from the signal crews, it's quite possible that Sabino to Kino may now be in service, or will be in the next week or three.
Simultaneously, the I-10 construction at Prince Road just went thru its own realignment -- the westbound lanes are now using the new pavement, and no longer are shifted over to the frontage road.
I've suspected that construction has been limiting factor what UP can do at the east end of Stockham. The piles of concrete #24 turnout ties were still there last week. With the I-10 alignment shift having happened within the last couple days, I wasn't able to see if they've started building those turnouts or not.
I'll try to take a run out tomorrow and see if it looks like Sabino's signal heads have been turned... If anyone else is in the area, please feel free to take a look and report on it.
A Future Posting Report from a Surprise Visit
On the afternoon of Sunday, May 26, 2013 K.P. ‘made an opportunity’ to tie down some loose ends and visited the Colton Flyover site at Colton, CA. It now can be said that the theorized (“theorized”) cantilever signal bridge off the concrete walling by Rancho Avenue …
… looks like (so far anyway) was a false concept, though meritorious and logical as it was, for the top cornering merely had normal concrete-work finished.
As seen just above, the flyover’s separating concrete-work from the I-10 Freeway onramp has had a finely meshed fence erected on its top.
Absolutely NO new signaling or the type has manifested itself yet on the flyover’s west slope for the east side westbound signals of the big future CP SP538 RANCHO.
There was actually a bunch of ribbon rail now off to one side up the western slope of the flyover.
A full Rancho Ave. overpass visit findings report will be posted in a day or two.
K.P.,
Don't know of any strap-on rocket packs, but how about this?:
http://www.helipal.com/walkera-ufo-5-with-camera-2-4ghz-edition.html?gclid=CJ_Cl_LyrrcCFfHm7Aodn1AAQQ
John Timm
Replies:
Part B (of A-B)
cacole (5-15):
It has always amazed me how civic leaders don’t have any concept of railroad right-of-ways and community growth. They approve things, and suddenly realize they’ve interlocked themselves into a corner of sorts, and the only way out is to build an expensive railroad flyover. Sometimes I wonder if that isn’t deliberate, giving them an excuse to bring into the community big Federal money.
The last I heard is that the Alameda Corridor East Construction Authority is still trying to figure out what they are going to do in the City of Industry (CA), where Valley Blvd. crosses Workman Mill Rd. (Puente Ave.). That IS an interesting one!
Yes, if those civic leaders that designed the present arrangement had only known what the future would be.
desertdog (5-15):
Great input about New Mexico and Arizona from your travels alongside the Sunset Route!
I hope to get to Arizona soon and photo document some of what you and eolesen have reported. I’ve been trying to figure out how I can get all the way to El Paso, TX again …
… and Santa Teresa, NM.
Photographing the single-track stretch between El Paso and Sierra Blanca is hot on my to-do list. Whether I can get out that way this time is presently up in the air, but getting to Tucson and the specifics for such are now actually pending …
eolesen (5-20):
Thanks for the tipoff about Prince Rd. being closed. The news that that road is closed was somewhat disappointing, as that area seems to be a key location in the two-tracking. Once I get out that way, maybe I’ll be able to improvise something … I wonder if anyone rents rocket-packs that can be strapped onto one’s back. Can you imagine hovering 100 feet above and to the side of the tracks shooting pictures? Such pictures might be cool, but are probably more wishful thinking than anything … Nevertheless, thanks for the advance information.
Take care all,
K.P.
Part A (of A-B)
BarstowRick (5-12):
Concerning Cajon Pass, the ‘Walker Crossover down in Devore, CA’ that you mentioned … I think what you meant to say was Keenbrook. Keenbrook and Silverwood both have, in essence, single-crossovers between the BNSF and UP.
About rerouting Amtrak’s Sunset Limited via Fullerton (on the BNSF) in-lieu-of Pomona … While on a longer route between Colton and Los Angeles, it would reduce station costs (by eliminating Pomona). But, I’ll believe it when I see it.
MikeF90 (5-12):
A combined Ontario Amtrak and Gold Line Foothill Extension stop is an interesting concept, but in some ways would be at variance with the realities of Ontario International Airport (ONT). Amtrak parking is generally free, whereas ONT parking is exorbitant! Somehow I envision a possible future Amtrak / Gold Line parking lot mysteriously always having insufficient parking space in it …
Concerning yard locations … You opinioned that a yard would have been better built on the EAST side of the Santa Ana River than West Colton Yard that is WEST of the river. Years ago I actually thought that way too. However, one day it dawned on me …
… that the east side is on a grade, as seen in the above previously posted photo’s background left. (The signal bridge is now gone.) West Colton Yard needs, and is actually on, a rather flat extended area and cars therein so often have the brake air cut out in preparation for humping.
An extended discussion was once had with someone that mentioned a radical slanted yard EAST of the Santa Ana River, which yard would be super-efficient and have little dwell time for yarded railcars. That may or may not have worked, but since classification yards are still the standard, the nature of the topography dictates WEST of the Santa Ana River is the side of choice.
BarstowRick (5-13):
… but I question what you actually saw. It more than likely was a misinterpretation of what was actually there. I’ve been known to do that occasionally.
Years ago, when Amtrak still used AT&SF’s “Second District,” Santa Fe derailed some cars by the Mt. Vernon Ave. Viaduct, cutting off a direct route to the San Bernardino Depot. Amtrak #4 was makeshift routed through the “A” Yard (you can see how long ago that was, BarstowRick!), and BACKED into the depot from 5th Street (the CP is now called 7th Street).
So, if you actually saw Amtrak #4 on the Metrolink Flyover, it may have been a jerry-rigged movement or something else weird.
I don’t think Amtrak #4 has ever detoured over the Sunset Route, but don’t quote me on that. Forty-four years ago, in 1969, Union Pacific’s City of Los Angeles, No. 103, transitioned to the Sunset Route at Colton Tower, and ran to Los Angeles. Heavy, extended rain had affected its own LA&SL line, plus the AT&SF B-5 Bridge south of Colton.
Continued in Part B
K. P. HarrierDoes anyone know where the ballast originates at?
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! ***
A somewhat related comment: the ballast being spread on the Sunset in Arizona for new construction and for re-ballasting in New Mexico is close to white in color. The Southern Pacific always used a dark gray ballast that looks close to the color of slag. I wonder what brought about the change.
cacole K.P. -- I wonder if those UP ballast trains may be coming all the way from Granite, Wyoming? That's where the UP used to get lots of ballast.
K.P. --
I wonder if those UP ballast trains may be coming all the way from Granite, Wyoming? That's where the UP used to get lots of ballast.
Cajon Pass on the BNSF
On assignment Tuesday, May 21, 2013 with a couple of hours of free time in Hesperia, CA, the BNSF two-track mainline on the east slope of Cajon Pass was visited. While at the Main St. overpass site, an eastbound UP came along. It was a good length empty ballast train!
So, at least some ballast dumping cars on the Sunset Route has passed over Cajon Pass, and possibly the LA&SL too, the line up to Salt Lake City, UT.
Inquiry: Does anyone know where the ballast originates at? UP doesn’t tap the facility near Newberry Springs, CA on the BNSF between Barstow and Ludlow, does it?
Power Tidbit
In the first photo above, the rightmost unit is UP 3981. That unit is among the first SD70M’s age-wise on the UP power roster, and was originally purchased nearly twenty years ago as gray and scarlet SP 9807, and spent its early life shuttling between West Colton Yard, Colton, CA (plus nearby City of Industry and Long Beach) and Portland, OR on what is now known as UP’s I-5 Corridor.
Those original 25 SP SD70M units (SP 9800-9824) are now seen system wide as UP 3974-3984 and 3986-3999, and occasionally make it into Sunset Route two-tracking related trains, like with the 3981 above.
Update as of Saturday, May 18, 2013
Slowly but Surely
Ontario-Montclair, CA
Part IX (of I-IX)
Apparently, that removed section of track is for a switch leading to that track with ballast cars on it in Part VII
Looking west, a new uninstalled switch is seen for the Main 2.
A section of track has been removed too for the switch on the west side of Monte Vista Ave.
Above, notice that that ex-siding is connected to the way background future Main 2.
Looking eastward again, a bunch of concrete ties are spread out.
Unfortunately, K.P. did not precede any further west, so it is unknown if the track goes through now to CP AL515 RESEVOIR. But, slowly but surely this section is being two-tracked.
This will conclude the series.
Part VIII (of I-IX)
West of the Central Ave. overpass (background in the photos of Part VII) is Monte Vista Ave. The SP North Montclair siding (second track up from the bottom) had both ends connected to the new Main 2 trackage on each side of the ex-siding.
The east end of the North Montclair siding that goes straight through now.
East of Monte Vista Ave., the old siding has a track section removed.
Continued in Part IX
Part VII (of I-IX)
Looking northwest from the Mountain Ave. overpass, and the angled track between SP and LA&SL sides. Of special note … the east-west track has concrete ties, but this angled tract uses wood ties!
The new east-west track between the SP and LA&SL sides, and ballast cars on it:
Above, the future Main 2 (second from the right) was heavily ballasted, and looks near ready to be put in service. But, no necessary new signals had been erected.
A telephoto:
Continued in Part VIII
Part VI (of I-IX)
The weird track laying from both ends has not been connected yet! Is it possible the presently un-signaled track along the background LA&SL will be made to cross with a diamond the track from the SP side?
The boulders, the new track between SP and LA&SL sides, and LA&SL in the upper right background:
Another LA&SL view to help orient the forum to the site: The CP C036 MONTCLAIR box is in the background.
Continued in Part VII
Part V (of I-IX)
An eastward wide angle (with a shadowy K.P. on the lower right):
A northeastward angled telephoto towards San Antonio Ave. (Ontario):
A southeastward angle with the LA&SL in the upper background:
Continued in Part VI
Part IV (of I-IX)
It did not appear anything significant was new at the San Antonio Ave. (Ontario) grade crossing area.
On top of the Mountain Ave. overpass, it could be observed that great progress had been made on the two-tracking and area trackage modifications.
The new track to the south (photo right) still had no ballast, whereas the new Main 2 (as above) was well along in its ballasting.
Continued in Part V
Part III (of I-IX)
To proceed further west, a detour route had to be taken, and that detour route, because of the trackwork, apparently the circuits were energized and the signals for the Ontario Branch were lit!
While K.P. was there, what the heck, a shot the other way was taken.
If you are ever out at this location, be mindful of the security guards and their dogs … This visit, a dog headed towards K.P., and I think the guard could sense I was mentally prepared to violently taken on the dog …
Part II (of I-IX)
About four blocks to the southwest is the LA&SL Campus Ave. grade crossing, and it was being rebuilt.
With track equipment often blocking the grade crossing, the crossing gates apparently were turned off. The track circuits were not, however. More in next section …
A Siting in Cajon Pass!
In traversing Cajon Pass for this post series, a UP continuous welded rail (CWR) train was happened unto. Southbound (leftward), it had gone into the Canyon siding on the Palmdale Cutoff.
Above, just below the Palmdale Cutoff are BNSF Mains 1 and 2, with Main 3 out of view. The five years old now very visible BNSF walling is seen. It is unknown where the CWR train was heading, but somewhere on the Sunset Route is a good bet.
Part I (of I-IX)
The account and photos henceforth will be on an east to west basis, and starts by Cucamonga Ave. in Ontario. A signal burial base (with an orange cone on it) is now present on the future CP’s east end.
A lot of ballast is at the site now.
The new CP box is now at the site, but it is unknown if it is in its permanent position.
As is typical of new CP’s, the CP’s location identification placards are turned in, so the new CP’s name is still a mystery to observers.
** Tucson Update **
Hey all, a long overdue update from the Old Pueblo...
It is not all in service, however as of right now, double track now stretches the entire way from CP Estrella (about 20 miles east of Gila Bend) thru Tucson to El Paso.
https://lh3.googleusercontent.com/-GLDAYzuNjCs/UZortIlwjhI/AAAAAAAAS6o/TuZUsPnWwdM/s576/capture__112235.jpg
On April 30th, I managed to catch the Harsco train pulling out of the east side of CP Kino, after having backed itself out of the newly laid second main between Kino East and Stockham East (yes, I said east).
The track itself ends just west of the former grade crossing at Prince Road.
As I'd mentioned over a month ago, there's also a pile of ties for a pair of LH #24 turnouts sitting just east of where the Prince Road grade crossing used to be. I say used to because it's been closed for over a year, with a construction project underway to create an overpass for Prince which bridges both the UP and I-10.
Last week, a ballast train from UP was working the area, and dumped rock for a distance of about 2.5 miles, starting after the bridge at the Rillito River (immediately east of CP Kino) and running as far as the back-to-back propane sidings about a half-mile east of CP Kino West.
Last time I emailed Zoe Richmond from UP Public Affairs, she'd mentioned that the Sunset Route is one of the few projects that they have some discretion on as far as spending goes. They can slow it down or speed it up as needed.
Based on what I've seen, there's no slowing of work within the Tuscon Service Unit. I've seen tamping crews working on a regular basis between CP Sabino and CP Marana. Signal crews have also been working the full distance between Kino and Marana, with new insulator joints visible (the bright white paint does make them stand out...).
I'd expect the segment between CPs Marana and Kino to be in service sometime in the 3rd quarter, with the full segment thru Stockham possibly in use by 4th quarter. The construction at Prince Road may be a driver there, as they still need to finish the overpass at the UP.
As a side note, I made a trip up to the Arizona Railway Museum for National Train Day, and by chance, got to meet Zoe in person. UP was staffing a booth just outside the UP diner on property, which itself was all decked out in full splendor, complete with two ladies in their Harvey Girl outfits. It's quite an interesting collection of cars up in Chandler, but you need to go on an event day if you want to see the car interiors.
K.P. had an unexpected opportunity to visit the Ontario to Montclair, CA area the afternoon of Saturday, May 18, 2013, and the two-tracking and other new trackage are progressing slowly but surely.
The LA&SL Campus Ave. grade crossing (by the Ontario Signal Department) was being rebuilt …
… and the SP-side North Montclair “siding” is technically NO more and will never be again! And would you believe a FUTURE diamond between the SP and LA&SL routes? K.P. is not sure he even believes it, but that would explain a persistent gap in an otherwise strange track laying. And, two uninstalled turnouts are now by the SP Monte Vista Ave. grade crossing.
A more in-depth photo report will be presented to the forum in a few days.
Cacole asks: why don't the rail lines remain at ground level and elevate the highways
Colton is self explanatory -- it's crossing another railroad main, removing the bottleneck. That's what the flyovers in Fort Worth at Tower 55 and Chicago at Englewood are aimed at addressing.
Where highway-track separations are concerned, it looks like the decision to do the flyover is a matter of available real estate.
At Milliken Ave, the grade crossing is pretty well landlocked. I don't see where there would have been sufficient room to tunnel under the UP, and still enough clearance for the intersection at Guiasti Road.
Plus, with all the truck traffic in the area, tunneling would need to provide enough headroom for 16' high trailers to be able drop down *and* level out in order to safely clear the railroad bridge's structure.
I suspect it came down to a flyover being cheaper and less disruptive than trying to move an eight lane roadway and buying up the land needed to move the road (thus encroaching on the two truck stops).
Some observations along the Sunset Route, April-May, 2013
April 30-May 1.
Heading over from the Dallas area for a visit to Arizona along I-20, and later on I-10, allowed for some excellent drive-by train watching, along with an opportunity to catch up on construction progress. Here are a few notable details:
At several control points in New Mexico and Arizona, a second antenna mast has been erected. K.P. speculates that it may have to do with Positive Train Control, which seems likely to me, as well.
Although not new construction, significant ballasting and concrete tie replacement is going on east and west of Deming, New Mexico. We spotted several strings of ballast hoppers at work or in sidings. West of Lordsburg, New Mexico, we encountered a short eastbound Arizona Eastern freight, operating on trackage rights, led by a pair of shiny GE B40-8’s in Genesee and Wyoming orange and black. Offhand, I don’t know their heritage, but it would not surprise me to learn they had once covered this same stretch for the Espee, pulling manifests and fast intermodals.
At Marsh Station Road, AZDOT has a major road widening project underway. The concrete pillars that held up the former UP bridge still stand, although one north side pillar has been partially demolished. An Ames Construction truck was present, along with various pieces of earthmoving equipment. The track for the old alignment remains in place south of the highway, although the long line of covered hoppers that was there at Thanksgiving has since disappeared.
In Tucson, rail on concrete ties has been laid in the area north of Grant Road. There are industrial customers in the area and from the freeway it appears there will be a stretch of triple track to facilitate switching movements.
As previously reported by eolesen, Harsco track alignment equipment remained on the scene at Ruthrauff Rd.
At Ina Rd, CP Kino, I noted the first hooded signals, still turned aside. Searchlights continue to control train movements up to at least Cortaro Rd. where another set of hooded signals has been installed but not yet put into service. Crews were working in the signal boxes at all crossings and control points in the vicinity.
A set out track is being added to Main 2 north of Red Rock. The rails and ties are down, but without ballast. For the first time I noted an entrance signal at the Tucson Electric siding.
May 11-12
On the return trip, we witnessed some fancy dispatching in the Red Rock area. Reminiscent of the West Line out of Chicago, stack trains were passing with an eastbound on Track 1 and a westbound on track 2. Yet another train, a manifest, was waiting out the action on the third track.
We caught up with Amtrak at Deming at 2:45 P.M., 1-1/2 hours behind schedule. It made me wonder how much the track improvements have helped keep the train on time, or anywhere close to it.
Although not specifically related to the Sunset Route we noted with interest UP Billboards in English and Spanish warning truck drivers in the Odessa, Texas area to look both ways at crossings and to avoid bottoming out on grade crossings. Hundreds of oil field workers cross the UP daily throughout the region, many at un-signalized crossings.
cacoleFrom a practical standpoint, why don't the rail lines remain at ground level and elevate the highways?
- Property Access. Too many residence or business properties may have their only entrance too close to the crossing - both a road underpass or overpass may be unacceptable. Costly property 'takes' / relocations may be required.
- Cost of Road / Utility modifications. It may be more costly to raise (or depress) all of the roads and road intersections near the grade crossing. Don't forget those utility relocations.
- Noise. Elevating high volumes of constant road traffic will broadcast vehicle noise over a wide area. IMO train (and jet aircraft) noise can be perceived to be 'less frequent' and often 'passes quickly'.
- Aesthetics. Occupants of a residential neighborhood might not want to look at an ugly manmade hill (road or rail).
Each grade separation has unique characteristics that must be taken into account. Road underpasses are sometimes not feasible. For example, the Alhambra sub in City Of Industry is adjacent to both a large flood control channel and a major road, so a rail flyover is the most likely solution.
K.P. and others:
All of these railroad 'flyovers' that are being constructed seem to be turning the UP into a real roller coaster ride for trains.
From a practical standpoint, why don't the rail lines remain at ground level and elevate the highways?
Update as of Monday, May 13, 2013
A Few Moments to Spare
Part “B” (of A-B)
Previously, it had looked like this:
Is it possible (“possible”) the horizontal portion of a cantilever signal bridge will be attached there (the wall) for Mains 1 and 2’s east side westbound signals for the future CP SP538 RANCHO? That certainly would allow high up signals to be seen from approaching westbound trains.
That flyover width will eventually be three-tracks wide, though only two-tracks will be laid initially, and probably be like that for many years to come.
A three-track cantilever signal bridge at Blue Cut in Cajon Pass on the BNSF when that line for being triple-tracked:
There does not seem room for any type of signals at ground level, so something off of the side wall would make sense.
Hopefully, within a few weeks the march of time will give us something definitive, whether or not the conjectured possibility will happen, or something else. June is coming real fast, and sometime therein is when trains are first going to be traversing over the flyover, on one-track at first.
Part “A” (of A-B)
Towards the end of a long, many hours traveling assignment a brief stop was made in Colton, CA, near the Rancho Ave. overpass. There were still no further new signals erected.
The glaring, reflective sunlight made for an irresistible photographic view to shoot …
Almost looking into the sun, though, a very strange thing was spotted …
The structure’s corner was being completed, with a temporary square-like wood covering typical of drying concrete.
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