The Arizona Roundtrip
Part I (of I-VI), Section “A” (of A-H)
Some Happenings in Tucson, AZ
This presentation will be on an east to west basis, i.e., from Tucson, AZ west to the Salton Sea area of Southern California.
We start at a very strange type something on the east side of Tucson, east of Kolb Rd., a facility (if we can call it that) just north of the Sunset Route.
Aerial Link: It Looks Like a Pair of Eyeglasses on a Vertical Axis
From Valencia Rd. on the facility’s north side:
Continued in Section B
----------------------------------------------------------------------------------------------------------------------------------- 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 I, Section “B” (of A-H)
More on the two-track looping:
A zigzag snaking perspective with large piping on railcars in the background:
K.P. has little comprehension of this newer facility, completion status, or its logistics beyond its unorthodox design and nature.
Continued in Section C
Part I, Section “C” (of A-H)
Next stop, by the Prince Rd. overpass construction site, over the new two-track CP SP979 STOCKHAM (M.P. 979.6). The west side of that CP is the east end of the Stockham siding.
Up till just recently, this was the end of two-tracks, with the siding only to or from Main 1. The CP then was at M.P. 979.4, a couple of tenths of a mile to the west of the present CP M.P.
Continued in Section D
Part I, Section “D” (of A-H)
With the two-tracking upgrade at the WEST end of the Stockham siding, by Ruthrauff Rd., the old target signals (as shot on June 3, 2013)…
… have given way to new color lights, absolutes on the left track, number plated intermediates on the right track.
Proof (the number plates) that the right mast signal governs intermediates:
Continued Section E
Part I, Section “E” (of A-H)
A west side visually symmetrical view looking east (through the west absolute signal’s ladder) … and a stunningly strange sight!
Just above, the background left absolute siding signal is normal, but the right signal is a wrong side Main 1 absolute! It could be misinterpreted by a westbound train on the far right Main 2. Up till now Sunset Route two-tracking has seen a consistent, refreshing standard of signal erections that consistently are positioned for correct interpretation by trainmen. The above right signal placement seems to be a radical, unexplained departure from this.
Another eastward view, a more track symmetrical one:
As far as a future grade separation here, Environmental Impact Reports (EIR’s), published material, and circumstances seem contradictory. In K.P.’s opinion, a railroad flyover might be the cheapest overall alternative, and the railroad may (“may”) know that, hence, is holding off erecting an expensive but prudent cantilever signal structure until any financial contribution to ADOT can be maximized …
Continued in Section F
Part I, Section “F” (of A-H)
Looking westbound in that CP SP978 STOCHMAN area, the Ruthrauff Rd. grade crossing:
Just to the east is the familiar CP electrical box.
Continued in Section G
Part I, Section “G” (of A-H)
On February 7, 2013, these eastbound facing photos from Joiner Rd. of the curving east end of the Kino siding were taken, at CP SP976 KINO (M.P. 975.8).
Recently, the section between Kino and Stockham was two-tracked, thus resulting in the following eastward views.
Continued in Section H
I take it that an absolute signal does not need a track number on it.
The above picture shows that it is possible to have a signal with six digits on its stand--four for the mile, one for the tenth mile, and one for the track number. There was a post on another thread, fairly recently, with the statement to the effect that there would be no more than four digits on a signal; the writer did not take into account the fact that the SP line from San Francisco to El Paso was more than 1000 miles long (and also that the Great Northern track to Seattle was also numbered higher than 1000)--and in multiple track territory it is necessary to indicate the number of the track that the signal governs.
Incidentally, not all roads put the track number below the signal number; some such as the Burlington (I presume that all of the BNSF uses the same procedure), put the track number at the top.
Johnny
Part I, Section “H” (of A-H)
The south (right) intermediate mast (for Main 2) has a typical single bulb eastbound lower head, likely green for a yellow over green.
The north intermediate has a lower two bulb head, for either yellow over green (or yellow over flashing green) for crossing over at the new CP SP979 STOCKHAM to the east, or yellow over yellow to go into the Stockham siding ahead.
Views looking westbound from Joiner Rd.:
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Continued in Part II, “Ina Rd. to Twin Peaks Rd., Tucson, AZ Area” (9 Sections) to be posted by Saturday, December 28, 2013 at 8:00 A.M. Pacific Time
K.P.,
Reference those two balloon tracks in the Kolb Road area east of Tucson, the one east of Kolb Road is used as a siding to unload wind generator towers, gas line piping, and other large items that need to continue their trip by truck.
The loop west of Kolb Road used to be used for David-Monthan Air Force Base traffic.
Between those two loops, just west of Kolb Road, is the Tucson Port area, which has recently been designated to become a major container port for offloading Phoenix-bound containers and loading export containers from the Tucson area.
The Tucson Port Authority has announced that they have requested that Union Pacific add a balloon track in their area so containers can be loaded and unloaded more efficiently. If that balloon is put in, there will be 3 balloon tracks very close to each other.
Update as of Wednesday, December 24, 2013
A Number of Situation Reviews
Part “A” (of A-B), Section 1 (of 1-6)
What is happening at Vineyard Ave.?
Ontario, CA
Over a decade ago Ontario International Airport (OIA) was rebuilt with new terminals and access roads. The old road, Vineyard Ave., is nowhere near as important as in years past, but still is a significant access road to OIA and other area roads
On Sunday, December 22, 2013 forum contributor Super Hunky advised us that east and west of Vineyard Ave. that crosses the Sunset Route that there was some type of piping activity transpiring. On Tuesday, December 24, 2013 K.P. was involved in unanticipated arising activity, and thereafter visited the site in Ontario that Super Hunky brought up.
This is a partial view of the Vineyard Ave. grade crossing, looking south.
There were a few post exchanges on Christmas Day, and the concept of a grade separation surfaced. Upon a more thorough investigation, the truth of the matter was uncovered. A grade separation contract has been awarded and the work begun. The Sunset Route track will be RAISED at Vineyard Ave. by approximately 4 feet. Vineyard Ave. will be LOWERED about 22 feet. The intersection just south of the tracks obviously will have to be lowered and rebuilt
To see the official material on this, access the below link, then scroll down to PDF screen Page 10 (if necessary).
LINK: http://www.ci.ontario.ca.us/modules/showdocument.aspx?documentid=9736
What follows is what K.P. found on the Tuesday, December 24, 2013 visit.
A westward view: Floodlights and piping is present.
Just above, if one looks real good, just left of center in the distance, a new CP signal is seen by Cucamonga Ave.
The piping is petroleum related.
Continued in Section 2
Part “A”, Section 2 (of 1-6)
A sole eastward view, with equipment parked in the background.
More westward views:
Continued in Section 3
Part “A”, Section 3 (of 1-6)
What is happening at Vineyard Ave?
The onsite investigation continued westward to the Grove Ave. underpass area.
Looking north at the Grove Ave. underpass with its roadways and sidewalks:
From the south side, looking east:
Looking east underneath the railroad bridging: The current single-track Main is over the left bridging, the future Main 2 will be on the right bridge.
Continued in Section 4
Part “A”, Section 4 (of 1-6)
The north side of the underpass railroad bridging is significant: Piping! Looking eastward:
Looking west:
So, in evaluating the situation back east at Vineyard Ave., a north side shoofly will have to be configured and laid during the underpass construction.
AERIAL LINK: The Grade Crossing
A shoofly for the pipeline will also need to be put in to the north of the track shoofly.
We now move on to other areas …
Continued in Section 5
Part “A”, Section 5 (of 1-6)
By the New CP around M.P. 521
The newly laid second main still has not been connected to the old North Ontario siding.
The connecting gap track (below photo's top) is now present north of the current main.
The railroad seems to have found a novel way to keep people away from the tracks.
The above two photos were shot from Main St., just south of the Sunset Route.
Continued in Section 6
Part “A”, Section 6 (of 1-6)
The New Switch at LA&SL CP C038 ONTARIO
The west end of the new, future CP C038 ONTARIO on the LA&SL:
The frog has a spring frog type look, though the switch is somewhat misleading as it is lying all out of alignment.
The new switch frogs at the new CP AL519 NORTH MONTCLAIR probably a mile away have traditional looking (“looking”) frogs. K.P still can’t figure out the rational in have two types of mainline frogs.
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Continued in Part B about the Streeter Ave. underpass construction and CP C056 SCRRA JCT, both on the LA&SL in Riverside, CA, which should be ready for posting on Sunday, December 29, 2013 by 8:00 A.M. Pacific Time.
From the Google Earth overhead imagery, it appears that the proposed grade separation at Vineyard Avenue will create a stretch of crossing-free clear sailing (note the mixed metaphor) for trains between Hunts Lane, east of Colton Crossing, and Campus Drive, Ontario. One presumes the train crews aren't unhappy with this arrangement.
Deggesty I take it that an absolute signal does not need a track number on it.
An absolute signal cannot have a number plate on it. The lack of a number plate is what makes an absolute signal an absolute signal.
Part II (I-VI), Section “A” (of A-I)
Ina. Rd to Twin Peaks Rd., Tucson, AZ Area
At Ina Road, an interesting movement was seen.
Just above, note the culvert railings on the lower right. In the two-tracking, UP has put such extra width culverts in many places for access roads.
From Ina Road looking eastbound, two previously shown views of where the old Kino siding used to be:
Continued Section B
Part II, Section “B” (of A-I)
Ina Rd. to Twin Peaks Rd., Tucson, AZ Area
The old Kino siding is now totally gone.
Looking east still, because the ballast is so high one cannot see the alignment shift in the tracks way in the background. The alignment shift is likely where the right track seems to just disappear in the background.
On the west side of Ina Rd. are the new intermediate signals.
Just above, it is unclear why the left mast has a lower west (left) face head while the right mast doesn’t.
Part II (I-VI), Section “C” (of A-I)
Looking westbound:
Another eastward view: A piece of equipment was kicking up dust …
… turned around and went back.
As above, there were workers and equipment all along the new two-tracking area for miles that were involved in such little necessities, apparently finishing off type projects.
Part II, Section “D” (of A-I)
At Cortaro Farms Rd. (just Cortaro Rd. on the background, other side of the freeway road), that train mural (left) and intermediates (right):
There were two-tracking controlled sidings and industrial switching areas to the west, but K.P. passed on photographing them. There were too much left still on the agenda.
Continued in Section E
Part II, Section “E” (of A-I)
A Visually Wonderful Location
CP SP970 SABINO and the Twin Peaks Rd. Overpass
Shot from up on the Twin Peaks Rd. overpass, an eastward view of the east crossover at CP SP970 SABINO.
Looking westbound, the pedestrian walling is seen (photo bottom) and the Sunset Route curve in the background. Note around that curve on the left is a green automatic block signal (intermediate).
The center CP box:
Continued Section F
Part II, Section “F” (of A-I)
Train photographers have very small fence openings to contend with.
Part II, Section “G” (of A-I)
The east crossover:
The overpass is over the west crossover.
By the CP box, there is quite a long distance between the west and east CP crossovers.
Continued Section H
Part II, Section “H” (of A-I)
High tension power lines and towers follow the Sunset Route and the I-10 Freeway here.
A westbound frontage road (that pictures can be shot from) and the I-10 westbound off ramp combine and intersect Twin Peaks Rd.
Walking down the sidewalk to the car (out of view of the right), a street sign that identifies the area was seen and photographed.
K.P. got in the car, was able to get in the traffic lanes going over the Sunset Route, turned right onto the I-10 Freeway ramp and started down it … THEN, a surprise was seen! But, it was too late to stop …
Continued Section I
Part II, Section “I” (of A-I)
So, K.P. got off at the next off ramp, returned back to Twin Peaks Rd., and got back on the westbound I-10 onramp, this time fully PREPARED to safely shoot photos while moving on the ramp!
What a stack of railroad ties! Well worth the effort to go around again and take the above photos!
Continued in Part III, “APS Corp. to Red Rock to Wymola, AZ” (7 Sections) to be posted by Monday, December 30, 2013 at 8:00 A.M. Pacific Time
That train you photographed is a LORAM rail grinder, but it doesn't seem to be doing any grinding as it passed. Several years ago one of them parked on a siding in Benson, Arizona for three weeks so the crew could spend the Christmas and New Year's holidays with their families. This one may have been looking for somewhere to park for the holidays.
Part “B” (of A-B), Section 1 (of 1-5)
The Future Streeter Ave. Underpass
Riverside, CA
In lowering sunlight, by the temporary detour roadway, the east bridging-support concrete work:
Oddly, what appears to be the top part of the bridge’s center concrete support is lying on the ground.
Above, the temporary shoofly metal walling is seen.
The zigzagging “sidewalk” (lower left) is merely the temporary zigzagging roadway material cordoned off by a white line.
The west support is by the shoofly’s temporary intermediate signals.
Part “B”, Section 2 (of 1-5)
An eastbound comes along and traverses the shoofly.
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