California – Arizona Trip Report
February 7-8, 2013
Part “D”, Section 3 (of 1-9)
Two-Tracking in the …
Niland, CA Area
On the WEST side of town, by English Rd. now … Looking eastbound, at the three headed west side eastbound signal of CP SP665 NILAND (M.P. 665.5) in the distance (“distance,” more later). The signal bridge and cantilever structure mentioned in Section 1 are seen in the far background left.
Just east of English Rd. the new grading looks unusually wide.
Looking westbound from English Rd., the grading looks finished. A commonly seen water truck waters down the new grading:
Continued in Section 4
----------------------------------------------------------------------------------------------------------------------------------- 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 “D”, Section 2 (of 1-9)
The east switch of the north siding, at that same CP SP669 NILAND (M.P. 667.9) as mentioned above: The siding has a pot signal. The future Main 1 will be a continuation of the old north siding.
The above present Main has a switch for the east leg of the wye type track by the grade crossing, at what is designated as CP SP668 NILAND (M.P. 667.8).
In the last several years CP’s have been consolidated. The first photo in this Section 2 has a three headed signal. Just a few years ago, before the consolidation of CP’s, that three headed signal only had two-heads! So, things got revamped in the last few years. Timetable-wise, there are still two CP’s, but electronically there is only one CP. Dispatcher-wise, it is unknown if one CP is used only for eastbound, and the other for westbound. Two-tracking this area, however, should eliminate the mystery situation … at least presumably so.
Continued in Section 3
Part “D” (A-E), Section 1 (of 1-9)
First stop in Niland was the grade crossing on the EAST side of town. Looking eastbound towards the Niland east switch, at CP SP669 NILAND (M.P. 667.9), the new grading looks ready for track laying. More on that later …
In the background of a heavy eastward telephoto, near the first intermediates to the east, activity is seen taking place:
Just above, note all the culvert railings going back into the distance on the left.
Looking westbound, the grading looks complete too. It is wondered what is to come of the building on the right that seems to encroach on the right-of-way, though the first track on the left is presently the north siding that will become the future Main 1, so it is not like the building is hurting anything.
Above, the south siding from the distant background continues by branching off to Brawley, the branching off track being barely visible on the far left.
Continued in Section 2
eolesen and Mike, thank you both for your pictures!
K.P.,
Thank you for this latest bunch of pictures. How interesting that UP "needed" a crossover between Stanwix and Sentinel. Equally interesting, this branch line near Glamis probably has nicer track than does the UP Coast Sub between Gilroy and San Luis Obispo!
Part “C”, Section 8 (of 1-8)
The Mesquite Line
Near Glamis, CA
As with all the grade crossings here, the concrete tied line has wooden ties just before, within, and after the grade crossing before resuming with concrete ties.
The final part of the line elevates slightly, and curves into the Sunset Route.
The large area Glamis sand dunes are seen in the above photo’s background, for any dune buggy enthusiasts among us.
Here again, a very, very little used flashers and gates equipped grade crossing is present.
From here, we head west on a circuitous route to Niland, CA via Highways 78 and 111.
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Continued in Part D, to be posted Monday, February 25, 2013 by 9:00 a.m. Pacific Time, but likely much earlier.
Part “C”, Section 7 (of 1-8)
Looking the other way is a lone mast with the line’s only intermediate signals, with a low number placard between M.P. 1 and 2.
Looking southwestward (westbound), a drainage ditch is present.
As seen in the first photo of Section 6, the line has strange cross cleared areas each with metal bracings and warning signs for trainmen.
Continued in Section 8
Part “C”, Section 6 (of 1-8)
From the grade crossing towards the southwest, the second on the line, a view of the first grade crossing and CP SP003 way in the distance:
Again, the dirt road grade crossings in this area have no road names.
Above, the placard’s “PUBLIC XING” is hardly descriptive in an emergency, but the Depart of Transportation (DOT) number is!
Again, for any would be pranksters, the holders of 800 telephone numbers, such as UP, can know who is calling them …
Continued in Section 7
Part “C”, Section 5 (of 1-8)
There are THREE public grade crossings on the southwest-northeast aligned partially CTC equipped line. All three dirt road grade crossings have flashers and crossing gates, as with the below northernmost public grade crossing.
A telephoto from that dirt road of CP SP003 (M.P. 3.0): The CP has no other designation other than the SP003.
CP SP003 is NOT a searchlight target signaled CP, though it somewhat looks like such, but has color light heads. The eastbound signal has two heads with a single-bulb each, for red over red, flashing red over red, and red over flashing red. Nothing else is possible, except, of course, everything dark as in the photo above or a diode element is burnt out. And diode elements do burn out, as photographed on December 12, 2012 at Caliente, CA on the Tehachapi grade.
Continued in Section 6
Part “C”, Section 4 (of 1-8)
At Glamis, CA, Highway 78 crosses the Sunset Route at M.P. 698.2
The WEST switch of the Glamis siding used to be listed as CP SP697 GLAMIS (M.P. 697.1). Now, there is one big CP that combined the Mesquite Line junction switch and the Glamis siding’s west switch into one big CP designated as CP SP697 MESQUITE (M.P. 696.8). A previous illustrated July 12, 2011 westbound view of that CP from Highway 78:
Also from that date, two views of a wash crossing of the Mesquite Line:
That bridging has two tracks on it, the Mesquite Line’s Main (if it can be called a main), and what appears to be a siding.
LINK: Two-Track Wide Wash Crossing Bridge
That siding would allow eastbound power to run around a trash train, so the power was on the west end. Such would allow shoving the cars into various tracks of the unloading facility itself.
In the link view above, the view can be adjusted in scope, and moved to see different areas of the line.
Continued in Section 5
Part “B”, Section 3 (of 1-8)
Way Out in Arizona
Before leaving that new LeSosa area (yes, not Lesosa, but officially LeSosa), a look eastward is offered, at the TWO pieces of track equipment, on both sides of the mains’ short tracks.
A few miles to the west, as the tracks are angling back to I-8, is a public rest stop for motorists. Note the two something’s in the background, by the sun reflective rails.
Those something’s are probably solar power sources for the signals and Positive Train Control:
They were peculiar to this particular area, and if remembered correctly, began somewhere east of CP SP831 SENTINAL (M.P. 831.2) and ended somewhere before westward reaching CP SP SP819 STANWIX (M.P. 818.8).
In reviewing past photo files, it is un-definitive whether this solar presence now is new or has been in this area for a while. Compounding this un-definitive situation is that the new CP SP826 LESOSA did NOT have any visible solar aspects to it.
K.P. saw nothing else two-tracking-wise or significant while traveling westward on I-8 in Arizona.
Part “C”, Section 2 (of 1-8)
The new GE AC45 UP 7942 led.
Note the new CP SP826 LESOSA’s location (officially at M.P. 825.5) in relation to the M.P. 826 marker.
Shortly after the new CP, the tracks curve …
… and travel away from I-8 for a few miles.
Part “C” (A-E), Section 1 (of 1-8)
We now head way west, over to the M.P. 825-826 area along the Interstate 8 Freeway, way out between population centers. The new universal crossovers reported being put in last trip (October 2012) had just been put in service a few days earlier.
The new CP was so new that track equipment was still in the area. A westbound train on Main 1 approached from the east.
The CP signal was now lit and high green.
Who Ever Heard of Two-Tracking an Old Branch?
Well, maybe the Powder River Basin up in Wyoming, but that was a rarity.
The TRAINS Newswire of February 12, 2013 had a clip entitled “Groups working to reopen former San Diego & Arizona Eastern.”
From San Diego, CA the SD&AE went into Mexico and returned to the U.S. farther east, went through the spectacular Carrizo Gorge area, headed east through desert land to a connection with the SP (now UP). The UP line makes a connection further east still with its Calexico Sub, which Sub heads north to Niland (northward view pictured below), where the line wyes into the Sunset Route in the M.P. 667 area.
The above photo’s branch line could conceivably have enough traffic on it someday to warrant two-tracking that branch! The fact that a group is making noise about new traffic on the SD&AE line in accord with the “free trade” agreement shows the perceived feasibility of such.
A northward view of the Calexico Sub through Brawley, CA: The line has good, heavy rail.
K.P. finds the situation odd, and somewhat illogical. However, if savvy investors are seeing a way to circumvent high labor costs at American seaports, the SD&AE route effort starts to make sense. K.P. is unsure if it is only a bluff for bargaining with seaport labor, or a way to get around traditional high labor costs. So, the effort may be more than what initially meets the eye in the TRAINS Newswire … With or without additional SD&AE traffic, seaport business for UP and its Sunset Route is a win-win situation.
Update as of Tuesday, February 19, 2013
Ontario Area Happenings
Ontario, CA
Part IV (of I-IV)
You may remember this February 29, 2012 (last year) south side view looking northeast:
Above, only one bridge structure was in place, and a frail makeshift shade structure for workers was present. Milliken Ave. had three vehicle lanes on each side back then.
Now, while it is better than one lane in each direction as reported recently, still only two lanes in each direction are open. But, the outer roadway and pedestrian path is all torn up and being rebuilt for a nice wide Milliken Ave. with sidewalks.
For some reason the north side decorative bridging parts still have not been installed.
Compared to recent slow progress reports, the Milliken Ave. future Main 1 Flyover is progressing quite quickly now.
Part III (of I-IV)
Looking west from San Antonio Ave. one sees the new switch MikeF90 alerted us about.
On the other side of Ontario, on the east side, the Milliken Ave. Flyover is progressing. By Milliken Ave. the east slope looks well along now.
The west slope is finally getting higher too.
Continued in Part IV
Part II (of I-IV)
More compelling is the numbers on the ties of the put together switch; the highest numbered one is “91.”
A reposted photo of CP SP943 WYMOLA (M.P. 942.9) in Arizona shows the highest numbered tie visible as “122.”
The Wymola crossovers are known to be of No. 20 type.
So, undoubtedly, the future controlled switches in Ontario, CA are No. 15’s with a turnout route speed of 30 M.P.H.
Continued in Part III
Part I (of I-IV)
Several days ago MikeF90 posted some enlightening photos of current happenings in the Pomona-Ontario, CA area. K.P. was dispatched to Ontario, the perfect place to start a long day otherwise for the most part devoid of trains.
Between San Antonio Ave. (Ontario, M.P. 519.55) and Vine Ave. (M.P. 519.8), just two or three city blocks distance, is CP AL520 NORTH ONTARIO (M.P. 519.7), two piles of crushed rock and ballast are now present.
From San Antonio Ave. now, looking east … The two new turnouts appear to be fully assembled, except lack motors.
The switches seem to have a 30 M.P.H. turnout route speed appearance to them. But, more compelling …
Continued in Part II
K.P.
Did you stop by at either end of Rillito? Interested if there were new signals installed there as UP seems to be keeping some of the sidings these days.
John Kluender
Part “B”, Section 10 (of 1-10)
Red Rock, AZ
Followers of this thread will undoubtedly recall that the same thing occurred at both CP SP937 WEST PICACHO and CP SP938 EAST PICACHO. The crossovers were timetable listed as 40 M.P.H., then after a while, the same physical crossers were relisted as 30 M.P.H.
A previously shown photo of the single-crossover at CP SP938 PICACHO as mentioned above:
What the logic is in repeatedly putting in 30 M.P.H. movable point frog switches and initially listed them as 40 M.P.H. but in time reverting to their designed speed is unknown.
Now, back to the Red Rock area, but on a different subject …
Just a little ways to the east of CP SP952 RED ROCK, there is on the north side of the tracks the Arizona Public Service electric utility plant.
March 22, 2012: The new signals were turned aside, and the second-track had not been laid.
October 4, 2012: The second-track had been laid, but was not in service yet.
Now that the second-track is in service, look what happened!
The tail-end of a parked train (with a DPU) on the new Main 2 blocked the crossing … and NOT for just a few minutes. One can imagine how irate the worker that had gotten blocked was! What if there had been an emergency at the plant? What if an ambulance or the fire department had been rushing to the plant? The railroad can get away with stabbing the pubic occasionally, but with a public utility? Watch out UP! K.P. envisions the railroad solving the problem (its problem) with an intermediate signals conversion to absolute holding signals. But, that is just an opinion. That might be one grade crossing to watch, though …
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Continued in Part C, to be posted Saturday, February 23, 2013 by 9:00 a.m. Pacific Time, but likely much earlier.
Part “B”, Section 9 (of 1-10)
As bated in the announcement of this Arizona series, the scene at Red Rock, AZ was investigated. Everything new looked the same as last visit …
… but what is NOT seen is what is different. The Red Rock crossovers had been listed in official employee timetable material as 40 M.P.H. They are now listed as 30 M.P.H.! K.P. saw the documents with his own eyes, documents that a UP source showed him!
A view of the west crossover:
Those switches still have the same movable point frogs too.
Several months ago K.P. had expressed concern over a possible signal confusion situation in mixing 40 M.P.H. crossovers with a 30 M.P.H. siding switch. In UP relisting the crossovers speed, there is now no confusion.
(As a side note, make a mental note of the second photo in this post, of the utility plant on the photo’s upper right. That plant will be brought up in the next post that follows.)
Continued in Section 10
Part “B”, Section 8 (of 1-10)
Tucson, AZ Area
Looking west, an eastbound came along. The new track has not even been leveled yet, and is quite warped and uneven as it goes west. Famous Picacho Peak is in the background.
K.P. saw NO evidence that the new track was wired yet for the Ina Rd. grade crossing gates. But, evidence to the contrary!
A wider angle with the stop sign:
Continued in Section 9
Part “B”, Section 7 (of 1-10)
The other end, the west end of the Kino siding, is at Ina Rd. And, there are more advertising signs! And track has been laid here.
The new second-track (future Main 1, left or north on both above views) ends by the yellow track machine clearly seen in the second photo. The tracks by that yellow machine will alignment shift, so the new track (beyond the other end of the Kino siding) is south of the present Main.
Part “B”, Section 6 (of 1-10)
The east end of the Kino siding (M.P. 975.8) ends with the east switch on a sweeping curve, then the single track proceeds east by immediately going over the bridge mentioned in Section 4.
Looking the other way from Joiner Rd., a train is parked in the Kino siding. Note the advertising signs on the right.
Also, if one looks real good, the west ends mainline absolute target signal can be seen.
Part “B”, Section 5 (of 1-10)
Now, for some ground views taken this trip, from Joiner Rd., this one looking eastbound:
As seen above, the right of way is graded, but the second-main track laying has not reached here yet.
Seen on the right, the second track’s relatively new bridge is in place and ready.
The slanted lower sides of that bridge above has a striking similarity to the Colton Flyover’s top orange sides in Colton, CA. The below February 5, 2013 photo was NOT previously shown, and is new to the forum:
Part “B”, Section 4 (of 1-10)
Tucson, AZ
Heading west, we pass by a river east of the Kino siding, and stop at the un-crowded Joiner Rd. grade crossing at M.P. 975.6. The old and new second Main bridging is seen in aerials.
Link: Wide Aerial East of the East Switch CP SP976 KINO
A more close-up of river crossing:
Link: Outdated Close-Up View of River Crossing
January 30, 2010 views of the river crossing and the second-track bridging then in process:
Part “B”, Section 3 (of 1-10)
A southeastward view: Some power of the Tucson Yard.
One thing that popped out to K.P. was the lack of the new, more environmentally friendly power, such as this “UPY” [“Yard”] power getting ready to cross the LA&SL at M.P. 38 in Ontario, CA when that area was signal revamped. Apparently Arizona is not so picky on environmental issues. Below two photos shot August 31, 2011.
K.P. has NEVER seen a tie or ballast train with the less powerful but more environmentally friendly type power, such as the following view back on November 5, 2011 of a SD70M led ballast train laying ballast on the reroute near Cienega Creek, AZ.
Part “B”, Section 2 (of 1-10)
Just to the west of that 22nd Street Bridge is one of the new railroad Positive Train Control (PTC) inspired communication towers.
The 22nd Street overpass is a very cool (neat) place, with mostly unobstructed views of the yard. It is also a very, very safe place to be! Unlike most overpasses where vehicles whiz by, the sidewalks on this overpass (and some others nearby too) are totally isolated from normal speeding by vehicle traffic.
Of course, there are less dangerous ‘vehicles’ to contend with on the overpass isolated sidewalks…
… but railfans can usually deal with them!
Part “B” (A-E), Section 1 (of 1-10)
Up on the west side of the 22nd Street overpass still, a westward view of two other tracks that goes to the southern part of the Tucson Yard (behind the camera). .
It just so happened while K.P. was up on the 22nd Street Bridge that a train came and switched from the mains to the other trackage.
That explanation makes perfect sense. It also explains painting them gray.
John Timm
I agree with Carl that the gray GE's have the remote control receiver/control gear. Hook them up to any other locomotive and you have a remote set.
It was my understanding that the first ones from about 10 years ago didn't have (or didn't use anymore) traction motors and the diesel engine removed. I don't know about other conversions after the first group.
When Des Moines first got RCO, we didn't have equipped engines. They took old switcher slugs, that were recycled from old end cab switch engines, and used them to carry the remote gear. Some had their traction motors removed completely,while others still had them but the wiring had been disconnected.
Jeff
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