Update as of Wednesday, June 13, 2012
Part "F" (of A-L)
The Colton Flyover
Colton, CA
An eastward telephoto showing the piers by the present northwest quadrant's transition track:
In the above photo, note the large dark square-like type item just above center. That is by the La Cadena underpass and the piers being erected there (more on this later).
Also in the above photo, a westbound (rightward) BNSF is going across the view on the Transcon.
On the big piping by 3rd and 4th Streets, a few seem to be left over. It is unknown if such is for a final connection or not.
A ground level view from the 3rd Street col-de-sac: There is plenty of dirt piled up.
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 "E" (of A-L)
Now, we look east from the Rancho Ave. overpass. So much construction traffic has been present that the make-shift grade crossing (bottom) has dirt all over the rails!
K.P. still has no explanation for the temporary lowering road (upper left of the above photo) by the freeway.
A couple construction workers in vehicles compare notes. The sand is plainly visible on the tracks. Main 2 is on the far lower left corner.
Continued in Part F
Part "D" (of A-L)
Big Powwow by the Colton Flyover Project
A heavy telephoto: That mobile trailer is packed with necessities for the job at hand.
The signal above on the right appears to be the old one previously at the old CP SP537 EAST WYE BYPASS location, as the lenses and housings seem to have incandescent bulbs of uneven light in them and not the new LED lights that reflect an evenly displayed light
A heavy telephoto also of that lime colored tent: A few other tents of various colors have sprung up throughout the Colton Flyover project for the hot beating down sun.
Continued in Part E
Part "C" (of A-L)
The ballast train laying its ballast (note the watchful eyes of the workers by the tail end).
A close-up of the new junction switch: It is right by the present Main 2 (left), but at a different elevation.
On the above photo, note on the center lower bottom that a new switch is present, in contrast to the second and third old photos in Part B. That switch presently doesn't go anywhere, as the above and below photos show. Also, one of the worker's mobile trailers is visible on the upper right of the below photo.
Continued in Part D
Part "B" (of A-L)
The old, original Bypass / Main 1 with the new one across the top:
To refresh the forum's memory, a previously posted November 29, 2011 view: On the camera side of the junction switch (out of view on left by the signal) to the lower right, note that there is NO other switch present.
Or, with this May 4, 2012 view:
This is a new telephoto of the old track. Note the track workers visible on the top background new track. Also note the lime colored tent on the far left.
Continued in Part C
Part "A" (of A-L)
A westward overview from Rancho Ave.:
Above, the former Bypass (now Main 1) and the East Leg of the Wye junction switch (right) has all been replicated southward (left). It appears that the CP SP537 EAST WYE BYPASS control box has remained where it was; just new wiring was trenched to the new signal locations and new switch.
The old trackage of the East Leg of the Wye (left on the below photo) has already been pulled up and is gone, but the new trackage (right) still is not in service yet. Maybe it was merely moved over ...
Matter of fact, a short train soon came into view, and the new East Leg of the Wye started to be ballasted again.
Continued in Part B
Hello all,
After reviewing K.P., revised WEST PICACHO diagram, I have come to the following conculsions:
All four crossovers in the CP plant are made up from identical switches, probably #20 turnouts. The west crossover from the Phoenix-Picacho Siding track is listed at 25 MPH because just west of there on the Phoenix Sub, the sharp curve heading north to the stem of the wye is only rated at 25 MPH. If the switch was listed in the Timetable at its true speed, 40 MPH, it could lead to a overspeed incident, just slap at 25 MPH limit on them crossover since in realility that is the fastest a train can safely use it anyway. Same with the 30 MPH east crossover to the Picacho Siding, siding speed limit is 30 MPH, so rate the crossover at the same speed. It is possible these two crossovers are #14 (good for 30 MPH) as well...the above scenario would explain the 25 MPH-30 MPH different speeds for them.
Thanks for reading, BNSF6400 Out
After reviewing K.P.'s updated WEST PICACHO diagram, I have come to the following conculsions.
K. P. Harrier Seeing the Light in New Ways! More Clarifications on Signals Part II (of I-IV) There has been some confusion as to WHY some advance signals ahead of a 40 M.P.H. crossover display just a flashing yellow (as at Ontario, CA) ... ... while others show yellow over yellow (with flashing yellow even before that, as between Picacho and Wymola, AZ). Here is a discerned, unofficial explanation ... When ALL crossovers on a line are 40 M.P.H., as they are uniformly on UP's Central Corridor's triple-track mainlines in Nebraska ... ... then just a flashing yellow in advance of a red over green, etc., suffices. With that kind of uniformity, there are NO trainmen that would be confused. However, when 40 M.P.H. crossovers, like at CP SP568 BANNING (view looks east) ... ... and 50 M.P.H. crossover CP's, like at CP SP598 RIMLON (view looks westbound) ... ... are mixed on a line, then ALL 40 M.P.H. crossovers have yellow over yellow in advance, with a flashing yellow in advance of the yellow over yellow. Continued in Part III
Seeing the Light in New Ways!
More Clarifications on Signals
Part II (of I-IV)
There has been some confusion as to WHY some advance signals ahead of a 40 M.P.H. crossover display just a flashing yellow (as at Ontario, CA) ...
... while others show yellow over yellow (with flashing yellow even before that, as between Picacho and Wymola, AZ).
Here is a discerned, unofficial explanation ...
When ALL crossovers on a line are 40 M.P.H., as they are uniformly on UP's Central Corridor's triple-track mainlines in Nebraska ...
... then just a flashing yellow in advance of a red over green, etc., suffices.
With that kind of uniformity, there are NO trainmen that would be confused.
However, when 40 M.P.H. crossovers, like at CP SP568 BANNING (view looks east) ...
... and 50 M.P.H. crossover CP's, like at CP SP598 RIMLON (view looks westbound) ...
... are mixed on a line, then ALL 40 M.P.H. crossovers have yellow over yellow in advance, with a flashing yellow in advance of the yellow over yellow.
Continued in Part III
The Clinton sub has a mix of control points. The oldest, installed by the CNW are 30mph, a couple are 40mph and the newest are 50mph. The ones good for 30 get the double yellow. One 40 gets a double yellow, but it was upgraded from a 30 without changing the advance signals, the other 40s get a flashing yellow (actually two blocks of flashing yellow) and the 50s get either a yellow over flashing green and then yellow over green or two blocks of yellow over green. Depends on permanent track speeds in the area. (One spot on the Boone sub only has single yellow over green.)
On the old CNW ones, there is not a flashing yellow in advance of the double yellow. When UP installed some CTC between Nevada and Des Moines, they did some signal work that now does have go flashing yellow, double yellow, diverging into a siding, 30mph turnout. Before the upgrade, the ABS couldn't display a flashing yellow and the blocks were longer. The UP uses the fourth aspect (flashing yellow) and usually (but not always) with shorter block lengths. A difference in signal philosophy.
I wouldn't be a bit surprised that some of the old signals showing a double yellow instead of flashing etc is just because they didn't want to spend the money for a full signal system upgrade. I won't say they're cheap, but...
Out in Omaha they replaced a double headed ancient searchlight signal from a signal bridge with a new signal on a wayside pole. The replacement signal isn't a new or even used color light (with dual heads), it's an old double headed search light signal. When PTC is implemented that signal will have to be replaced again. (I don't even know why they had to do the work at that location. The next control point needs some changes a lot worse than that one did.)
Jeff
Thanks BNSF6400 for the Final Word!
K.P. was able to inspect the photos BNSF6400 received from his contact, and yes, the Picacho siding goes straight through to the Phoenix Line! Below, then, is a corrected diagram in our 'cause of truth' and accuracy efforts.
It was also noted in the photos that all switches within CP SP937 WEST PICACHO were of the concrete tie type, whether they be of 25, 30, or 40 M.P.H.
It was also noted that the turnouts between Main 1 and the Phoenix Line / Picacho siding were in the "V" format and close together, whereas the turnouts between Mains 1 and 2 where in the inverted "V" format, and far apart and on the outside of the Phoenix Line / Picacho siding "V" to Main 1.
So, the previously posted May 19, 2012 photos below of a high green signal were of a lineup TO the Phoenix Line, and NOT for the Gila Sub and Sunset Route.
The below previously shown March 22, 2012 photo indicates the far right then future signal had a top two-bulb head. At the time, it was felt that could be interpreted in two ways, thus, was inconclusive. But, now we know the truth.
Because of the possible yellow over lunar display at CP SP938 EAST PICACHO, it is unknown if the crossover route to the Phoenix Line displays red over flashing red, or red over yellow, or even green. For safety, it would seem the signals would somehow distinguish between a 40 M.P.H. crossover route and a 25 M.P.H. lineup to the Phoenix Line.
Presumably, the official updated timetable documents that I was shown recently were accurate in saying the western crossover from Main 1 to the Phoenix line was 25 M.P.H. and NOT 30 M.P.H.
Anyway, much appreciation to BNSF6400 for making this timely corrected update possible.
Best,
K.P.
Part IV (of I-IV)
Tehachapi and the Palmdale Cutoff
While the Sunset Route, except for present ongoing two-tracking locations, like by Salton Sea in California and Wymola-Tucson in Arizona, is NOT presently having the old target signals replaced, but rather the old signals linger on, as at CP SP812 AZTEC along the I-8 Freeway in Arizona.
However, on Tehachapi Pass, signals are being upgraded to color lights, as is the case also southward towards West Colton Yard and the connection to the Sunset Route.
On Monday, June 11, 2012 a 'meet' was photographed that appears to have not worked out as well as envisioned by the DS, as the mainliner was waiting on the Main before the siding bound train arrived. But, the point is the Phelan* siding is now having color light signals installed.
Because generally sidings (even on the Sunset Route) are limited to 30 M.P.H., the lower heads for those sidings usually only have red and yellow bulbs.
The next siding railroad south of Phelan is Hiland by the summit of Cajon Pass, for those unfamiliar with the area.
It is hoped the above four parts clarifies turnout speed matters, where color light signals are currently being installed, and the displays that can be shown by those signals, all the while being helpful in some way to the forum
_______
* The Phelan siding is pronounced FAY-len, whereas the community of Phelan is pronounced FEE-lan.
Part III (of I-IV)
BNSF has a somewhat more standardized system with basically 50 M.P.H. crossovers almost everywhere, but more signal possibilities are displayable. While UP intermediates have a single lower bulb, BNSF's units have THREE bulbs.
A wide angle of above illustrates the type of terrain trains have to traverse in Cajon Pass. The cantilever signal in the first two above photos is barely visible in the morning light in the below photo about a quarter of the way from left to right. The pictured train is moving westbound, right to left.
The three just above photos were taken in Cajon Pass, along S.R. 138, between WALKER and CAJON. Unlike UP, BNSF signals, besides yellow over green, also can display yellow over yellow for the crossover route a couple of miles ahead. A slower train following a faster one could get a yellow over yellow, but that display could upgrade to yellow over green
Continued in Part IV
Part I (of I-IV)
Dispatchers have been known to tell a train's crew that a 'light' is coming their way, i.e., the DS was lining a signal for them. In like manner as to seeing the 'light,' it is hoped this post series will increase the forum's signal awareness, as things are being more refined awareness-wise in K.P.'s signal investigations.
There has been some question about CP SP937 WEST PICACHO (Mains 2 and 1 on cantilever structure) ...
... because of the lower westbound heads with lunar bulbs at CP SP938 EAST PICACHO.
Previously, it was felt that the Phoenix Line's junction switch would be a conforming 30 M.P.H. one, but that is NOT so. In actuality, it is a non-standard 25 M.P.H. one as a holdover from the old SP days! (See diagram below.)
The switch speed to the Phoenix Line is shown in RED with a speed of 25 M.P.H.
Apparently ("apparently") any switch UNDER 30 M.P.H., like 25 M.P.H., can be advance signal displayed as yellow over lunar, hence, the lower lunar bulbs at CP SP938 EAST PICACHO.
Continued in Part II
Thank you, K.P. and BNSF6400, for your updates!
Nice to see the Milliken Avenue flyover has a train on it.
Update as of Tuesday, June 5, 2012
The Milliken Ave. Flyover
Ontario, CA
The railroad reportedly has 120 days to do its trackwork, but appears to be moving quite quickly now. Because of time constraints, K.P. is not sure which end of the flyover the new track is currently jerry-rig connected to, the east or west side. But, a telephoto looking west towards CP AL525 GUASTI (only the left, siding signal is visible) seems to show dirt piled up on the west alignment (by the dark poled whitish sign right of center bottom), so the Vina Vista east end might be the end presently connected.
K.P. hopes to check on this when more time is available ... unless someone beats him to it! (Hint, hint, BNSF6400 ...)
One eye catching thing has finally arrived at Milliken Ave., the famous trackside tires!
Construction decorative-wise was basically the same as reported previously, but the west concrete base-work seems to be in now.
The paralleling chain link fencing seems to be complete, as semi-seen below.
It would seem likely that an eventual locked gate will be put across the dirt roadway where the fencing poles begin.
Progress is probably moving quickly now that the flyover is in the track laying stage, with minor, finishing-touches type things taking place also.
The power finally got to a spot where the new Milliken Ave. Bridge was gone over.
A GE unit led the backing up train. An eighteen wheeler cab minus its trailer passes over the grade crossing whose days are definite numbered now.
For those interested, the ballast train's power from the head end back was UP 6033, 4309, and 4799.
The train started slowly moving backwards (leftward, towards the east), and ballast was dumped onto the track.
As so often is the case in ballast dumping, a mild squealing sound filled the air.
As shown Wednesday, there was a ballast train parked on the future Main 2's flyover about 5:30 P.M. Tuesday.
The train had three large units on the west end.
It was almost surreal to see ballast cars parked on the flyover over Milliken Ave.
But as the photos show, this wasn't a dream, but was for real!
K. P. Harrier Arizona's Two and a Half Sunset Route Tracks The Phoenix Line -- Downtown Phoenix and East Part 17 (of 12-19, Overall 1-19) The line heads south for a while, and in a swooping curve, heads at an angle southeastward. Looking northwest: As one can see just above, this is another junction area. The background grade crossing (below) is for the branching off line, the very bottom grade crossing is the curving Phoenix Line. Looking southeast: The grade crossing is Baseline Rd., at M.P. 923.9. Then, the line runs at an angle southeastward for a while, instead of north-south, or east-west. Continued in Part 18
Arizona's Two and a Half Sunset Route Tracks
The Phoenix Line -- Downtown Phoenix and East
Part 17 (of 12-19, Overall 1-19)
The line heads south for a while, and in a swooping curve, heads at an angle southeastward.
Looking northwest:
As one can see just above, this is another junction area. The background grade crossing (below) is for the branching off line, the very bottom grade crossing is the curving Phoenix Line.
Looking southeast: The grade crossing is Baseline Rd., at M.P. 923.9.
Then, the line runs at an angle southeastward for a while, instead of north-south, or east-west.
Continued in Part 18
This area is called McQueen and is the junction between the Chandler branch (20 miles long, ends at Dock; was at one point the mainline for the Phoenix line). The Chandler branch is the track the GP40-2 in the first pic is parked on.
In the center pic, you are east of the double crossing, looking west along Baseline. The track in the foreground is the Phoenix mainline, and the track in the background is the Chandler branch.
K. P. Harrier Arizona's Two and a Half Sunset Route Tracks The Phoenix Line -- Downtown Phoenix and East Part 16 (of 12-19, Overall 1-19) The curve eventually heads south. In that just above photo, in alignment with the old poles, is a headless mast. Obviously, the mast was an old blocking signal at one time, and has never been taken down. The head is missing, but the mast is still there. The location of the old block signal was probably the east westbound signal, whereas its west eastbound counterpart was probably west of the curve in Part 15. While having both signals on one mast is probably cheaper to install, it would seem any cost savings would be undone in a whopping way if any motorists had railcars pulled unto them! Continued in Part 17
Part 16 (of 12-19, Overall 1-19)
The curve eventually heads south.
In that just above photo, in alignment with the old poles, is a headless mast. Obviously, the mast was an old blocking signal at one time, and has never been taken down. The head is missing, but the mast is still there.
The location of the old block signal was probably the east westbound signal, whereas its west eastbound counterpart was probably west of the curve in Part 15. While having both signals on one mast is probably cheaper to install, it would seem any cost savings would be undone in a whopping way if any motorists had railcars pulled unto them!
Continued in Part 17
The mast you see here has been in this condition since before 1991 when I moved out here to Mesa. It *used* to sport a semaphore, at one point. The signal in the middle of the curve has likewise been there for at least that long, and surprisingly it's quite visible from the cab of a locomotive, going in either direction. Going westbound (geographic northbound) along that stretch of tangent that parallels Center St. (south of the Broadway crossing), you can see the signal about halfway between 8th ave and Broadway. Not sure if it's still there (I suspect not), but there was at one point a flange lubricator just RR west of that mast. As you have no doubt noted, it's a very short radius turn.
Track speed in this area is 25 MPH.
ALHAMBRA SUB DOUBLE TRACKING WEST OF WEST COLTON YARD
Its has been sometime since my last Fontana area update on Double Tracking the Alhambra Subdivision. The reason for a lack of updates is a lack of any real progressive. Here is what has been happening:
WEST COLTON RECEIVING YARD
The rebuilding of the northern half of the Receiving Yard with new rail and concrete crossties is complete along with the adjacent yard ladder switches to those tracks having been replaced.
SIERRA to East Siding Switch SOUTH FONTANA
The grading on the south side for the new Receiving Lead Track (Track 902?) has been complete for some time, but no track has been laid. The railroad was busy this week ballasting the existing Main Track and the associated grooming and aligning work. No obvious work on the north side grading for future new Main One. However, with overpass widening work at Citrus Avenue now if full progress, train are heard all day blowing their horns for what must be a Form B in effect at this location.
East Siding Switch SOUTH FONTANA to MILLIKEN AVE OVERPASS
The work previously mentioned as grading from Cherry Avenue west to the Kaiser Yard on the north side should actually be referred to as heavy clearing as a review of this section from the adjacent freeway shows it to be anything but level. No other work has been done in this area.
MILLIKEN AVE FLYOVER OVERPASS
The Union Pacific has been dumping ballast on the new track over the new flyover all week. In fact, the ballast train with two locomotives stalled on the approach and had to be "helped" by a three unit "helper set" from West Colton. Could this be the first "helper movement" for the new "Milliken Hill".
Another update will be forecoming once something significant occurs.
The diagonal crossing as seen the above photos reminds me of a similar crossing on the Union Pacific's Montana Subdivision in the northeastern part of Idaho Falls, Idaho.
While not nearly as big, but definitely much busier, the a similar diagonal crossing of two streets on Metrolink's San Gabriel Sub (San Bernardino Line) at the east end of the Baldwin Park Station.
A possible explanation for such wide grade crossings may be local plans to widen the roads in the future, and the railroad planned ahead instead of having to go back later and rebuild the crossing.
K. P. Harrier Arizona's Two and a Half Sunset Route Tracks The Phoenix Line -- Downtown Phoenix and East Part 19 (of 12-19, Overall 1-19) A northwestward view: This just about raps up the 'Downtown Phoenix and East' presentation, but a few thoughts on signals follow. The present modern era signals on the Phoenix Line are remarkably similar to the signals on the Palmdale Cutoff in Southern California, such as the first ones (below) north of the Phelan siding. The Cutoff signals were installed circa 1980. The Phoenix Line's signals may or may not date from that era, but the similarity is striking, even to the shortness of the mast. A somewhat side close-up of the ABS signals and mast by the tracks that angled through the big intersection in Mesa, AZ: That whopping grade crossing was the last spot K.P. had on his list to see and photograph on the Phoenix Line. The line continues southeastward for a while, and then works its way southward through jogs here and there to the Picacho area and connects to the Sunset Route. For those unfamiliar with the Phoenix Line in this area, it is hoped these views have enhanced their data bank of mental images, impressionable views that can last a lifetime in one's mind.
Part 19 (of 12-19, Overall 1-19)
A northwestward view:
This just about raps up the 'Downtown Phoenix and East' presentation, but a few thoughts on signals follow.
The present modern era signals on the Phoenix Line are remarkably similar to the signals on the Palmdale Cutoff in Southern California, such as the first ones (below) north of the Phelan siding. The Cutoff signals were installed circa 1980.
The Phoenix Line's signals may or may not date from that era, but the similarity is striking, even to the shortness of the mast. A somewhat side close-up of the ABS signals and mast by the tracks that angled through the big intersection in Mesa, AZ:
That whopping grade crossing was the last spot K.P. had on his list to see and photograph on the Phoenix Line. The line continues southeastward for a while, and then works its way southward through jogs here and there to the Picacho area and connects to the Sunset Route.
For those unfamiliar with the Phoenix Line in this area, it is hoped these views have enhanced their data bank of mental images, impressionable views that can last a lifetime in one's mind.
The short mast signals are also prevalent along the ex-T&P from El Paso to Fort Worth.
As to the "whopping grade crossings," they are numerous along Grand Avenue in Phoenix and Glendale on the BNSF Peavine. You have three major streets, plus the railroad, all coming together in one spot. In recent years, flyovers have been constructed to take at least one of the major arteries up and over, but the railroad still angles through main intersections at several points.
John Timm
K. P. Harrier wrote [in part]
"...The Phoenix Line's signals may or may not date from that era, but the similarity is striking, even to the shortness of the mast..."
Just as an observation, on UP RR signals (at least here in Kansas.)
Their former KATY line from south of the KCKS area to Parsons,Ks. is populated with many of the shorter model signal masts and heads as you show in your post. Not sure what kind of advantage they provide to the monitoring train crews(?). But they sure seem to favor them for some reason. BNSF on the other hand goes for the much taller installations of masts and signal heads; around this area they have been replacing(ed) the lights with very bright LEDs. Just an observation. Kind of amazing the different in philosophies of the two corporations as they do the same jobs...
Part 18 (of 12-19, Overall 1-19)
At M.P. 934.50 are the Power Rd. "grade crossing" and another mast with ABS heads facing both westbound and eastbound.
Looking westbound:
An eastbound view:
As can be seen in the just above photo, this grade crossing has an abnormally long roadway panels on the tracks. Why?
K.P. is not exactly sure, but this is NOT the typical grade crossing. Matter of fact, it is a rather rare one! The track diagonals right through an intersection, with gates and flashers on both the east-west (Pecos) and north-south (Power) roads in Mesa, AZ!
On Monday, June 4, 2012, the middle photo above was used in announcing this series. Silicon212 correctly identified the location.
Continued in Part 19
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