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
----------------------------------------------------------------------------------------------------------------------------------- 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 15 (of 12-19, Overall 1-19)
Looking east from MacDonald, the line curves southward (rightward). Automatic block signals (ABS) on a single mast are in the curve! This west side eastbound signal is placarded "9218." The spur track that heads east is on the lower left.
The curving track crosses Broadway Rd.
But, with a telephoto, there is that same mast signal again in that curve!
K.P. finds the signal's location odd! It seems that a northbound (westbound) train (away from the camera and towards the signal) stopping at a red signal risks pull-dumping freight cars unto motorists at the grade crossing if the engineer accelerates too quickly, but yet will stall if there is insufficient throttle!
Continued in Part 16
Part 14 (of 12-19, Overall 1-19)
The line heads east for a while. Before turning south again, it line-jogs slightly, and finally approaches a street WITHOUT a Street, Road, Drive, or anything else added to its name of just MacDonald.
In the above photo, note that even on this lessor used Phoenix Subdivision, spring frog switches have been installed.
A wider angle:
There is also an industrial track that ends a couple of blocks behind the camera.
Continued in Part 15
Part 13 (of 12-19, Overall 1-19)
The Phoenix Line where the curve ends (see post above) and heads east (towards the camera):
The line goes over College Ave. (M.P. 915.97), and passes Daley Park.
An eastward telephoto:
Continued in Part 14
Part 12 (of 12-19, Overall 1-19)
Eastbound from 1st Street the Phoenix Line heads south to 13th Street (M.P. 915.30), where it makes a sweeping curve and heads due east.
A northward view from 13th Street:
Looking southward, a branch (right) heads due south, while the Phoenix Sub makes a swooping curve to the east (left):
Any railfan(s) that pays to watch a game in this stadium gets an extra treat for their money if a Phoenix Line train passes!
Continued in Part 13
If you zoom out on the Google map to the point where it switches from the Aerial to Satellite views you can make out something that looks like a two lines of faded grey on the two north tracks. This is where I remember seeing the units last time. They may have moved them to the more interior location for better security as shown in the zoomed in photos.
The street view shows the two north tracks completely clear. http://goo.gl/maps/Unp3
Hopefully all the units are back in service ;)
Thanks for the updates!!
Ballast Cars on the Milliken Ave. Flyover!
Ontario, CA
Ballast cars were actually on the Milliken Ave. Flyover (at M.P. 525.4) dumping ballast Tuesday afternoon about 5:30 P.M., June 5, 2012.
A fuller photo report will be forthcoming probably Friday or Saturday ...
rdamon (6-5):
In comparing the below Friday, May 18, 2012 photo (shot southeastwardly from 7th Street in downtown Phoenix, AZ) ...
... with the below Google aerial ...
Stored power
... it does not appear that the line of Laid Up Good Order (LUGO) stored power was there last month, in May. I know I don't recall seeing such a line of power, which surely would have stuck out like a sore thumb in this visitors mind.
Best,
K.P.
As of November, there were quite a bunch of locomotives in the yard, including the 3300 SD40-2. Not sure what's still there now, haven't been back on that side of town.
K.P. - Last time I flew out of Phoenix there was a pretty impressive LUGO line in the yard. On departure I counted about 30+ units baking in the sun.
Did you notice if they were still there?
Thanks
Robert
Part 11 (of 1-11, Overall 1-19)
Several final views of the long truss bridge before we head east (south): It looks like there are nine sections of truss bridging.
It is hard to believe Amtrak Nos. 1 & 2 used to traverse this structure before being rerouted permanently to the Sunset Route via Maricopa, AZ.
Even harder to believe is what is barely visible on the center top of each bridge section end going back in the last above photo: Cutout dates that let light through. The date is 1912! This bridge is 100 years old right now! Didn't the Titanic sink in 1912? That really puts things into perspective time-wise!
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Parts 12-19 will be presented Thursday, June 7, 2012 by 9 A.M. Pacific Daylight Time.
Part 10 (of 1-11, Overall 1-19)
The 1st Street grade crossing has a strange city / rural atmosphere. One almost has to be there to feel it.
The truss bridge is seen just left of center.
The paralleling commuter line has sleek, space age looking rolling equipment that traverses it.
Continued in Part 11
Part 9 (of 1-11, Overall 1-19)
Looking south from 1st Street, an industrial siding is seen.
As seen in the first photo above, the light rail line now turns aside and follows a different alignment. There are several old red Atchison Topeka & Santa Fe (AT&SF) cabooses by the commuter line.
Continued in Part 10
Part 8 (of 1-11, Overall 1-19)
The Phoenix Line jogs through the city eastward, and then abruptly makes a turn southward, and goes over a river on a very old truss bridge. The two photos below look northward from the 1st Street grading crossing, at M.P. 914.31.
As seen above, the line is signaled, but only with uncontrolled automatic block signals (ABS).
Alongside the truss bridge is a Phoenix area light rail commuter line. Its bridge over the river is a modern concrete structure.
Continued in Part 9
Part 7 (of 1-11, Overall 1-19)
This would not normally be included in a series like this, but the divided two southbound lanes / two northbound lanes 16th Street overpass is an experience in itself.
Apparently, Phoenix doesn't clean its sidewalks, for nearly half the sidewalk was taken up by sand in some places, probably from the notorious sandstorms in the area. Forum readers may remember the following November 4, 2011 eastward photo at the CP in Casa Grande, AZ, and all the sand that was in the air.
Less than an hour before the above Casa Grande photo was taken. K.P. was involved in a blinding sand storm on I-8, where the Highway Patrol advised him to drive with his lights on, and at an appropriate speed, which was just a couple of miles an hour for about 500 feet.
Back at 16th Street in Phoenix ...At least the fencing is of the large chain link type that a small camera lens will fit through. Parking is a bit questionable, but at least it is a great public place with a good view to just watch yard switching operations.
Continued in Part 8
Part 6 (of 1-11, Overall 1-19)
A westward overview of the ladder tracks.
Of course, there are other tracks on the south side of the yard.
Water trucks are notorious for Sunset Route two-tracking. But, apparently, UP has a thing for them, for one was active in the Phoenix Yard!
Continued in Part 7
Part 5 (of 1-11, Overall 1-19)
Not quite as efficient as a hump yard, but the sorting job gets done ...
Continued in Part 6
Part 4 (of 1-11, Overall 1-19)
Looking east from 16th Street, the tracks go through a very narrow, confining right-of-way.
In the above eastward views, note the power and cars on the right. They were involved in shoving moves to sort the freight cars, where cars were shoved and let roll into yard ladder tracks behind the camera.
Continued in Part 5
Part 3 (of 1-11, Overall 1-19)
As stated in Part 2, on the east side of the Phoenix Yard is the 16th Street overpass. Some westward views of the yard:
Continued in Part 4
Part 2 (of 1-11, Overall 1-19)
Views eastward from 7th Street of the western portion of the yard:
In the background of the above views is the 16th Street overpass. We now head over there for some views of the eastern portion of the yard.
Continued in Part 3
Part 1 (of 1-11, Overall 1-19)
Presently, the western portion of the Phoenix Subdivision is mothballed and out of service, except for the far western part, which trackage has been renamed the Roll Industrial Lead by the railroad. Nevertheless, the Phoenix Line is quite active customer-wise a number of miles to the west of Phoenix. And, that traffic must go through Phoenix itself and meander through the web of direction changes east of downtown Phoenix. This portion of the "Arizona's Two and a Half Sunset Route Tracks" sporadic series will focus on the trackage in Downtown Phoenix and Eastward.
We start with westward views taken from the 7th Street overpass in downtown Phoenix.
It is a very narrow, confining approach toward the camera.
7th Street should not be confused with 7th Avenue, oddly another north-south local street very nearby.
Continued in Part 2
K. P. Harrier Posting Schedule What is so odd about the grading crossing that starts with the above photo's lower rail street panels? Pictures of that grade crossing show that it is one of the more interesting ones in the entire west!
Posting Schedule
What is so odd about the grading crossing that starts with the above photo's lower rail street panels? Pictures of that grade crossing show that it is one of the more interesting ones in the entire west!
Ahh yes, the Power Rd crossing.
The two group series "Arizona's Two and a Half Sunset Route Tracks," subtitled "Downtown Phoenix and East," will follow the following post schedule:
Tuesday, June 5, 2012, by 9 A.M. Pacific Daylight Time: From the yard in downtown Phoenix to the area of the big north-south truss bridge.
Thursday, June 7, 2012, by 9 A.M. Pacific Daylight Time: South of the big truss bridge to an odd grade crossing in Mesa.
Replies ...
steve24944 (5-28):
That was an excellent explanation for the surveying instrument in question, that it was an auto level.
Surveying type measurements for verifying matters or setting correct elevations must be done quite frequently. It was the second time such was spotted at the Milliken Ave. grade crossing / flyover site.
cacole (5-28):
It would be interesting to know where a ballast train came from and is going to.
I guess that could be determined by the train symbol. Perhaps the old scanner antenna should be dusted off and brought mobile. Hopefully, trainmen paranoia is subsiding, and that they are finally comprehending railfans are some of their best friends out on the distances of their train runs.
jeffhergert (5-29):
Trainmen obviously need a clear distinction of their routing when two turnout speeds ahead are possible, like 30 M.P.H. and 40 M.P.H. In the new signaling in the Picacho, AZ area of the Sunset Route, I think trainmen DO have that distinction.
While a yellow over yellow advance signal is un-clarifying, UP's signal approach IS clarifying. If ("if") a train receives a red over green for a 40 M.P.H. crossover, its crew can fully expect that the routing is safe for 40 M.P.H. If the 40 M.P.H. crossover AND the 30 M.P.H. siding route is lined, the interlocking signal can only display an indication no higher than red over yellow, a display limiting a train to 30 M.P.H.
I am treading on questionable ground here, but the east side westbound signals at CP SP938 EAST PICACHO have lower heads with FOUR bulbs!
The signals ahead, at CP SP937 WEST PICACHO, do NOT appear to have any track arrangement and situation where a red over flashing red would be displayed. The only logical thing that I see is that yellow over yellow is displayed at EAST PICACHO for a 40 M.P.H. crossing over routing at WEST PICACHO, but a yellow over lunar could be displayed at EAST PICACHO for a 40 M.P.H. junction switch routing to the Phoenix Sub. Such would prevent a train from having to back up if the train passed a signal dispatcher lined for an incorrect route, like to Los Angeles instead of Phoenix.
Radar Sidetrack (6-1):
You did quite well in explaining technical matters to us mostly laymen regarding the rebar procedures and sequencing logic in constructing walls and supports. Your input told me there are more procedural logic and sequencing than I had ever imagined. Thanks for the enlightening brief education on this matter.
MikeF90 (6-1):
For the Milliken Ave. Flyover in Ontario, CA, I am convinced those "new, massive concrete pillars" are merely decorative façade-work. They don't appear to have any structural value, but only esthetical.
I can't hardly wait till trains are going over the present Main 2 flyover, and works begins anew for the Main 1 flyover.
Take care, Mike, and all,
K.P., your latest series of photos at Milliken Ave are most intriguing. It will be interesting to see what would require those new, massive concrete pillars on the south / finished side of the flyover - perhaps for mounting a large, ugly set of flashers like the Sunset Ave flyover has ...
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! ***
The "temporary walling" referred to in the post labeled "Headway Run 2 (of 1-5)" is generally referred to as a concrete "form." The second photo in the noted post shows the line of rebar visible above the top of the form. Typically, one side is erected first, and the rebar is tied into the steel "ties" penetrating the wall. Once the rebar is complete, the second side's "form" wall is placed, and the "ties" poked through holes in the form. Then the ties are attached to the outside of the second wall. The ties prevent the forms from bulging out due to the weight of the wet concrete. Once the concrete is hard and the forms are removed, the portion of the ties not embedded in concrete are removed. Here's a non-railroad photo that shows the form, rebar and tie relationship.
A Very Successful Visit to Arizona
Second Section
K.P. has always understood that the universal crossovers on Beaumont Hill (California) had a speed of 50 M.P.H. With a grapevine of connections, it was discovered that those crossovers are generally of the 40 M.P.H. variety. Advance signals are flashing yellow, then yellow over yellow, and finally red over green at the crossover interlocking. The signals for the new 40 M.P.H. crossovers in the Picacho-Wymola, AZ area are consistent with that policy.
Exactly why the triple-tracking in Nebraska used only a flashing yellow in advance of a red over green while simultaneously signals on the Sunset Route used flashing yellow and then yellow over yellow for the same 40 M.P.H. turnout arrangement is a mystery., at least to K.P.
A view of the 40 M.P.H. crossovers at CP SP548 ORDWAY near Redlands, CA is reshown below.
The present two-tracking in Arizona is supposed go all the way from the new CP SP943 WYMOLA to the Tucson area. K.P.'s grapevine of contacts and contacts of contacts paint a very different picture now, however. When the current budgeted money runs out, things may come to a grinding halt. What will actually occur, then, is uncertain and appears up in the air.
K.P. has heard that the grading for the second-track in the Salton Sea area is ready for track laying, at least part of the grading anyway. It is hoped K.P. can get out by the Salton Sea area within a couple of months.
The material on the Phoenix Line has not even been organized yet. Hopefully, it will be ready for posting in two to three weeks.
Part "V" (of R-V, Overall A-V)
West Picacho to Toltec
At the Toltec Rd. grade crossing, a westward view of the Toltec staging area with a UP track worker bus and track machines (far right) in view.
Finally, we reach CP SP927 TOLTEC. Both of the east facing westbound heads is turned towards the tracks now and in operation. You may recall the right heads were turned aside for many months.
The above RIGHT heads (the north Main 1's east side westbound signals) are facing forward now. They were turned aside back on November 5. 2011 (the LEFT heads in the below easting look view).
The CP box and west side eastbound signals:
So, this has been what is currently going on concerning two-tracking from north of Tucson all the way over to Toltec, a distance of some 40-45 miles.
Additional related and unrelated material follows in a "Second Section."
Part "U" (of R-V, Overall A-V)
On each side of 11 Mile Corner Rd. is that industrial track with an entrance signal in each direction. The below view looks eastbound:
The westbound view: The rare three bulb entrance signal. Because the switch is normally lined straight through on the side track, this is one of the few locations where an entrance signal is not accompanied by a purple "D" disked derail sign, or even a derail.
A westward view looking down the mains, with near and far background intermediates in view. The nearby grade crossing is Batttaglia Rd.
Continued in Part V
Part "T" (of R-V, Overall A-V)
Back on the Sunset Route again, the 30 M.P.H. single crossover CP SP935 LA PALMA was checked out. It was found that the south side spur area had not even been graded yet, so the heads for that future track's signal were turned aside (far right).
A few blocks west of Sunshine Blvd., previously, before the two-tracks were put in service, the following east facing photo of new and old signals was taken.
With the new signals in operation now and the old signals quickly removed, the view looks much different:
In the just above photo, on the Main 2 signal on the right, a trainman's view of the lower head is questionable.
Continued in Part U
Part "S" (of R-V, Overall A-V)
The last time K.P. was in the Picacho area, he was able to park on Highway 87 and camera shoot a few views of the CP SP936 HIGHWAY 87 area. At that time, one lane on the overpass was closed, allowing one to park and SAFELY take photos. This visit, however, both lanes were open, and takings pictures as a pedestrian was totally impractical and unsafe.
The Phoenix Line's very nearby Milligan Rd. grade crossing was checked out, and some views of the new, now in service signals were taken.
A northward (westbound) view: The mirage effect was severe.
A southward (eastbound) view:
Continued in Part T
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