Highgrove, CA Happenings on …
… the Alternate Sunset Route
Part “C” (of A-D)
Other stock items in the couple of blocks long BNSF Maintenance-of-Way narrow facility:
An eastbound BNSF (on Main 1) comes on scene:
Just above, that BNSF on Main 1 is curving into the Main 2 alignment, which becomes Main 1. From there to Colton (where it crosses underneath the actual Sunset Route) the tracks are Mains 1 and 3, with NO Main 2. However, the present Main 1 goes through the Main 2 alignment truss bridge! Got that?
Continued in Part D
----------------------------------------------------------------------------------------------------------------------------------- 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” (of A-D)
Of interest is the position placement of those three truss bridges.
That above left truss bridge is NOT as close together as the other two. Perhaps (“perhaps”) the reason is that there might be a walk-path for the center track, like between Barstow and Daggett (CA) on the BNSF that the LA&SL has trackage rights on.
A present Highgrove similarity to the above West Daggett photo: A wide signal bridge.
Anyway, as it stands now, Perris Valley Line trains added next year to the BNSF triple-track line Riverside-Highgrove will complicate the flow of alternated Sunset Route trains Riverside to Colton. That big pile of ballast by Center Street in Highgrove might (“might”) have something to do with altering the track layout, thus lessoning the impact of the added commuter trains.
A single-part “Second Section” follows.
Second Section: A Mixed Bag of Sorts
On January 3, 2015 the Colton Signal Dept. was passed. Nothing seemed to have changed, but a couple of Signal Dept. truck trailers were on site.
The new LA&SL bridge for the old track alignment over the widened 91 Freeway was checked out in failing line, but nothing seemed to have changed.
On December 29, 2014, the seemingly ever present ‘San Jan’ no matter what time K.P. arrives stopped and delayed a Riverside Transit Agency (RTA) bus, for those that like buses.
And, not to leave basketball fans out …
Above, as part of the Colton Flyover construction agreement, both “H” and “E” Streets were closed, and col-de-sacs put in. Here at “E” Street, locals used the col-de-sac for their own fun purpose.
This will end the series.
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As mentioned in advance of Part A, K.P. was involved in time consuming dispatches Wednesday and Thursday, January 7 and 8, 2015, one out of the blue. On Wednesday a few underpass construction sites and the 91 Freeway LA&SL Bridge in Riverside (CA) were visited, and Thursday a big loose end about the San Gabriel Trench construction was documented. Major alterations in K.P.’s thinking took place about (1) the 91 Freeway LA&SL bridges (plural) and (2) the Rubio Wash situation on the San Gabriel Trench construction. Tentatively, a portion of the report (on those spots) MAY be entitled, “Back to Square One (or Maybe at Least Square Two).” Get ready for surprises on both locations! It is hoped a short presentation can be put together on these things within the next few days.
Update as of January 7 and 8, 2015
Part I (of I-VI)
Back to Square One (or Maybe at Least Square Two)
The San Gabriel Trench
San Gabriel, CA
There has been some confusion about the Rubio Wash as to how it might interact with the San Gabriel Trench in San Gabriel. Previously, this August 26, 2014 photo of the wash from two to three blocks south of the Sunset Route (unseen) looking north was shown.
SP657E44 posted that the south side of the tracks concrete wash walling was 8 feet high. K.P. made it a point on January 8 to revisit the trench site, and found a way to photograph southward from the north side!
The forefront wash flooring is higher than the background, as seen below.
Continued in Part II
Part II (of I-VI)
With that update perspective, there does NOT appear much room to lower the future trench-tracks bridging (NOT the shoofly bridging). However, the new, temporary shoofly bridging HAS MORE SPANS THAN JUST OVER THE WASH (top right)!
So, what MikeF90 suggested may come to pass, the widening of the flood channel under the tracks! K.P. has difficulty picturing that in flood stage, but that might (“might”) be how things work out. So, we are basically back to square one (maybe square two) in our quest to figure out how the Sunset Route in a trench will interact with Rubio Wash. But, at least we have more facts now! And, visuals!
Two additional views (westbound) from Walnut Grove Ave., towards San Gabriel Blvd.:
Two photos up, that Rubio Wash temporary bridging is on the lower right.
Continued in Part III
Part III (of I-VI)
The 91 Freeway LA&SL Railroad Bridges (Plural)
Riverside, CA
We have kind of (“kind of”) a back to a square one situation too at the 91 Freeway LA&SL railroad bridge …
For the first time (in recent times) photos were taken above track level, and the NEW present bridge and the NEW future bridge are on different alignments, and angle apart!
And, too, on the just above photo, note the parallel to the freeway walling on the left. The NEW, presently incomplete bridge would fit concrete-wise in the middle of the concrete walling. Well and fine, but …
More walling is in the works, in the rebar stage.
It is hard to believe freeway designers would put up a section of walling without purpose, so at this stage, it looks like (“looks like”) a second railroad bridge will indeed cross on top of the 91 Freeway! At this point in time that is not definitive, but something to keep an eye on …
Getting the first new bridge (the right one in the first two photos above) on the other side of the second, under construction new bridge (the left one) would be an event to see and photograph, but likely that would transpire in the wee hours of the morning with the freeway closed. How the differing footing supports would be handed is another issue to watch, if indeed cranes will lift the bridge from the right to the left.
In traveling back to the dispatch assignment after the free time, K.P. drove under that new bridge, and it was basically see-through, needing much floor work still.
Above, as seen from Panorama Road, the bridge presently is basically floorless.
Continued in Part IV
Part IV (of I-VI)
Odds and Ends
The Clay Street Underpass Construction
On the Clay Street underpass construction, the digging down is getting deeper, and the shoofly walling becoming more pronounced.
The Streeter Ave. Underpass
The sign, if correct, doesn’t give the construction much time left.
While two lanes are paved and two-way vehicle traffic is going under the new railroad bridge, and the vehicle detour has been eliminated and roadway pulled up, the detour roadway’s crossing gates are still in place, and presumably still work.
Continued in Part V
Part V (of I-VI)
The Riverside Ave. Underpass
The “T” intersection of Riverside Ave. and Elizabeth Street, where a number of photos were shot from in the recent past, has had a complication, the intersection closed. See stop sign near the photo center.
A special, permanent road has been built for apartment access.
Presumably, about RIGHT of center, the Riverside Ave. roadway will start lowering to go under the track.
Continued in Part VI
Part VI (of I-VI)
A bunch of rebar is between the track and Elizabeth Street.
The shoofly is still in effect (lower part of photo), and the future permanent track (just above the shoofly) is still crudely ballasted.
Aerials show mixed things at and near the site. As an example, the right-of-way is a jogging narrow and wide mix.
AERIAL LINK:
https://www.google.com/maps/@33.9576864,-117.3878645,100m/data=!3m1!1e3
Around the curve to the west is CP C055 STREETER where two-tracks begin westward.
https://www.google.com/maps/@33.9573511,-117.3912132,100m/data=!3m1!1e3
Of interest, in the CP C055 STREET aerial, the 40 M.P.H. turnout to Main 1 has wooden ties, with concrete ties to the west (left, Main 2) and the single-track mainline to the east (right).
Obviously, the 40 M.P.H. turnout remains wood ties among a concrete mainline for some reason. What is in the future for here?
The Streeter Ave. to Panorama Rd. Quiet Zone
Lastly, the Riverside Ave. grade crossing is part of a few mile long “Quiet Zone” strip. All along the stretch are quiet zone flashers so crews won’t blower their horns. This one is at Panorama Rd. by the 91 Freeway.
Trying to photograph the sign when lit (with three quick burst flashes and then a momentary lull) is challenging, to say the least Most photos of the sign oddly captured the sign BETWEEN bursts, i.e., off. Challenging indeed!
Riverside UP @ 91:
"It is hard to believe freeway designers would put up a section of walling without purpose, .."
The wall goes up both sides of the freeway on both sides of the UP bridge(s). There is a huge difference between a wall and an abutment.
That differing angle is why there's a speed restriction on the curve that UP is unhappy with, hence removal of the shoefly and replacement on the original line.
Riverside avenue: Didn't you drive down the new apartment access road ? Yes, that's where the downward ramp will begin.
A10
San Gabriel trench:
Simple - move that 14' drop in the flowline to this side (north of RR) near the access ramp (on right side).
Good News Bad News
The Vineyard Ave. Underpass Construction
Ontario, CA
Between two and three weeks ago the Vineyard Ave. underpass construction site was visited, and good news was seen. Partial concrete roadway had been laid. So things are moving along there.
Now, the bad news …Previously, this September 13, 2014 photo was posted, of the actual underpass construction that will have Vineyard Ave. go under the Sunset Route.
The sad development is that signs have been put up that specifically prohibit pedestrians from being on that north side of the parallel to the track Airport Drive. That will greatly hinder awareness of the underpass’s construction status.
To the west a bit there is that single-track bridge over an Ontario flood control channel. NO work has even started yet on making that a two-track bridge. If two-tracking this section was imminent (when the bridging over Vineyard Ave. would allow it), one would expect the wash bridging to have begun, but it hasn’t.
------
A Reply to SP657E44 follows.
In Response to SP657E44 (1-11 / 1-11A):
Yes, there is a big difference between a “wall” and an “abutment.” But, with the 91 Freeway / LA&SL (UP) bridging situation (Riverside, CA) it is often difficult to make a clear distinction between them.
After much thought and consideration of some issues involved, a crazy, ludicrous, and absurd idea popped into mind, but the more it was thought of, the more it made sense. That idea will be presented as a response to your reply, and whatever happens just happens.
The southwest walling (left) is in, and appears permanent.
The implication of that just above walling, which has wire-like top railings attached to vertical poles as a parapet, is that when the new temporary detour bridge is no longer needed, that bridge will be removed, LEAVING TWO TIMES THE WALLING NEEDED.
Strangely, the southeast walling is right up to the detour bridge track’s alignment!
Interestingly, the NORTHEAST walling is having that extra part added too! (See Part III third photo, in “Update as of January 7 and 8, 2015,” this post page 202.) So, both the southwest walling and the northeast walling will have an extra section added. Why?
Possibly (“possibly”) in the event of a derailment, southbound motorists on the 91 Freeway approaching the railroad bridge could see the derailment occurring and take necessary evasive action. Motorists actually going under the bridge may never know because of being killed. Thus, a double-wide pathway on the southwest side would give resistance to a derailing train, thus lessoning the likelihood of railcars landing on the freeway. That previously pictured walling now under construction for eastbound motorists would act the same way in a counterpart situation. I told you it was crazy and ludicrous, but yet it has a certain ring of making sense.
Anyway, the old Riverside Industrial Lead Bridge in the Grand Terrace area on the I-215 Freeway widening project was (“was”) going to cost $10 million to replace.
UP had agreed to reroute local freight traffic saving someone $10 million. Why on the LA&SL over the 91 Freeway (a likely similarly priced bridge) would be only temporary and then destroyed makes one scratch their head when viewed in the light of that Grand Terrance bridge savings. Of course, BNSF probably got a third truss bridge out of it …
… so I am not sure the comparison is applicable, but there was much hoopla in the press over that savings in Grand Terrace! With the 91 Freeway shoofly bridge, it would seem it would be to everyone’s advantage to reposition it so that it would be available if that line ever was two-tracked. It is just so hard to believe that the powers that be would just burn up millions of dollars out of principle …
It will be interesting to see how everything works out on the 91 Freeway / UP bridge project in the not too distant future.
Now, about the Rubio Wash in the San Gabriel Trenching project (San Gabriel, CA) … I tend to agree with you. Making the cement wash deeper NORTH of the tracks would solve the problem, for sure. And, the present second new span would allow rerouting the wash (and possibly during any flooding waters) while the normal route could be modified by being lowered. Is there any flooding in drought-stricken California? Hey, it railed big time in California yesterday! Did you get wet in the rain, SP657E44?
Stay dry,
K.P.
The US Army Corps of Engineers gets all squinty-eyed when you start talking about moving watercourses. I do need to go check the rain gauge for the report.
What benefit, if any, will th Sunset Limited derive from all this?
calzeph (1-12):
By “all this,” it is presumed you are referring to the new BNSF truss bridges and the underpasses on the LA&SL. The specific answer to your benefit inquiry, then, is NOTHING per se.
Los Angeles to Pomona Amtrak Nos. 1 & 2 has two routes it can take, the SP (Alhambra Sub) and the LA&SL (Los Angeles Sub). Between Pomona and Colton it can only take the SP (Alhambra Sub), unless it is involved in a backup move.
The real area benefit to Amtrak’s Sunset Limited will come when the Ontario to Fontana gap is finally two-tracked. Even then, though, there may be routing complications, and responsible ones may elect to route some UP freight trains via those BNSF truss bridges and LA&SL new underpasses on the alternate Sunset Route via Riverside.
One gets the impression Amtrak has not contributed any funds towards UP’s two-tracking of the Sunset Route. Thus, Amtrak can’t expect any favors track-wise. A glaring track situation involves the Amtrak Maricopa, AZ station stop, whether the present one or the talked about future one. Between SP899 MARICOPA (M.P. 898.9) and CP SP887 ENID (M.P. 887.3) there is 11.6 miles, but Amtrak Nos. 1 and 2 can only use Main 1 because the Maricopa Amtrak station there only has a platform for Main 1. UP dispatchers can often work around that complication, unless an Amtrak run is caught up in the dreaded fleet of westbound freights meeting a fleet of eastbound freights.
Overall, Amtrak seldom receives any benefit from the two-tracking anywhere on the Sunset Route unless it paid for it, except the overall more free-flowing of the line.
Best,
SP657E44The US Army Corps of Engineers gets all squinty-eyed when you start talking about moving watercourses. I do need to go check the rain gauge for the report. A10
Fortunately I don't think the ACE has jurisdiction - only for navigable waterways. The county Flood Control District will have to have blessed any changes already for the project to stay on schedule.
In other railfan rumors, radio chatter implies that track laying and ballasting is complete to the new CP at MP 687. From which direction I was not able to ascertain.
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! ***
Looks like they have a 'live' (15 min refresh) cam set up ... With some time lapse footage.
http://www.theaceproject.org/live_camera_sgt.php
Found this on the redevelopment of the Wham-O building:
http://www.sangabrielcity.com/DocumentCenter/View/2428
Neither is the Santa Ana River a navigable waterway but ultimate jurisdiction was ACE. Flood control was "in charge" but one level under the Corps.
Point being there's no reason to move said wash nor another place to put same.
Technically the Sunset Limited could crossover at Montclair but would need a UP Riverside qulaified crew and a bus connection from ONT(SP side) to ONT (Metrolink). UP dispatchers have finally (mostly) grasped the concept of "If we run 1 and 2 on-time or don't cause it any further delay if one has been incurred we - the company - still get paid the incentive".
Feast or Famine
For the last two days K.P. has been run ragged, dispatched and going here and there, but managed to check out a few Sunset Route areas in the process!
Somebody (most likely a contractor) was un-staging concrete ties for the future Puente Hills Intermodal Facility (PHIMF) track that will be parallel to the LA&SL in the City of Industry. That un-staging traversed over the public roadway!
A whole bunch of ribbon rail is just west (“just west”) of Workman Mill Rd. now.
Scattered weird and not so weird minor things were seen Ontario to Pomona too.
(For those that follow the Perris Valley Line construction, the “here and there” mentioned above included that line too, and more signals have been erected on that old Santa Fe “San Jac” Line. That too is in the works.)
Watch for posting reports in a few days.
Things look famine-like for a while, but the unexpected always seems to pop-up …
Three Hundred and Fifty Miles for Nothing!
Because THIS bridge east of the old Iris siding (now west of the new two-tracking Iris universal crossover at CP SP676 IRIS) …
Photo dated May 2, 2011
… was NOT two-track bridged, but dirt filled in with a drainage piped used instead …
Photo dated October 18, 2014
… there has been some question as what the north side of the bridge area (top photo) now looked like with the dirt filled wash crossing for the second track. K.P. loosely drove round-trip 350 miles to find out, and photo document it for the forum (and his own curiosity).
However, BAD NEWS!
In the LAST half mile or so to the site the roadway was severely impassable, as above!
So, thwarted again! K.P. thinks he will simply give up trying to get to the site. A similar area just down the street had someone’s engine underneath-shrouding that had been left behind! The general area is rather hostile, not only because of the weather at times and what that weather does to the landscape, but the proliferation of illegals. Matter of fact, after a quarter of a mile of backtracking K.P. was stopped by the Border Patrol and interrogated. Once it was determined K.P. was one of the ‘good guys,’ he could move on. So, in that type of hostile environment it was not advisable to leave the vehicle and hike to the filled in bridge site.
(The Border Patrol officer was nice enough to warn me to watch out for roadway instability in the area and how I could get my vehicle stuck. I told him I already knew about it, and had driven 175 miles for nothing!)
Nevertheless, a few odds and ends were photographed between Iris and Salton Sea, a few carryovers from the two-tracking of the last few years. Those matters will be posted about AFTER the upcoming PHIMF and Ontario-Pomona presentation in a day or two. At this point it appears that presentation will be in nine parts, and is in the time consuming photo preparation stage.
(Fun, baffling questions to ponder: Concerning that above pictured unstable dirt … It was at the TOP crest of a roadway hill! How could it be at the top and NOT in a wash? Who ever heard of that? Did illegals do that? Or, was it a law of physics defying event?)
To enlarge view, press CTRL plus “+”, and to reduce press “CTRL plus “-“.
Update as of Tuesday and Wednesday …
… January 13 and 14, 2015
Part I (of I-IX)
In the Puente Hills Intermodal Facility Area
By the Workman Mill Road Grade Crossing
City of Industry, CA
The Workman Mill Road grade crossing sidewalks was closed for an unknown reason.
A whole bunch of ribbon rail where now almost up to Workman Mill Road.
Above, note the concrete ties in the background, that were placed there earlier in the day.
The new walling between the tracks and residences has had the wood boards removed and is kind of see-through now.
In the new parking lot across the street, where concrete ties had been staged, the ties were continually being shuttled trackside.
Part II (of I-IX)
The shuttling process continues …
Part III (of I-IX)
Workers were all over the place.
The signal bridge span was still lying untouched, by that concrete base recently positioned.
Part IV (of I-IX)
Ontario-Pomona, CA
Five panel track-like tracks are stage in Ontario, between Campus Ave. and Sultana Ave., north side, along the Sunset Route mainline.
Their location is about midway between Mileposts 520 and 521, across from the ‘entrance signal’ for the Sunkist track that crossing the LA&SL at CP C038 ONTARIO.
The ties are not pristine, but chipped up.
Part V (of I-IX)
The panel-like rails are dated September 2007.
K.P. wonders if these sections of track once were where the east switch of Main 1 at CP AL521 NORTH ONTARIO was inserted a few years ago.
A last view, looking west. A spur is present, which spur has an entrance signal too, but out of site on the right.
Part VI (of I-IX)
You may remember the posting of this November 27, 2014 photo, of a big pile of ballast by the diamond-crossing at LA&SL CP C038 ONTARIO.
This visit that pile was gone, and the track looked like it had been reworked with new ballast.
Above, note the Ontario Signal Dept. fenced yard on the right.
In that fenced yard are now old CP boxes, like the old ones from CP AL517 N MONTCLAIR and CP AL515 RESERVOIR (east box) from the days of single-track.
Continued in Part VII
Part VII (of I-IX)
At the Montclair Yard, by the LA&SL tracks, about four car lengths of ties had been offloaded and stacked … or maybe they were defective to be returned or get credit for.
By the Monte Vista Ave. grade crossing, in the CP AL517 [NORTH] MONCLAIR box area, more kind of used looking ties were also stacked up (right).
Above, the overpass in the background is the fews years ago built Ramona Ave. overpass.
Continued in Part VIII
Part VIII (of I-IX)
Just east of the San Antonio Ave. grade crossing in Pomona, the westbound ‘sand train’ came along, on Main 1, and stopped.
For years the sand trains have pretty much exclusively been General Electric (GE) powered. The above one, on both ends, had gleaming new EMD SD70AH’s!
To avoid stopping at the red signal at CP AL514 HAMILTON, it stopped here where no grade crossing would be blocked. The eastbound it was waiting for soon passed.
San Antonio Ave. (Pomona) is the grade crossing with the transition track between the SP side and the LA&SL side.
That transition track to the WEST of San Antonio Ave. uses the SP box identified as CP AL515 RESERVOIR. To the EAST the box is for CP C033 WO TOWER. REMEMBER that last number, C033.
Continued in Part IX
Part IX (of I-IX)
At the west end of CP AL515 RESERVOIR, there are TWO boxes present (right).
Between those boxes is a strange, presumably partial CP box identification of ‘CP C032.’
Since there is NO such designation, only CP C033 WO TOWER, it may be an accounting trick or some unknown way of keeping the electronics separate between the Alhambra Subdivision and the Los Angeles Subdivision.
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