A Quick Revisiting of Two Construction Areas
Part “B” (of A-F)
The PHIMF Area
The City of Industry, CA
Another westbound view:
Looking to the east side of Peck Road:
Continued in Part C
----------------------------------------------------------------------------------------------------------------------------------- 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 “C” (of A-F)
Up at the Workman Mill Road grade crossing, the permanent buffer walling between the tracks and the neighborhood is being put in, between the vertical I-beams.
Continued in Part D
Part “D” (of A-F)
Except for some piles of dirt, the passageway for the PHIMF track under the 60 Freeway seems ready for track.
Looking westbound almost into the sun from Workman Mill Road:
Relative to the above photo, if one imagines a complete signal bridge spanning across ALL tracks and a non-track area between them, will that laying down overhead part on the ground actually be long enough to bridge over the tracks? A previously shown view of that laying down span:
Continued in Part E
Part “E” (of A-F)
All the ribbon rail positioned just west of Workman Mill Road seems just about what is needed between here (by the future CP C014 WORKMAN) and the future CP C016 INDUSTRY towards the east.
That new PHIMF track already has the insulated joints right by the bases for the signal bridge.
A final eastbound view: Note the switch on Main 1 (left main), just below center. It still does not have the counterpart switch for a complete crossover yet between Main 1 and the PHIMF track.
It could be months yet before all the track-work is in place and CP C014 WORKMAN put in service. Since that CP will NOT affect through-train operations per se, maybe (“maybe”) it won’t see activation for one or two or more years to come!
Continued in Part F
Part “F” (of A-F)
The San Gabriel Trench Area
San Gabriel, CA
Little difference was seen from last week’s visit, but EAST of San Gabriel Blvd. new things were spotted in the trench itself. It is unknown if this is process-related, but it looks to K.P. that some orange cover of rebar pillar-like items may have had concrete poured in them.
In failing light, the signal is still on for the track going into the Alhambra Trench.
Above, too, look how close and busy the parallel Mission Blvd. is!
This will conclude the series.
Speaking of the PHIMF, the Google Maps imagery in the area has been updated recently and shows the completed trackage within the new facility:
http://mapper.acme.com/?ll=34.02822,-118.03215&z=18&t=S
It appears that there are six storage tracks but the trash trucks will only be able to drive adjacent to the outer two. Anyone know how the waste containers will be transloaded - overhead crane perhaps?
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! ***
Replies
jeffhergert (2-18):
You brought up a fascinating situation in Iowa with concrete ties in certain areas always needing to be replaced, and not fulfilling their life cycle expectancies. Two possibilities come to mind: (1) the tie manufacturer, and (2) ground saturation.
Having seen concrete ties being laid or positioned on a Southern California commuter line that is being built, I am appalled at some of the new ties. So, it might just be the manufacturer and it trying manufacture the ties as cheaply as possible.
But, I have a sneaky suspicion it might be more weather related and water saturation of the ground. The Sunset Route generally has a mild climate. But, many places on the Central Corridor often have weather 40 or 60 degrees below zero, including fierce wind chill factors. Saturated, water-trapped ground in a relatively small area that freezes undoubted expands and creates havoc with its surroundings, and likely that includes areas laid with concrete ties. Maybe if the railroad used finer ballast (or is it bigger ballast rocks?) or redid some touchy spots so it would be more likely to dry out or drain better, the problem might just go away.
It would be interesting to hear the data comparison between concrete ties and treated wood ties in potentially super cold areas and the failure rates of each type.
As it is now winter, have you, Jeff, been running through any 50 degrees below zero weather of late up in Iowa?
MikeF90 (2-18):
About the Puente Hills Intermodal Facility (PHIMF) in the City of Industry, CA, that would be my guess, that an overhead lifting device or devices will be used, like the many that UP and BNSF have in their own intermodal facilities. Perhaps you and I should keep our eyes open for an overhead lifting device(s) showing up at the PHIMF site. Undoubtedly, such a creature would not be delivered with the facility opening the next day. Likely, such a lifting device would be delivered months before the facility opened, with plenty of time for testing and getting the bugs out of the operation.
Of course, if (“if”) the PHIMF facility would have such, the counterpart Mesquite landfill site near Glamis likely would have such too, so the containers could be offloaded for the short transport between the intermodal cars and the roving landfill site … In both the City of Industry and the Glamis area the operation might be more of something to see than originally thought!
Further, between those two spots there is little two-tracking left to do!
Best,
K.P.
Update as of Friday, February 20, 2015
The Rana Status
Colton, CA
BNSF’s CP RANA technically is not on the Sunset Route, but is so closely associated with it, that it is included in this thread. Many LA&SL trains transition to or from the Sunset Route via Rana.
At the Laurel Ave. underpass construction site the big “Rana” shoofly is still in the process of being put it. The below photos depict the status of the shoofly at dusk on the above date. One track was actually on top of the other! (Lower left)
K.P. thought more progress at the site could be reported, but the Laurel Ave. construction seems more snail-paced that other grade separations, and just lingers on with little advancement.
Dropped by the PHIMF Area Again!
On Sunday, February 22, 2015, K.P. was in Orange and Los Angeles Counties (CA) searching for (and finding) a few super memorable grade crossings he saw as a kid maybe 55 years ago. Being so close on the nostalgia trip, he went by and checked out the Puente Hills Intermodal Facility (PHIMF) area again too (on the LA&SL), in the City of Industry.
An update report on the current findings will be posted in a day or so, including views from up on the hill by a Sherriff’s facility, and a new opinion about that signal bridge by Workman Mill Road that doesn’t jive with the track layout. The east end of that future CP C014 WORKMAN does make sense, and a side view was able to be obtained.
Also, torwards the far western end of the facility, a new switch off the two UP mainline tracks was seen too, a MANUAL one! That switch likely will be the western end of the PHIMF track.
A complete report in a few days …
Update on the PHIMF Area
As of Sunday, February 22, 2015
City of Industry, CA
Part I (of I-IV)
This report and assessment will be presented on a west to east basis, starting by Mission Mill Road (not to be confused with Workman Mill Road that is further to the east). Looking eastbound on the LA&SL:
Above, note the switch (and spur) on the left, by the tree, and the switch stand on the far left. If you look real good, a new, turned aside ‘entrance signal’ is present too!
A view from way back on February 11, 2012 (three years ago) shows that spur was NOT there.
So, the switch now being present must be relatively new and related to the PHIMF project. Matter of fact, that ‘entrance signal’ has not even been turned forward (towards the east, towards trains) yet. Continued in Part II
Part II (of I-IV)
From up on the nearby hill, by a Sherriff Dept. complex, overviews of the PHIMF trash loading facility:
Continued in Part III
Part III (of I-IV)
At Workman Mill Road, a side-like shot was taken of that signal bridge’s cross section. It kind of looks not long enough to bridge over the tracks, but yet sort of does on aerials.
The signal heads on the bridge don’t seem to match the track layout. K.P. has concluded the bridge was put together hastily to get it on site maybe for accounting purposes, and will be modified later in accord with the official diagrams.
East of Workman Mill Road, at the east end of the future CP C014 WORKMAN, K.P. was able to get a relatively close view of the new signals there. The single-diode head (for off, red, and flashing red) is for the PHIMF track, the two-heads signal is for Main 1. The Main 2 signal is on the lying down signal bridge (above).
East of the 60 Freeway, looking westward, the walling for the PHIMF track seems complete.
There is on opening in the fence / walling.
Continued in Part IV
Part IV (of I-IV)
West of the Jack in the Box fast food location, the now low walling seems to stop, and ballast begins.
Above, what struck K.P. was that that ballast looked very thick and heavily spread out (right), more so than normal.
That heavily ballasted strip next to the two Mains.
It was starting to rain pretty good now, and one fool (K.P.) was out in it! Hence, the more contrast-like appearance of the latter above views.
The area was departed from. Pomona was quickly reviewed when passed, but nothing new was seen. Something did stand out, though, in the new Montclair facility. A long tie train was parked.
Three possible uses come to mind: (1) To lay the PHIMF track between CP C014 WORKAN and CP C016 INDUSTRY, (2) laying another staging track in the Montclair facility, or (3) start laying another track in the Diversion in Pomona. Those ties could be used elsewhere, but the three above areas seem good bets.
Of course, the future PHIMF track between CP C014 WORKMAN and CP C016 INDUSTRY may be a PHIMF contracted project, and not a UP effort. Time will tell on that.
Is It a New Trend?
Part “A” (of A-C)
We as railroaders and / or railfans are quite familiar with grade crossing electric boxes and signs attached to them inviting the public to call the railroad if they spot a malfunctioning crossing gate, etc., such as in the never before shown July 11, 2014 photos below taken at Park Link Road in the Red Rock, AZ area, with the Picacho Peak landmark in the background.
(For any kids amongst us, pranksters, that may be tempted to call the above 800 number and give a false report, “800: number owners can have a screen in front of them that indicates WHO is calling! It is just like when one calls 9-1-1. Over 25 years ago my young daughter called 9-1-1 and didn’t say anything. A cop showed up at our house a few minutes later. When my daughter was asked if she had called 9-1-1 she shook her head. The cop and I both knew and smiled. A word to the wise …)
A previously shown Park Link Rd. grade crossing view (same date):
That grade crossing was two-tracked a few years ago.
K.P. spotted something new about grade crossings in the High Desert of Southern California. He had been tipped off about a northbound UP passenger special from West Colton Yard, Colton, CA on the Sunset Route to Roseville in Northern California, and he went out to Oasis Road, where he hadn’t been for a while, to check it out.
Continued in Part B
Part “B” (of A-C)
Sure enough, the passenger special came!
Beforehand, though, while waiting for it, something new was seen!
Part “C” (of A-C)
At the High Desert’s Oasis Road grade crossing (M.P. 442.31) …
… on the poles for the crossing gates, new, small blue signs had been attached.
It only has the Federal grade crossing number, and not the street, mileposts, etc., as that box in Arizona had (See Part A).
It is unknown if such signs are a test, or if they will be (or are being) installed system wide, etc.
Technically, to go over to the grade crossing identification number trackside (and the 800 telephone on the box also) is trespassing, which is a paradox, since one could be arrested for trespassing while trying to help the railroad avoid an emergency!
History-wise, the milepost numbers were blacked out several years ago, then they were put back on (which was great for railfans), and now the white, informative signs might be done away with altogether if the little blue signs are the thing of the future. This is another area where we will just have to wait and see what plays out.
The signs are being applied in Iowa, too. They were already on private crossing signs but lately have started appearing at public crossings.
Jeff
They have been spotted here on the East Coast, too. The only ones that I have seen appear to be applied to new crossing equipment with those diode flashers.
--John
The blue signs are appearing in Michigan too. I have a suspicion they may be federally mandated.
Norm
Back to the de-facto Sunset Route news; it appears that the City of Montebello has ended its dispute with ACE about eliminating grade crossings in that city:
http://www.whittierdailynews.com/general-news/20150225/montebello-ends-15-year-railroad-underpass-dispute
Montebello Boulevard and Maple Avenue would get road underpasses, and Greenwood and Vail Avenue would have 'quiet zone' compliant crossing protection.
What is happening in the Far West?
As of Monday, March 2, 2015
K.P. had an hour assignment in Loma Linda (CA), and thereafter had a little free time, and was expecting to be back at base within four hours total, including travel time. Something happened in Cajon Pass (with traffic all backed up for hours) and the day consumed 10 hours, the extra time actually all free time. A number of things on the Sunset Route (and alternated Sunset Route via Riverside) were checked out.
The fenced BNSF Maintenance-of-Way facility in Highgrove was checked first, and at least two track machines were present, the larger one of which is shown below.
The humungous pile of ballast to the south, by Center Street, is still there.
Then, the Iowa Ave. overpass area was went to, and the dual-control BNSF junction switch for the future Metrolink track was laying trackside.
That switch is on the left of the below photo. Concrete bridgework is present, as well as ties in the background right.
Towards the north, by Barton Rd., looking south, the three truss bridges are seen. The right-of-way on the right seems ready for track laying.
Just above, if you look real good, one will see another piece of track equipment, a third one, through the middle truss bridge, on BNSF Main 1. It had just showed up and backed into the BNSF Highgrove facility. It apparently had come up from the downtown Riverside area. Was BNSF reworking their CP WEST RIVERSIDE account of the LA&SL Bridge over the 91 Freeway now being in service?
Continued in Part II
Up north a bit, in Colton, more wooden boxes have been put by the six that were set aside, which six are believed destined for Pomona. The added boxes put an element of confusion to the scene.
A Signal Dept. trailer got graffiti-painted.
Way over west in the City of Industry area and the SP Walnut siding, track gangs have gone through, reworking the track.
This is a concrete tied stretch. Some ties were found to be bad, and were replaced. Above, if you look real good between the UP trucks and employee vehicles, you’ll see a bunch of bad ties in the background.
Over by the Pomona Diversion (a reroute and relocation), maybe 500-feet from Valley Blvd. (camera position), looking towards the southeast …
… the future transition track from the SP-side over to the LA&SL-side right-of-way is now terribly overgrown with tumbleweeds galore.
Track equipment heading east to tie up for the night had stopped near Humane Way, and after a bit, proceeded east to the east end of the Pomona siding.
Notice the red flag at M.P. 512 in darkening evening light.
At the present CP AL514 HAMILTON, the west eastbound signals had three lit red bulbs and one was yellow, and the eastbound train soon came, on the LA&SL, and transitioned to the SP side.
Above, while all the bulbs were lit when K.P. arrived on scene, the photo captured the lower right bulb DARK! Had it just burned out? If it was still lit, one would think there would be red flection as with the head above it.
Over at the Vineyard Ave. underpass construction site, things remain very difficult to see, hence, there are no photos. While driving by K.P. had gotten a glimpse (just a glimpse) of the concrete-work for the bridging itself, and it looks well along. Very well along! It wouldn’t be surprising if in a month or two trains are actually traversing the new bridging over the underpass.
K.P. found no evidence of any two-tracking in the Ontario to Fontana stretch, which two-tracking seems stalled.
This will end the series.
KP,
You mentioned a incident on Cajon Pass. Is this the incident? http://abc7.com/news/hazmat-team-responds-to-semi-crash-on-15-north-in-cajon-pass/540578/
The map should show the location. Cleghorn road, which comes out just below the truck scales.
RickH
BarstowRick.com Model Railroading How To's
BarstowRick (3-6):
Yes, I believe you’ve identified the Cajon Pass location of that truck incident, an incident that trapped me south of Cajon Pass and gave me time to document some area matters on the Sunset Route.
In your link that shows a photo, the left guard rail is considerably bent up. That was where I saw the 18-wheeler stopped, by the fast lanes.
In the diagram, that Cleghorn Road purple line meeting the I-15 Freeway southward to the first bend is where that incident occurred.
In case you or anyone is ever out that way, be advised the freeway has had a little revamping. Getting on the freeway northbound from Cleghorn Road, make sure you immediately get into the next lane to the left. The onramp lane one enters the freeway with heads into the truck scales now, and that is a super bumpy affair!
On K.P.’s lineup, it looks like Monday or Tuesday K.P. will be heading south deep into Riverside County. During such trips the tendency is to swing by the Colton Signal Dept. (on the Sunset Route) and maybe the truss bridges area of Grand Terrace (alternate Sunset Route). I’ll let everyone know if I see anything reportable on this coming trip.
I might try to swing by the new bridges over the 91 Freeway in Riverside, on the LA&SL. Maybe that track machine tying up that I saw by BNSF’s Highgrove maintenance yard was revamping the BNSF track by (“by”) that bridge. I don’t know, but I will try to swing by and check things out over there Monday or Tuesday.
Take care, BarstowRick, and all,
BarstowRick (3-7):
In previous Internet searches I could find nothing about that truck incident on the I-15 Freeway not too far south of Cleghorn Road in Cajon Pass. In those searches I did find something about a fire in Cajon Pass. Maybe THAT caused the BNSF line to back up that you mentioned. I have no knowledge of a fire in Cajon Pass except what little I read, so it is difficult to comment on it.
When I was in the Highgrove area on the alternate Sunset Route that is over the BNSF section, I saw NO trains. Matter of fact, the BNSF line was so devoid of trains a track machine could come up Main 1 from Riverside, as posted about previously. Below, it was caught backing into and through BNSF’s Highgrove facility.
Monday or Tuesday it is hoped the status of the new LA&SL Bridge over the 91 Freeway can be checked on. Also, if there had been a fire in Cajon Pass undoubtedly the charring would be visible when I go through there.
Take care,
BarstowRick (3-7A):
Last Monday when I drove twice (going and coming) under the new railroad truss bridges over the I-215 Freeway in the Highgrove-Grand Terrace (CA) area, I was rather amazed at how well along the I-215 Freeway revamping was. It wouldn’t surprise me if the freeway was restriped soon, and the carpool lanes finally put in.
The slowness now railroad-wise may (“may”) be because the need for the BNSF track revamping that will be needed because of the two Metrolink future Perris Valley Line connections. Some type of interlocking will have to go in here, east of the new Iowa Ave. overpass (background left):
I’ll bet my boots that BNSF CP61 HIGHGROVE will be done away with within a year, and the third truss bridge over the I-215 Freeway pressed into service. Another interlocking by Center Street likely will be put in too, only for Main 3. Remember that humongous pile of ballast just south of Center Street in Highgrove?
That pile of ballast is still there.
Thus, in the future, BNSF thru-trains and UP alternated Sunset Route trains will be biased to Mains 1 and 2, though Main 3 will be available to those trains as the DS deems necessary.
My guess (“guess”) is that when the Metrolink Perris Valley Line track relaying (currently by Mt. Vernon Ave. in Riverside) …
… reaches Highgrove, things will start happening on the BNSF in the Highgrove-Grand Terrace area.
Stay safe,
Our community is FREE to join. To participate you must either login or register for an account.