Update as of Friday, January 6, 2012
Part I, Section D (of A-F)
The Future Colton Flyover and the SP Colton Depot in the Way
Colton, CA
Construction of the flyover apparently will be so close to the freeway that the Rancho Ave. I-10 eastbound onramp has had barricading added. Perhaps it was for a worker pathway.
Preliminary grading has taken place.
Continued in Section E
----------------------------------------------------------------------------------------------------------------------------------- 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 I, Section C (of A-F)
The Colton Depot is now gone, even much of the rubble having been trucked away! A little rubble is still being removed. The tree is gone too!
Continued in Section D
Part I, Section B (of A-F)
Two August 26, 2009 PREVIOUSLY posted file photos of the old Colton Depot from the NORTH side of the tracks:
A side view looking west.
A southwestward view of whole depot:
In the just above view, note the right background building (NOT the right foreground one). By October 26, 2011, in a never posted before view, that background building had been quite skeletonized (left) and the property fenced.
In another never before posted eastward view from Rancho Ave. close to a mile to the west, that building is seen just right of the tree that is in the telephoto's center. The protective railings on the center left are for the La Cadena Drive underpass (called 8th Street 50 years ago when there was no underpass).
The railroad flyover over La Cadena Drive will be visually more interesting than most bridges. The flyover will be high up, while the underpass will be way below. K.P. hopes the high up construction workers won't be spooked seeing the roadway way, way below ...
Continued in Section C
Part I (of I-III), Section A (of A-F)
To make a clear path for the Colton Flyover, the old Colton Depot and related grounds buildings were demolished, which basically were the only obstacles that remained in the way, except for utilities that need to be moved, like piping and power line wires.
Up till last week, as viewed from the south side, the tan building on lower of the above two views had been visually blocked by the old SP train station.
9th Street is now closed with wood / metal barricades (photo center) just south of the I-10 Freeway on and off ramps, making documenting the demolition cleanup from the NORTH side of the Sunset Route challenging, if not impossible.
The above photos were shot from the vicinity of "K" and 9th Streets on the Sunset Route's SOUTH side.
Continued in Section B
K.P.'s "Update as of Friday, January 6, 2012" Post Schedule:
By noon Pacific Standard Time on the following dates, these California themes will be posted:
Sunday, January 8, 2012: The Future Colton Flyover and the SP Colton Depot in the Way
Monday, January 9, 2012: The Receiving Yard at West Colton Yard
Tuesday, January 10, 2012: The Milliken Ave. Flyover
MikeF90 (1-5):
Thanks for the tipoff about the old SP Colton (CA) Depot (in the way of the future Colton Flyover) being demolished!
A weird opportunity cropped up today (January 6, 2012), and because of your post, Mike, a visit to Colton was made. The depot is basically all gone now and cleanup operations are winding down. A south side northwestward view:
A photo report to the forum about this will be forthcoming in a day or two.
The weird opportunity turned into a totally weird day, and allot of time was consumed documenting WHY West Colton Yard's Receiving Yard was out of service and completely empty!
Also, the Milliken Ave. Flyover (M.P. 525.40) had some stunning progress, but there is a long way to go still.
The unknown location of the future "Kaiser" has been pondered, and some conclusions have been reached based on known historical examples and current track layouts.
So watch for some postings on all this in a day or two.
Take care,
K.P.
A happy 2012 to this topic!
Per a post on another site the SP Colton depot and nearby buildings were in the process of being demolished yesterday. Too bad a local historical society couldn't have saved them.
@K.P. - interesting data from a historical timetable. My main reference is the latest APTT which shows 'Kaiser' (west lead uncontrolled switch) at MP 527.5; this seems to agree with the nearby detector listed at MP 526.8 (marked on SoCal map link). Based on usage, I would have expected CP AL529 to be 'Kaiser'. Oh, well.
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 ...
narig01 (12-26):
You are welcome ...
The best that I can determine is that the flyover grade is 1% or less. Published information on such things is sketchy at best and difficult to ascertain.
The grade on the rail line in the Milliken Ave. area is very mild, only a small fraction of a percent.
You, narig01, mentioned how the Milliken Ave. grade crossing area has buildup rather wildly. Yes, it sure has! This old geezer can remember 45 years ago when Milliken Ave was a two lane road passing through vineyards. The vehicle bridge over I-10 was only a two lane one. Times sure have changed ...
You, narig01, may also find the following of interest ...
FUTURE Train Handling on the Presently Being Built SP-Side Flyover at Milliken Ave, Ontario, CA
The Sunset Route at Milliken Ave. is basically an east-west straight line. Some have questioned train handling over an up and over arrangement there. Such fans perhaps don't know about the great invisible electric fence that works magic. What? WHAT?
A typical train these days has distributed power units (DPU's) on the tail end. But, with such, adverse train handling could still be present as part of a train is going downhill while another part is going uphill, and the head end power and DPU's are in sync. That is where the great invisible fence comes in.
An engineer can put up a "fence" whereby the head end power and the DPU's operate separately and in different settings. When going over a flyover the head end might be put in Run 3 and the DPU's set for Run 4. So, there would be more force pushing up the flyover with a mildly coasting effect on the part going down it.
Engineers also often have access to footage counters. Say an engineer at the top of the future Milliken Ave. flyover set one counter to '0' and put the DPU's in Run 4. When his, say, 8000-foot train's counter reach 8000, he would know the tail end of his train was at the top of the flyover. He then could change the DPU back to Run 3, or take down the fence, so that the power at each end of the train was again in sync.
All this magical, 'invisible' stuff goes on that most railfans never see, or even knows takes place!
MikeF90 and Timetable Locations
Greetings, Mike! We haven't touches bases for a while ...
In yesterday's post, you mentioned the lack of westward two-tracking progress west of Sierra (M.P. 532.4) in Fontana. Earlier that very morning I took my mother-in-law to an appointment at the Fontana Kaiser medical facility, and thus I saw and can confirm the lack of two-tracking progress westward. I also had an opportunity to check out the Milliken Ave. Flyover construction at M.P. 525.40. I posted a brief report on the flyover yesterday.
In the recent past you, Mike, pointed out to the forum that the location of Vina Vista was at M.P. 526.0. There is supposed to be some type of future CP of that name somewhere in that vicinity. There is also supposed to be a future CP called Kaiser. The location of that future Kaiser named CP has been in question, though.
Timetables don't seem to list Kaiser as a timetable location, at least the ones I've seen. However, I was perusing an old SP timetable with Division track diagrams, and it DID show it as a location about on the west end of the north side Kaiser Yard! I estimated the milepost as M.P. 927.4.
In the above photo of official SP diagramming, mileposts are semi-identified in ten / five mile increments, such as 520, 5, 530, 5, 540, etc.
A reposted eastward photo from Etiwanda Ave. showing the Kaiser Yard on the upper background left. In comparing the above diagram, "Kaiser" is probably by or near the yellow boxcar in the photo below.
So, the question is: Will the close proximity to each other of the future CP VINA VISTA and CP KAISER mean single-crossovers to allow mainline trains to scoot around switching operations hanging out on the other mainline? Again, a reshown westward view from Etiwanda Ave.:
I just thought I would share this conjecturing for you (and the forum) to ponder and kick around.
cacole (12-28):
Thanks for the clarification and likelihood that the Herzog cars were probably ballast cars.
Two known areas where such cars could presently be used at are around (1) Salton Sea in Southern California and (2) the Picacho area of Arizona. The Marsh Station Rd. area is probably all ballasted now, so I don't see that area as likely. I don't remember if Arizona has their own ballast facility, or if they need to get supplies from California or from the east.
I was in the Salton Sea area just a couple of weeks ago, and grading progress was found to be rather dramatic.
If UP is laying track and ballast already out that way, they are really moving fast now.
For a few hours several days ago I actually thought an opportunity was going to open up to head out to Arizona and check out the scene again there, but that fell through.
Whatever opportunity opens up (if it does), I will definitely be on the lookout for those Herzog cars now ... with such big lettering they should be easy enough to spot!
Take care all,
K.P.,
Those Herzog hoppers are a ballast train, and appear to be empty and are probably headed to be reloaded after spreading ballast somewhere south of Colton, so they are most likely related to the two-tracking somewhere.
Mike F 90: The 2 truck stops at Milliken Av & Guasti are the 2 of the largest in Southern California. And in the Los Angeles Basin are the 2 largest. In addition to the fuel services they also have public scales(CAT) that are the closest to a large number of warehouses.
When trucks get loaded especially in California it is prudent to scale the truck to insure that you are not going to have a problem with weight down the road. In addition to the other services there.
The city of Ontario and Fontana have always given short shrift to the numerous problems associated with the number of warehouses in the area. In one case a city council member asked why do they need these truck stops when there were plently of gas stations. Another wanted to require truck drivers to spend the nite at a local motel.
Regretably nobody has been able to enlighten. Transportation is so invisible to the average citizen that until they can not get food at the local Safeway or clothes or gasoline for the car it just gets ignored.
Thx IGN
Update as of Tuesday, December 27, 2011
The Milliken Ave. Flyover
Ontario, CA
Part C (of A-C)
The ramp on the below photo's upper right was constantly in use, and equipment after equipment, including 18-wheelers, was also repeated funneling through the center narrow pathway ... until everything stopped, the orange item in the path was left there, and workers disappeared.
It must have been lunch time ...
A Tidbit ...
At the East Leg of the Wye
West Colton Yard
In passing West Colton Yard's east end on I-10 westbound, K.P. made a sudden, unexpected detour to Pepper Ave. because of a westbound with a long line of coal-looking cars. The train surprisingly actually traversed the East Leg of the Wye, went (photo leftward) over I-10, and headed north. The West Leg of the Wye is on this side of the silver box on the far right. The track on the bottom is the Balloon.
It is unknown if the train was heading towards the Tehachapi's, to Las Vegas and/or Utah.
The train is likely unrelated to the two-tracking. The reason the train is shown herein is that it is another proof that the East Leg on the Wye does get used!
On the latter photo, the main car is starting over the bridging (lower left) that is over Main 1 (formerly the Bypass), and then will go over I-10. Main 2 is out of sight on the far right.
--------
A few replies will be forthcoming in a day or two. One will deal with future invisible fences by Milliken Ave. while the other will locate a location called Kaiser.
Part B (of A-C)
Positioning as seen from the northwest side of Milliken Ave.:
The flyover's center support's south end has tarp wrapping now.
Continued in Part C
Part A (of A-C)
A visit was made to the Milliken Ave. Flyover project, and the follow report is given.
The east side flyover gap is getting higher.
A big pile of dirt has been positioned on the south side, and flyover construction parts are repeatedly being positioned.
Continued in Part B
narig01 Sirs: Questions. 1. What kind of grade is there on the flyover? I would think the operations people would have been loathe to have a grade that close to the exit of West Colton yard. 2. Are they trying to build with the least amount of traffic disruption? Is that the reason for some the way this is being engineered? It has been a while since I have been out that way. And other then filing away the entire thread I've really only looked sporadically at the thread. More by lack of planning I would think the Milliken Av crossing has become a major problem. 1st the Railroad, then 2 of Southern California's largest truckstops. Then all the industrial development. Then a nice big Mall and shopping complex on the other side of the freeway. Now what can one say. Thx again for the thread Thx IGN
Sirs: Questions.
1. What kind of grade is there on the flyover? I would think the operations people would have been loathe to have a grade that close to the exit of West Colton yard.
2. Are they trying to build with the least amount of traffic disruption? Is that the reason for some the way this is being engineered?
It has been a while since I have been out that way. And other then filing away the entire thread I've really only looked sporadically at the thread.
More by lack of planning I would think the Milliken Av crossing has become a major problem. 1st the Railroad, then 2 of Southern California's largest truckstops. Then all the industrial development. Then a nice big Mall and shopping complex on the other side of the freeway.
Now what can one say.
Thx again for the thread
To follow up on mikef90, only part of the train, 3,000' or less, is being lifted 25-30', and of course it's rolling down the other side; so the grade is not much of a factor, nor would it be with a shorter, steeper grade.
@narig01,
As far as one can calculate at the present construction state, the grade of the Milliken flyover (about MP 525.4) looks to be about 1%. It is fairly distant from the WC yard west lead at CP AL531, and I believe that long trains originating there exit to the east anyway. Remaining (short) locals are mainly switched out of Kaiser yard between Milliken and WC yard.
The flyover is being built one track at a time (south main first) to minimize RR traffic disruption. Apparently the city of Ontario convinced the RR and SANBAG (funding source) that a RR flyover was the best way to go. The upcoming Colton Crossing flyover, now There's a complex project.
IMO the industrial development south of the RR seems to be the main source/sink for the constant truck traffic flow. The newish mall and the truck stops really don't figure into the mix.
@K.P.H,
Your recent pics confirm the lack of double tracking progress west of Sierra Ave. Barring any new construction, it seems likely that UP will rebuild the current lead over the existing two track bridges west of Etiwanda Ave into the second main. The various south side storage tracks (in the way) were probably built for customers decades ago and may no longer be needed, just need to relocate a few switches. It will be interesting indeed to see where they tie in the 'new' main over the flyover - both ends got complications ! Hmmm - wonder what they'll do to the (wood tie based) west end of Guasti siding.
cacole (12-24):
You made me a believer, cacole! Your location description of the new poles by Marsha Station Rd. definitely sounds railroad related for sure.
It inspired a review of file photos, and a few by Colossal Cave Rd. (west of the Cienega Creek crossing in itself not too far west of Marsh Station Rd.) are consistent with your report.
The Main 2 north track has a UP box (left) with local utility wires going to it. (View looks westbound.)
A close-up different angle view of the above situation: Note the electrical wires coming down to the electrical box on the lower left.
The Main 1 south track photo at Colossal Cave Rd. does NOT show such a power connection (left).
However, the below linked aerial seems to show the above photo location with poled wires ending on the southeast side (bottom center right)!
Aerial of Main 1 at Colossal Cave Rd.
So, the new, long row of trackside power line poles around Marsh Station Rd. that you reported, cacole, is very much in line with the general area.
Jovet (12-24):
Your excellent input has undoubtedly broadened the understanding of many at the forum.
It is too bad that UP hasn't installed cab signal wiring in conjunction with the continuing two-tracking of the Sunset Route. Crews find it a real charm on the Central Corridor through Utah, Wyoming, and Nebraska.
Best,
For Any That Didn't Understand the Track Designations in the Above Reply to cacole
For those unfamiliar with the Colossal Cave Rd. / Cienega Creek area, the track designations in the reply to cacole may seem reversed, as Main 1 is always to the north, and Main 2 always to the south. However, an exception is present because ...
... one track (Main 1) goes OVER the other (Main 2) at the Cienega Creek Bridge. West of the bridge the track identifications are reversed till they get to Tucson, where they revert back to the normal, traditional identifications westward.
quote K. P. Harrier: In recent years I've gotten the distinct impression that communications between signal boxes was over the air waves, and antennas for such are often seen at Control Points (CP's). Circa around 1980, that "dark," signal-less line went directly to CTC, and used the airwaves for CP signal communications, plus the rails for the intermediates between CP's. The Sunset Route and others are progressively going to wireless signaling communications via the airwaves and track pulses, as Jovet mentioned.
quote K. P. Harrier:
In recent years I've gotten the distinct impression that communications between signal boxes was over the air waves, and antennas for such are often seen at Control Points (CP's).
Circa around 1980, that "dark," signal-less line went directly to CTC, and used the airwaves for CP signal communications, plus the rails for the intermediates between CP's. The Sunset Route and others are progressively going to wireless signaling communications via the airwaves and track pulses, as Jovet mentioned.
The antennas you see at CPs are most often for dispatcher-to-field communications. The communication between the dispatcher's computer system and the track equipment is commonly done through a protocol and infrastructure called ATCS. ATCS often employs radio frequency and microwave frequency transmissions. With the right radio equipment and computer software, you can watch that communication in real time on a computer (or over the internet, if someone has setup an ATCS relay server for a given area).
The signals around CPs and the CPs themselves still communicate through the rails. By "communicate" I mean one signal tells its preceding signal what aspect it is showing so that preceding signal can downgrade its aspect accordingly when necessarily. This chain of communication is how signals downgrade over several signal blocks. As K.P. points out, the communication is in the form of regular signal pulses called "code". Such pulses for wayside signals used to be put on the wayside line wires, but no longer.
A general rule of thumb is that slower frequencies mean more-restrictive indications. No code means the most-restrictive aspect (Stop or Stop and Proceed or Restricted Proceed or whatever). Each higher indication used a certain higher frequency, such as 30/60/90/120 pulses per minute. I can't remember the common practices verbatim, but it also could vary depending on the era, railroad, and installation. Older signal installations used specialized relays to generate and recognize code pulses for various frequencies. You can still hear code relays chattering about inside old signal houses. Nowadays it's all handled by very expensive solid-state electronics.
The pulses in the rails are also how basic cab signaling works. The locomotive has a couple coils that sit above the rail in front of the leading wheels which pick-up on the pulses. Modern cab signaling can be much more sophisticated than this, however.
Grade crossings and track switches that can be controlled through DTMF (touch tones) over the radio will also have antennas but they won't usually need to be as high since they're not transmitting far if at all.
The pole line is at the edge of the service road on the north side of the right-of-way, to the left in your first photo and to the right in your second photo, exactly in line with the signal control boxes.
They're on railroad property and are being installed only to power railroad signals, as near as I can tell, because there are no other electricity users within miles in any direction.
If a radio mast is going to be installed for CTC communications, it will probably be at the location of the new signal near the Marsh Station Road exit, where two additional poles have been set by the electric company.
A few months ago the same electric utility installed a power line from a source somewhere on the south side of I-10 that terminates at a transformer on the south side of the new right of way near the old Marsh Station Road bridge that was subsequently removed by ADOT. This transformer is closer to the Cienega Creek end of the project site than to the new signal mast.
Whatever the Union Pacific does, it is highly unlikely they will be removing the low clearance bridge over I-10 by the end of the year, which was the original reason for this entire project.
cacole (12-22):
Jovet posted an excellent reply to your post that conveyed current railroad practices, i.e., the lack of line side wires for signaling. In recent years I've gotten the distinct impression that communications between signal boxes was over the air waves, and antennas for such are often seen at Control Points (CP's). Poled CTC wire communications along old right-of-ways is becoming increasing rare.
But, I'm terribly curious, cacole, exactly where this "line of power poles" that you mentioned is located at. On the below reshown eastward looking photo, are they right or left of the track and/or train, or completely off the graded strip but very close by to the right or left, and in the weeded area off the new grading?
Is it the same way looking west too?
Speaking of wireless signal communications, with the progression towards Positive Train Control (PTC) for train collision avoidance, antennas are spring up now at intermediate signaling locations, such as with the below M.P. 442 area signals on the Palmdale Cutoff in the High Desert of California.
The Palmdale Cutoff was built from scratch in 1966-67, and never had line side wires. Circa around 1980, that "dark," signal-less line went directly to CTC, and used the airwaves for CP signal communications, plus the rails for the intermediates between CP's. The Sunset Route and others are progressively going to wireless signaling communications via the airwaves and track pulses, as Jovet mentioned. PTC is intensifying that effort.
Update as of Wednesday, December 21, 2011
Second Section
A few tidbits ...
In Part III, second photo, the present, temporary wood sidewalk structuring on the west side of Milliken Ave. was caption mentioned. In the photo below, the sidewalk structure is on the lower left. Not only is the overall area a logjam of vehicles from motorists and truckers, but also there is a constant flow of aircraft on the flight path to land at Ontario International Airport (ONT) just a few miles to the west. Passengers on the aircraft's north (camera) side of the below landing Southwest Airlines Boeing 737 must have wondered when aerial-seeing the flyover being built. If ("if") there were any onboard railroaders or railfans looking down from that flight, they undoubtedly marveled.
In the previous post series, an underpass was mentioned between Milliken Ave. and Etiwanda Ave. (to the east). The underpass street is little used by the general public, and named Wineville Ave., 'Wineville' being an obvious reference to the area's grape vineyards and wineries in this area's now long gone past. The bridging is only TWO-TRACKS wide. One track on it is currently an industrial track, so it may be necessary to lay a second track through here on the alignment of the industrial track. Or, expand the bridge for a third track, which would be very costly. Below are two views of that underpass. Note the red switch stand disk on the first below north side photo. The roadway level view is from the south side.
K.P. feels the less costly option will be taken by the railroad, but that is yet to be seen. The railroad also may have considered the underpass in its plans for locating the future CP VINA VISTA that will likely be somewhere in the M.P. 526-527 area.
Part III (of I-III)
The west side of Milliken Ave. end walling:
(Make a mental note of the above second picture, of the wood structure on the left for pedestrians. It will be mentioned in the "Second Section" post that follows.)
You may remember this previously shown west side south very narrow pathway:
While K.P. was on site Wednesday, that narrow roadway was almost freeway-like with activity, from small trucks to 18-wheelers to earth-dumping equipment to skip loaders traveling through. Who, if anybody, was orchestrating the logistics of that whole narrow path operation is unknown, but it was a marvel to watch at the site!
Because of that narrow path, dirt cannot be boom dropped into the flyover's structuring as on the east side's first photo in Part II, but shuttled up to drop points.
Continued in Second Section
Part II (of I-III)
Just east of Milliken Ave. (M.P. 525.40) has been a gap in building the new flyover. Now that the east end-work (for the bridging over the wide street) is in place, the gap in structuring is now being filled.
Note that in the above photo's center, dirt is being BOOM DROPPED into the concrete work.
The Milliken Ave. center bridge support is having additional structuring added.
Concrete is even being poured into the temporary form.
Continued in Part III
Part I (of I-III)
The Colton Flyover
In recent weeks scattered things of unknown importance or reason have been taking place here and there within the limits of the future Colton Flyover in the M.P. 538-539 area. On this past Wednesday's visit, two things stood out. First, a Kinder-Morgan vehicle was onsite south of the tracks on Fourth Street, so a new above ground pipeline that was resting between Third and Fourth Streets was likely for some kind of Kinder-Morgan pipeline relocation in the area. The below photo looks eastward from Third Street:
The other, at Third Street, was a newly erected sign (as well as at other locations too) announcing the flyover project.
The piping in the top photo above ended just west (left) the sign in the second photo.
On the bottom of the JUST ABOVE photo, a website is given. Part of that website address is "usa." That very likely is the same "USA" in the markings that have been springing up in grade crossings at many rail construction locations.
The above reshown photo was shot November 13, 2009 at LA&SL's Hamilton Blvd. grade cross in Pomona, CA.
Also at Hamilton Blvd. on the SP side, this May 11, 2008 reshown photo:
Continued in Part II
quote cacole:
There are so many poles involved that this work will probably not be completed by year-end, especially if these poles are going to also carry CTC signal wiring that will have to be installed by the UP after the power company has their lines in place.
A couple of points:
Electrical utility power poles are entirely and completely separate from railroad wayside lines. Wayside lines are placed on railroad property, and utility poles are placed on land purchased by the utility. While railroad wayside lines may carry high voltage power, they are still owned and maintained entirely by the railroad. It's also still a much lower voltage than utility lines.
Modern CTC "signal wiring" happens through the rails themselves. Railroad wayside lines are entirely unnecessary in this day and age. The railroad will decommission and remove such lines wherever possible as they're expensive and time-consuming to maintain. You'll never see any new (railroad maintained) wayside lines installed on new signal installations. The same wiring that connects the track circuits to the signal houses also carries the coded pulse circuits that allow the signal houses to "talk" to one another.
Another quick check of the Marsh Station Road / Cienega Creek track realignment project east of Tucson, Arizona on Wednesday, December 21st, revealed that the local electric cooperative is in the process of setting the line of power poles between the three signal boxes mentioned in these messages.
Part B
cacole (12-19):
Oh, no wonder I could not find two of three masts for new signals when I was last in the Marsh Station Rd. area -- they had not been erected yet!
But, in reviewing aerial views, starting at the new signal just west of the new Marsh Station Rd. overpass ...
... there appears to be a signal about two miles to the west (beyond the new alignment), and another about two miles to the east (again, beyond the new alignment). If ("if") that is the case, no other signals would be needed. In the below photo, in the distance, near the junction of the new and old lines, is an electrical box, most likely the one that you, cacole, referred to (in the line of sight with the passing right to left train).
I wonder if that box is for a future detector instead of a signal.
Take care, both CShaveRR and cacole, and all,
--------------
Today, Wednesday, December 21, 2011, important personal business allowed K.P. to inspect both the Colton Crossing Flyover project and the Milliken Ave. flyover. There were a few surprises at both locations. Watch for a brief report in a day or two.
Part A
CShaveRR (12-19):
Greetings Carl:
You are absolutely right in perceiving the flashing yellow signals in both directions in the Thousand Palms area of California as "the middle signals of three intermediate signals between control points." The signals east to west:
CP MYOMA
From Cook Street looking EAST: Intermediates set #1
(The background left wide centered track is the new main, but the narrower foreground left track was the old Thousand Palms siding.)
From Cook Street looking WEST: Intermediates set #2 (foreground, the signals that inspired the reply)
A heavy telephoto looking east from Ramon Rd toward Monterey Ave., with that roadway's nearby signals, Intermediates set #3. (The below signals are the background ones in the photo above.)
CP RIMLON
An Investigation of Strange Things
The Milliken Ave Flyover
Part V (of I-V)
Some alignment shifts or jogs, both view below are on the LA&SL:
In Montebello:
In Pico Rivera:
So, getting back to the Milliken Ave. Flyover, we now have a clearer sense of future events in time, but strange alignment shifts and jogs that may or may not result are yet to develop and be seen. But, one thing is for sure: Things will never be the same visually and track-wise because of the Milliken Ave. Flyover and the two-tracking in that vicinity.
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