KP:
The info about the cables is very informative. It seemed odd that concrete was being poured "top down" rather than "bottom up" like in most concrete pours. The trench's construction process makes much more sense now. How lucky that the supervisor found you suspicious!
--John
Update as of Friday, July 3, 2015
The Del Mar Ave. Bridge Construction
San Gabriel, CA
Part “F” (of F-I, Overall A-P)
Still at Del Mar. Ave., looking west:
Looking east, a shovel was working.
Looking west again, things were being moved around.
Continued in Part G
----------------------------------------------------------------------------------------------------------------------------------- K.P.’s absolute “theorem” from early, early childhood that he has seen over and over and over again: Those that CAUSE a problem in the first place will act the most violently if questioned or exposed.
Part “G” (of F-I, Overall A-P)
Looking east: A strange bulge (lower center-left):
A hole in the south walling for those cables that lower downward slightly for somewhere near 100 feet.:
A last look (from the north side looking south), at the Del Mar Ave. grade crossing that is no more:
Continued in Part H
The Mission Road Bridge Construction
Part “H” (of F-I, Overall A-P)
To the west a bit, the closed for months Mission Road now has the bridge there open.
As the first grade crossing closure, fence designers learned real quick not to use flimsy fence gates.
Continued in Part I
Part “I” (of F-I, Overall A-P)
While the bridge is open to vehicle traffic, there is much to finish.
The new bridge, looking eastbound:
-----------
Continued in Parts J-P to be posted by (“by”) 6:00 P.M. (Pacific Daylight Time) on Wednesday, July 8, 2015, but may be posted up to nine hour early
The Ramona Street Bridge Construction
Part “J” (of J-P, Overall A-P)
The Ramona Street grade crossing is history, and a bridge there is taking shape fast.
Here, too, a pedestrian walkway is present:
On the pedestrian walkway look westbound:
The views previously have given one the impression that a third track might (“might”) fit in the trench, or two-tracks and a maintenance road. But, the above view clearly shows without illusion that only two-tracks would fit down in the trench. Whether or not a maintenance road could be squeezed in is questionable, but that gentleman K.P. talked to said that only one track would be laid in the trench, so the situation may be a mute one until commuter interests sweet talk UP into allowing them trench line access.
(Remember, Metrolink’s single-track commuter line down the middle of the I-10 Freeway can’t be widened, at least not cheaply. Somehow K.P. anticipates Metrolink getting a brainstorm idea one of these days of adding a second track down the I-10 freeway by not laying it down the I-10 Freeway but rather in the San Gabriel Trench instead.)
Oh, if we only knew the future …
Continued in Part K
Part “K” (of J-P, Overall A-P)
The south walling of the Ramona Street bridge:
The north walling:
Continued in Part L
Part “L” (of J-P, Overall A-P)
The pedestrian grade crossing arrangement:
The fence gates are much sturdier!
The track at the ex-grade crossing:
Looking west: The transition from the Alhambra Trench (left background) to the being built San Gabriel Trench:
Note the foreground lower center, how the trench is now being dug down. Also note the ABS signal on the right.
Continued in Part M
The Rubio Wash Area
Part “M” (of J-P, Overall A-P)
We now return east to the Rubio Wash area, but the views from the road off San Gabriel Blvd. don’t seem to say much, except a lot of vehicles are now by the wash.
Continued in Part N
Part “N” (of J-P, Overall A-P)
The turn off the main street north of Rubio Wash is missed (and traffic was very, very heavy), so we go to the Walnut Grove Ave. grade crossing, and see piles of broken cement.
So, some activity is taking place, but K.P. has not found it yet.
Just a side note, that supervisor gentleman that was talked to earlier by Del Mar Ave., when asked about Walnut Grove Ave. said nothing would be done there, ON THIS PROJECT. He said, though, the great master plan calls for building the trench even further east, and the track would be lowered underneath Walnut Grove Ave. K.P. has never heard that before, but the gentleman seemed to know what he was talking about!
Finally, K.P. gets to just north of the tracks by Rubio Wash, and wow! What a sight, what activity!
It was like an ant farm. With equipment going every which way!
Continued in Part O
Part “O” (of J-P, Overall A-P)
The whole channel area was being tore up!
It was hard to tell if these guys were playing or working!
Continued in Part P
Part “P” (of J-P, Overall A-P)
There were so many different ‘movements’ it was a marvel of coordination!
There seems to be a large residential area nearby being built. That would be a cool place to rent a room for a night or two, and watch all the train action!
The nice residential area the photos were taken from:
A final southward view on Walnut Grove Ave.: While reportedly not with this project, but will trains be going under the street here too sometime in the future?
This will end the series. But other photos were taken that day, from the Puente Hills Intermodal Facility area to the new Montclair facility. Those will be prepared and posted as time permits.
Ramona Street bridge: Not walling, abutments.
Rubio Wash: Yep, just like that. The housing was referenced in another person's link many months ago.
A10
More from Friday, July 3, 2015
From PHIMF (Sort of) to the Montclair Facility …
… Here in Southern California
After the San Gabriel Trench area was photographed, the Puente Hills Intermodal Facility (PHIMF) area in the City of Industry and the Diversion in Pomona was visited and a few photos taken. Unfortunately, K.P.’s camera went into a ‘possessed’ mode (seemingly, anyway), and produced totally wacko results. It was only after the camera passed a wacko fence situation on Mountain Ave. in Ontario that the camera started acting hallway normal. So, K.P. will try to reshoot the PHIMF and Pomona Diversion areas as time permits. But, at the PHIMF area, the abutments and cement-work seems to all be in place now at Peck Road, and from Temple Ave. the Diversion uninstalled switches seem untouched.
The west end of the Montclair facility looks the same as it has looked for a while. It seems unlikely any other signal bridge will be erected here.
The east end has that new signal bridge with all of the signals thereon lit!
The east end also has, on the LA&SL side, for the track between sides, insulated joints without signals!
Above, note that the rails within the switch have insulated joints. That sort of suggests that in all directions from that switch will be CTC sometime in the future.
Also, note the short switch stand, that it has a lighter green and, NOT red, but orange indicator! K.P. has never seen that before, nor knows what it means. Assumedly, it is related to what position the switch points are in, normal or reverse.
The Mountain Ave. east side, south end, fence on the bridge over the SP and LA&SL tracks in Ontario got in on the current popular “destroy the old fence” fad.
But, it looks like the bridge fence was hit from off the bridge, from right to left! Someone wasn’t flying a drone photographing the new Montclair facility, by any chance, and lost control? Who knows!
This will end the brief series, but for those that follow the “Perris Valley Line Updates” thread, K.P. was stunned by a few new developments thereon Friday, July 10, 2015, and that thread will highlight those in the next few days. Colton was visited in lowering sunlight thereafter, and one of those new GE Tier 4 locomotives in the 2500 series making relief in South Colton was found. With the auto-racks from that westbound GE unit stopped by the Colton Signal Dept., K.P. found all the old CP boxes thereat had been cleared away. A very brief posting on this should be forthcoming in a day or two.
By Chance, a Fluke … and a Single Post
In the evening of Friday, July 10, 2015 this contributor was returning from an all-day dispatch deep within Riverside County here in Southern California. A couple of surprises were seen in the Colton area.
A westbound from Arizona, now on the Mt. Vernon Connector to go west via the LA&SL alternate Sunset Route, was observed changing crews parallel to the BNSF Transcon, at the crew change point at UP M.P. 538 (not to be confused with M.P. 538 on the actual Sunset Route, about a mile away). The lead unit was one of those new Tier 4 clear air type units in the 2520 series.
The same train behind the power extended north and curved east by the Colton Crossing and Colton Signal Dept.
Significant in the above photo is that the several old CP boxes onsite for months have been removed, probably to their final resting place, or to be melted down to be made into something else. They once were somewhere behind the concrete signal base towards the photo’s center.
K. P. Harrier The lead unit was one of those new Tier 4 clear air type units in the 2520 series.
The lead unit was one of those new Tier 4 clear air type units in the 2520 series.
2563 is a Tier 3 unit, not a Tier 4....
GE have changed the cooling system of the Tier 4 units, replacing the air to air intercooler (the forward section of the cooler group above the forward angled grille) with an air to water intercooler and larger radiators set at a greater angle to eachother.
M636C
M636C (7-13):
Thanks for the technical correction.
If UP 2563 is a Tier 3 unit, is it that it was ordered before the cutoff that it could be built in 2015?
The website www.thedieselshop.us indicates UP 2570-2669 are Tier 4, but 2520-2569 is unclear to this contributor.
There seems to be more new power of late than two-tracking on the Sunset Route, two-tracking that is becoming increasingly scarce. The Mohawk, AZ area is winding down, and no reports have been posted of late about what is happening two-tracking-wise east of El Paso, TX.
Take care,
K.P.
Apparently the Tier 4 regulations permit the building of one Tier 3 locomotive for every Tier 4 locomotive built for a transition period under a Tier credit system. This was discussed in the Locomotives forum. So they are still building some Tier 3 locomotives.
Photos have been published of a BNSF production tier 4 locomotive which show longer angled radiators but the "hump" over the engine seen on the blue Tier 4 prototypes has been reduced to a small hump around the stack. It is said to be an ET44AC rather than ES44AC....
GE have been cagey in showing the Tier 4 engine itself, but GE's marine diesel engine (described as Tier 3+) has an air to water intercooler (as do all marine engines) and something that looks like an exhaust gas cooler for exhaust gas recirculation. All this caused the turbocharger to move higher than on the former locomotive engines, and I think this is in the hump around the stack, since not even GE will design two versions of an engine when one will do.
K.P.:
A ramdom question...are there any switch-heaters in place at CP's across the Sunset Route? I realize that the desert can get cold and some snow...but switch-heaters?
K.P. may know differently, but I've never seen any, even in the areas east of Tucson where they get occasional winter snow.
While on the subject, the BNSF Transcon is at much higher elevations across New Mexico and Arizona. It would be interesting to know if they have switch heaters in places like Flagstaff (7,000 ft. AMSL).
One thing for sure, there are high water detectors in places on the Gila Sub where there is a possibility of flash flooding.
John Timm
There are switch heaters on BNSF in the higher elevations mentioned, the ductwork is removed after the winter weather.
More about Friday, July 10, 2015
Towards evening of the all-day dispatch to deep within Riverside Country (CA), the LA&SL bridges over the 91 Freeway were checked out, and nothing was found to report. The same situation was found at the Riverside Ave. underpass site nearby.
The following photo was posted in the “Perris Valley Line Updates” thread recently. It shows how BNSF’s ex-old San Jacinto Branch was rearranged. Alternate Sunset Route trains go through the background BNSF truss bridges over the I-215 Freeway in Highgrove.
K.P. reviewed Metrolink schedules, and things have changed from what was scheduled a few years ago. In some ways that is not surprise considering the City of San Bernardino is in bankruptcy, and some commuter trains have been caught up in the reduction in frequency, or eliminated altogether.
He has not visited for a while the construction for the mile extension of Metrolink’s San Bernardino Line, nor is it clear at this time how that extension will affect the alternate Sunset Route trains, especially in view of the City’s bankruptcy and its effect on the frequency of commuter runs.
Replies
SP657E44 (6-20):
About the Pacific Electric having a route on Mt. Vernon Ave. in San Bernardino (CA), my profession years ago brought me often to Mt. Vernon Ave. and 2nd Street. I used to see the roadway asphalt cracks in the intersection that indicated a double-track trolley line curved there. At this point in time, I can’t remember if the cracks are still in the roadway or not (but they probably are, with the rails still underneath the intersection too), but I pass there from time to time, so next time I’m out that way, if the cracks are still there, I’ll try to get a photo or two for you.
John Simpkins-Camp (6-30):
Mainly good things have been heard about Macs, in contrast with my personal continuing negative experiences with Microsoft. My first computer was an IBM with OS/2, but IBM lost me as a customer (and seemingly everyone else too). The same thing happened with HP. Dell has been fairly good, except I’ve locked horns with Dell too, and it is unlikely that I will ever buy another Dell. After a few decades now, one would think computers would have been perfected, and their trouble-free operating systems would be loudly touted. But, no, it is as if the Devil was in charge, yelling ‘Down with America!’ Why America puts up with this totally baffles me, John! I just don’t get it! Whether or not Windows 10 is the miracle OS people have been begging for I don’t know, but like I said, my next computer likely will be a Mac.
billio (7-3):
MikeF90 gave you a good reply. I might add, though, that there have been two new CP boxes at the Colton Signal Dept. for some time now, one labeled CP AL525 GUASTI, the other unlabeled (labels turned inward). In the light that the Vineyard Ave. underpass has such wide bridging for the Sunset Route tracks, may I suggest when the North Ontario (Ontario) to Sierra (Fontana) section is finally two-tracked (reportedly to start the beginning of next year), that unlabeled mystery CP box will be stationed somewhere west of Vineyard Ave. and possibly labeled CP AL523 VINEYARD, and the Guasti siding extended to it. That would allow UP to use the CP boxes as some type of contribution towards the Vineyard Ave. underpass, which bridging is at least for three tracks. A fourth track (between Vineyard Ave. and Archibald Ave.) could be used as a holding track as other industries in the Guasti area are switched. But, as MikeF90 said, we will have to see what results.
Interestingly, the current CP box at CP AL525 GUASTI (as well as CP AL524 GUASTI at the west end of the Guasti siding) is an older box from SP days that does not meet current specifications, but is sufficiently modern as to support color light signals.
John Simpkins-Camp (7-6):
Construction people (and railroaders too) tend to be suspicious of someone with a camera. Looking at matters from their perspective, they are just trying to protect their company from the lawsuit minded. Thankfully, it is virtually impossible to impersonate a railfan, a group that has their own lingo, mannerisms, and what they have glee and get excited about. Part of construction supervisors’ willingness to talk may be their relief at discovering that they are dealing with someone on their side. When they are in that frame of mind, it is amazing what they will volunteer … and everyone walks away afterwards feeling real good!
M636C (7-13A):
Excellent and clearly understood reply about that GE Tier 4 situation!
Is this the GE power you mentioned? LINK:
http://www.bing.com/images/search?q=ge+tier+4&view=detailv2&id=122818447115AE78CDF5FF36ABABE35CE564A74B&ccid=YvvJmhNR&simid=608010650683835158&thid=JN.f2exak6z3lJLG5CQ3RYIfw&mode=overlay&first=1
If so, the power does have a slightly different look in its middle portion.
John Simpkins-Camp (7-14):
You asked an interesting question, if there are any switch heaters on the Sunset Route. A review of past photos leads me to conclude the answer is no.
The line over Tehachapi …
… in California (that connects to the Sunset Route at Colton) has no switch heaters either, nor does BNSF’s Cajon Pass. When it snows in those passes, maintenance-of-way forces goes out and clears the switches of snow as needed. But Tehachapi and Cajon are probably like the Sunset Route, and clearing switches of snow are so far and few between it just doesn’t justify the expense of switch heaters.
The LA&SL up in Utah and UP’s Central Corridor (like in Wyoming and Nebraska), on the other hand, have snow and blizzards so frequently in winter months the positioning of permanent switch heaters is completely justified. Between Salt Lake City, UT and Laramie, WY, a view from Hanna, WY: Note the heaters on the lower left.
Reply to John Simpkins-Camp continued
Reply to John Simpkins-Camp Continued …
At Winslow, AZ at a high elevation on the BNSF Transcon: Note the tallish switch heaters near the switch motors.
The Sunset Route train crews have it easy compared to on the Central Corridor or even the BNSF Transcon. Of course, those frigid area train crews can stay warm in the cabs and let the switch heaters do the work … unless the DS says a switch won’t roll over in the blizzard and to hand throw it ...
A Memo to desertdog …
It is understood you intend to do some photo-documenting in the Casa Grande, AZ area. That Casa Grande area will sure be a cool arrangement when the industrial track runs alongside the Sunset Route from downtown to the east side of town. But, unfortunately, that track laying effort has been in a snail pace-like mode for a few years. Undoubtedly, you will have a fresh eye in photo-reviewing that area and the forum can look with anticipation to your efforts. Also, that area hasn’t been covered for a while herein, which adds to the forums anticipation.
K.P. Thinks …
… everyone has been replied to now. If anyone has been missed and would like a reply, speak up …
The only things on K.P.’s lineup for the foreseeable future are two brief visits to the Ontario (CA) area. The new Montclair facility, the Diversion, as well as the PHIMF area may be checked out if time permits on those dispatches.
Take care all,
K. P. Harrier M636C (7-13A): Excellent and clearly understood reply about that GE Tier 4 situation! Is this the GE power you mentioned? LINK: http://www.bing.com/images/search?q=ge+tier+4&view=detailv2&id=122818447115AE78CDF5FF36ABABE35CE564A74B&ccid=YvvJmhNR&simid=608010650683835158&thid=JN.f2exak6z3lJLG5CQ3RYIfw&mode=overlay&first=1 If so, the power does have a slightly different look in its middle portion.
KP
Thanks, that is an interesting link...
It didn't include one set of images linked from the Locomotives forum:
http://www.rrpicturearchives.net/showPicture.aspx?id=4186357
This presumably early production unit has an engine hood much more like the earlier locomotives.
There are a flock of the blue demo units running on BNSf currently to and from Hobart and the harbors of LA and LB.
CN's latest units have a prime mover / engine room cover more in line with the rest of the hood as M636C states.
Believe in Fire Hydrants …
… and You Will Be Saved!
On the morning of Saturday, July 18, 2015, K.P. was involved in an important dispatch to Ontario. After its successful completion, the time was all mine to do as I pleased. The old underpass at Euclid Ave. with the LA&SL tracks bridging across it was checked out briefly. (The SP Sunset Route bridging for the Euclid Ave. underpass is about two blocks to the north.) While only 18 photos were taken, they are sufficient to show the forum what is there, and to evaluate that situation with a two-tracking of the LA&SL Ontario to Pomona in mind.
K.P. is stacked up again with upcoming posts to prep for the Tehachapi and Perris Valley threads, so there may be a certain delay in a presentation.
Now, about fire hydrants …
There has been a certain reluctance to take photos of LA&SL trains north of the paralleling State Street. The fact that there is a fire hydrant (and some like ones nearby) north of the roadway suggests (“suggests”) the UP property line doesn’t reach as far south as the curb line, if the line can be called a curb, as it is more like a line of rocks. (See lower right of above photo.)
Anyway, the new Montclair facility should mesh well with whatever track layout comes to exist on the LA&SL side in Ontario.
SP657E44 There are switch heaters on BNSF in the higher elevations mentioned, the ductwork is removed after the winter weather. A10
If your curious about if a location has switch heaters, you can look at Google Maps and look for the propane tanks. They are large enough to be recognizable on the imagery.
Rgds IGN
Just an Awareness Review
The Euclid Ave. Area on the LA&SL
Ontario, CA
Part I (of I-II)
A nice childhood memory from the early 1960’s was laying on the grass between the northbound and southbound lanes of Euclid Ave., between the Southern Pacific and Union Pacific (LA&SL) mains which were about two blocks apart. Years later, that was all dug up as the whole stretch was lowered to go under the SP and LA&SL. Today, the SP side’s bridge is for two-tracks, and the LA&SL is likewise for two-tracks. In the 1960’s the LA&SL grade crossing was only single-track, whereas now it is still single-track but also has a switching track parallel to it.
The LA&SL’s bridge, from the southwest side, looking northeast:
A similarly angled view from a block or so to the west, with the west signals of CP C038 ONTARIO seen in the background right:
Above, the hump-like fencing on each side of the tracks is where the Euclid Ave. underpass goes underneath the LA&SL. A similar view, but with the railroad’s property line in mind:
While K.P. does not have the charts presently available to him, it is believed the public property extends leftward from the curb about seven feet. Interestingly, the ‘No Trespassing’ sign (left on above photo) is about seven feet from the curb line. If a police officer or a railroad Special Agent asks you to move off the property, by all means do so, but try to get photos of you and them standing on the disputed property, and deal with it later in the courts if they are jerks and only if you ARE legally right
Anyway, back to the post subject … Historically, UP tends to modify a track arrangement, sometimes a decade or two in advance of laying a second main track. Interestingly, the Diversion signal bridge in Pomona (just six or seven miles to the west) that was erected is set up for four-tracks. So, long-tern, a second LA&SL may eventually be laid in this area. This area under discussion would be a logical place to put in a CP, a universal crossovers arrangement, very close to the new Montclair facility just to the west.
Continued in Part II
Part II (of I-II)
K.P. in the past has suggested somewhere on the east side of Pomona a flyover might be built someday. Some at the forum has criticized him for it. Nevertheless, the fact remains that, for example purposes, a westbound UP freight on LA&SL Main 2 in the east would have a conflict with a westbound Metrolink on Main 1 as each would have to reverse tracks (in many cases) to continue west.
It is difficult to second guess the railroad in what it might do, but solving the conflict probably might be as simple as what UP did at Laramie, WY circa 1952 when a third-track was put in on a very different alignment and in doing such reversed biases.
As above at Laramie, WY, right biased eastbound trains crossover (and become left biased) at the shown key crossover and westbound (left biased, but on right as viewed from the camera) trains crossover likewise (and become right biased). And, they have been doing that for 63 years! That could easily be done in the Ontario area. Maybe the CP could be called LARAMIE ONTARIO. Anyway, the forum may want to file all this away for some unknown time in the future. The wide signal bridge in Pomona has signals for FOUR tracks for some reason …
… and what has been suggested herein might just be that reason.
Another lawsuit and subsequent agreement has come to light in the ACE July 2015 agenda.
K-M has agreed to relocate pipelines between MP 513.0 and 513.3 in preparation for UPRR's CP Hamilton reconfiguration and Alhambra sub 'diversion'. From the stated timeline, completion should be late 2016 to early 2017.
Note that this appears to be a different 'pipeline issue' than the previous dispute near Humane Way, but they are probably related.
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! ***
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