Out of the Blue: From California to Arizona and Back
Part I, Section E (of A-G)
The Western Casa Grande, AZ Area
Now, at a place K.P. and desertdog have documented the location of a few times in the last few years, Thornton Road. There were some big surprises here!
Looking west: The present main is on the right. The track on the left is the future Main 2 which will be an extension eastward of the Casa Grande siding. The far left track presumably is a new track to keep local movements off the Mains.
There is more in the above photo than first meets the eye! Note the foreground right un-activated leaning new signal. Beyond that mast (in the background) is the new CP box! Such a CP box position makes the CP box WEST of the WEST signal for Main 1! Normally a CP box is BETWEEN the west and east signals, but not so here! The normal is true for the Main 2 and yard signals, seen in the background, but not for the Main 1 signal. So, WHY does this very unusual situation exist?
There are actual TWO CP boxes for this one CP! The other one is on the other side of Thornton Rd., on the east side, in the photo background left.
The situation is reminiscent of the future, big, two-box CP AL514 HAMILTON set over in Pomona, CA ...
... that was at the Colton Signal Dept. for such a long time.
Continued in Section F
----------------------------------------------------------------------------------------------------------------------------------- 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 D (of A-G)
Between Ethington and Thornton Roads, along the main highway between Maricopa and Casa Grande, is a north side customer, the famous Frito-Lay Company, most noted for potato chips.
The Frito-Lay spur curve-crosses the highway to the mainline.
But, the point in showing the forum this is the connection to the main(s) and the signal protection at that connection!
The two-bulb automatic absolute signal is not on a typical short mast, but rather, on a normal signal height one. This is the first time K.P. has ever seen that. Maybe that was done to give trainmen a clear view of the signal from across the highway.
Continued in Section E
Part I, Section C (of A-G)
The new Ethington Rd. grade crossing gates are already being moved ... from a few feet on the south side ...
... to just inches on the north side.
New crossing mechanisms are patiently waiting on the northeast side.
Exactly why UP would go through all this trouble for a few inches is unknown, but it seems to be a pattern repeated often. And, that is after the crossing gates were relocated because of the addition of a second-track.
Continued in Section D
Part I, Section B (of A-G)
Looking east from Ethington Rd.:
A heavy telephoto looking east: The NEW far background track behind the camera was on the north side, but, in front of the camera the NEW track is on the south side (right).
In the above photo of the west switch of the Casa Grande siding (CP SP916 CASA GRANDE), note that the siding is completely torn out in preparation for laying the future Main 2.
For the first time at the forum, a tire has been associated with a future signal.
Continued in Section C
Part I (of I-VI), Section A (of A-G)
Last week an out of the blue, sudden trip to Arizona was made that included much photo documentation of current Sunset Route two-tracking happenings
We start posting resultant material west of downtown Casa Grande, from the Ethington Rd. grade crossing just west of M.P. 915, looking west.
Telephotos of the above:
Obviously, the above switch will eventually be removed and, in an alignment shift, the center foreground track will connect to the background right track, and the left foreground track will connect to the center background track.
Continued in Section B
Posting Schedule
The posting of the "Out of the Blue: From California to Arizona and Back" series will follow the following schedule:
Tuesday, July 19, 2011: Part I: "The Western Casa Grande, AZ Area"
Thursday, July 21, 2011: Part II: "The Eastern Casa Grande, AZ Area"
Saturday, July 23, 2011: Part III: "The Toltec, AZ Area and Eastward"
Monday, July 25, 2011: Part IV: "Maricopa to Bon, AZ"
Wednesday, July 27, 2011: Part V: "Three Corrections and Trash"
Friday, July 29, 2011: Part VI: (1) "The Main 2 Rerouted Reroute near Marsh Station Road in Arizona," (2) "The Araz Area of California," (3) Dateland, AZ, and (4) Gila Bend, AZ
Out of the Blue ...
There is an old expression: 'Out of the clear blue sky such and such happened,' referring to something totally unexpected. Well, the Mrs. and K.P. sat down to discuss vacation possibilities and green stuff for them, and a trip window suddenly became super obvious to both of us, and the Mrs. said "Go!" A bag was packed, and off to Arizona K.P. went!
A bunch of photos were taken for two days, including the heavy telephoto above of a mainliner (left) passing a ballast work train (right) that was on the future Main 2 in Casa Grande, AZ.
Also, an empty UP ballast train was come across with a Mexican ES44AC on it!
It will probably take a week to put together a multi-post, multi-day, organized presentation for the forum.
The trip went from the lower part of California to as far east as Marsh Station Rd. east of Tucson, AZ ...
Watch for the coming posts ...
-----
As a side note: On the way back from Arizona K.P. found that the new color light signals at Colton Crossing in Colton, CA were finally operational, and the old target signals had been taken down and removed!
Could that mean 22 feet?
K. P. Harrier Update as of Friday, July 8, 2011 City of Industry to Ontario, CA Part II (of I-III) In the other area, dramatic changes have taken place at the Milliken Ave. Flyover construction site on the SP-side, at M.P. 525.4, and the interpretation of which is unclear. Looking west, the concrete structuring has been covered over with dirt. [snipped] What previously looked like a graded part for a future track has now been dug down, at least in the lower foreground of the below photo. Also . . . a group of I-beams have been positioned just west of the grade crossing. Continued in Part III
City of Industry to Ontario, CA
Part II (of I-III)
In the other area, dramatic changes have taken place at the Milliken Ave. Flyover construction site on the SP-side, at M.P. 525.4, and the interpretation of which is unclear. Looking west, the concrete structuring has been covered over with dirt. [snipped]
What previously looked like a graded part for a future track has now been dug down, at least in the lower foreground of the below photo.
Also . . . a group of I-beams have been positioned just west of the grade crossing.
Continued in Part III
The 5 (?) short I-beams (more likely either "Wide-Flange" beams or "H" piles) shown above look like they'd be used for shoring a pit-type excavation or something similar - not for a bridge, culvert, or other permanent construction. The visible paint stencilling on some of them looks like "14 x 102 x 22", but that doesn't make too much sense to me . They look taller than 14" high (though 22" is believable), but that is not the usual order. The "102" usually mean 102 lbs. per ft., which corresponds to a cross-section area of about 30 square inches (3.4 lbs. per sq. in., per ft. length), which looks about right. Guess we'll just have to wait and see . . . Thanks again for taking and sharing with us, along with the narrative.
EDIT: Yep, they're likely "Heavy Wide Flange H Shapes" or "H-Piles" alright - 14" high x 14-3/4" wide, 102 lbs. / ft., despite what I thought about their height - and I still don't understand the significance of the "22".
- Paul North.
K.P., thanks for the infrequent views of the remarkable Metrolink San Gabriel sub, especially the smog laden overviews from the I-10 pedestrian bridges *cough*. To extend your description, it was put together from ex-PE, SP and Santa Fe lines and serves a healthy commuter base. IMO double tracking west of El Monte isn't needed due to only one station served. The main improvements needed for more capacity are more/longer sidings & 2MT east of El Monte - very doable.
K. P. Harrier .... snip ..... Metrolink adding a second-main to the Alhambra Sub .... snip ....
K. P. Harrier .... snip ..... It would be an interesting proposition if commuter interests offered to buy UP's Alhambra Sub between Los Angeles and Pomona so it could two-track the line, and UP in return four-track the Los Angeles-Pomona LA&SL via Montebello! And, then there has been a flyover that has been mentioned in the Pomona area (likely involving the Diversion) to get possible future Alhambra Sub commuter trains (or alongside it) over to the LA&SL side.... snip ....
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! ***
An 'Invisible' Sunset Route
Part L (of A-L)
A Postscript (Continued)
On the old PE bridge looking east, at a high green intermediate signal on the Sunset Route: Main 1 (left) here is signaled, Main 2 (right) is dark, hence, does not have a counterpart mast signal.
From the south side of that bridge, a visual of Amtrak's eastbound Sunset Limited (#2) just a few minutes out of Los Angeles Union Station.
With the perception of the close proximity of the Sunset Route to the Metrolink line down I-10, comes the understanding that the two lines generally are really very close to each other, and not far apart.
Part K (of A-L)
A Postscript
In Part I (as in "i") Metrolink's CP MARENGO was shown, and how an old Pacific Electric line branched off to the north. That old line's right-of-way is still visible, and roadway bridges are still in place. From Marengo Ave. looking north at the Charlotte St: overpass:
In less than a mile north, that old right-of-way encounters the true, very visible Sunset Route and the paralleling Valley Blvd., and bridges over both. View looks north.
Another view:
Continued in Part L
Part J (of A-L)
That above siding's west end is at CP PASADENA JCT, by where the LA&SL (the lowest two tracks), SP, and Metrolink lines come together.
Los Angeles Trailer and Container (LATC) is in the background of the topmost of the two photos above.
K.P. has never seen a UP train on the single-track Metrolink line down the I-10 San Bernardino Freeway. To add a freight train on a busy single-track commuter line would be folly for sure. Likely the UP trains that do utilize the line are in the wee hours of the morning, only a few hours of window when Metrolink is not running. The fact that UP train crews carry Metrolink operating necessities gives credence to this.
Years ago before SP sold the freeway line to Metrolink K.P. use to see SP trains (to Arizona, Texas, etc.) running down the middle of the freeway all the time. But, now Metrolink holds title, and undoubtedly doesn't allows UP trains to interfere with their trains.
The concept of a big loop (El Monte to Los Angeles to El Monte) makes for an interesting operating approach, and likely UP utilizes the concept with its LATC facility late at night and early morning hours.
The matter of possibly two-tracking the Alhambra Sub between Los Angeles and El Monte has been brought up here at the forum previously. K.P. does not envision that happening, at least in the foreseeable future. However, the fact that the Metrolink single-track line between Los Angeles and El Monte cannot be two-tracked without spending a billion dollars (or more) puts a noose around Metrolink's neck. Metrolink adding a second-main to the Alhambra Sub may be a way to get around that, but trying to expand that to three-tracks in the Alhambra Trench and the impending start of the San Gabriel trench would pose the same problem as in the center of I-10!
But, UP can just sit back and laugh ... sort of anyway. Through-UP trains via the LATC area (like from or to the Alameda Corridor Trench) are at the mercy of commuter interests and dispatchers. So, a future flyover by LATC is imperative, but reportedly has only been talked about.
Some years ago commuter interests purchased Santa Fe's "Second District" through Pasadena, and thus Santa Fe had the money to two- and three-track its "Third District" via Corona. It would be an interesting proposition if commuter interests offered to buy UP's Alhambra Sub between Los Angeles and Pomona so it could two-track the line, and UP in return four-track the Los Angeles-Pomona LA&SL via Montebello!
And, then there has been a flyover that has been mentioned in the Pomona area (likely involving the Diversion) to get possible future Alhambra Sub commuter trains (or alongside it) over to the LA&SL side.
So, there is a lot of possibilities and things to watch for. It is hoped this series has broadened the forum's awareness and will be helpful in connecting any future developments with one's present awareness.
Continued in Part K
Part I (of A-L)
We now arrive at Metrolink's CP MARENGO, looking eastbound
CP MARENGO looking westbound: The CP is named after Marengo St., and is the east end of a 6925-foot siding (right). The freeway is in the background. The bus and carpool lanes visible are as they drive in England, left handed!
A closer view: Note the curved retaining wall on the lower right. A branch once curved away here.
More on the branching off line later ...
Continued in Part J
Part H (of A-L)
Now, further west, by the pedestrian bridge by Warwick Rd., looking eastbound: The counterpart CP to JORDAN (and siding) is CP FREEMONT (M.P. 6.0):
An opposite westbound view, where again the freeway bends around: The rail line curves to the right, over an overpass. The background interchange is where I-10 crosses the Long Beach Freeway (I-710).
Ex-Amtrak #396 now Metrolink engine #800 heads up an outbound at the above mentioned freeway interchange:
That Metrolink now approaches CP FREEMONT in an eastward view.
The last commuter car is one of the super strong cars that Metrolink is taking delivery of, which resulted because of two horrendous wrecks where the old Metrolink cars were torn to pieces and many fatalities resulted.
Continued in Part I
Part G (of A-L)
We now move over to a pedestrian bridge adjacent Marguerita Ave. in the City of Alhambra. View looks back east towards the Almansor St. overpass.
Looking west, at Metrolink's CP JORDAN (M.P. 6.3), the east end of a 947-foot CTC siding.
A telephoto angled view of CP JORDAN showing the mainline as it reverse "S" curves.
There is a space gap between westbound and eastbound freeway lanes at and west of CP JORDAN because in Pacific Electric days the site was used for offloading freight.
Continued in Part H
Part F (of A-L)
For those that have never been up on one of those pedestrian bridges ...
... they give an interesting view of the track.
Continued in Part G
Part E (of A-L)
The single-track line then turns westward, and soon runs down the center of the San Bernardino Freeway to Los Angeles, with a slight jog in the center of I-10 by Del Mar Ave. View looks east from the pedestrian bridge at Jackson Ave. in the City of San Gabriel.
A westward view:
Signals on a single-track line with no room to lay a second-track:
In the above photo, note the electrical box up on the signal bridge. The right-of-way is so narrow the box cannot be put at ground level. The roadway bridge in the background is Almansor St.
Continued in Part F
Part D (of A-L)
The Metrolink line, the ex-SP State Street Line, then turns semi-southward on a giant flyover bridging that elevates southward (towards the camera), while Santa Anita Blvd. lowers northward (away from the camera). Note the level walling by and behind the tree on the right.
The UP Sunset Route heads westward to Los Angeles on its original right-of-way.
The Metrolink line then goes along a somewhat long, elevated bridging.
Continued in Part E
Part C (of A-L)
A few miles west the UP Sunset Route El Monte siding is reached (left). View looks east. The Metrolink 'invisible' Sunset Route is the below photo's center track, with a 1500-foot CTC siding on the right. The photo was taken from Tyler Ave. I-10 is in the background; with the Metrolink Flyover in the far background.
Years ago, the Ramona Blvd. underpass (railings barely visible in the above photo's center) was a grade crossing, and the Pacific Electric 'passenger' trolley line to San Bernardino (photo leftward) crossed just this side of the underpass railings.
Looking west from Tyler St.: The Metrolink 'invisible' Sunset Route line is on the left. The Metrolink station stop is on the far left.
Note the cantilever structure in the background of the above photo. A closer view is below.
The cantilever structure is still standing, even though the crossover was taken out years ago. Signal heads that were once on it use to face the camera, and were only for the SP Main.
From Tyler Ave. looking west, the 1500-foot Metrolink siding looks screwy at the curved station stop!
Continued in Part D
Part B (of A-L)
On an east to west basis, the 'invisible' line begins by the west interlocking of the Bassett siding, at CP AL497 BASSETT (M.P. 497.1), which is a joint CP with Metrolink's CP BASSETT (M.P. 15.3). Looking east from Temple Ave. in the City of Industry (NOT Pomona):
In the above photo, the original Sunset Route is on the right (with its Bassett siding on the far right), with a crossover to the Metrolink Main (left, north), plus the Metrolink siding on the far left. That present Metrolink line is Pacific Electric's old freight line, but if K.P. recalls correctly, connected to the Sunset Route where Metrolink curves to the left in the background.
Also, in the far background of the above photo is the now finished 'Up and Over' that has been highlights often in this thread in the last couple of years.
Looking the other way the original Sunset Route heads west, with Metrolink's 'invisible' Sunset Route flying over it in the background.
Continued in Part C
Part A (of A-L)
Between Colton and Los Angeles, CA there are two routes, the original Southern Pacific (SP) Sunset Route Alhambra Sub ...
... and the Los Angeles & Salt Lake (LA&SL) Los Angeles Sub ...
... both of which from Pomona to Los Angeles are now considered the Sunset Route, according to the November 2007 TRAINS Magazine.
However, there is actually a third line into Los Angeles! Union Pacific (UP) train crews carry warrants, bulletins, forms, and timetables for Metrolink, the single-track commuter line down the center of the Interstate 10 Freeway, the old SP State Street Line, which basically is the old Pacific Electric trolley route from San Bernardino, and highlighted herein between El Monte and Los Angeles.
Because most railfans don't 'see' the line on rail maps of the Sunset Route, the 'invisible' concept was concocted and is more or less a fun play on words herein. Old-time Southern Californians will readily remember the line from years past, but followers of this thread from out of state may be surprised.
Continued in Part B
Update as of Friday, July 8, 2011
Part III (of I-III)
Looking east from Milliken Ave., a new path has been graded, similar to the advance concrete work of the west side.
South side new orange fencing seems to go east to the first industrial switch.
K.P. is unfamiliar with this type of construction or even what is transpiring and why, so the interpretation will be left to others.
-------
In the works ... and a play on words: An Invisible Sunset Route?
In the other area, dramatic changes have taken place at the Milliken Ave. Flyover construction site on the SP-side, at M.P. 525.4, and the interpretation of which is unclear. Looking west, the concrete structuring has been covered over with dirt.
Previously posted, it had looked as such ...
Also, an orange fencing has been erected south of the single-track main, and a group of I-beams have been positioned just west of the grade crossing.
Part I (of I-III)
While not all of the above mentioned coverage area was completely inspected, little seems to have taken place to report, except in two areas ...
In the downtown Ontario area, another mast was erected on the Ontario Branch (north side) for signals protecting the LA&SL diamond at CP C038 ONTARIO.
The LA&SL is visible in the background of the above photo, with Los Angeles to the right.
When passing the east switch of the Montclair siding, at CP C036 MONTCLAIR (M.P. 36.7), a new concrete signal based had been buried right by the east westbound signal.
Continued in Part II
Thanks Mike, I'll pull your post off and set it aside.
John
john_edwardsIf anyone is keeping up with the miles or percent of completed double track it would be nice to know (please). Thanks, John
Total 'milepost' miles (Los Angeles MP 483 to El Paso MP 1298) = 815 Remaining single track, mileposts are rounded, priorities are SWAGs* based on forum on-site observers:- CP Alhambra MP 488 to CP Spadra MP 510X (low priority, parallel LA sub 2MT) = 22 miles- CP Spadra MP 510X to CP Sierra MP 533 (medium priority) = 23 miles- CP Thermal MP 620 to CP Cactus MP 715 (high priority) = 95 miles- CP Araz MP 724 to CP Araz Jct MP 726 (low priority, unknown issue) = 2 miles- CP Colorado MP 732 to CP Yuma MP 733 (low priority, expensive new bridge) = 1 mile- CP East Yard MP 738 to CP Fortuna MP 743 (medium priority) = 5 miles- CP Blaisdell MP 747 to CP Dome MP 753 (medium priority) = 6 miles- CP Wellton MP 771 to CP Stanwix MP 819 (medium priority) = 48 miles- CP Sentinel MP 831 to CP Estrella MP 876 (medium priority) = 45 miles - CP Bon MP 906 to CP Stockham MP 979 (high priority) = 73 milesEstimated single track remaining = 320 milesPercent remaining = 39%
SWAGs = Super Wild A** Guesses
K. P. Harrier About the Marsh Station Rd. area (east of Tucson, AZ), previous mention was made that the new grading does not align with the old railroad bridge. To avoid building a new bridge, the reports previously were that the grading would be realigned. Do you know, cacole, if that realignment has taken place yet? Take care, K.P.
About the Marsh Station Rd. area (east of Tucson, AZ), previous mention was made that the new grading does not align with the old railroad bridge.
To avoid building a new bridge, the reports previously were that the grading would be realigned. Do you know, cacole, if that realignment has taken place yet?
Take care,
K.P.
Yes, the grading was realigned to marry up to the old bridge about one month after my first report showing that it did not align with it.
The contractor (or surveyors) apparently goofed when they graded the first iteration, and had to go back and do it over.
If anyone is keeping up with the miles or percent of completed double track it would be nice to know (please).
Thanks, John
MikeF90 (6-22/24):
Laying a second LA&SL track (if and when they ever do such) through Montclair will alter the Yard for sure. The present siding doubles as a switching lead, so another switching lead will need to be laid, if they even keep the yard.
As far as that June 20, 2003 runaway out of LA&SL's Montclair Yard and subsequent downhill pileup 28 miles later in the City of Commerce, the NTSB public report is most fascinating, but unfortunately, cannot be linked as the NTSB accident reports website is currently being rebuilt.
That was something that Google managed to satellite photograph the transition to color light signals at the west switch Guasti!
And, oh yes, Mike! I remember the ONE old grade crossing that is now grade separated at the west end of the Guasti siding. That west end of the siding was with regular track-centers back then, unlike the widely separated centers as today. Archibald Ave. was then not a through street. That was a time when a person could stop and park anywhere. Now, there are "No Stopping" and "No Parking" signs everywhere!
Truly, we live in a very different world today!
cacole (6-28):
Thanks for the kind comments.
The big advertising signs in Fontana, CA that you inquired about target motorists on I-10.
Photo #8 looked east from Etiwanda Ave. The Cherry Ave. overpass is in the far background of that Photo #8, reshown below:
The below photo, on the other hand, looks west from that Cherry Ave. overpass, and the freeway is clearly seen on the right of that photo.
In the Kaiser Yard area I-10 (between Etiwanda Ave. and Cherry Ave.) alignment shifts away from the tracks as it heads west. But, since I-10 happens to be right alongside the tracks east of the Kaiser Yard, the railroad has found an opportunity of bring in extra revenue with advertising signs.
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