Update as of Friday, May 14, 2010:
The Diversion
Pomona, CA
A ballast work train was found parked on the western edge of the Diversion this date. All the tall, overgrown grass was also found to have been cleared away.
The original Sunset Route is the straight track on the lower portion of the photo. El Paso and downtown Pomona is to the left, Los Angeles is to the right.
----------------------------------------------------------------------------------------------------------------------------------- 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.
There are some tiny gaps in the grading, but it is essentially done all the way down to the double track in Tucson. The piers for the second bridge over Rillito Creek are complete, but as of last month, there was no decking in place.
John Timm
sopacman So how far along are they? I left in may of 08. they had just finished cpRillito and were grading at cpRedrock. did the get from cpStockham to cprillito yet.Did they replace the bridge across the Rillito
So how far along are they? I left in may of 08. they had just finished cpRillito and were grading at cpRedrock. did the get from cpStockham to cprillito yet.Did they replace the bridge across the Rillito
K. P. HarrierA ballast work train was found parked on the western edge of the Diversion this date. All the tall, overgrown grass was also found to have been cleared away.
To go with the ballast, IIRC there were some rails dropped on the fourth (D) track main ROW. If they were going to lay concrete ties, no doubt the TRT-909 would show up.
Does UP have a simpler machine (like the old straddlebuggy) to lay out three miles of wood ties efficiently? They're really pinching their pennies these days.
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! ***
K. P. HarrierUpdate as of Friday, May 14, 2010: The Diversion Pomona, CA A ballast work train was found parked on the western edge of the Diversion this date. All the tall, overgrown grass was also found to have been cleared away.
K.P., thanks for the updates. I guess they have laid track on that curvy part of the diversion that cuts through the Cal Poly farm? Nice to see.
Although not directly related to the topic of two-tracking, the attached article on restoring Amtrak service to Phoenix will no doubt be of interest to many who have been following this thread:
http://www.azcentral.com/arizonarepublic/news/articles/2010/05/17/20100517amtrak-phoenix-arizona-downtown.html
Maybe not directly related, but an 11-hr Amtrak day train between Tucson, Phoenix, and Los Angeles or rescheduled Sunset would benefit from the 2nd main.
Rand McNally shows 120 miles between Tucson and Phoenix which has some potential for Arizone service that would complement the Sunset and perhaps a second Los Angeles train. An issue is made by some readers of the Sunset's costs and Amtrak's subsidy generally being reason, however unfair for typical corridor services, for not implementing or continuing rail passenger services.
While service to Williams may be desirable, the only way that might be remotely possible would be in an expressway median. As had been noted in the reader comments, the existing BNSF line is both slow and circuitous.
The Area of the Industry, CA Up and Over:
An Analysis of Future Signaling
May 14 & 16, 2010
Part I (of I-II), Section A (of A-D)
PHOTO #1:
Nearly two weeks ago the following photo of the Industry up and over was posted. (West is to the photo left, east to the right.)
At that particular time, only an incomplete assessment of the under construction Industry up and over and the area could be made, especially the western end. The future track layout and its signaling obviously were unknown. But, on returns to the site Friday, May 14, 2010 and Sunday May 16, more clarifications were discerned ...
PHOTO #2:
On Friday, May 14, 2010, the following WEST side view of the up and over was photographed from the Puente Ave. grade crossing, looking EAST.
Those signals in Photo #1 are the same ones in the background top of Photo #2.
The left westbound mainline signal governs the entrance to the east end of the BASSETT siding.
Continued in Section B.
Part I, Section B (of A-D)
PHOTO #3:
Another, better angle of the view in Photo #1 shows that that overhanging platform has a caged ladder down to ground level.
Previously, it was suggest that, because EACH mast had an east lower single-bulb head for WESTBOUND trains, a double-crossover might be put in just to the west, near where Photo #2 was shot from. But, after reviewing the entire area this time, that is NOT likely, especially in view of the short distance involved to the west bottom of the up and over. (See Photo #2.) Rather, it appears that the next set of signals west will be the WEST signals of the present BASSETT siding.
PHOTO #4:
A closer view of the up and over SOUTH side signals (for Main 2).
The TOP east head for westbound traffic only has two-bulbs! Even though the next signal might be green, the above in yellow over yellow mode would advise train crews of the approaching west end of Main 2 so they can prepare to negotiate the switch to the coming single-track at the prescribed speed limit for it.
(Such second tracks in yard areas have been known to be called a "running track," but unofficially, the second track herein will be assumed to be called Main 2.)
Continued in Section C
Part I, Section C (of A-D)
PHOTO #5:
The track for that left signal in Photo #3 and a closeup in Photo #4 above (with only a two-bulb top head) travels westward a couple of miles to the west end of the present BASSETT siding
Barely visible in Photo #5, about where the signal mast bisects the lower part on the bi-level Metrolink cars, is a crossover.
PHOT0 #6
A better view of the crossover. (Metrolink is the right track.)
Continued in Section D
Part I, Section D (of A-D)
PHOTO #7:
PHOTO #8:
In the sale, SP, now UP, apparently retained trackage rights over the line, as UP trainmen on the Sunset Route carry Metrolink bulletins, forms, and other operating necessities to operate over that line down the center of I-10. This forum contributor has never seen such an SP or UP train run down the center of I-10 since Metrolink purchased the route in the early 1990's.
Part II will deal with EAST of the up and over, and is scheduled for posting the afternoon of Wednesday, May 19, 2010.
Part II (of I-II), Section A (of A-E)
PHOTO #9:
Back at the up and over again ... An east side view looking west.
On the telephoto above, those intermediate signals previously highlighted are seen near the top of the up and over. The railroad bridge over Sunset Ave. is visually seen near those signals. Note the downward row of manholes that will be between the two tracks. The right side grading in the foreground looks complete ... But the left grading is glaringly incomplete on the lower left.
Obviously, Main 1 will have to be laid first, and the shoe-fly removed to make room so the up and over can be completed.
PHOTO #10:
A view looking westward at the south side and the shoe-fly, which closely parallels Valley Blvd. (left) for miles.
PHOTO #11
This north side view shows a track that serves local rail shipping customers.
In such a confining area, then, for good reason the up and over structure has straight up vertical walls, and not slanted, dirt embankments.
All the above westward views were photograph from California Ave.
Continued in Section B
Part II, Section B (of A-E)
PHOTO #12:
This eastward view from the same California Ave. shows just how zigzag the tracks look here.
From the above view's background ... The west end of the NEW SIDING, ironically built many years ago but called "new," looks as though the siding in the distance was actually the original main, with a new main being built to the left (north) of it. Will even another track now be built to the left of the present main? There seems to be room on the right to put in another track.
PHOTO #13:
PHOTO #14
An eastward view.
It should be noted that the siding does NOT return to the mainline here, but continues straight eastward.
That bungalow with the CP AL501 NEW SIDING on it is relatively new, even down to the two doors typical now of new installations. But, the eastbound signals on the west side (Photo #13), in some ways, don't seem to conform to current known UP practices.
Because of the two-tracking in conjunction with the up and over, it is unknown what effect that will have on the use of the name "New Siding."
Part II, Section C (of A-E)
PHOTO #15:
In pondering the future mainline signaling at the Industry Yard, consider the below re-shown photo looking eastward from the Valley Blvd. overpass.
The curved, leftmost track is the present Main, likely the future Main 1. Alongside it is what is believe to be the future Main 2. But, look at all the switches connected to it! Is such safe under the jurisdiction of a high-speed green signal?
The following two non-Sunset Route photos are shown for your consideration.
PHOTO #16:
The LA&SL to Las Vegas and Salt Lake City after a stink over the BNSF, branches off at Daggett. Yermo (meaning desert in Spanish), a few miles from Daggett, is a UP yard. There are two mains through that area. The following photo looks east on the east side of the yard at the [CP] C164 signaling. (As a point of reference, CP OAK in Pomona is C031.)
PHOTO #17:
From the same camera location, a view looking west.
The above two MAINS likewise have switches branching off from them, most prominent of which is the switch stand in Photo #17 above. Is non-electrically locked switches safe for a green signal? What make such safe is the 20 M.P.H. speed limit! So, a westbound can pass a green signal (theoretically), stop at the switch (or have someone waiting at the switch), throw it, and enter the branching off yard track.
At the Industry Yard, Main 2 therein MAY likewise use such an arrangement, and be limited to 20 M.P.H. or less. Main 1 likely would have NO non-electrically locked switches to worry about and thus NOT have that severely limited speed limit imposed upon it.
Part II, Section D (of A-E)
This section will examine the EAST part of the Industry Yard. Again, it must be emphasized that the future signaling arrangement here in unknown.
PHOTO #18:
A westward telephoto from the Azusa Ave. overpass.
In the above photo, the right two tracks are signaled. Of special note, there are small black boxes by the switch points on that second from the right track (and likewise with counterpart crossover switches). Because of those black boxes and the redundant wiring within them, any switch points that are not properly lined will cause signals for that block to either not clear or go red.
PHOTO #19:
A wider angle view. Note the present cantilever signal on the right.
PHOTO #20:
An eastward telephoto of the Marne siding from the Azusa Ave. vehicle bridge.
On both sides of the Azusa Ave. overpass is the physical plant of CP AL503 MARNE X-OVER (as in a singular crossover even though there are physically two crossovers).
Continued in Section E
Part II, Section E (of A-E)
PHOTO #21:
On the eastern edge of our study, new signaling is presently scarce, i.e., hasn't as yet progressed to the area. However, there was one signal unit lying on the ground at the eastern edge of the MARNE siding (by the west side of [CP] AL504 MARNE).
It was by large concrete blocks that had been also placed by the site ... Presumably, those big blocks will be to protect the future signal from wayward autos from off the parallel Valley Blvd.
PHOTO #22:
Tri-lights were also erected midway between the WALNUT and MARNE sidings, in the M.P. 505 area, near Sentous Ave. It doesn't look like this particular area will be two-tracked.
So, from M.P. 497.1 (the west switch BASSETT) to M.P. 503.4 (the east switch MARNE), there is a distance of over 7 miles, and that likely will eventually be continuous two-tracks.
This will end the "The Area of the Industry Up and Over" series.
However ...
Stay tuned for (1) pending news Thursday on the Colton Flyover matter, and, in the next few days, (2) some photos of an actual flyover over the Sunset Route will be posted.
Colton Flyover Approved
The California Transportation Commission (CTC) approved the Colton Flyover (CA) Wednesday.
The following previously posted photo from 2008 looking eastward (toward El Paso, TX) shows Colton Crossing's BNSF Transcon cross-tracks in the background
A Press-Enterprise (Riverside, CA) news story is at the following link (one has to register to read the material):
http://www.pe.com/politics/miller/stories/PE_News_Local_D_colcrossing20.9173f41.html
Undoubtedly, Trainsmag.com will post the news on the subject also, but one normally has to be a Kalmbach subscriber of some sort to read it as well.
Part of the approved agreement is the elimination of branch line street-running in Colton, shown below. The view looks northward on Ninth Street. I-10 is over Ninth Street in the background.
In the above photo, the Sunset Route is the cross tracks in the background, with Los Angeles to the left, El Paso to the right.
An Example of a Flyover
Part A (of A-B)
Unlike the future flyover in Colton where two mainlines cross at a 90 degree right angle, which flyover was recently approved by the California Transportation Commission, the Metrolink El Monte, CA flyover parallels the Sunset Route a short distance, and goes from the south side on the west end to the north side on the east end.
The western approach: The elevating flyover track on the upper right is the Metrolink commuter line.
In the middle, underneath the flyover, looking west. From single supports ...
... to dual supports.
Continued in Part B
Part B (of A-B)
In the middle also, but looking east.
A westward view from the far east side, from Temple Ave in the City of Industry. This Temple Ave. is different from, and not to be confused with, the Temple Ave. in Pomona, where the Diversion rerouting is located.
The mast signal on the left, and by the shadow of the freeway overpass, is a UP rarity. It has THREE multi-bulb heads. The top west facing eastbound tri-light is for an old SP Main routing. The second head is for the SP BASSETT siding. Finally, the last, lower head is for a routing off the Sunset Route onto Metrolink's San Gabriel Sub, the SP portion of which UP retained trackage rights on in order service the old SP Baldwin Park branch line customers.
While the above flyover is only single-track, it gives an idea of what may be possible for the just approved future multi-track Flyover in Colton.
The ACE project May agenda reports that UP was to have started laying track on the Sunset/Orange Ave. flyover about May 12. K.P.'s pics seem to confirm that they are close. The new track section looks to be under 4000 feet. More reason for a TLM visit?
MikeF90 (5-21):
Thanks for your report. It inspired a review of the photos taken May 14 and 16.
In a closer view than previously posted (looking west from the EAST side of the up and over), there seems to be ballast spread in the Sunset Ave. bridge area.
However, in reexamining the below photo previously posted on May 18 (looking east from the WEST side), it looks like welded rail had previously been offloaded onto the left (north) alignment, but no ties yet, nor ballast.
The whole up and over is reportedly 1.6 miles long. Since it appears that the up and over track might be laid sometime soon, and the Diversion is nearly ready for the fourth-track to be laid also, maybe UP will bring in track laying machinery and do both projects at the same time ...
cabcar (5-7):
cabcar It should be either Spadra or Temple, but no official word yet. Thanks, --Robert
It should be either Spadra or Temple, but no official word yet.
Thanks,
--Robert
As was posted very recently, when documenting the City of Industry up and over area, there was found to be ANOTHER Temple Ave. in addition to the Temple Ave. of the Diversion area in Pomona. (The two Temple Avenues are only about 12 miles apart.) Awareness of that argues, in my opinion, against the name "Temple" being used for the future Diversion CP just west of Temple Ave. in Pomona.
Sometime after the SP-UP merger, the name CP ANTONIO (for San Antonio Ave. in Pomona) was retired and the CP name RESERVOIR became prominent instead. I believe that was done to avoid confusion with another San Antonio Ave. five or so miles to the east, in the City of Ontario.
Thus, in accord with UP's seeming record of avoiding name confusion, I'm predicting the previous, historic SPADRA siding name will be restored for the new Diversion CP west of Temple Ave. in Pomona. As stated previously in another post, I sure hope I don't have to eat crow for sticking my neck out on this one ...
Stay safe everyone,
K.P.
K.P., thank you again for the great updates.
The Ramona Avenue railroad overpass bridge in Montclair has finally opened, according to this Contra Costa Times article.
mvs (5-22):
Thanks for the conformation that the brand new Ramona Ave. overpass in Montclair, CA is now open.
Personal business brought me to the vicinity Wednesday, May 26, 2010, so a visit to the site was made. A few photos follow.
A view looking northward. The north end has much rod iron fencing (photo right), easy to photograph trains through, but impractical because there is little good down on train views.
Looking southward. Many pedestrians walk by ... and plenty of motorist pass too.
A wider south side view: The important train viewing areas have the small wire meshing on both the west and east sides, hindering photography.
This forumist anticipated that problem, so a second camera with a lens that could semi-fit through the meshing was brought along. My better camera with bigger lensing was not used at all that day.
Perhaps such fencing will be a disappointment for camera toting railfans ... But, the views of the tracks and trains are outstanding (even with wire meshing).
There are sidewalks on both sides, too, for safe viewing.
Some resultant photos of the tracks and commentary will be posted later this afternoon (Pacific Daylight Time).
Take care, mvs, and thanks again for the word that the overpass was indeed open.
I started with a Brownie, then a Kodadak Retina with a small lens before SLRs. I may need to go backward with a small pocket digital - then I will look suspicious lurking about overpasses.
The Ramona Ave. Overpass
Montclair, CA
Part I (of I-II)
The new Ramona Ave, overpass is now the first location east of Pomona that is grade separated that is NOT an underpass. Thus, railbuffs have a new, public area to watch trains from. In the reply post to mvs earlier this date, it was pointed out that small wiring mesh fencing hinders photography, but the views one gets are views not possible previously. And it is a very public place, with sidewalks on both the west and east sides.
From the west side of the new overpass, looking west onto the Sunset Route. The signal is the west side eastbound signal for the NORTH MONTCLAIR siding. The switch and east side westbound counterpart signals are on the other side of the overpass. Such allowed trains an unhindered view of signals when Ramona Ave. was previously a grade crossing.
Just to the south of the Sunset Route is UP's Los Angeles & Salt Lake (LA&SL) line, again looking west toward Pomona and Los Angeles.
In the just above photo, the track bends southward (leftward) slightly in the foreground. The two lines begin to separate from each other here. An overhead view allows one to clearly see that diversion. For years this forum contributor use to pass on the road on the above photo's upper left and not know how the tracks got farther apart as they went eastward (behind the camera). But seeing that bend from the overpass explained the matter.
An eastward view of the SP-side Sunset Route heading to Arizona and Texas. Barely visible, note the spring frog on the turnout on the lower left. The old SP line has been quite Union Pacificized since the SP-UP merger of 1997.
In the distance, at the east end of this NORTH MONCLAIR siding, there are presently un-replaced target signals. They too have been UP-ized, as the target signal lenses are clear, unlike the SP foggy lenses of years past.
When this line is two-tracked, likely the second track here will be on the south (right) side of the main, just as the present siding is.
Continued in Part II
Part II (of I-II)
A view of the LA&SL looking eastward. You can clearly see how the LA&SL is now on a slightly southward diversion and getting farther away from the SP-side tracks (on photo the upper left).
When the LA&SL single-track gap between Pomona ([CP] AL514 HAMILTON) and Ontario ([CP] C039 BON VIEW) is finally two-tracked, the new track will likely be to the north (left, on the photo above) o the present track.
A Metrolink accelerates (leftward) on the LA&SL to Riverside.
In the photo just above, note the lower bottom of the mainline tri-light signal. It has large blocks around it, seemingly a newer UP practice that is becoming more and more evident to protect signals from flooding, small landslides, and wayward autos.
A piece of equipment between tracks. The LA&SL is the foreground track, the SP is the center background track. The switch machine (photo center left) is for the west end NORTH MONTCLAIR siding, which is toward the photo right.
The photo above was taken from the southern east side of the Ramona Ave. overpass, where there is NO fencing to hinder photography!
This will conclude the Ramona Ave. Overpass two-part series.
Update as of May 28, 2010:
New LA&SL Signal CP Box at Colton
On Friday, May 28, 2010, a visit to the Colton Signal Dept. yard was made, and it was found that a new CP signal box was on a transport trailer.
Its presence at the Colton signal facility is significant because CP C055 STREETER is located in Riverside on the LA&SL. Thus, this is clear evidence that what is viewable at Colton may be subject to being transported onto either the LA&SL or the SP Sunset Route.
For those outside the area, the Streeter designation undoubtedly came from a bisecting north-south Streeter Ave. that was midway between siding switches up until 1993, when the siding was extended on each end so that a three-mile section of two-tracks came to exist. At the new eastern edge of two-tracks, the CP was called STREETER, whereas the western end was called ARLINGTON.
Why would a new CP box be needed at a relatively new CP point? Toward the eastern edge of two-tracks is the grade crossing of Magnolia Ave. The present [CP] C055 signals are visible in the photo nearby background.
An underpass will soon be built here, and apparently, a shoe-fly will be needed in order to build the level railroad bridge unobstructed for the future roadway underpass. That shoe-fly will undoubtedly encompass and force the temporary relocation of that CP.
The Streeter photo above was taken back on April 23, 2010. Sunset Route trains that pass here on the LA&SL are presently, as a general rule, counterclockwise slanted (i.e., away from the camera), eastbound, whereas westbound trains tend to be routed via West Colton Yard and the original Sunset Route.
A Brief Follow-Up Report on the Pomona / Industry, CA Areas, and a Tidbit to Ponder
This past week, this forumist was in the Pomona-Industry area probably more than he would have preferred. Besides the previous report on the newly finished Ramona Ave. overpass in Montclair, the following observations were made ...
There was no discernible, significant activity in the Pomona Diversion area, nor with the up and over in the City of Industry. On the latter, no track has been laid on ties yet, nor even ties placed.
"Ramona " seems to be a popular street name for communities. Besides the newly built Ramona Ave. overpass in Montclair, there is a Ramona Ave. in both the Sunset Route communities of El Monte and Alhambra (of which the Alhambra Sub was named after), all in the Los Angeles Basin. In El Monte, the Ramona Ave. there not too long ago had an underpass built.
The above photo was likewise shot on Friday, May 28, 2010. It was subsequently posted herein because of its possible significance. Erecting any pillar-work for a future bridge is expensive. But, that kind of expense was not spared for the Ramona Ave. underpass in El Monte.
In the long range plans, UP may have in mind connecting (thus, two tracking between) the west end of the BASSETT siding (west of the up and over in the City of Industry) and the east end of the EL MONTE siding. OR, at least extending the EL MONTE siding eastward a bit. Without official word, we will just have to let time run its course.
Thanks for the updates, K.P. It seems odd that activity around Pomona has dropped to nothing for a couple of weeks, confirmed by my 'background channel' scanner.
I just came across this great video of a BNSF cab ride that runs through Colton Crossing. Hard to gauge precisely, but it looks like triple tracking the BNSF here would require major highway surgery.
MikeF90 (5-29):
The linked video was great just as you said it was!
Triple-tracking BNSF's physically north-south Transcon line under the I-10 Freeway in Colton, CA appears questionable indeed. The below previously posted view looks westbound (physically south).
But, the case seems to be somewhat deceptive. Note the below southward BNSF view a few blocks north of the above photo, shot from the "E" Street grade crossing.
From left to right are Mains 3, 2, and 1. The track centers between (the left) Mains 3 and 2 are wider than between Mains 2 and 1 (right). So, the centers between mains in the first photo above are deceptively wide. With that awareness, I'm inclined to believe that if BNSF triple-tracked the segment under the freeway, and the tracks were compressed to the normal 14-foot centers, three tracks would fit under I-10.
What I am wondering about, though, is when the Colton Flyover is finally built and operational, will some, if not all, the diamonds remain? It would seem prudent on the railroads' part to leave an unused (as far as the Sunset Route is concerned), but connected, signaled, interlocking in place, especially in light of the crossing's importance to national security. After all, the flyover will reside right in the middle of earthquake country!
About the Video MikeF90 Referred To
The whole video is wonderful; but for those that want to re-look at the important parts as per Mike's above post ...
Video time markers to use for viewing:
@ 2:20: CP29
@ 2:40: View of wide two-tracks
@ 3:00: I-10
@ 3:05: Crossing of the Sunset Route (Colton Crossing)
The Future Magnolia Ave. Underpass
LA&SL CP C055 STREETER
Riverside, CA
Part I
On May 29, 2010 a post showed a CP box for LA&SL CP C055 STREETER on a trailer at the Colton signal facility. Passing through there May 31, the trailer and CP box were gone.
In Riverside, an unmarked, uninstalled CP box and related laying-down signal masts were found at Palm Ave. (that crosses Dewey Ave.), about a half of a mile WEST of the present east end of two-tracks (the old [CP] C055 STREETER). A not installed grade crossing new crossing gate box also accompanied it.
The CP box very likely was the same one photographed on May 29 in Colton, but with the name plates removed.
Part II
A view from the Palm Ave. grade crossing, looking west. The background left track is Main 1 (the original Main). The temporary CP likely will be somewhere by the track alignment shift.
A view looking east. Main 1 is the concrete ties center track, the very old wood tied track on the left is Main 2 (here, the original Main). Magnolia Ave is the SECOND grade crossing in the distance, but in this view it is not clearly seen.
So, UP apparently will go from two-tracks to single-track during the time of the underpass construction.
---------------
While at STREETER in Riverside, this poster just happened to stumbled across a street sign that was easily photographed. Such signs are making railroad photography on the Sunset Route very, very difficult. For the benefit of those that may want to visit the Sunset Route and photograph the two-tracking (or just take pictures of trains on the Sunset Roue), a post in a few days will briefly highlight the problem and what this poster has been forced to do to circumvent it.
Our community is FREE to join. To participate you must either login or register for an account.