Update as of Friday, July 9, 2010:
Colton, CA
Part A (of A-B)
Do You Remember the Failed SPSF Merger?
In the 1980's a merger between the Atchison Topeka & Santa Fe Railway (AT&SF) and the Southern Pacific Transportation Company (SP) was attempted, but the effort was rejected by the Interstate Commerce Commission (ICC). During that effort, though, the two railroads painted locomotives a common scheme and built tracks between the two lines.
One such "between the lines" track building effort was in the southwest quadrant of Colton Crossing. Shortly after the merger marriage was denied by the ICC, the installed turnouts and unhooked-up signals were removed.
In yesterday's "Update as of Tuesday, July 6, 2010" post, new activity alongside BNSF's Transcon south of the Colton Crossing was posted about. This forumist had an unexpected reason to be in the Colton Crossing area this date, so an unexpected further investigation of the matter was made.
It appears that the southwest quadrant is having a connection built between the BNSF and UP lines, redoing that old SPSF connection (UP has trackage rights over the BNSF.) An uninstalled BNSF turnout is now lying right in the vicinity of where the 1980's SPSF turnout had been installed.
View looks south. The railing in the background is for the "N" Street underpass.
A northward perspective:
It should be noted that near the diamonds of Colton Crossing, the southwest area was being cleared up of stored rails and other equipment.
The Colton Crossing CP box's door was open and had a bunch of workers by it, much like it had in the 1980's when the box was initially installed for the anticipated SPSF merger.
Continued in Part B
----------------------------------------------------------------------------------------------------------------------------------- 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 B (of A-B)
At the Colton Signal Dept. Facility
You might recall this previously posted photo:
All those signal and crossing device bases have disappeared. There are several possible areas the remaining ones of that group could have been transported to, but that is beyond the scope of this particular reported on visit.
So, much is going on in UP's Southern California rail scene ... from Los Angeles to the Colorado River on the SP, as well as with the related LA&SL line used by many Sunset Route trains.
Thanks again. Take care.
- Paul North.
Wouldn't the SW quadrant be LA<>LA? What gives with that?
Now SE or NW might afford an alternative to Long Beach.
Update as of Saturday, July 10, 2010:
City of Industry to Pomona, CA
This poster was ‘dispatched' to Ontario for the twilight hours, and thus had a few hours to kill. The current Industry to Pomona area of activity was checked out. Absolutely nothing new seems to have been done in that area.
A completed cantilever WEST signal bridge at [CP] AL503 MARNE X-OVER was expected to be photographed, but the cantilever part without signal heads was still lying on the ground.
The lack of visible progress MAY be because of worker group scheduling, which reportedly has crews working eight days on and then seven days off.
HarveyK400 (7-10):
At the Colton Crossing, a southwest quadrant Los Angeles to Los Angeles operation sounds kind of Lionelish. But, that type operation does NOT appear to be the point of a new connection between the UP and the BNSF on the southwest quadrant.
In the great master plan, when the eastbound Red Rock Yard in Arizona is operational and West Colton Yard is the westbound counterpart facility, virtually all West Colton Yard departures would need to head east, then go around the Balloon, and head west thereafter. That is a very slow process that ties up Main 2 for a considerable amount of time, especially if a train is a traditionally long one unlike the below pictured relatively short one.
However, IF, instead of Departure Yard exiting trains traversing the Balloon, they continued EAST and then transitioned over to the BNSF at Colton Crossing and headed southward till they could get onto the LA&SL in Riverside and headed to Los Angeles thereafter, the questioned operation would make much sense! That would free up a mainline at West Colton Yard to be used by hot intermodals and the like, especially if the plan is to have two-tracks on the Colton Flyover and a third on ground level for transitioning to the BNSF both northward and southward.
Another consideration is that the mains at [CP] PEPPER are on an eastward downhill grade that reference material this poster possesses indicates reaches about 0.8%. While a Loop routed departure would initially head east on the descending grade, somewhere in the Loop and continuing westward past Pepper Ave. would be all uphill, and plateau onto level track somewhere west of Pepper Ave.
However, if a departure headed east to Colton Crossing, then headed south, it would be all on a descending grade to the Santa Ana River crossing at BNSF's B-5 Bridge (below), making for better (and safer) train handling.
So, HarveyK400, initially an LA to LA routing does sound kind of crazy, but in actuality it is only a better and safer (though longer) departure route out of West Colton Yard for departing trains destined for Los Angeles area yards. It is a wonder UP didn't do that shortly after the SP and UP merger.
It is unknown at this time if the future track layout would allow a train from the City of Riverside, even a BNSF train with some type of haulage rights, to negotiate the new ‘LA to LA' transition track at Colton Crossing, crossover at [CP] RANCHO, and head up (north) the Palmdale Cutoff to the transition track in the SILVERWOOD area of Cajon Pass, for a wild routing to Barstow in the High Desert!
Some Belated Replies ... (Man, Time Sure Flies!)
mvs (6-26):
mvs Is it just me, or does the City of Riverside move quicker with its grade separations than does the Alameda Corridor East people? (or the one in Irvine... what a mess!)
Is it just me, or does the City of Riverside move quicker with its grade separations than does the Alameda Corridor East people? (or the one in Irvine... what a mess!)
It would be interesting to compare the swiftness of the Riverside underpass effort with the Alameda Corridor East efforts ... and that Irvine underpass project that you linked that seems to be mired in problems. I have a sneaky suspicion, mvs, that if an experienced railroad instigated and funded a large project on its own, there probably wouldn't be any problems at all!
desertdog (6-28/29):
An Amtrak making station stops over the super busy Highway 347 in Maricopa, AZ is a fascinating situation.
According to the Amtrak website, the tri-weekly westbound Sunset Limited #1 is currently scheduled at Maricopa from 11:47 to 11:57 P.M. (i.e., almost midnight), and the eastbound #2 from 10:08 to 10:18 P.M.
The following reposted photo shot August 4, 2008 looks eastward at the very small Amtrak platform that has required Amtrak #1 and #2 to make TWO stops each. Highway 347 is in the lower foreground. (For newer followers of this thread, 2008 was before a second-track was laid across Highway 347.)
Thirty years ago I happened to be on the Harbor Freeway (Highway 111 then, now I-110) in Los Angeles, CA at nearly 2 A.M. in the morning, and it was very busy as if it was 2 P.M. in the afternoon!
With that experience in mind, the Highway 347 situation makes me wonder if the highway crowds there ease up in the later evening hours, or are they the same as in the daytime hours. Have you, desertdog, been through Maricopa in the late evening (like near midnight when Amtrak #1 comes through) and know what type of traffic there is at that hour?
If the highway is packed at midnight, I should attempt to photograph an Amtrak stopped over Highway 347 on a future personal passage though the community. That would be a spectacle to see for a community that was a no man's land a decade or so ago. But, since two-tracking seems to have stopped in Arizona, that possible visit might be way into the distant future, but who knows what whims might arise in this poster's life ...
ChuckCobleigh (7-6):
You know, Chuck, I really haven't figured out yet if it is dedication or madness!
I personally was surprised that there was absolutely no one at the sand dunes by Glamis on the 4th of July weekend. The previous time I drove by Glamis there were dune buggies everywhere ...
Paul D. North Jr. (7-9):
Well, thank you, Paul.
It helps when one has lived a long time in an area, and can draw on past memories of events and how things use to be.
If I lived in your area on, I believe, the East Coast, I would be merely only a spectator of the Sunset Route and this thread.
I'm very curious what contributions I will be able to make when two-tracking of the Sunset Route is finally going on in Arizona adjacent to very long stretches of I-10 ... One just can't stop on a freeway and take pictures ...
Stay safe all.
K.P.
K. P. Harrier Some Belated Replies ... (Man, Time Sure Flies!) mvs (6-26): mvs Is it just me, or does the City of Riverside move quicker with its grade separations than does the Alameda Corridor East people? (or the one in Irvine... what a mess!) It would be interesting to compare the swiftness of the Riverside underpass effort with the Alameda Corridor East efforts ... and that Irvine underpass project that you linked that seems to be mired in problems. I have a sneaky suspicion, mvs, that if an experienced railroad instigated and funded a large project on its own, there probably wouldn't be any problems at all! desertdog (6-28/29): An Amtrak making station stops over the super busy Highway 347 in Maricopa, AZ is a fascinating situation. According to the Amtrak website, the tri-weekly westbound Sunset Limited #1 is currently scheduled at Maricopa from 11:47 to 11:57 P.M. (i.e., almost midnight), and the eastbound #2 from 10:08 to 10:18 P.M. The following reposted photo shot August 4, 2008 looks eastward at the very small Amtrak platform that has required Amtrak #1 and #2 to make TWO stops each. Highway 347 is in the lower foreground. (For newer followers of this thread, 2008 was before a second-track was laid across Highway 347.) Thirty years ago I happened to be on the Harbor Freeway (Highway 111 then, now I-110) in Los Angeles, CA at nearly 2 A.M. in the morning, and it was very busy as if it was 2 P.M. in the afternoon! With that experience in mind, the Highway 347 situation makes me wonder if the highway crowds there ease up in the later evening hours, or are they the same as in the daytime hours. Have you, desertdog, been through Maricopa in the late evening (like near midnight when Amtrak #1 comes through) and know what type of traffic there is at that hour? If the highway is packed at midnight, I should attempt to photograph an Amtrak stopped over Highway 347 on a future personal passage though the community. That would be a spectacle to see for a community that was a no man's land a decade or so ago. But, since two-tracking seems to have stopped in Arizona, that possible visit might be way into the distant future, but who knows what whims might arise in this poster's life ... ChuckCobleigh (7-6): You know, Chuck, I really haven't figured out yet if it is dedication or madness! I personally was surprised that there was absolutely no one at the sand dunes by Glamis on the 4th of July weekend. The previous time I drove by Glamis there were dune buggies everywhere ... Paul D. North Jr. (7-9): Well, thank you, Paul. It helps when one has lived a long time in an area, and can draw on past memories of events and how things use to be. If I lived in your area on, I believe, the East Coast, I would be merely only a spectator of the Sunset Route and this thread. I'm very curious what contributions I will be able to make when two-tracking of the Sunset Route is finally going on in Arizona adjacent to very long stretches of I-10 ... One just can't stop on a freeway and take pictures ... Stay safe all. K.P.
K.P.,
Although certainly not as much as you would find in the L.A. basin, like any urban area there is a surprising amount of nocturnal road traffic in Maricopa. Besides local residents, SR 347 is a short cut from Interstate 8 up to the southeast side of the Phoenix metro. So despite the curent late hour scheduling, stopping Amtrak over the crossing does inconvenience motorists and potentially emergency vehicles, as well.
But that is not really the issue most of the time. More often than not, the trains are late--especially eastbound. I have never kept track, but many times I have either gone to Maricopa for some morning train watching, or been on the road to Tucson, and caught Amtrak anywhere from 7 to 10:30 AM. That's when you get the long lines of impatient motorists, along with busses headed to the casino, semi trucks, etc.
Bottom line, if Amtrak could stay on the schedule, this would not have become the hot potato that it apparently has.
Incidentally, the grain bins and loading spout in the background of your photo are now a memory. Likewise, the feed lots to the east are mostly vacant, another sign of progress for Maricopa (I guess).
John Timm
K.P., great work! To quickly add to what John Timm said, I recall stopping at Maricopa on the eastbound Sunset Limited a couple of times. By the time our back sleeper reached the platform, there was a big line of cars of SR-347. I don't understand why Pinal County or Maricopa don't try to build a bridge or an underpass at this crossing. Heck, just extending the darn platform east would do the job.
K.P., stay safe in this nasty weather we're about to have. Thanks again for the updates.
mvs K.P., great work! To quickly add to what John Timm said, I recall stopping at Maricopa on the eastbound Sunset Limited a couple of times. By the time our back sleeper reached the platform, there was a big line of cars of SR-347. I don't understand why Pinal County or Maricopa don't try to build a bridge or an underpass at this crossing. Heck, just extending the darn platform east would do the job. K.P., stay safe in this nasty weather we're about to have. Thanks again for the updates.
MVS,
The main reason for now that there is no underpass or bridge is that there is no money, local, state or federal available for such a project.
The larger consideration is the way the railroad, SR 347 and the local roads all come together at the depot. Like many roads that were built a long time ago, SR 238, a/k/a the "Maricopa-Casa Grande Highway," runs alongside the railroad just to the north and ends at SR 347 within a few car lengths of the railroad crossing. There is no way that SR 347 could be raised or lowered and still intersect with SR 238 at this point. Also, There are several businesses to the north of the intersection that would lose highway access if a bridge or underpass were built.
To complicate matters, immediately south of the crossing, another parallel street takes off from SR 347 and heads west.
A Bing or Google map search will do more justice to the situation than I can with words. At any rate, I agree with your observation that moving the platform to the east would probably do the job.
desertdog (7-13):
Everything surrounding the Maricopa, AZ grade crossing seems to be a dilemma. In this tight economy, everybody seems to want something, but nobody seems to want to (or can) spend anything.
Two questions come to mind, though ...
First, is the present Amtrak Sunset Limited routing through Maricopa permanent, set in stone now, or is there a possibility that it could go back to running via Phoenix?
Second, has the controversy of Arizona allowing two-tracking IF the railroad paid for building grade separations been settled yet, or is the verdict still out on that one?
You, desertdog, being in Arizona, might have more information about such matters than I, being in California, could ever hope to have.
It is very sunny and nice here in California currently, even though the wind is starting to kick up. According to forumist mvs, a nasty storm is brewing in this area. So, I am not sure what to expect. When traveling to the Midwest via Arizona a number of years ago, the Sunset Route had many, many of its old signals knocked out of service by lightning and thunder showers, and trains were crawling at restricted speed everywhere. Do you know if the new tri-lights and their signal boxes fare better, or are storms still a plague for the railroad?
K.P., as always great coverage especially in the 'dry' heat west of Yuma. Perhaps we have to add your name to that old expression about 'mad dogs and Englishmen' .
HarveyK400Wouldn't the SW quadrant be LA<>LA? What gives with that? Now SE or NW might afford an alternative to Long Beach.
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. Harrier desertdog (7-13): Everything surrounding the Maricopa, AZ grade crossing seems to be a dilemma. In this tight economy, everybody seems to want something, but nobody seems to want to (or can) spend anything. Two questions come to mind, though ... First, is the present Amtrak Sunset Limited routing through Maricopa permanent, set in stone now, or is there a possibility that it could go back to running via Phoenix? Second, has the controversy of Arizona allowing two-tracking IF the railroad paid for building grade separations been settled yet, or is the verdict still out on that one? You, desertdog, being in Arizona, might have more information about such matters than I, being in California, could ever hope to have. It is very sunny and nice here in California currently, even though the wind is starting to kick up. According to forumist mvs, a nasty storm is brewing in this area. So, I am not sure what to expect. When traveling to the Midwest via Arizona a number of years ago, the Sunset Route had many, many of its old signals knocked out of service by lightning and thunder showers, and trains were crawling at restricted speed everywhere. Do you know if the new tri-lights and their signal boxes fare better, or are storms still a plague for the railroad? K.P.
The future routing of Amtrak in Arizona is tied to the fate of the west end of the Phoenix Sub. Passenger rail advocates and some in government would like to see Amtrak return to Phoenix, but the line west of the metro needs major rehab. The UP seems to be in no hurry to shoulder that expense and the State has no money with which to do so, either. From time to time I hear that a culvert has been replaced or something similar, but nothing to indicate an imminent re-opening of the line.
On the other hand, welded rail has recently been installed for a good stretch to the east towards the junction with the Gila Sub at Picacho. That doesn't really mean much with regard to Amtrak but at least half the line is in good shape if service were to be eventually restored.
$35m for a Maricopa overpass was included in a proposed transportation referendum (Arizona Proposition 203) that never made it to the ballot in 2008.
I have heard nothing further about the willingness of the railroad to share in the cost of grade separations. My best guess is that it is a moot point for now.
I don't know how the new tri-lights fare in storms, but Arizona ranks #2 after Florida in the number of annual lightning strikes and I have learned from many years experience with tall radio towers that the effects of lightning are totally unpredictable and nothing--I repeat nothing--is truly lightning proof.
K.P., by "nasty weather", I mean this unbearable weather we have now. Also, be aware of sudden thunderstorms as you go out east.
John, I have studied Maricopa a bit on Google maps, but never enough to see how an overpass or underpass would not work. Too bad there isn't a push to extend the platform to fit at least 6 cars (standard Metrolink length). That would solve the problem somewhat.
Update as of Wednesday, July 14, 2010:
A Different Kind of Photo-Views from Colton, CA
The three photos below were shot from a moving vehicle on or related to I-10 on the above date.
FIRST PHOTO:
The track-work ON the bridge in the center background is related to the Palmdale Cutoff (photo left), with the junction Wye switch for both the East and West Legs (photo right) actually on the bridge.
The track that comes under the bridge and toward the camera was the old By-Pass, and originally connected to the Balloon track (foreground right track). A new track was added (foreground left track) so that the By-Pass is now Main 1, and the Balloon now is completely separate from Main 1.
SECOND PHOTO:
Much is in this photo. The two-track Sunset Route here is out of sight just below the photo's bottom. (El Paso is to the left.)
The vertical, center two-tracks are BNSF's Transcon. The view looks southward, railroad west to Los Angeles.
There has been some question regarding sufficient clearance putting a third BNSF track under the freeway. As clearly seen from photo just above, the tracks that go under the freeway are on wider centers than the background tracks, so undoubtedly three-tracks will indeed fit under I-10.
The curved track on the photo's left is the transition track from the Sunset Route to the BNSF in the southeast quadrant, so trains can be routed to Riverside and gain access to the LA&SL for a second route to Los Angeles.
Just to the right of the BNSF signal bridge in the photo's center seems to be two newly assembled turnouts. If a new connection track will be laid between the BNSF and UP, it most likely will be through the area in the photo's lower right quadrant. Also, the nine containers previously reported at the Colton Crossing site are to the far right of the signal bridge.
Lastly, under the freeway railing, and on the far right, is a vehicle partially in sight. That vehicle actually has very large letters that read: "POLICE." Such vehicles have been spotted twice now on successive visits, at different spots, and they are believed to be related to the BNSF.
BNSF is known to have security patrolling in the nearby Cajon Pass area. This poster is quite certain a police presence now at Colton Crossing is NOT to protect hundreds of millions of dollars of pure golden ties in the containers thereat! While this poster believes railfans are not the target of the new police presence, it behooves all visitors to resolve to play by the rules, and those rules include what APPEAR to be public roads but because of slanted concrete-work up to sidewalks, are actually private driveways and roads.
THIRD PHOTO:
Looking south down Ninth Street, which currently has the Riverside Industrial Lead running down its middle. The old SP depot is on the lower right. The future Flyover's route is believed by this forumist to go right over the present site of that depot.
It is hoped that those unfamiliar with the area now have broader perspectives about Colton.
A Memo to MikeF90 (7-13):
MikeF90 In addition to K.P.'s conjectures, I'll add that I-215 freeway widening will probably isolate parts of the ex-PE Riverside lead. UP would have to use BNSF trackage rights for locals coming off of the Alhambra sub to get to the remaining segments.
In addition to K.P.'s conjectures, I'll add that I-215 freeway widening will probably isolate parts of the ex-PE Riverside lead. UP would have to use BNSF trackage rights for locals coming off of the Alhambra sub to get to the remaining segments.
Without the old PE Bridge over the I-215 Freeway, being able to reach the Riverside Industrial Lead from the SOUTH end is probably the real motive for the projected new track in the southwest quadrant of Colton Crossing. I, unbelievably, had totally overlooked that stupidly simple fact. Thanks for bring that to our attention, MikeF90. The rerouting of West Colton Yard departures over the LA&SL instead of traversing the Balloon probably would be only a fringe benefit.
mvsK.P., by "nasty weather", I mean this unbearable weather we have now. Also, be aware of sudden thunderstorms as you go out east.John, I have studied Maricopa a bit on Google maps, but never enough to see how an overpass or underpass would not work. Too bad there isn't a push to extend the platform to fit at least 6 cars (standard Metrolink length). That would solve the problem somewhat.
The Sunset/Eagle is a long-distance train and may run 7-11 cars with checked baggage - hopefully the later with demand from a schedule change. Not every stop can have a short platform where coach and sleeper shorts are restricted to the cars adjacent the diner and lounge, and it would seem to be anathema to put Arizona cars together. The platform should be longer to allow flexible space assignment and avoid forcing passengers to traipse through the train.
The more serious problem is that, with the Maricopa platform east of the crossing, adequate distance would be needed between crossing and platform for the westbound train locomotives and crossing re-start. The 100' platform is only 100' from the crossing and wholly inadequate for the westbound. I would consider a 900' platform essential.
Furthermore, I do not like a island platform between tracks accessed at grade. Currently there is only one track and the second side platform is intended to serve the future second main. Extending the current platform when a second main is put in service would oblige passengers to cross a potentially hot track, and nevertheless would require holding a train short of the station for a period before and after the Sunset/Eagle.
With just two trains, it seems the better solution would be to use available crossovers to make the stop on the north main at a longer platform southeast of the existing one. A side platform along the north track would facilitate boarding connecting motor coaches and taxis into the Phoenix area and on to northern Arizona. A longer platform and station facilities are not too great a write-off if service is ever rerouted into Phoenix.
I dunno - the first photo especially reminds me of the kind of changes that model railroaders make to their layouts as time progresses and they come up with new ideas for extensions and rearrangements of the tracks. Model Railroader used to have 'project railroads that you can build' article series that were built in stages wherein portions of the track were ripped out and rerouted - this sure seems to be of like kind !
Thanks again, K.P.
It appears the connection in the second photo would allow eastbound trains from Long Beach and LA via the BNSF and Fullerton to continue east on the Sunset Route. I think I misunderstood the balloon and bypass purpose as a grade-separated westbound connection.
HarveyK400 mvs K.P., by "nasty weather", I mean this unbearable weather we have now. Also, be aware of sudden thunderstorms as you go out east. John, I have studied Maricopa a bit on Google maps, but never enough to see how an overpass or underpass would not work. Too bad there isn't a push to extend the platform to fit at least 6 cars (standard Metrolink length). That would solve the problem somewhat. The Sunset/Eagle is a long-distance train and may run 7-11 cars with checked baggage - hopefully the later with demand from a schedule change. Not every stop can have a short platform where coach and sleeper shorts are restricted to the cars adjacent the diner and lounge, and it would seem to be anathema to put Arizona cars together. The platform should be longer to allow flexible space assignment and avoid forcing passengers to traipse through the train. The more serious problem is that, with the Maricopa platform east of the crossing, adequate distance would be needed between crossing and platform for the westbound train locomotives and crossing re-start. The 100' platform is only 100' from the crossing and wholly inadequate for the westbound. I would consider a 900' platform essential. Furthermore, I do not like a island platform between tracks accessed at grade. Currently there is only one track and the second side platform is intended to serve the future second main. Extending the current platform when a second main is put in service would oblige passengers to cross a potentially hot track, and nevertheless would require holding a train short of the station for a period before and after the Sunset/Eagle. With just two trains, it seems the better solution would be to use available crossovers to make the stop on the north main at a longer platform southeast of the existing one. A side platform along the north track would facilitate boarding connecting motor coaches and taxis into the Phoenix area and on to northern Arizona. A longer platform and station facilities are not too great a write-off if service is ever rerouted into Phoenix.
mvs K.P., by "nasty weather", I mean this unbearable weather we have now. Also, be aware of sudden thunderstorms as you go out east. John, I have studied Maricopa a bit on Google maps, but never enough to see how an overpass or underpass would not work. Too bad there isn't a push to extend the platform to fit at least 6 cars (standard Metrolink length). That would solve the problem somewhat.
HarveyK400,
The crossing re-start issue for westbound trains could be resolved in part by installing the proper circuitry. However, the solution to the greater issue is, indeed, a much longer platform. I do not know who owns the land directly to the east of the depot shelter. In years past it was used as a team track and more recently, by UP construction crews. If the land is not destined for another use, it looks to be more than adquate for a suitable extension.
The second main is already in place. The platform that shows up in various photos was never destined to be for passenger loading or unloading. It is a long story, but the original plan was to put the CB&Q observation car that served as the original depot in that space, but it was nixed by the railroad over safety concerns. As you note, the necessary crossovers are there (or will be), so that both east- and westbound Amtrak trains will use what is now the north track.
I will keep my eye open for futher developments.
HarveyK400A longer platform and station facilities are not too great a write-off if service is ever rerouted into Phoenix.
Harvey: you may have hit upon the reason for Amtrak not wanting to use any of their meager funds to expand the station. If Amtrak expanded the station in any way and in 5 years went back to PHX (maybe in conjunction with start of HSR construction for PHX-LAX) then they would be called to account for an unnecessary expenditure. Even a congressional ear mark would not completely insulate Amtrak. Arizona wants Amtrak back in PHX so no funds from the state?. Maricopa? Well I'll leave that to you Maricopa locals.
blue streak 1HarveyK400A longer platform and station facilities are not too great a write-off if service is ever rerouted into Phoenix. Harvey: you may have hit upon the reason for Amtrak not wanting to use any of their meager funds to expand the station. If Amtrak expanded the station in any way and in 5 years went back to PHX (maybe in conjunction with start of HSR construction for PHX-LAX) then they would be called to account for an unnecessary expenditure. Even a congressional ear mark would not completely insulate Amtrak. Arizona wants Amtrak back in PHX so no funds from the state?. Maricopa? Well I'll leave that to you Maricopa locals.
That was in the back of my mind. If the Dems retain control in the mid-terms, there may be more of a chance for a Phoenix reroute. Otherwise, Maricopa will have to be improved. $2 million for a relocated, longer platform and parking for at least 6 years? Not the worst deal to keep AZ happy and traffic moving.
HarveyK400 (7-15):
HarveyK400 It appears the connection in the second photo would allow eastbound trains from Long Beach and LA via the BNSF and Fullerton to continue east on the Sunset Route.
It appears the connection in the second photo would allow eastbound trains from Long Beach and LA via the BNSF and Fullerton to continue east on the Sunset Route.
That "second photo" is reproduced here:
Just a brief clarification: There is no UP main in "Fullerton," at least not that this old timer knows of. Did you mean to say "Riverside" instead? The LA&SL comes unto the BNSF at Riverside, for about a seven mile trackage rights run up to Colton Crossing before transitioning to the Sunset Route.
Stay cool in this hot weather,
Update as of Saturday, July 17, 2010:
Part A (of A-C)
The Industry, CA Up and Over
The recently laid new track (of two in the future) is now fully ballasted, except for immediately before the California Ave. grade crossing on the east side of the up and over.
The Sunset Route's single-track shoefly is on the photo left; the right track is an industrial track for local shippers.
----------
For Monday, July 19, 2010 (about noon Pacific Daylight Time): Part B, tidbit news about the southwest quadrant of Colton Crossing, and the Riverside Industrial Lead's south end.
K.P., thanks for the update about the Up and Over there in the City of Industry.
The industrial track (to the right of the flyover in your picture) will remain once all of this is done. Cars on Sunset Avenue and Orange Avenue may still be stopped by trains, but only the local train(s) that serve those industries, so not too often.
Part B (of A-C), Section 1 (of 1-2)
Colton Crossing
The preliminary stages of a connection between the Sunset Route and BNSF's Transcon on the southwest quadrant of the crossing appears to be occurring, and is following the pattern of the 1980's failed SPSF merger effort. On Friday, July 16, this forumist visited the Colton site, and noted that a new ‘satellite' type box had been offloaded.
An old suchlike satellite box is next to the present 50+ year old south (west) BNSF signal bridge. The box is barely visible behind the BNSF truck on the left. On the right is a new, uninstalled turnout.
In a previously shown view, such satellite boxes are typically connected to the main CP box, which in this case is right at the diamonds in the southeast quadrant. The foreground tracks are the Transcon, with Chicago to the left. In the background, is an elevated I-10, which follows the Sunset Route much of the way east.
Continued in Section 2
Part B, Section 2
A key reason for such a connection is the future elimination of the bridge over I-215 in Grand Terrace so the freeway can be widened without spending $10 million to replace it. Colton (on the Sunset Route) is to the photo right, Riverside is to the left. (BNSF's Transcon is the second bridge in the background, and is presently only a two-track structure pending a bridge with a third-track.)
A southward view of the background surviving trackage, with Highgrove in the distance:
In the above view, there are no industries on the north side of the bridge (behind the camera), and there is only a distance of a mile or two to the Sunset Route in Colton.
The plan is for industries SOUTH of the I-215 bridge to be served by UP from the south end, from Riverside. But, currently, there is NO connection on the south end. The background curved track is UP's Riverside Industrial Lead, the south end of which ends just beyond the photo's medium lower right side.
As seen in the above photo, a new connection between the three-track BNSF Transcon (which UP has trackage rights on in Riverside) and the UP Riverside Industrial Lead will have to be built, which, because of the two line's close proximity, should be simple enough to accomplish.
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For Tuesday, July 20, 2010 (by noon PST): Progress on the shoefly at the Magnolia Ave. underpass construction site in Riverside, CA. Would you believe something LIKE a derailment has already occurred ON the still totally isolated shoefly?
Part C (of A-C), Section 1 (of 1-2)
Riverside's Magnolia Ave. Underpass Construction
The single-track LA&SL shoefly is completed ALMOST end to end, but not yet attached to either of the present mains. View looks northeastward. The yellow piece of track equipment on the left is awkwardly placed. The rear wheels are on the track, but the front wheels are OFF the track! Exactly why that was the case is unknown. The machine may be owned by the construction contractor, as it did not have any UP decals on it.
Past the signals on the upper right of the above photo, the Main 1 (of 2) curves into single-track, thereafter heads eastward through the rocky, narrow Pachappa Cut.
Another eastbound view: A barricade is present over the new track. The track is already laid through the grade crossing.
A westbound view:
Part C, Section 2 (of 1-2)
Riverside, CA's Magnolia Ave. Underpass Construction
A northeast view:
In the following view, the crossing gate on the right is from years ago, the background one on the left is a new, temporary one on a five lane road that has been regulated to only two lanes. There is little room BETWEEN the shoefly and the very close present mainline two-tracks to dig nearly straight down to build a vertical wall to hold up the shoefly, so the area underneath the present mains can be dug out and a railroad bridge can be built.
Coming early Thursday morning (PDT), July 22, 2010: Information on WHEN the California Department of Transportation (Caltrans) will replace the UP (LA&SL) railroad bridge over Highway 91 in Riverside!
The LA&SL Railroad Bridge over the 91 Freeway in Riverside to Come Down
Plans are now being drafted concerning adding High-Occupancy Vehicle (HOV) facilities (i.e., carpool lanes) to California State Route 91 (SR 91) in Riverside (in the Pachappa area).
The current UP Bridge over the 91 Freeway will have to come down. Its length is insufficient to add any more lanes to SR 91.
The track alignment on the present wide bridge structure is a rather peculiar one in that the track alignment curves all the way through the bridge.
Sources indicate the HOV construction is expected to start in early 2012, and last 3-4 years depending on how the contractor bids the project.
However, from an observer's standpoint, it seems that constructing the new railroad bridge would be an early priority, as no preliminary freeway widening can take place thereat with the old, present bridge in place.
The upper northeast limit is in the 60/91/215 interchange area, but basically all that is need between University Ave. and the 60/91/215 interchange is lane striping. Adams St. is the lower southwest limit.
Update as of Wednesday, July 21, 2010:
The New WESTSIDE Cantilever Signal Bridge at [CP] MARNE X-OVER
City of Industry, CA
Previously, it was photographically shown from the Azusa Ave. overpass that an elevating structure had been erected, sans the overhead bridging part.
On Wednesday's visit, it was noted that the cantilever bridge part and its signal heads had been attached and positioned. As with the counterpart EAST cantilever signal structure, this WEST structure had its four signal heads covered with black wrapping material.
The future signaling for the entire City of Industry two-main track area (including the up and over toward the west) seems to be somewhat inconsistent with standard UP signaling practices. It is hoped that in the next few days that a thought-provoking post can be put together on those inconsistencies.
mvs (7-19):
Thank you for your kind words ... and for the report of the industrial track just north of the up and over.
From aerials, it was discovered that there is indeed a track north of and alongside the up and over as you said there was. Hopefully, such will be easily photographed sometime in the future so that the forum can have a broader picture of the situation by the up and over ...
While I was up on the WEST side of the Azusa Ave. overpass for the above cantilever signal bridge photo documentation, it was noted (and photographed) that the engine facility across the way on the EAST side had a bunch of loaded concrete tie cars present.
I'll let you, mvs, and the forum conjecture what they might be for (because I sure don't know), but the ballasted track on the up and over will need a bunch more of the new ties to connect the two ends to the main.
In the above previously shown photo, the future Main 1 turns into the present single-track main. It would seem that allot of ties would be needed to realign all that track work.
An Additional Update as of Wednesday, July 21, 2010:
The Pomona, CA area
The Pomona area was passed through, and it was observed that the new signal bridge on the west side of Humane Way that was taken down is still lying on the ground in pieces.
Also, the Hamilton Blvd. area was found to be as before, and no additional new track-work seems to have been done.
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