Looking east, we can see Ramona St. in the distance. The end of the southern retaining wall appears to be just below the west end of the road bridge.
--------------------------
Looking west from Ramona St. the southern retaining wall and south half of the trench base is almost done. On the right half of the picture is the temporary retaining wall.
Another view west that shows both the curvature and surprising elevation rise between Ramona St and the new bridge.
to be continued .....
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! ***
San Gabriel Trench extension update
It's been about seven months since last visit, and besides progress some unexpected views were noted. We'll start at the west end of the project.
West of the Alhambra wash bridge the southern ROW retaining wall has been poured. The concrete in drilled hole (CIDH) piers are reinforced with I-beams rather than rebar - quite a expense. The wall appears to be over a foot thick and the rebar shown will support the 'cap'. The surrounding terrain above the ROW is only about 15 feet high, so the need for the massive structure is mysterious.
--------------------
This is the current end of 'cap' pouring just west of the bridge; they still need to finish about 1500 feet to the west.
Surprise - the new bridge has been emplaced and it looks to be at least eight feet below its 40 y/o companion. The retaining wall is stepped down to bridge level with no forms yet seen on the bridge.
To be continued ....
Every time I've ridden #4 we blocked the street crossing in Victorville. The platforms there are only 350' in length requiring a double spot for coach and then sleeping car passengers (or vice versa depending on which way the train is made up - we had 'em both ways).
A10 - ( I hit reply with quotes and it put my reply down here, love this system)
Bruce, welcome to the forums!
We will be looking forward to your comments on the new construction as you are able to check on it. For some reason, K.P. just can't be everywhere all the time.
Johnny
Another Word for Biases … and about Amtrak Stops
The Sunset Route Amtrak stop in Maricopa, AZ is hoped to be visited within a month. However, the Amtrak stop at Victorville, CA on the BNSF Transcon was visited yesterday afternoon in behalf of the forum, and studied as a case example. For some time the term “biases” has often been used in this thread, and seems to be somewhat controversial. Interchangeable with that word perhaps “tend” or “tendencies” could be used. The bias / tend concept was clearly seen in the visit to Victorville, but a detailed explanation will be forthcoming in the upcoming series.
The Amtrak platforms (plural) at Victorville were also photographed, and they can be partially seen in that above photo’s bottom area.
In the next few days the post series on all this is hoped to be readied for posting, and it is hoped also that it will be sufficient until the Maricopa, AZ Amtrak stop can be visited and posted about, which trip a few surprises are planned (based on aerials and past news posts in this thread, about the Buckeye area on the Phoenix Line). But, the bias / tend concept should be readily understood with the Victorville upcoming posting’s photos.
----------------------------------------------------------------------------------------------------------------------------------- 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.
K. P. Harrier speak hard core experience. But, my loose reference to unofficial biases is based on observations and DS necessities. Do you remember Reserve Mining trains of nearly 50 years ago covered in, I believe, a 1969 issue of Trains Magazine? That line was two-tracks, and powered double-crossovers here and there. On that line a DS could select Track 1 or 2 at a whim. On the Transcon, while THAT can be done, most often the DS is constantly trying to avoid problems, and the easiest way is to follow an UNWRITTEN bias. There are just too many trains to do otherwise, and the DS hardly has the leisure the old Reserve Mining DS’s had years ago.
KP & all interested:
The Santa Fe transcon, now BNSF, installed CTC on their double track between Belen and California in the 1990's I believe. This was done to eliminate the need for bias running and to provide the DS's with full options to maximize the track space as they saw the need at a given time. The committment was made to run certain trains with time sensitive loadings with maximum efficiency while still accomodating Amtrak 3 & 4; and the DS's were trained to optimize the tools they were provided.
Before the CTC installation the switches required a person on the ground to activate them even though they may have electric power to lesson the manual effort. Now no one leaves the train unless unusual circumstances prevail.
Double track CTC is the current 'State of the art' and I assume UP plans to have it on the Sunset Route eventually. UP apparently has substantially fewer freight trains on the Sunset Route (corrections welcome) than BNSF on its transcon and Amtrak only every other day so it would seem they could handle Amtrak 1 & 2 without much difficulty.
Replies
mvs (9-4):
In accord with your post, I checked a few aerials of Amtrak stops, and the platforms are really not that long.
Amtrak’s Palm Springs stop at Garnet, CA (Sunset Route):
https://www.google.com/maps/@33.8977054,-116.5481652,199m/data=!3m1!1e3
Amtrak’s Victorville (CA) stop (Transcon):
https://www.google.com/maps/@34.5371517,-117.2926945,99m/data=!3m1!1e3
Amtrak Flagstaff (AZ) stop (Transcon):
https://www.google.com/maps/@35.1973088,-111.6494162,196m/data=!3m1!1e3
Those platforms seem sufficient in length. And, there really isn’t a roadway problem as any grade crossings involve secondary roads with alternative options. Maricopa, on the other hand, is an extreme. Highway 347 is super high trafficked with basically NO alternative route available, except for traversing a circuitous route of several miles.
I can just see it now. For whatever reason, say an explosion takes place at Maricopa High School before dawn just south of the tracks. A few fire engines south of the tracks arrive on scene, and call for second and third alarms. But, those responding alarms can’t get to Maricopa High School because Amtrak No. 2 is blocking Highway 347 at 5:30 A.M., and half of the school burns down! And, those kids have to wait ten years to get a diploma because of the long, drawn out political process to rebuild the high school and get anything done. Well, maybe not that long, but you get the point and comparison to building the Highway 347 overpass.
From Amtrak platforms to a high school possibly burning down … Man, this Sunset Route thread post covered a lot of ground …
diningcar (9-5):
You speak hard core experience. But, my loose reference to unofficial biases is based on observations and DS necessities. Do you remember Reserve Mining trains of nearly 50 years ago covered in, I believe, a 1969 issue of Trains Magazine? That line was two-tracks, and powered double-crossovers here and there. On that line a DS could select Track 1 or 2 at a whim. On the Transcon, while THAT can be done, most often the DS is constantly trying to avoid problems, and the easiest way is to follow an UNWRITTEN bias. There are just too many trains to do otherwise, and the DS hardly has the leisure the old Reserve Mining DS’s had years ago.
About Amtrak stops the reply to mvs halfway responded to your reply also. However, there seems to be an attitude difference about Amtrak when comparing the Transcon and the Sunset Route. BNSF seems to welcome Amtrak and “Z” trains whereas UP doesn’t. A lot may (“may”) have to do with track layout and the sheer number of trains. The BNSF track layout is well suited for the different classified types of trains. The UP track layout (as on the Sunset Route) is questionable, so it is not surprising UP doesn’t treat Amtrak there with open arms.
Speaking of the Devil …
K.P. was (“was”) going to leave yesterday so he could rendezvous with Amtrak No. 2 at the Amtrak stop in Maricopa, AZ today and see for himself and photo-document the situation there, the busy Highway 347 being blocked for ten minutes or so. But, things fell through. Maybe sometime soon, perhaps within a month …
On such a trip the signal situation in Arizona Yuma to Estrella would be checked out. With the end of 2018 looming, UP is going to have to do something about those Yuma to Estrella old target signals, either install new signals as per the Positive Train Control law or two-track that whole stretch. K.P. feels the first option will be chosen, but time is moving on, and quickly too.
And, then, word is K.P. may (“may”) have an interstate assignment soon, involving several states. The destination would be the Seattle, WA area. It is hoped if such comes about, in-lieu-of the I-5 Corridor the roundabout way via the LA&SL and the Columbia River could be taken, and a glimpse of the northern Transcon could be seen too. But, things are up in the air on that at this point.
K.P. in the back burner is pondering getting to the Sunset Route’s newly two-tracked area west of Houston, TX, and that recently ‘sinking’ Brazos River Bridge nearby too. Two-tracking that Brazos area would be a challenge for sure! And, shooting photographs of WHY would be fun! But, traveling there is really up in the air at this point. A desire, too, is to visit the Amarillo, TX area and the Transcon out that way, including the now two-tracked Fort Sumner, NM area.
Opportunities for such things (for various threads) often open up out of the blue. But, K.P. does NOT envision an ‘out of the blue’ happening soon. But, who knows …
mvs (9-16): What the Heck is Going On?
Great ears to pick out that RADIO announcement about the Fullerton Road (LA&SL) underpass groundbreaking in the City of Industry (CA) area! It must be too new, as I could not find anything on the Internet about it. But, you are saying the project is for four tracks, which is most fascinating! An aerial:
https://www.google.com/maps/@33.9969242,-117.9049813,100m/data=!3m1!1e3
An aerial also of the LA&SL underpass construction to the east, at Nogales Street, shows the new two-track bridge with another bridge addition under construction for two more tracks!
https://www.google.com/maps/@33.9977136,-117.8882872,100m/data=!3m1!1e3
One has to wonder what is going on. And, then too, mvs, we remember the Sunset Ave. underpass in Banning that you first alert us to some months back, which construction is now finished. That was for four-tracks.
https://www.google.com/maps/@33.9236444,-116.9117666,199m/data=!3m1!1e3
Maybe (“maybe”) the great master plan is for four tracks from Indio to Los Angeles, two-tracks going via Riverside and two via Fontana (West Colton Yard), with the Alhambra Sub Pomona to Los Angeles being sold to Metrolink but UP would retain trackage rights! There has to be some reason for all these four-track bridges over underpasses that are springing up now!
Can you imagine, mvs, a FOUR-track line snaking through San Timoteo Canyon between Redlands and Beaumont (CA)? Constructing something like THAT would add a whole new dimension to this thread!
Take care all,
K.P.
I just heard a brief radio report that today was the groundbreaking ceremony for the Fullerton Road (UP Los Angeles Subdivision) railroad underpass. The bridge will be wide enough to fit four tracks.
Mike, Thank you very much for this response. It was as I suspected and you went the extra step to provide the link to what was uncovered. looks like this was ome dig that had better than typical results. Again, Thanks.
Electroliner 1935In the early part of the sequence, there is a long period with what looks like a dark trarp held down by white containers that I have trouble deducing what they were doing. Any suggestions. EPA remediation? Archiological exploration?
Ah, just realized that you may be referring to the Time Lapse Movie. As this is a known early California settlement, the camera was installed to view the considerable archaeological work done prior to trench excavation. Portions of the old 'millrace' were located and moved nearby for display:
http://www.theaceproject.org/newsroom/Historic%20Chapman%20Millrace%20Unveiled%20at%20New%20Home.pdf
The photo history goes back to January 25, 2012; if you look at the progress between Jan 2016 and today the difference is stunning.
MikeF90http://www.theaceproject.org/live_camera_sgt.php
In the early part of the sequence, there is a long period with what looks like a dark trarp held down by white containers that I have trouble deducing what they were doing. Any suggestions. EPA remediation? Archiological exploration?
Back on the Alhambra sub in San Gabriel, the trench construction camera shows that they are finishing the concrete 'cap' on the north wall.
http://www.theaceproject.org/live_camera_sgt.php
Perhaps subballast laying is next?
Second Section
By BNSF WEST COLTON, the paralleling La Cadena Drive southward just before going over the Santa Ana River had (“had”) a building whose business closed some time ago. That building very recently was knocked down, and silver-like posts and spans now act as a fence (right).
K.P. is concerned that another parking area might be about to bite the dust. He is keeping his fingers crossed on this one …
Update as of Friday, September 9, 2016
Things are Brewing in Colton, CA
Part “C” (of A-C)
At BNSF CP WEST COLTON, new, un-activated mast signals have been erected, the far left one for the old “East Pass” track (now the extension of the Mt. Vernon Connector), and the one underneath the cantilever signal for the new track that will replace the street running Riverside Industrial Lead track.
K.P.’s eyes may be playing tricks on him, but he doesn’t remember cement-work and I-beams by BNSF’s CP WEST COLTON, but there is now.
By BNSF CP WEST COLTON, there appears to be new track laid but still ties are stacked up.
The next time K.P. is out that Colton way he hopes to investigate all this further.
This will conclude the series. However, a brief Second Section follows.
Part “B” (of A-C)
K.P. was betting the track down 9th Street would be taken up as per the Colton Flyover agreement, but that was not the case.
The street running track is still in place, and so is the wigwag.
The roadway under the narrow, low clearance Fogg Street bridge is still closed off.
Just north of Fogg Street panel track is now present, one (left) with insulated joints!
Continued in Part C
Part “A” (of A-C)
Upon first arriving in the vicinity of “K” and 9th Streets, both tracks on the Colton Flyover had trains on them. Towards the photo bottom, un-ballasted track was present.
To the east, ballast and ties are staged for ‘something.’
It almost looks (“looks”) as though the old Colton Yard will be rebuilt on a small scale.
Continued in Part B
A Teaser: Things are Brewing in Colton, CA
On Friday, September 9, 2016 K.P. had an assignment in San Bernardino (CA), and thereafter checked out the Colton area. What surprises were found!
The above photo looks east from the “K” and 9th Streets area, at what looks like kind of a rebuilding of the old Colton Yard of sorts.
The whole visit to Colton was more than K.P. had expected, including some new signals! More details in a day or two.
KP and eoleson, thanks for the photos and info about the busy street/highway problem. I shall offer two partial solutions:
It is possible to pave between the two tracks with, UP consent, and then have a situation similar to what KP describes at Victorville. This situation also exists at Winslow but is seldom used that way.
This brings up what I feel is substantially misunderstood about operations on double track with CTC. The DS is not constrained by a left/right bias and can/should use both tracks to the best advantage in handling whatever his traffic situation is on a given day, or at a specialized time on a given day. My observaion of BNSF between Seligman and Albuquerque/Belen for the past 15-20 years is that this practice is followed by the various DS's, of which there are four on the track segment I describe. I have ridden 3 and 4 between Alb and Flagstaff several times and paid close attention to which track was being used. I had a scanner and listened to the DS communicate with the various trains. There was a definate attempt to expedite 3 and 4 but also the several Z trains (BNSF priority freights). With xovers every 8-10 miles it was amazing how the DS's handled 100 plus trains per day which was the situation 5-10 years ago.
It would seem that UP is creating this same opportunity as it double tracks the Sunset Route and that its DS's would be similarily versitile in expediting trains.
K. P. HarrierBack to replies … mvs (9-1): It shouldn’t be too terribly long now that ALL Nos. 1 and 2 will be going through the Diversion. The “A” track is now in service, and the “B” track should be soon. But, just because you in the future go through the Diversion it won’t necessarily mean that the Temple Ave. and Pomona Ave. grade crossings have been eliminated. Because there are no stations between Pomona and Los Angeles, an option available to the dispatcher is running the Sunset Limited via the Los Angeles Sub. I don’t know how often that happens, but it has been known to take place. But, if No. 1 turns right out of the west end of the Diversion, then you will know everything is in place!
mvs (9-1):
It shouldn’t be too terribly long now that ALL Nos. 1 and 2 will be going through the Diversion. The “A” track is now in service, and the “B” track should be soon. But, just because you in the future go through the Diversion it won’t necessarily mean that the Temple Ave. and Pomona Ave. grade crossings have been eliminated. Because there are no stations between Pomona and Los Angeles, an option available to the dispatcher is running the Sunset Limited via the Los Angeles Sub. I don’t know how often that happens, but it has been known to take place. But, if No. 1 turns right out of the west end of the Diversion, then you will know everything is in place!
No 1 for me this time, as I flew home. I tell you, K.P., this was my first time on the Up and Over in the City of Industry, as well as the Up and Over, over Milliken Avenue -- Train 2 went over both of those at track speed.
One more comment on Maricopa -- K.P. those were interesting links you posted. I'll leave the crossovers/sidings/etc. to you guys; I just hope there is foresight to lay enough concrete for a platform to service (at worst) six cars at a time, or (at best) the whole train. It would be nice to have another smoke/stretch your legs stop -- as it's a crew change (?), a few minutes' dwell time wouldn't be a bad thing.
Views of the Maricopa, AZ Amtrak Stop (Continued)
Platform walkway by track:
Looking the other way, westbound, the water tower sort of in the way of a track if there was a track laid for that north track platform.
Ballast between Main 1 (left) and Main 2 and NOT a platform, makes the use of Main 2 impractical for Amtrak Nos. 1 and 2 to use at this station stop.
A table under covering, and those sidewalks in the background:
Back to replies …
eolesen (9-1):
Your post was exceptionally well written. Great situation assessment! Those above photos were also posted with you in mind and for those unfamiliar at the forum of the situation being discussed.
Best,
Amtrak and the Great Maricopa, AZ Curve
The below January 29, 2010 taken in Maricopa photo shot from Highway 347 looking westbound shows two mast signals WITHIN a curve in the distance. The future Estrella Gin Business Park is the property where the new Amtrak station will be, right across from (right of) the below view’s background signals.
With that knowledge what popped out to K.P. in that view was a very untypical arrangement, i.e., the future Amtrak station will be on a curve! Whether or not, though, the future Amtrak siding’s turnouts will be within that curve is yet to be seen. But, if they are NOT, the siding would have to be extended on each side to reach straight tracks, lengthening the siding.
A couple of related links are below:
http://www.maricopamatters.com/estrella-business-park.html
http://www.inmaricopa.com/estrella-gin-edison-road-extension-plan-shrinks-delays-impact-business-park/
diningcar (9-1):
Yes, there IS a feature at Maricopa you are probably not aware of! And it involves track. Amtrak Nos. 1 and 2 can only use Main 1 for boarding and alighting. It is somewhat like Nos. 3’s and 4’s stop at Flagstaff, confined to using Main 1. But, in Flagstaff, and I’m estimating here, the crossovers arrangement is that they are not far apart in that rather speedy mountainous area.
K.P. cannot speak with authority on it at this time, but years ago the DS typically routed No. 4 against the bias at Victorville, CA and used Main 1 for the Amtrak stop. But, there were a number of nearby crossovers so that wasn’t a big problem. Nevertheless, sometimes the DS was compelled to have Amtrak No. 4 use Main 2, and HE would protect the passengers walking across Main 1. But, that is not possible in Maricopa because Main 2 has no walkway access, just sloping ballast. And, the next crossover to the west is about eleven miles away.
Views of the Maricopa, AZ Amtrak Stop
California Zephyr tail car Silver Horizon in Maricopa’s single-track days, September 4, 2009:
All other photos January 29, 2010 … The Maricopa Amtrak stop sidewalk:
Continued …
Maricopa is a two pronged problem...
First, the paved portion of the platform is only 80 feet end to end. That's why they have to do the funky multiple moves... I don't know of another station where they do that.
Second, the platform ends 120 feet from AZ-347, which is the main north-south in the area, and a major commuter path between Southwest Phoenix and the new developments in South Maricopa. It's also the main route in and out of the town's high school (the entrance is near the southwest corner of the intersection).
It's also a shortcut for people coming across on I-8 to Southwest Phoenix. Current volumes are about 33,000 cars a day. That's over 1800 vehicles an hour during 0600-2300.
When that crossing is blocked for 10 minutes, you can see upwards of 300 vehicles stopped.
https://www.azdot.gov/projects/south-central/sr-347-at-union-pacific-railroad/overview
http://www.inmaricopa.com/moving-amtrak-station-a-cog-in-overpass-plans/Given the volume of freight traffic, the only real long term answer is a grade separation, which is what's been planned for years...
As for crossovers... there's really no need for a new crossover, but it wouldn't surprise me to see UP try to get Amtrak or AZDOT to pay for one.
Assuming the platforms are on Track 1, there's already a universal crossover 10 miles to the west at CP Enid, and that's only 10 miles east of Estrella (where the eastbound single track ends). The existing CP Maricopa is about a mile east of the station, and allows the eastbound train to get back over to track 2 if they're running right handed. That said, from my many observations between Tucson and Picacho, it's not all that unusual to see the railroad running with a left handed bias.
mvsK.P., I don't doubt your pictures showing that the Temple Avenue Diversion is finally open... but on last night's 2/422, it appeared as though we paralleled Valley Bouelvard, crossing Pomona Boulevard and Temple Avenue at grade. (My sleeper is on the north side of the train; thus I could see both intersections.)
Actually, K.P. reported that the LA&SL (LA sub) main 2 was shifted to the 'A' track near CP Spadra. Note that the future Al sub 'diversion' track on the far right is not connected yet.
Here's a diagram of the current interim layout there:
AL ------------------------------- existing track to Pomona \ /---d- LA1 -----------/-/----c----- LA1 --- to CP AL513 East PomonaLA2 ---\ ---/-------b------------- \-------------a----- LA2 --- to CP C031 Oak
I agree that LA main 1 may be shifted soon since only intermediate signals should be affected. More speculation to come ....
K.P., I don't doubt your pictures showing that the Temple Avenue Diversion is finally open... but on last night's 2/422, it appeared as though we paralleled Valley Bouelvard, crossing Pomona Boulevard and Temple Avenue at grade. (My sleeper is on the north side of the train; thus I could see both intersections.)
RE: Maricopa -- looks like we made the poor commuters on highway 347 wait quite a bit. Regardless of how the future Maricopa station is designed, I hope a long platform is built, to get rid of the double/triple/quadruple/quintuple stops (and to potentially give the passengers a smoke/walk break.)
KP and any others - Why, at Maricopa, not allow Amtrak to use Main 1 for its every other day stops. BNSF allows, every day, #3 and #4 to stop to load and unload on its main tracks, either Main 1 or Main 2. Flagstaff, a University city with lots of passengers has both #3 and #4 stop on Main 1, sometimes for 15-20 minutes.
Is there some feature at Maricopa that I, and some others, do not understand?
By the future CP AL514 HAMILTON in Pomona, CA, when there Monday, August 29, 2016, the west CP box (of two) was stopped by. The box is getting more paint markings on it and paint cover ups.
K.P. hasn’t been keeping an inventory of ballast loads, but the area seems to have more ballast piles here and there of late.
And more things are popping out of the ground, and of a colorful nature too!
So, that is a few tidbits K.P. thought might be of interest to the forum.
Follow-Ups in California and Arizona
Update as of Monday, August 29, 2016
The Diversion
Pomona, CA
In recent months since the Kinder-Morgan pipeline was in the process of being relocated, a parking lot where good views of the that relocation AND CP C030 ROSELAWN (west of CP AL514 HAMILTON) could be had was closed off. However, on Monday’s dispatch K.P. found the parking lot open and barricades gone, with a number of cars in it
Good views of LA&SL CP C030 ROSELAWN could again be had as well as photographed.
The east westbound signal for Main 1:
The CP box and the west eastbound signal for Main 1:
In both cases, the old Main 2 mast signals were taken down and are no longer present. In both above views the new “A” Track is the lowest track.
From the parking lot area, the signals of CP AL513 POMONA are seen:
About the Future CP AL514 HAMILTON
MikeF90 posted an excellent diagram of his perception of the future CP AL514 HAMILTON. In today’s depressed economic situation, K.P. is inclined to conjecture that all four tracks will NOT be in the Diversion (i.e., the “D” Track will not be laid until better economic times and the expense of Positive Train Control (PTC) is behind the railroad. Hence, the follow diagram is shown:
.
FUTURE CP AL514 HAMILTON
D AL1-D --------------------------------- / \ /C-AL / \ / AL2-C----- ----------------------------- / / \B-LA1 / / \ B--------- --- --- / \A-LA2 / \ LA-A----------------------------------------
With that theorized diagram, when the fourth track is finally laid, the alignment shifts on the diagram left will be realigned so the tracks on the left all go straight.
Sometime in the indefinite future, K.P. is inclined to believe the RIGHT never laid “B” Track will have a bridge erected over Town Ave., and two-tracks will extend eastward on the LA&SL, and Metrolink will pay for it. That would allow more commuter trains to be used on the line and give more routing flexibility for UP freights.
In the light that UP seems to be skimping on projects right now, K.P. wonders how on the diagram lower right the crossover from the “A” Track to the “C” Track will be affected. Seeing that freights can use the high speed transition track between the SP and LA&SL side at CP AL515 RESERVOIR / CP C033 WO TOWER at San Antonio Ave (Pomona), the crossover (diagram lower right) may not be installed, UNLESS Metrolink pays for it, which is unlikely. Have you flipped coins to arrive at your conclusions?
A Reversal of Facts about Maricopa, AZ
Very recently K.P. posted a diagram of a future track arrangement for the likely new Amtrak station stop for Maricopa. It was based on what K.P. was informed of, i.e., the land was on the south side of the tracks. In researching the matter further, a website shows the Estrella Gin land to be on the NORTH side of the Sunset Route tracks. So, the following corrected diagram is presented:
Unknown CP or CP’s CP SP899 MARICOPA
Future Amtrak Siding
> < ------- / \ < / \ > < > Main 1---------------------------------------- / \ / \---------------------------------------- < > Main 2
It is unknown if the Amtrak stop will encompass an El Cheapo CP or a more costly two CP’s, but it would seem Amtrak would go with the El Cheapo one, as diagramed.
The future Maricopa Amtrak stop would be a good place to have an Amtrak train fire. There is a fire station right across the street!
This will end this posting. However, a Second Section follows.
K. P. HarrierLater on but before leaving Pomona, he climbed back up on the overpass a third time and waited. No train ever came, let alone one on the new “A” track …
Paraphrasing the old saying: "A watched track (almost) never hosts a train."
Good to see some progress on this long awaited interlocking reconfiguration. It makes sense that they removed the 'B' track east of Hamilton Blvd (but more below).
K. P. HarrierLooking the other way, west, from Hamilton Blvd. the ‘long’ crossover between the LA&SL and SP sides basically HAS BEEN almost (“almost”) connected to the switch on the SP side! A few bolts and ballast should do the trick …or insulated joints and some melting the tracks together …
After looking at the above pictures, it dawned on me that connecting LA #2 directly to AL #2 doesn't make sense!
lead ----\ | | /-\--|-\-------|-----|---/--|--- AL1AL1 -d-/ /---|--\---/--|--\--|--/---|--- AL2AL2 -c--/ /-|---/-/ | \-|--\ | / | / | | \ |LA1 -b---/ /-|-/-------|-----|----\-|--- LA LA2 -a----/ | | Signal ----^----bridges-----------^ Hamilton Bl ---------^ ^---- White Ave
Since this is the east end of LA sub 2MT, another turnout is needed (shown in green). The universal crossover on the Al sub side seems to be necessary, so four more turnouts are needed (shown in red). It is possible that UP will defer laying track 'D' west from here to Spadra. Of course this is all speculation until more trackwork can be seen.
Chart preparation note: the diagram was prepared in a Wordpad compatible editor using Courier New font, then pasted into a blank line between existing paragraphs.
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