A "bonus" mystery:
Just outside Maricopa (across from WalMart, to be exact) lies this short-masted signal. It has been in the same place since before the East Maricopa CP was installed and further construction was halted two years ago. Could it be some kind of holding signal for SR 347?:
Finally, a shot back towards the east of the large grain storage and ethanol plant at Cowtown. A corn shuttle from Iowa is seen unloading:
Westward track laying ends at this point. There was a flashing information sign alongside the road, indicating that the White-Parker and Porter Road (just behind the camera) crossings would be closed for three days, 1/4-1/6 for construction.
That's all for now.
John Timm
Update as of the Week of December 27, 2010:
South Fontana to Bryn Mawr to Riverside, CA
Part I (of I-V)
On a field check, at the east switch of SOUTH FONTANA (CP AL531 / M.P. 530.5), four uninstalled cement stands were present, and two signal masts were lying on the ground by them.
The below previously shown October 17, 2008 file photo from Citrus Ave. in Fontana looking west shows that CP AL531 in the distant upper photo center just below the advertising sign.
A contemporary view from the above Citrus Ave. Bridge could not be photographed as the Citrus Ave. overpass over the Sunset Route was closed for some unknown reason (though it looked like a long term closure); and camera toting motorists are prohibited from stopping on California freeways for non-emergency purposes (like taking pictures).
The best that could be done photographically was a shot from the west showing the mounds of ballast totally blocking the view of the new stands and 'laying on the ground' signals. The last background overpass (about two and a half miles away) is Sierra Ave., and the signals by it are at [CP] AL533 SIERRA.
However, what could be viewed between switches of the SOUTH FONTANA siding were two rows of yellow markers that followed the tracks on the south side. Are they for a future second Main? The location is where Catawba Ave. dead ends on the south side of the Sunset Route.
Continued in Part II
----------------------------------------------------------------------------------------------------------------------------------- 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 II (of I-V)
BNSF's [CP] WEST COLTON had all the crossover switches replaced. The transition track from off the Sunset Route is the far right track. The new cantilever signal bridge still does not have the overhead cantilevered part attached yet, likely because it would interfere with present old target signals on the old cantilever structure. (There will be more on that in a moment.)
The above photo was shot on Monday, December 27, 2010. Because of time constraints, I was unable to hike in and photograph all the old, replaced turnouts that were lying on the steep EMBANKMENT. I kick myself because on Thursday, December 30, the site was returned to with the intent of photo documenting all those embankmented switches, but they had already been carted away.
Apparently, the installation and taking away of the old turnouts had been a rush job, as floodlights for night work was at the site, as seen in the above photo's low right. Also in the above photo, it can be seen how the old, present cantilever signals (center) would be blocked if the cantilever part of the new structure (left) was attached.
The Colton Signal Dept. yard was found to have been cleaned up considerably again, and all the old CP and signal boxes were all gone. The below view shows many of the new signals and related equipment present at the facility. The northwestward view's top tracks are the Sunset Route, the middle tracks are BNSF's Transcon, and the lower right track is the southeast quadrant transition track between the two routes. The new, non-powered up mast signals in the background are under the jurisdiction of BNSF.
A bunch of concrete stands are present.
Continued in Part III
Part III (of I-V)
The below east end of the City of Loma Linda photo looks westbound. The signal bridge is the holding signals of [CP] SP543 BRYN MAWR, the present beginning westward of old target signals. Four miles in the distance is Colton Crossing (M.P. 538.7), just above the jog to the right in the upper top of the below photo. It is also where the Colton Signal Dept. is located, to the left of the diamonds area.
About thirty-five years ago this section of the Sunset Route was two-tracked. The left track on the above photo's bottom was the then single-track main, with the Loma Linda siding beginning just this side of the overpass in the photo's center, and went into the distance. From that period on there were two-tracks from Colton Crossing (M.P. 538.7) all the way east to Apex (M.P. 563.5) on Beaumont Hill.
The April 14, 2008 photo of a new two-tracking culvert in the Bon, Arizona area is reshown below:
The connection between the two above photos is that UP was at the mercy of Mother Nature last week, and the Sunset Route was actually closed for a while in two areas, the Palm Springs and Bryn Mawr areas.
Just east of the top photo, the Sunset Route curves southward a bit as it approaches the camera in the photo below. The left track (Main 2) seems to have been re-ballasted because of the flooding.
The culprit seems to have been runoff by Mountain View Ave. (below photo's upper left).
Continued in Part IV
Part IV (of I-V)
Just about a mile to the east of Part III's last flood photo, is the north-south Whittier Ave. (M.P. 544.50). Bad flooding runoff occurred there as well.
Two-tracking in the above photos was also accomplished thirty-five years ago, about 1976.
Continued in Part V
Part V (of I-V)
About a half a mile up (south) Whittier Ave. is the east-west suddenly muddy Beaumont Ave. The Sunset Route grade crossing thereon is barely visible just left and down from photo center with a crossing gate mechanism. Whittier and Beaumont Avenues area is basically the western foot of the hilly San Timoteo Canyon, as well as Beaumont Hill.
There have been some reports that flooding closed the Sunset Route also near the West Palm Springs, CA area. That area was two-tracked within the last decade.
Years ago severe flooding occurred in the same Bryn Mawr / Loma Linda area as photo shown above in Parts III to V. But that was when Southern Pacific held ownership title to the Sunset Route, before Union Pacific purchased the SP. That was also before train density reached the high levels of traffic seen today. It should be interesting to see if UP now responds with new culverts (or bridges) and protective walling to ensure the Sunset Route is always kept open.
In Riverside, at the Magnolia Ave. underpass construction site, new bridge supports are well along.
At least 15 large, long "I" beans are at the site. On the photo upper right is the block away LA&SL Brockton Ave. grade crossing.
Continued in a PS Footnote
A PS Footnote
At the Magnolia Ave. underpass construction site in Riverside, CA, a somewhat technically humorous railroad warning sign has been placed for motorists.
Traditionally, the number of ACTIVE tracks is what is warned about.
But, here at Magnolia Ave., ALL tracks are warned about: Two blocked, out of service, disconnected tracks, plus an active shoefly (background in photo just above).
A Memo to desertdog (12-30):
Hey John, I might have some answers for you ...
But give me several days to put together a posting, including file photos from Arizona and California as examples. I'll need several days, as it has been a crazy week ... the Mrs. and I have our daughter visiting and everyone is running around everywhere, if you know what I mean ...
Take care,
K.P.
Unscrambling Mysteries
Part A (of A-C)
This post series will attempt to take the mystery out of some recent confusing observations that were photo-posted about ... using the posted ID's for the mysteries.
Mystery #1:
This involves a signal disappearing and a new, different, higher speed turnout.
The below previously shown May 29, 2009 dated photo shows the recently taken down 'not activated yet' signal (right) at the east switch of the Casa Grande siding, at [CP] SP917 CASA GRANDE.
Since that 'not activated yet' short poled target signal was first erected, an evolving situation has developed, namely, how Union Pacific will respond to the government mandate that railroads install Positive Train Control (PTC) on much of America's trackage. UP seems to be installing a signal system more compatible with PTC. So the target signal that was taken down was probably to make room for a new, soon to be erected tri-light signal there, likely with the whole CP receiving high mast tri-lights at one time.
At that location it was said that a "more gradual turnout" was recently installed. K.P. believes [CP] SP917 CASA GRANDE on the WEST side of town will be the temporary end of two-tracking eastward from Maricopa, with a resumption of two-tracking somewhere on the EAST side of town. That implies that what is now a low traffic siding will become a high-trafficked Main 2. Thus, a new or newer switch was installed to replace the old, semi-warped, dilapidated turnout that was fine for low traffic volumes. But, why is it a "more gradual turnout"?
Aerials and recently posted photos of the signals thereat show that those signals were NOT relocated, which would be necessary if a No. 20 or No. 24 switch replaced the previous turnout. K.P. believes what happened was a 'standards' matter. Sidings on the remaining half of the Los Angeles-El Paso segment of the Sunset Route yet to be two-tracked have standard Southern Pacific 25 M.P.H. turnouts. For years Union Pacific's standard siding turnout was 30 M.P.H., and continues to be so. The upgrading of the switch in question to the UP standard would explain the "more gradual turnout."
Mystery #2:
The issue was raised about some new second-track mainline turnouts having power switches while others have manual turnouts.
The difference between the two types is that permanent CP installations have dual-control power switches, whereas temporary switches are of the unpowered type. Both types come under the jurisdiction of maintenance-of-way forces, such as tracklayers, until the track is put in service. Matters of fact, train operating crews do not even carry the special keys needed to unlock and reverse those kinds of switches!
A progressive example is in Indio, CA, a point where single-track for years turned into two-tracks.
Eventually, two-tracking reached that old one- to two-tracks location, and a temporary unpowered, un-signaled switch was put in to accommodate maintenance-of-way two-tracking construction needs.
The temporary switch was eventually removed, and today unsuspecting observers would have a hard time even believing there had been a temporary installation there, even a now gone one- to two-tracks junction switch and signals.
An example of a new, permanent powered switch installation is in Pomona, CA, at the future [CP] AL514 HAMILTON. Even to this posting day, the new dual control switch thereat has never been put in service. That switch is locked under the authority of maintenance-of-way.
Continued in Part B
Part B (of A-C)
Mystery #3:There presently is kind of a mystery gap in the two-tracking between the west switch BON and a future CP west of Anderson Rd. But, observers should just give UP the benefit of time. The railroad is slowly getting the second-track laying job done, and is probably methodically following a prearranged very cost-effect logistical plan.
"Bonus Mystery"
A new, uninstalled, laying down "two-bulb" signal was photo illustrated in an earlier post by desertdog (John Timm), and is "Quote" reproduced here:
desertdog
Its location IS VERY NEAR new intermediate signals at Porter Rd., by a Wal-Mart in Maricopa, AZ. The below pictured left side, out-of-service intermediate signal has since been activated.
An extra graded area is present west of Porter Rd., to the north of the tracks. A future spur will be laid there (likely only for permanent railroad use), and that laying down signal will be erected and used for movements exiting that spur.
Continued in Part C
Part C (of A-C)
"Bonus Mystery" (Continued):
Such signals are absolute in nature, but uncontrolled. There is one by each end of the industrial lead alongside the SP 'Up and Over' in the City of Industry, CA and they only CONFIRM that there is no conflicting lineups as well as back up the dispatcher's verbal permission to enter the mainline from the industrial track.
The above never before posted photo was shot on June 9, 2010.
There is also one of those two-bulb signals on a spur by Nogales St. six to seven miles to the east of the 'Up and Over.'
It is hoped this multipart post series will satisfy those that saw things in Arizona (either in person, or pictorially at this website) that appeared to not jive railroad-wise, and that those mysteries have been un-mystified.
K.P., regarding the industrial track grade crossing down and under the "Up and Over": Thanks for the kind words and especially for the supplemental photos that illustrate my comments quite well.
About the only useful or informative comment I can add to recent posts is this: In the photo 'quoted' below, the black line across the track about 30 ft. beyond the end of the grade crossing surface is likely a Dragging Equipment Detector, or "DED", and an equipment shelter for it - and maybe the grade crossing signals, too - is at the extreme left edge of the photo. I dopn't recall seeing any mention of this one before - though I could have missed it - but since we likely can identify it by MP location, it's another data source for locating and identifying trains when its message and the crew's acknowledgment are broadcast over a scanner, etc.
- Paul North.
K. P. Harrier Covering Some Loose Ends Part A (of A-C) The New Signal by ONT, and a Montclair-Fontana, CA Overview Previously, it was photo-shown that new tri-light signals were activated between the east switch NORTH MONTCLAIR (M.P. 518.2) and the east switch of NORTH ONTARIO (M.P. 520.9). It can be stated that the new, relocated intermediate signal between NORTH ONTARIO and the west switch of GUASTI (M.P. 523.5) is in service. The above photo looks west from Vineyard Ave, the old, previous access route to Ontario International Airport (ONT). [snip]
The New Signal by ONT, and a Montclair-Fontana, CA Overview
Previously, it was photo-shown that new tri-light signals were activated between the east switch NORTH MONTCLAIR (M.P. 518.2) and the east switch of NORTH ONTARIO (M.P. 520.9). It can be stated that the new, relocated intermediate signal between NORTH ONTARIO and the west switch of GUASTI (M.P. 523.5) is in service.
The above photo looks west from Vineyard Ave, the old, previous access route to Ontario International Airport (ONT). [snip]
Paul_D_North_Jr K.P., regarding the industrial track grade crossing down and under the "Up and Over": Thanks for the kind words and especially for the supplemental photos that illustrate my comments quite well. About the only useful or informative comment I can add to recent posts is this: In the photo 'quoted' below, the black line across the track about 30 ft. beyond the end of the grade crossing surface is likely a Dragging Equipment Detector, or "DED", and an equipment shelter for it - and maybe the grade crossing signals, too - is at the extreme left edge of the photo. I dopn't recall seeing any mention of this one before - though I could have missed it - but since we likely can identify it by MP location, it's another data source for locating and identifying trains when its message and the crew's acknowledgment are broadcast over a scanner, etc. - Paul North. K. P. Harrier: Covering Some Loose Ends Part A (of A-C) The New Signal by ONT, and a Montclair-Fontana, CA Overview Previously, it was photo-shown that new tri-light signals were activated between the east switch NORTH MONTCLAIR (M.P. 518.2) and the east switch of NORTH ONTARIO (M.P. 520.9). It can be stated that the new, relocated intermediate signal between NORTH ONTARIO and the west switch of GUASTI (M.P. 523.5) is in service. The above photo looks west from Vineyard Ave, the old, previous access route to Ontario International Airport (ONT). [snip]
K. P. Harrier: Covering Some Loose Ends Part A (of A-C) The New Signal by ONT, and a Montclair-Fontana, CA Overview Previously, it was photo-shown that new tri-light signals were activated between the east switch NORTH MONTCLAIR (M.P. 518.2) and the east switch of NORTH ONTARIO (M.P. 520.9). It can be stated that the new, relocated intermediate signal between NORTH ONTARIO and the west switch of GUASTI (M.P. 523.5) is in service. The above photo looks west from Vineyard Ave, the old, previous access route to Ontario International Airport (ONT). [snip]
Paul, you're right about the Dragging Equipment Detector at the signal location. Almost all the new (intermediate) signal installations on UP routes that have, or will have, concrete ties get them anymore.
Their value as to determining train location is negligible. All the ones that I've seen at signal locations are talk on defect only.
Jeff
K.P.,
I had not considered the PTC angle with regard to the short pole target at SP 917 CASA GRANDE. That makes perfect sense. However, I still question the logic of having two busy industrial spurs with facing point turnouts leading off what apparently will become Main #1.
As to what is taking place at Anderson Rd. where the power switch has been installed within sight of the BON SIDING CP , I am sure UP has a plan that makes sense. It just seems like a lot of work that will have to be undone, perhaps sooner than later. But then again, they replaced the searchlights next to SR 347 at the east end of the MARICOPA siding with a hooded signal and then took it away within a year once that CP moved further east.
I should have considered the possibility that the two bulb signal at EAST MARICOPA would govern movement in and out of a future siding at that point. These signals are appearing in a lot more places nowadays to govern movements onto main tracks. In fact, there is one at each end of the siding that serves the grain and ethanol facility at Cowtown just down the way.
Thanks for your wisdom, as always.
Work may soon start on the Colton Crossing project!!
A press release is linked here:
http://media-newswire.com/release_1137821.html
A Posting, Part I (of I-II)
Paul D. North, Jr. (1-3):
You are welcome, Paul!
About the only place left needing a good look at on the 'Up and Over' is the rather strange Orange Ave. grade crossing, whenever that opens.
mvs (1-4):
Thanks for the Internet news clipping about Colton Crossing. I thought that was all settled and done months ago, but I guess not. There must have been some technical loose ends to finalize.
I had to humorously smile when the article's title said "Work to begin" whereas the main body text said "Work can now begin."
You know, mvs, I never could understand how Caltrans could make a public estimate of $202 million for the project and expect the final project cost to be about that when all the engineering and blueprint making hadn't been done yet.
An Item from another Thread
In the thread "BNSF begins a major push to get PTC installed," diningcar said: "Probably the new rules allowing one year write-off of capital expenditures has some influence here. I expect we will hear of much spending on projects that have been held up during this recession."
K.P. wonders if that might have something to do with all the new signals that are springing up on the Sunset Route in California and Arizona.
A link to that thread is below:
http://cs.trains.com/TRCCS/forums/t/167749.aspx
If you go there press the Return button to come back to this page.
A Posting, Part II (of I-II)
The Colton Signal Dept.
On Wednesday, January 5, 2011, in addition to personal business in the San Diego, CA area, K.P. was hoping to visit the Sidewinder Rd. area near the California-Arizona border, as well as the Salton Sea area. But, that wasn't to be, and getting to those areas continues to prove rather elusive.
Nevertheless, the Colton Signal Dept. was visited, and it was found that the large stack of assembled signals had been greatly reduced (photo middle right).
Exactly where they were transported to and erected at is unknown.
To refresh forumites' memory, a recent photo of the stack (background center) is reshown.
On the forum page two before this one, desertdog posted a great photo of a new fenced, signal staging area in Casa Grande. AZ. California now has one up on Arizona ... in a negative sense.
The railroad has posted "No Trespassing" signs all the way around the fenced yard.
[quote user="K. P. Harrier"]
Regarding the one year depreciation allowance for capital expenditures that was included in the just enacted retention of the existing tax rates we should see many projects accellerated.
Just today, Jan. 7, the Santa Theresa yard project in NM just west from El Paso was put on the fast track, subject to the NM legislature enacting its own favorable taxing structure for this project.
diningcar (1-7):
That was great news that just today the UP future Santa Teresa, NM block-swop facility was put on the fast-track for building! I wonder if ...
... the Red Rock Classification Yard in Arizona will also be jump started. That would certainly be a nice boost to the Arizona economy!
I have not heard anything more about the proposed classification yard, but I could only hope to be around as long as that classic SP water tower at Red Rock!
Now for those of you who are into heavy construction equipment, here are a few pics that Susan took on our last jaunt down to the Gila Sub:
This is a section of track that was removed to cut-in the east switch at Anderson Rd.
This is a ballast regulator. It puts the nice taper on the new roadbed. If only I had something that worked as slick for my model railroad:
I am not exactly sure what to call this. It looks kind of home-brewed with the little cabin on the back:
Some wooden ties. These are not necessarily destined for the Gila Sub--or the UP for that matter. There is a tie treating plant at Eloy and these cars were sitting at Casa Grande, awaiting delivery and treatment with creosote:
Lastly, this is a Pandrol-Jackson model 6700 ballast tamper:
desertdog (1-7a):
Yes, that non-functional box with end windows was a strange beast. Thanks for posting. Perhaps it is a rolling office to make inspections of the new track laying. Maybe someone at the forum has some input on it.
Published 12/17/1010.
Union Pacific Railroad is set to resume adding a second track to three local railroad crossings beginning next week.Part of the company’s double tracking process, the company will install a second track at the crossing on Hartman, White and Parker and Porter roads for approximately two days each.Union Pacific will work on the Hartman Road crossing from Dec. 18 through Dec. 19, White and Parker Road on Jan. 5 and Jan. 6 and on Porter Road from Jan. 7 to Jan. 8.Because of the project, the intersections will close for the estimated two days of construction, meaning drivers will need to talk alternative routes instead of using those intersections.Union Pacific director of public affairs Zoe Richmond said the first day of work will have crews cut the asphalt at the crossings and adding the second track, while the second day involves the crews resealing the crossings with asphalt.Richmond said the projects are estimated to take only two days, but said factors like weather and the discovery of any Native American artifacts could prolong the length of the projects.The construction on each site is not projected to take as long as the work at the crossing at Arizona 347, which took more than a month to complete and restricted traffic.“This will not be as cumbersome as that; it’s a quick project,” she said.Richmond the railroad has finished approximately 65 percent of the company’s double track efforts, although she said the railroad will more than likely not see the projected increase in trains the company predicted when it began the project.“The reality now and the way the economy is, we won’t be seeing that,” she said.What the double tracking will do is make the trains run more efficiently, decrease the wait time at crossings, improve the pavement at the crossings and make them safer for drivers, Richmond said.The end of the double tracking at Porter Road will mark the final time Union Pacific has to come to Maricopa to add double track to its lines, Richmond said.“We’ll be done with the city, and the rest of the work will be done west of Tucson,” she said.City development services director Brent Billingsley said the City is trying to chip seal Ferrell Road to make it a smoother alternative route like it was last year during the Arizona 347 work.But because of a number of factors including weather, the chip seal on Ferrell Road eroded and left a car-sized gap in the road, which Billingsley said the City is accumulating resources to fix.“Government entities do not work like regular businesses; they can’t just go out and pave a road,” he said, adding he was not sure if the road will be chip sealed in time.Billingsley added the City will hold a public meeting on Dec. 21 to discuss the grade separation at the White and Parker crossing.
I will follow up with a report on the above-mentioned White and Parker Rd. grade separation project and the public hearing once it is available.
desertdog ... snip ... As to what is taking place at Anderson Rd. where the power switch has been installed within sight of the BON SIDING CP , I am sure UP has a plan that makes sense.
Hi John, after closely viewing Google Map aerials I have another piece of 'evidence' worth investigating.
The new CP placement next to Anderson Road makes sense. It is about eight miles east of CP East Maricopa and westbounds can hold east of Anderson Road.
Likewise, wide grading at about MP 914 (east of Corrales Rd), another eight miles east, indicates a possible new CP there. That would put the 'next' new CP east of Casa Grande - possible less hassle with the city over improving road crossings. More speculation, of course .
See Gila sub map link below for key points of interest.
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! ***
Mike,
Thanks for providing the many map links to key points of interest. It makes browsing much quicker and easier.
Half the fun of this thread is in the speculation. I hope that one of these days I can speak with someone connected to the project to get an explanation of why they are leaving, for now, that short gap of single track between Bon Siding and Anderson Rd. I am guessing--and this fits with your theory--that it will serve the purpose of a crossover without the complication and expense.
Sorry, I should have explained my 'theory' better. It is good engineering practice for mission critical systems to install new/upgraded facilities without disrupting existing ones in operation. After the new CP equipment has been tested, the old siding(s) can be deactivated and 'straight lined' into the new main. This seems to be the pattern on the remaining Sunset Route 2MT project.
West of Anderson Road, the aerial pics show 'wide' grading for a universal turnout IMO. In due time the signals and other turnout will show up. Perhaps the Casa Grande fishwrap will keep us abreast of UP activities within that city - there are a lot of grade crossings that probably have to be upgraded.
BTW I've noted a few other possible CP locations seen to the east and marked them on the map.
Update as of Tuesday-Thursday, January 11-13, 2011:
Where Did the Colton Laddered Signal Masts Go?
Part A (of A-E)
PHOTOS #1 and #2:
Recently, the following photo was posted showing a Colton Signal Dept. good-sized stack of over 20 laddered signal masts (center background) ...
... and then how the amount of masts had dwindled considerably (top right).
To the west of Colton all the way to Los Angeles on the Sunset Route, as well as towards the east beyond Indio, newer signals have been in place, except for the Loma Linda / Bryn Mawr area that this poster expects crossover locations will be revised in conjunction with a future overpass at Hunts Lane. There is also a signal facility in Beaumont basically at the top of Beaumont Hill. So, where did all the signal masts in Photo #1 go?
PHOTO #3:
This poster does not know for sure. But, northward out of the east side of West Colton Yard, on the Palmdale Cutoff that goes north to Cajon Pass and over Tehachapi, new single-mast replacement signals are now springing up and are being put in service. The view below looks northbound towards the 210 Freeway (top) from Baseline Rd. in San Bernardino, CA.
This post series will take a look at that Palmdale Cutoff effort and its relationship to the Sunset Route.
Part B (of A-E)
PHOTO #4:
A new stand (photo left) is at the north switch DIKE (M.P. 480.2 on the Bakersfield Sub), likely for a new, tri-light signal.
K.P. saw no evidence of new signals at [CP] KEENBROOK (M.P. 479.0), where one of the connections to the BNSF is located.
PHOTO #5:
However, the three old tri-light intermediates that were between [CP] KEENBROOK and the south switch [CP] CANYON, (M.P. 471.3) have been replaced with the NEW tri-lights. The first of which is shown below ...
PHOTO #6:
The second replacement signal between those CP's is only a mile further northbound.
Part C (of A-E)
PHOTO #7:
For those not familiar with Cajon Pass, the following photo is shown. It is probably a quarter of a mile railroad northbound of Photo #6's view above, but it conveys the proximity here of the paralleling BNSF line (lower tracks) in relation to UP's Palmdale Cutoff (top track).
PHOTO #8:
The above Cajon Pass Photo #6 was shown because it illustrates what appears to have been a system policy shift in signal mast installations, namely, the use of HIGH masts even though those masts have no lower head(s). So, recent / future mast installations on the Sunset Route have / will likely follow that arrangement. The below previously shown photo taken on the Sunset Route at Bryn Mawr, CA illustrates SHORT poled signals without lower heads.
PHOTO #9:
K.P. does not know if tall or short masts previously were used in Sunset Route two-tracking in eastern Arizona and New Mexico, but the single-heads per direction masts between CP SP887 ENID and CP 899 EAST MARICOPA are not short ones, but tall masts.
Continued in Part D
Part D (of A-E)
PHOTO #10:
Anyway, between KEENBOOK and CANYON, a third new mast intermediate is further northward.
PHOTO #11:
The absolute signals at the south switch CANYON (by the famous Sullivan's Curve) still have old target heads that are so common at CP's on the Palmdale Cutoff.
PHOTO #12:
To give those unfamiliar with Cajon Pass a better idea of the CANYON siding area, the below shot taken about two and a half years ago is shown, when BNSF was triple-tracking Cajon Pass. The two signals shown in Photo #11 above are somewhere in the area of the below photo's top center. The rock formations are synonymous with the famous Sullivan's Curve. The slanted tracks in the photo upper right are the same BNSF tracks in the lower foreground.
Beyond the south switch CANYON, tri-lights previously had been put in heading northward on the Palmdale Cutoff by UP to [CP] SILVERWOOD near the top of Cajon Pass, where there is another connection to the BNSF, just south (west) of Summit.
K.P. also checked out the north switch HILAND (Summit area), and the interlocking signals there were still old targets.
An interesting aspect of the signal replacements so far on the Palmdale Cutoff is that old signal boxes still seem be being used. CTC was put in from scratch on the previously "dark" Palmdale Cutoff circa 1980, so the signal boxes and wiring is sufficiently modern to escape complete replacement. But, that may or may not change when tri-light signals replace the target signals at the actual CP's. Complete replacements, however, are most often the case on the Sunset Route.
Continued in Part E
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