The California-Arizona Update Travel Series
Part VII (of I-VII), Section A (of A-F)
The Main 2 Relocation by Marsh Station Rd.
Cacole kindly shared photos recently with the forum about Arizona's Marsh Station Rd. area and the Sunset Route's track reroute in that vicinity. It is hoped the following series will supplement his fine photo posting ...
This below, old, original line bridge is on the far west end of the re-route.
But, as cacole reported, the new reroute grading does not align with the present bridge.
So, a new, correctly aligned bridge has to be somewhat near to being installed if UP is looking at the end of the year for laying track on this reroute.
Just east of the above, the reroute is clearly seen.
Continued in Section 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 VII, Section B (of A-F)
The new right-of-way curves ...
The now abandoned but still in place old Marsha Station Rd. roadway bridge over I-10.
The reroute is indeed very close to I-10.
Continued in Section C
Part VII, Section C (of A-F)
The new Marsh Station Rd. and its overpasses are probably a mile east of the old one.
Equipment on site:
The large landfill has culverts in it. To give the viewer perspective, the track will be laid by the top hay line.
Continued in Section D
Part VII, Section D (of A-F)
The graded right-of-way zigzags towards the background. I-10 is on the left.
From grading seen in aerials, K.P. thought the rail line might be rerouted big-time through this whole area. However, cacole pointed out otherwise. The cleared pipeline rollercoaster route on the photo center top in the above photo shows how correct cacole was!
The bridge over the future railroad right-of-way has protective fencing of the chain-link size type, and a medium lens size can easily fit through it, unlike so many overpass fencing with small wire meshing that prevent a clear lens view of the tracks.
Camera shooting westward through the fence ... a dirt road on the right seems to be included on the grading.
Continued in Section E
Part VII, Section E (of A-F)
However, looking eastward, where did the addition small dirt road grading go?
That dirt road actually takes a different route (lower center).
The east side of the overpass:
I-10 then turns away from the new grading.
Continued in Section F
Part VII, Section F (of A-F)
Still from Marsh Station Rd. looking eastward, a stack of hay (for spreading on graded embankments) is on the graded right-of-way. Just above the hay, the present rail line that goes under I-10 (out of view on the far right) is seen
From Empirite Rd. now, a westward view of that hay on the new graded right-of-way. The Main 2 that is to be relocated is the foreground track.
The photo(s) that cacole took in this area by Empirite Rd. had some unexplained, eye catching properties. After having been at that same site, K.P. wonders if cacole shot his photo(s) from the hill on the upper right of the below photo.
Somewhere where the train is in the above photo, the new grading and the present line meet.
Even the pipeline marker for aerial inspections was much closer to the track than it appeared in cacole's cool photo.
Cacole did quite well with his camera by Empirite Rd. K.P. found the location very difficult to take photos from.
This will end "The California-Arizona Update Travel Series" posting. It is hoped the forum has found something enlightening and meaningful in the series.
Yes, I did - very interesting, the commentary/ captions are very helpful to understanding how it all fits together. Thanks again, K.P. - Paul North.
K P you are doing a wonderful job of documenting the progress of the Sunset route. Since I live in Texas I am not that familiar with the area that you are covering. Can you enlighten me as to the total progress of the double tracking? I am interested in a small map that shows the completed sections and that that remains.
Thanks, Dick Watkins
THANKS FOR YOUR REPORTS, I HAVE BEEN FOLLOWING YOUR REPORT FOR THE LAST 18 MONTHS. ITS VERY INFORMATIVE. i AM STARTING A RT 66 TRIP MAY 2 AND ON THE WAY BACK FROM CALIFORNIA (BECAUSE OF YOUR REORTS) I WILL FOLLOW THE SUNSET ROUTE
TO TEXAS AND MAYBE NEW ORLEANS. I SHOULD BE ON THE WAY BACK AUGUST 1ST AND HOPE TO SEE A LOT OF WHAT YOU'VE SHOWN US THANKS AGAIN.
Revelations about the Colton Flyover
Colton, CA
Part A (of A-E)
Based on currently public material, the following can be anticipated regarding the 2011-2014 Colton Flyover project.
(All the photos in this series are old file photos previously shown in this thread.)
The current CP SP538 RANCHO will be eliminated.
A new switch and crossover series will be put in to the west, for Main 2, somewhere beyond the below curve, in the background, on a straight section.
Will that be the missing CP SP536?
Still west of Rancho Ave., there will also be kind of a very lengthy single-crossover arrangement between Main 2 (illustratively, start eastwardly) and Main 1 (end). The crossover likely will involve two CP's.
The new Main 1 (the old north side bypass track) and CP SP537 BYPASS will be relocated southward (photo leftward) a bit.
Continued in Part B
Part B (of A-E)
From Pepper Ave. to Rancho Ave. the two far south tracks are used for moving cuts of cars from out of the Bowl all the way east past the Departure Yard, and then shoving them back into the Departure Yard. Before they are shoved, those cuts of cars can theoretically reach all the way to Rancho Ave. Those two tracks merge right before reaching the western limits of CP SP538 RANCHO (right).
Looking east from the Rancho Ave. overpass, presently within the limits of CP SP538 RANCHO, that now single track connects to Main 2 at the dual control switch on lower photo right.
When the flyover is finished, those two to one back and forth switching tracks will no longer connect to Main 2 and will end at a derail, and be completely separate from the flyover Mains, which will be elevating to the east.
Continued in Part C
Part C (of A-E)
Just WEST of Rancho Ave, a track will branch off Main 2 on the south side, straddle the Flyover's south side heading towards the BNSF, and then go underneath the Flyover at the present northwest quadrant transition track.
That transition track as viewed from the BNSF, with the UP Sunset Route in the background:
The Flyover will have a couple of wide, legged supports as the transition track to the BNSF curves underneath the Sunset Route. Suchlike legged supports are seen on Metrolink's Flyover in El Monte as it goes over the Sunset Route.
The Colton Flyover will have two semi-long bridges, one over the northwest quadrant's transition track (discussed just above) and the other over the BNSF Transcon mains. There will also be a third bridging over La Cadena Drive to the east, and may or may not involve an east-west railroad bridge over an east-west railroad bridge.
Continued in Part D
Part D (of A-E)
An eastward view from the Rancho Ave. overpass: The Flyover will be right next to the present Mains, to their photo LEFT ... at least in the foreground.
The old Colton Depot may survive, with the Flyover going between the old depot and the present Main 1, but K.P. sees that as questionable. View looks west.
The present circulated published material on the Flyover has limitations on its technical drawings accuracy, so exactly where the flyover will be located will have to wait for future clarification.
Continued in Part E
Part E (of A-E)
The structure will have a resemblance to the 'Up and Over' in the City of Industry, and have straight up walling.
That building effort utilized a shoefly during its construction, but the Colton Flyover will NOT have a shoefly.
The City of Industry effort used dirt in the wide area between the walls (i.e., what the ties would rest on -- see above top photo), but the Colton Flyover will have thinner side walls but have "Class II Cellular Concrete" instead of dirt.
A few years ago, a westward view was shot from Mt. Vernon Ave., at the eastern end of where the Flyover will be. The high flyover will be lowering as it comes towards the camera and will be right next to and on the camera side of the tracks. Officials list the large area on the right of the below photo as one of many potential staging areas.
Except for the crossovers mentioned in Part A, the diagrams in the public material showed no other mainline crossovers, so what the track arrangement will be for crossing trains back and forth between the Mains is unknown.
-----
Note, for those interested, as of this post series' posting time, the official, lengthy material (123 pages plus ...) entitled "Colton Crossing Rail to Rail Grade Separation Project" is available to look at or download from:
http://www.sanbag.ca.gov/projects/colton-crossing/Colton_IS-MND.pdf
Only the first 20 pages will likely be of interest to railroaders and railfans, which part is not that long and easy to peruse, and includes diagrams and maps.
K.P. yesterday, Wednesday, March 30, 2011, had an extraordinary 'dispatch' to Pomona, CA ... one with 11 hours of free time! That time was used in investigating the present Alhambra Trench, the future San Gabriel Trench, Orange Ave. in the City of Industry, and a few other odds and ends. It will take a few days to put together some posts on all that ... but that is what is happening ...
K. P. HarrierThe California-Arizona Update Travel Series Part VII, Section D (of A-F) ...snip... The bridge over the future railroad right-of-way has protective fencing of the chain-link size type, and a medium lens size can easily fit through it, unlike so many overpass fencing with small wire meshing that prevent a clear lens view of the tracks.
...snip...
First off, K.P., thank you again for this amazing photo series!
Call me surprised when I see an overpass where a camera lens can fit through--it seems like that is a rarity here in the Los Angeles area.
Thanks for the sanbag link KP, Most interesting reading. I was very pleased to see that no fish will be disturbed during construction. However if its not to late perhaps you could pick up a quick degree in archaeology or paleontology as monitors of those faiths will be required when dirt is being moved. This will give you close up access. Better for us forumist.
John
In addition to the state CEQA document that K.P. linked to, the federal NEPA document has some cool visualizations of the future structures in this project. Note that the bridge over the BNSF tracks has two 'boxes', one possibly for third or fourth tracks (not part of this project, may require freeway bridge alterations).
The way I read the CEQA document the (photographed) buildings closest to main 1 will be demolished; also not in their favor, they contain asbestos and lead paint contamination. It's unclear if the red roofed mission style building just to the northwest will be in the way of the flyover. I am surprised that UPRR will apparently single track the Sunset Route (using main 2) within the limits of this project during construction.
@ccltrains / Dick, the several map links in my sig below attempt to show the remaining single track sections of the Sunset Route.
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! ***
On Wednesday, March 30, 2011, K.P. was dispatched to Pomona, CA with an 11 hour layover. Every part of the layover time was used in checking out the Los Angeles to Pomona portion of the Sunset Route. Below is the first of two parts of the resultant documenting photos.
The Western End of the Sunset Route: Today and the Future
Part I (of I-II), Section A (of A-H)
CP AL485 VALLEY BLVD
Because of the track arrangement, the CP could just as well be called CP FLASHING RED because of the proliferation of such signals.
A westward view from the Valley Blvd. overpass:
In the above photo, the signaled track on the right is the Main. The un-signaled left track is a yard track used for assembling or de-assembling Los Angeles Trailer Container (LATC) intermodal trains just a few miles to the west.
An eastward view: Note the cantilever signal structure on the upper right, and the mast signal on the far left. Also the derail associated with that far left signal.
A side view of that east signaling: Note the proliferation of single-bulb heads (with only red and flashing red displayed)!
In the first photo above, all west side eastbound heads are tri-lights of the two mains eastward, but often red over flashing red is displayed for trains lined into the yard track in the second photo above.
K.P. found it rather unbelievable that trackside walls are just covered with graffiti! (See third photo above.)
Part I, Section B (of A-H)
CP AL485 VALLEY BLVD (Continued)
Since all the above signals are of the multi-bulb type, and not target units, CP AL485 VALLEY BLVD has a new electrical box.
The old CP box was previously photographed and posted about after being transported to the Colton Signal Dept., but the box is now long gone from there.
Part I, Section C (of A-H)
The Beginning of the Alhambra Trench
A westward view from Fremont Ave.: The beginning of the trench is in the distance.
A westward telephoto: CP AL487 AURANT with the new heads turned aside. Note that the new left lower head is a four-bulb unit, for yellow over lunar in advance of a flashing red over red back at CP AL485 VALLEY BLVD. Main 2 is on the left, Main 1 is on the right.
The trench must have altered milepost mileage many years ago, because an "A" was added to M.P. 487.41.
Part I, Section D (of A-H)
The Beginning of the Alhambra Trench (Continued)
Looking east: What a trench!
Overpasses here are now old, and have the wider chain link fencing. The trench goes through an old residential area.
Part I, Section E (of A-H)
The Eastward End of Two-Tracks in the Trench
This is CP AL488 ALHAMBRA. View looks west from Marguerita Ave. Note the pipeline overhead. Note, too, the little contrast cantilevered signals on the photo left. But, especially note how the cantilever structure is anchored to the slanted trench side walls. More on that in a bit ...
The railroad workers did more than ground-work.
At one point numerous workers were all over the structure.
Communicating via yells back and forth between K.P. and the high up workers took place, and a key worker revealed that this section would be cut over to tri-lights in May, between just one and two months away!
The OPPOSITE of most new signal installations, the old cantilever signal bridge on the west side of CP AL488 ALHAMBRA will NOT be replaced with a modern cantilever structure. The slanted trench walling and base built into the walling makes a new, modern structure impractical!
Part I, Section F (of A-H)
The Eastward End of Two-Tracks in the Trench (Continued)
East of Marguerita Ave. the two-tracks become single-track. Note the residential aspect of the neighborhood.
An eastward telephoto from Marguerita Ave.: Note how beyond the center wye junction switch (lower right) the line shifts to the right in the distance. The east side westbound two-head signal is visible, as well as the old and new CP boxes (lower left).
Another, stronger telephoto eastward view:
Continued in Section G
Part I, Section G (of A-H)
Tools and wiring trackside:
A worker had just finished spray painting silver on the black backside of the new tri-light signal head on the right.
Since the workers had equipment fouling the tracks, an approaching train had to stop. The train was eventually routed to the Main 2 side (left).
The above westward view was photographed from Atlantic Blvd.
Continued in Section H
Part I, Section H (of A-H)
Eastward in the Trench
Another westward view of the wye switch:
Looking east: Do you see way in the distance the track rising out of the trench?
What is in the above photo's distance will be posted about in Part II scheduled for the morning of Tuesday, April 5, 2011.
Wonderful photos there K.P. Thanks for your hard work, allowing us who aren't able to get out there to follow the work on the Sunset.
Just a note, the switch at ALHAMBRA that you refer to as a "Wye Switch" is actually called a "equilateral" switch as the turnout degree (and speed) are equal either why you go. There somewhere rare, but the SP loved them and there are a few examples on Metrolink where adding a second main required shifting the existing track to one side or another.
K.P., thank you for this picture series!
A few comments:
K.P., great coverage of a seldom seen part of the Alhambra Sub. I was a little surprised to see that two mains will actually fit in the existing trench.
By coincidence the Pacific Railroad Society special ran through this area over the past weekend. See more photos by Chris Guenzler in his trip report here. Since he was shooting from the open vestibule of a private car, much better trackside views (compared to the Sunset Limited) were obtained.
Part II (of I-II), Section A (of A-I)
Ramona St.
A westward view from Ramona St.: The track is coming up out of the Alhambra Trench.
The two-head east side westbound signal way back at CP AL488 ALHAMBRA is visible in the distance in the above photo.
An eastward view from Ramona St. of the nice, sweeping, rightward curve: Mission Rd. crosses the tracks in the background.
A westward view from Mission Rd.: This track will be, in the future, in a big trench (called the San Gabriel Trench) like the track in the Alhambra Trench (See Part I).
Part II, Section B (of A-I)
Mission Rd.
Now, from Mission Rd. looking the other way, towards the east: The big curve continues. Visible is the first block signal east of CP AL488 ALHAMBRA.
The above view looks a bit narrow for a trench.
The wide Mission Rd. that has been following the tracks up till now abruptly wye curves over them and proceeds on as a narrower street, but is still a key linking road in our journey eastward.
Looking back westward again from the above grade crossing, the track, hence, the trench, will go through a narrow right-of-way between two roads at this location.
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