Update as of Thursday, January 28, 2016
Seeing Some Rather Weird Things
Part “E” (of A-E)
BNSF Ties at Highgrove, CA
A bunch of new, wooden ties were by the area southwest of Center Street and the BNSF mains in Highgrove.
The LA&SL Bridge over the 91 Freeway
Riverside, CA
As before, no work again seems to have been done at the bridge site, and it seems to be stalled for some reason, with much dirt fill needed at the bridge’s west end (below).
Reportedly, the contractor was fined by Cal-OSHA over the original bridge's collapse that killed a worker when that structure was being taken down over a close freeway in the wee hours of the morning. Maybe (“maybe”) things are being held up because the contractor is fighting back with litigation. K.P. is not privy to what is going on, but his estimate of matters was that the very experienced worker was killed following perhaps faulty specifications. But, again, that is just an opinion. Maybe the contractor was just cutting corners. It would be fascinating to get the real story on all this.
This will conclude the series.
----------
K.P. on Saturday, January 30, 2016 after an assignment spent quite a bit of time in the Pomona (CA) area reference the Diversion. His findings will be posted in a few days.
----------------------------------------------------------------------------------------------------------------------------------- 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 “D” (of A-E)
Big Electrical Party
Colton, CA
In the southwest quadrant of Colton Crossing (which is just south of the Colton Flyover), by a BNSF signal electrical box, was a group of BNSF and contractor (assumedly) utility trucks.
The likely reason for such a party, if you will, is that the track arrangement might (“might”) soon be modified. On both the north (right) and south side of the Colton Flyover are three main tracks, but under the Colton Flyover itself BNSF only has two tracks. Maybe (“maybe”) the gap in three-tracks is finally going to be filled.
South Colton was also traversed, and the bridge alterations are continuing. Matter of fact, the narrow, one-vehicle width BNSF overpass at Fogg Street had a wooden support structure stabilizing things. So much time was consumed in the downtown Colton area photo-documenting things that K.P. was now running out of time, and didn’t pursue the time consuming photo activity here. Maybe next time …
Continued in Part E
Part “C” (of A-E)
The Colton Signal Dept.
Not so weird, but rather surprising, was much of the piping previously in the fenced Colton Signal Department …
Above two views from May 12, 2015
… a big portion of which has been carted away to an unknown location and for an unknown use.
Continued in Part D
Part “B” (of A-E)
The Riverside Industrial Lead’s …
… West Leg of the Wye Area
More views:
It looks like new, uninstalled track and a new switch is present, but getting a good view is no longer possible because of a new fence. Why little yellow markers are by that fence is not known.
Above, note the electrical boxes within the Colton Signal Dept. in the background on the right. Also, a train is seen that did something K.P. has never seen before!
That above train, NOT an eastbound auto-rack BUT a double-stack train, did NOT stop by Mt. Vernon Ave. to change crews! It just kept going. Has UP succeeded in its efforts to run Los Angeles based crews all the way to Yuma, AZ?
Continued in Part C
Part “A” (of A-E)
As most of us know, the West Leg of the Riverside Industrial Lead’s wye has been severed and is no longer used. However, some kind of activity is by CP SP539 RIVERSIDE LEAD, the CP at ground level and NOT on the Colton Flyover, and is a CP on the Mt. Vernon connector.
Continued in Part B
Some Weird Things that are …
… Subject to Interpretation
The Colton-Riverside (CA) area was visited Thursday, January 28, 2016, and the several things seen are best described as weird, and what their meaning is is subject to interpretation. A short series is planned on them. They are (1) a surprise new fence in Colton …
… (2) a bunch of BNSF and what appeared to be contractor’s vehicles were at a Colton Crossing signal box, (3) the LA&SL railroad bridge over the 91 Freeway in Riverside seems to be very stalled, and there may be a reason for it, and (4) it is unknown if a switch is being put in by 9th Street or one has been taken out
More details and some photos soon …
billio (1-27):
Thanks for your confirmation of the fueling in Rawlins, WY.
Take care all,
K.P.
Edit: At the moment of post time, photobucket.com just happened to be down for maintenance.
KP,
Rawlins, WY is a fuel stop for UP's transcon traffic. If you look at it from a Google Earth overhead view, you can see the fuel tanks.
Super Hunky (1-25):
Yuma, AZ and the Rawlins Factor
In theory (“theory”), as with your contemplation, the east of Yuma, AZ CP SP738 EAST YARD (M.P. 737.5, at the end of two tracks eastward in Yuma) to CP SP743 FORTUNA (M.P. 742.8) is only 5.3 miles, and two tracking that small section would give UP two-tracks all the way to CP SP747 BLASDELL (M.P. 746.5).
Photos by CP SP743 FORTUNA: Looking east.
Looking west:
The above views were taken on March 12, 2011.
If UP also two-tracked the Colorado River crossing, it would have about 10 miles on each side of the crew change place in Yuma to back log trains waiting for a crew change, even more miles on the present western side.
Crew changes seem to be much, much slower nowadays with all the demands now on a two-man crew, so in some ways adding a third track would speed things up in Yuma, but probably is unlikely.
However, a case study of what is on the Central Corridor makes for some broadening of our awareness: Rawlins, WY. At that crew change location, from my recollections of being there many years ago, there are FOUR tracks for trains to make crew changes on!
https://www.google.com/maps/@41.7874173,-107.2351145,90m/data=!3m1!1e3
I don’t know exactly what is there, but from the above aerial it appears fueling may or may not be there; however, pits seem to be present to get under locomotives for whatever reason.
Now, why would there be four tracks in Rawlins while Yuma only has two?
It probably is a carryover from many decades ago, when three hot passenger trains (the City of Los Angeles, the City of San Francisco, and the City of Portland), sometimes with multiple sections, showed up one after the other. So, with second sections, six hot passenger trains could show up within say fifteen or twenty minutes! Yes, having four-tracks for changing crews made sense back then. And, that was only for one direction. A repeat occurred for the other direction too!
Back to the Yuma, AZ crew changes. IF (“if”) seven westbound trains and five eastbound trains show up, and it took some time to change out all the crews, it makes little sense to have invested hundreds of millions of dollars for two-tracking if that two-tracking just has trains parked on it awaiting crew reliefs.
Thus, if the Yuma area will soon see future two-tracking, it is hoped the right hand of UP knows what its left hand is doing, and vice versa.
Here we have been wonder if the Colorado River crossing would be two-tracked. Wouldn’t it be something if a three-track bridge was put in there?
Best,
Update as of Saturday, January 23, 2016
Part IV (of I-IV)
The New Montclair Facility
Ontario, CA
On the far right of the last photo in Part III, it appears that a skeletonized mast signal that may have been present when only one of those three tracks had initially been laid. Below view is highly blown up.
As a refresher, possibly that single mast signal (right):
Both March 1, 2014
After three tracks were put in, there was no masts but a signal bridge:
Whether that presently laying down skeletonized mast is the original single signal is unknown, but the mast’s location suggests that it is the same one.
This will end the series.
-----------
There has been some discussion about K.P. being shipped off to and being stationed in Illinois. But, those that concocted that idea have had second thoughts, so being based in Southern California is halfway safe for now. “Halfway” because some strangely can’t make up their minds …
Nothing is on K.P.’s lineup except an Ontario dispatch towards the end of the week, so as it stands now things might be quiet post-wise for a while.
Part III (of I-IV)
Recently, this photo was posted, of THREE sets of auto-rack cars on the three new Montclair facility’s tracks, the left one with power attached.
Those three-tracks, as photographed from San Antonio Ave. (Ontario) for this series were completely empty.
Those three-tracks (most closely physically associated with the Alhambra Sub) are between the Los Angeles Sub (left, the LA&SL, the Montclair siding signal seen) and the Alhambra Sub. That eastern between area has a big pile of dirt and nearby debris.
That above view will be mentioned in Part IV.
Continued in Part IV
Part II (of I-IV)
The Vineyard Ave. Underpass Site
Apparently, some type of overhead sign is being erected as an entrance indicator for the airport.
Continued in Part III
Part I (of I-IV)
Looking south, the forefront concrete roadway is in place. In the background, the one way road into an area of Ontario International Airport’s old terminal is now open, with apparently a turnaround right away for those that don’t want to traverse a one way street.
Above, the railroad bridging is for three tracks. At this point it is unknown if the Guasti siding to the east (left) will be extended westward to this area or if the unused third track area will be used for company access.
From the northwest quadrant, looking south, the present sole intermediates between CP AL521 NORTH ONTARIO and CP AL523 GUASTI is seen.
While reportedly this about 10 mile or so section (the majority to the east or left) would be two-tracked in the New Year, K.P. has seen NO evidence of such as of yet. The single-track bridge to the west of Vineyard (above) that goes over a wash is still single-track with NO construction by it. Because of the downturn in business, the reported two-tracking may have been put on hold. Anybody out there know anything on this?
That northwest quadrant, which when looked at from Holt Ave. is the southwest quadrant, is in a very, very confining area, so confining in fact that the now very steep driveway was made a one-way driveway.
Continued in Part II
MikeF90 D.Carleton On the other hand the east coast may see increased port traffic and thus the eastern railroads, with lower traffic and corresponding stock price, may be a bargin in the long run. Does this play into CP's interest in NS?
D.Carleton On the other hand the east coast may see increased port traffic and thus the eastern railroads, with lower traffic and corresponding stock price, may be a bargin in the long run. Does this play into CP's interest in NS?
Editor Emeritus, This Week at Amtrak
Kp it looked to me that they were just going to replace an old wooden bridge or two in the area. As you know they are getting quite old. As to the tie replacement these were wooden ties scattered along the right of way. So it appears that they are trying to make things last a few more years before replacing with new rail and concrete ties. I would think that the single track sections just to the east of east yard would be a priority for double tracking since trains do tend to back up at the new crew change point located nearby. My guess is that we will see this section double tracked in the near future. The only reason for delay to some of it is the hills that wil need to be moved in the Dome area. UP seems to always leave the difficult/expensive sections for last.
Replies:
Super Hunky (1-24):
Thanks for the observations from your passing through the Yuma, AZ area.
Did you notice if those precast bridge sections (and possibly I-beams for them) were in the amount for single-track or two-tracks? If you are like me, things are both seen and unseen, like technically how many were there. Even when I have a photo record, seldom are all the things photographed, as they were not the focus at the time.
When the Salton Sea area of California was being two-tracked several years ago, UP erected new both two-track and single-track bridges. Some new single-track bridges were put in alongside old wooden structures that held the original single-track main.
Salton Sea area, November 4, 2011
There appeared to be no rhyme or reason to it. But, that was when it was obvious two-tracking was in progress. What you saw east of Yuma, Super Hunky, might (“might”) be an indicator of what can be expected, future two-tracking or of a section that might be left single-track for a while. If, however, two-track bridges are being put in on a single-track line, that would be a sure fire indicator of things coming there sometime in the future
desertdog (1-24):
Some of the New Mexico area’s two-tracking is close to ten years old now, if not over that. As noted to Super Hunky above, some sections of old main are concrete tied while others are not. It may be (“may be”) done that may for logistical reasons. Again, maybe there is a great master plan that ensures equipment is moved around in the most efficient manner, and it may all be planned a couple of years in advance. I don’t know for sure, but there must be some reason that old track is left wooden tied, at least for a while. What you reported in eastern Arizona and New Mexico time probably has expired to such an extent that all that area’s upgrading is behind them now.
From my recent travels across East Arizona and New Mexico, it appears that all of the tie renewal on the original main incorporates concrete ties.
John Timm
KP I passed through the Yuma area last week and had a look to see if anything was going on on the east side. No grading is taking place but a track gang is changing ties starting at the end of east yard and heading towards Dome. Also it looks like they are going to replace a bridge or two since a crane and some precast bridge sections were onsite.
The Curse
K.P. can’t shake it
Everywhere he goes nowadays power seems to beat him by just seconds.
A dispatch to the Montclair-Ontario (CA) area occurred Saturday, January 23, 2016, and K.P. had opportunity to photo-document a few newsworthy status situations. Only fourteen photos were taken, at the Vineyard Ave. underpass construction site and the new Montclair facility
A short post series is projected for some time Monday evening or Tuesday morning.
No Sunset Route two-tracking was seen yet in the Vineyard Ave. underpass area of Ontario.
More about Wood to Concrete Ties
You can decide what is the Case
On the above Thursday, January 21, 2016 post, through and on each side of the Shawmut siding (west of the end of two-tracks at Estrella in Arizona) concrete ties are in place on an otherwise wooden tied line almost all the way west to Yuma. There is another similar place, near and west of CP SP826 LE SOSA (M.P. 825.6 – east side westward view below) that is a little over midway between CP SP819 STANWIX (M.P. 818.9) and CP SP831 SENTINEL (M.P. 831.2), about a twelve mile section of two-tracks put in some years ago.
Note that the above northern track, Main 1 (right) has concrete ties whereas the original track (Main 2, left) has wooden ones. However, in the background (of the above view) the unseen Main 2 (left) has concrete ties for some distance.
All views above shot February 8, 2013
In the last photo above, the tracks start a downward, mountainous-like, snake-like curving for some distance. It may be that in such situations, like by the Shawmut area, UP uses concrete ties. Maybe (“maybe”) they wear better or are more stable in such situations.
So, the section of concrete ties at and on each side of the Shawmut siding could be an indicator of upcoming two-tracking, OR it just fits UP policy for curvy, mountainous areas, which Shawmut and its surroundings are kind of in.
An Analyst and Some Hard Facts
Estella-Bosque, AZ
In the absence of any known two-tracking both in Arizona and California, it was thought the forum may be interested in some situation FACTS about the above mention area, an area K.P. anticipates might be the next two-tracking location in Arizona.
First, the Estrella area where two-tracking from the east (El Paso, TX) had stopped its westward march (though the Estrella-Tucson section was done in reverse):
https://www.google.com/maps/@33.0110398,-112.3979393,101m/data=!3m1!1e3
As seen in the above aerial, CP SP876 ESTRELLA (M.P. 876.2) is the current end of two-track’s westward progression and is half complete. Main 1 (the northern or top main) midway through the CP changes from concrete ties (right) to wooden ones (left). If one slides the view rightward so that more to the west (left) is seen, the two west side eastbound signals become visible, with the future switch location having temporary long-spaces between ties. The north side now severed and unused Estrella siding is also seen, but that track may be for maintenance-of-way or future two-tracking equipment. Farther to the west a bit … Note the below linked somewhat mysterious view where concrete ties from the west just stop and wooden ones continue eastward:
https://www.google.com/maps/@32.9959294,-112.4540484,101m/data=!3m1!1e3
The concrete ties continues their westward progression on the mainline past the wood tied Shawmut siding (that takes a different and longer route than the main), and continues west past the siding about a couple miles.
https://www.google.com/maps/@32.9790828,-112.5273505,101m/data=!3m1!1e3
So, on each side of the Shawmut siding concrete ties extend a few miles, then, stop with wood ties continuing west and east respectively.
An overview of the area, with the old, abandoned and curvier right-of-way still visible west of the Shawmut siding:
https://www.google.com/maps/@32.9944042,-112.4894723,6444m/data=!3m1!1e3
While new bridge-work is in place near the western end of the different route of the Shawmut main and siding …
October 11, 2015
… concrete ties extend east and west for a relatively equal amount of distance, making trying to figure out the future track arrangement and a possible crossover location inconclusive, UNLESS two CP’s might be involved with just a single-crossover each. Such would be unorthodox for the Sunset Route, but not beyond the realm of possibility. Thus, the Shawmut area might be a general area to keep an eye on.
If one takes a distance of 10 miles WEST from Estrella for a future crossovers arrangement being put in, theoretically then, somewhere between Shawmut and Bosque should see a universal crossover arrangement in the future, unless two single crossovers are put in as mentioned above.
Also, as a reminder, there was (“was”) a staging area in the vicinity east of the new CP SP906 BON (which is east of Maricopa), but that staging area is history and basically gone with little traces of it left today (except for the highway being farther away from the tracks at the location as a location reference). There is, however, the Toltec staging area (that STILL exists) even further east, in the M.P. 928 vicinity plus or minus (east of Casa Grande), and it STILL HAS unexplained, unused pre-stressed concrete bridge parts at it.
March 13, 2011
Those parts may be destined eventually for positioning west of Estrella, the area that was probably next in line for two-tracking but was put on the back burner because of the Positive Train Control fiasco that continues till this day.
Quoting K.P. "Having been a west coast man basically all my life, my familiarity with eastern railroads is lacking. The picture I’m discerning from you and others is that, while the western part of the U.S. has a lot of space and movement available, the eastern part does not and movement of trains is in a strangled state. Do I understand that correctly?
(Of course, how decades ago the likes of the Twentieth Century and other wondrous named passenger trains managed to get through the territory with flying colors doesn’t jive with that.)"
When I was becoming familiar with railroading (back in the fifities), Both the NYC and PRR were four track roads west from New York City to Buffalo and Pittsburgh and two track west of those places--and I had the impression that two of the four tracks were engineered for fast passenger trains. Thus, for the first half of their journeys, the slow freights did not impede the passage of the passenger trains. I do not know the relative densities of freight service west of those two places, but it may well have been that they were not such as to get in the way of the fewer fast trains. Also, back in the "good old days," it was acknowledged that freight trains were no better than second class trains, and thus were inferior to passenger trains.
Now there are operating railroad employees who have no idea of the meaning of class distinction between trains. I wonder how many could understand a train order.
Johnny
MikeF90 (1-19): Two Key Areas
Having been a west coast man basically all my life, my familiarity with eastern railroads is lacking. The picture I’m discerning from you and others is that, while the western part of the U.S. has a lot of space and movement available, the eastern part does not and movement of trains is in a strangled state. Do I understand that correctly?
(Of course, how decades ago the likes of the Twentieth Century and other wondrous named passenger trains managed to get through the territory with flying colors doesn’t jive with that.)
While NS seems to be attractive to CP for some reason, in light of your comments what came to mind was the effort some years ago about a group, I think it was The Children’s Fund, to streamline CSX for a big profit, but all of a sudden strangely stopped their efforts and seemed to go elsewhere. Was that because those of that money making effort suddenly had a rude awakening they were attempting the impossible because of a strangled eastern railroad environment?
As far as mega-boats, are you saying, Mike, that they are irrelevant because docking them is presently not possible but may (“may”) in the future (if money can be found to expand the used docs)?
As far as a CP and NS marriage itself, I and an associate have a radically different point of view on it (that marriage may NOT be the objective nor will it be the end result), but I think the eastern congestion matter must be comprehended first before I publically venture an opinion on CP + NS. But, if I understood your post correctly, west to east coast shipments (like via the Sunset Route) are relatively safe, at least for the time being, but there is a certain uncertain ahead about eastern U.S. ports and shipments going via the Panama Canal instead.
Dealing with Skimpy Replies
It is amazing how much speculative energy can be saved when those in the know convey a whole point instead of half a point. Of course, their finding joy in seeing others spinning their wheels over half-understandings may be the objective of some in making half points.
A problem K.P. has encountered here at the forum, as well as in life in general, is dealing with others’ aptitudes and age. Since we all are not god’s we don’t know everything, and are subject to making fools out ourselves by putting our foot in our mouths, which K.P. freely admits he has occasionally done. Humble persons will readily admit to such things. And, then there are the extremes of age, i.e., both the young and the over the hill gang, that both are deficient in making clearly understood thoughts. Then there are those in the middle that act (“act”) super young or the other extreme for various reasons, like those in the know who act dumb to protect sources or their own employment. Oh, what a strange life we at the forum have …
D.CarletonOn the other hand the east coast may see increased port traffic and thus the eastern railroads, with lower traffic and corresponding stock price, may be a bargin in the long run. Does this play into CP's interest in NS?
Well on the other hand poster @mudchicken observes that the problem with the east coast is "Chronic congestion, all the way back to the PRR/NYC days. Some can be bypassed, some can't. (too many terminals, junctions, interlockings ....average train speeds are not the same east vs. west.)"
The west coast ports seem willing to invest for unloading the new 'megaships' that can't fit through the new canal: http://www.portofoakland.com/newsroom/pressReleases/2015/pr_490.aspx Intermodal shipping is for time sensitive transport which would not be served by likely slower transit through the canal. OTOH some more cost sensitive transport (say, bulk goods) might be redirected to upgraded Gulf Coast ports.
IMO the main threat from a CP/NS merger is distraction of the other class 1 railroad execs from maintaining and growing their business. Hunter Harrison's only trick in his playbook is cost reduction, so I don't think the above referenced congestion will be reduced any faster than current management.
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! ***
You May Want to Make Sure You Are …
… Sitting Down for This One!
In perusing various current topic titles here at the forum, daveklepper’s “Time to Restart the Super C” thread was checked. A then new post therein by “D.Carleton” was read, and it is quoted from that thread below because of its special relevance to this ‘Sunset Route Two-Tracking Updates” thread.
D.Carleton Just to throw another wrinkle in here: Later this year will see an enlarged Panama Canal. How this will affect or effect North American traffic patterns remains to be seen: either it changes everything, it changes nothing or something in between. More than likely there will be something and the potential big loser is the west coast and the railroads that serve it. The western railroads would be warry to invest in capex for west coast imports to the east. On the other hand the east coast may see increased port traffic and thus the eastern railroads, with lower traffic and corresponding stock price, may be a bargin in the long run. Does this play into CP's interest in NS?
Just to throw another wrinkle in here: Later this year will see an enlarged Panama Canal. How this will affect or effect North American traffic patterns remains to be seen: either it changes everything, it changes nothing or something in between. More than likely there will be something and the potential big loser is the west coast and the railroads that serve it. The western railroads would be warry to invest in capex for west coast imports to the east.
On the other hand the east coast may see increased port traffic and thus the eastern railroads, with lower traffic and corresponding stock price, may be a bargin in the long run. Does this play into CP's interest in NS?
So, as we all know, the forced upon the railroads Positive Train Control costs big bucks, rail shipments are down, because of newer government regulations coal is drying up, and now Intermodal West Coast to the East Coast shipments may start going via the Panama Canal! In a few years, will someone here at the forum be moved to start a new thread entitled, “Sunset Route Single-Tracking Updates“? Will the triple-tracked portion of UP’s Central Corridor be single-tracked? Will a new trainman be a collector’s item?
There may (“may”) be more to the present absence of Sunset Route two-tracking than first meets many observers’ eyes.
Replies
John Simpkins-Camp (1-7):
This forum contributor is unfamiliar with the specifics of the old RF&P yard in Alexandria, VA except that it was quite an interchange place years and years ago, but I would venture to say there are other similar places within a few hundred miles that took up classifying cars when the yard was closed.
Here on the west coast, yards have been converted to Intermodal facilities, such as BNSF’s San Bernardino complex …
… which was once the “A” Yard for boxcars.
desertdog (1-12):
You make a dazzling case for a future Red Rock Yard by Red Rock, AZ.
Us being in the dark as to UP’s inner thinking doesn’t help, but I would venture to say that Positive Train Control’s (PTC) massive expense is the greatest hindrance.
While UP says Red Rock is flat, a cursory look at topo maps indicate there are variations in elevation of somewhere in the 30 feet range.
Of course, at West Colton Yard there are elevation fluctuations too. Sources say employee timetable pages for both locations shows non-flat profiles.
It is said that shipments are down. It would be something if such a compaction of the economy could be traced to PTC because of all the productive things that railroads COULD be investing in (like two-tracking) are put on hold for non-productive things, like PTC. Ironically, clean air efforts and the reduction of coal traffic may be a factor too in the compaction of the economy!
As far as Tucson being crammed, I wonder if an Intermodal complex west of town, off I-10, would ease congestion in Tucson.
If UP is still interested in the Red Rock land, UP may just be tied up with the PTC issue. Whatever the case, it just would be nice if the railroad would say something on the matter one way or the other so we all would know.
SP657E44 (1-15):
SP657E44 I found out where the dirt from San Gabriel is going - right off the 605.
I found out where the dirt from San Gabriel is going - right off the 605.
Where exactly (north-south-wise) off the 605 Freeway is the San Gabriel Trench dirt being moved to? IF (“if”) it is just off the SP right-of-way in El Monte, maybe Metrolink will pay for a second track along the Alhambra Sub, through the San Gabriel Trench, into Los Angeles. After all, Metrolink is kind of trapped with a single-track center of the freeway line.
MikeF90 thought that that part of the Sunset Route’s Alhambra Sub would not see a second track, and I tend to agree with him, but if the right-of-way is having dirt dumped on it, that might change things. But, again, the all important aspect of your post was where along the 605 Freeway was dirt being dumped at?
The first time i had a tire blow my first thought was "G.. ! Who the H is shooting a cannon at me ?" (it was about three times bigger than the loader tire).
A10
Third Section
That day, too, was the day the end of the world seemed to have arrive, with a horrendous boom caused by a tire blowing up!
As concrete things are beginning to now happen with the Diversion, what fun things and otherwise waits reporting in this thread?
Second Section
A long mystery in the downtown Pomona, CA area has been the Diversion’s absence of a WEST eastbound signal bridge for the coming CP AL514 HAMILTON. It is believed such will be erected at the west end of the below walling, which walling has a switch across from its east end. Photo shot November 7, 2009.
K.P. believes a signal bridge will be erected there this year.
If you have been at the forum for a while, you may recall this photo from the same day, of all the equipment needed to realign the LA&SL Main, our Track "A" (of A-D):
Since there will be in the future such shifting of tracks at the west end of the future CP, likely the signal bridge has never been erected because such equipment surely would knock it down if the bridge had been erected.
On that above date, the track really got warped, likely from all the stress being taken off it temporarily.
More fun (“fun”) in the Third Section
Pomona (CA) Diversion Refresher Course
Part II (of I-II, Plus)
May 13, 2009 -- Humane Way looking east, with the curvy track that MikeF90 speculates will be the first to be put in service.
May 10, 2009 – Looking west from Highway 71, which because of the highway being upgraded to full freeway status, such a photo cannot be repeated and the spot now un-assessable.
May 10, 2009 – Looking east from what is now the 71 Freeway:
July 10, 2009 – By the Pomona Metrolink and Amtrak stops, looking west and the future CP AL514 HAMILTON’s east westbound signal bridge:
All the above should give the forum a feel for what MikeF90 posted about. His post is re-quoted below for ease of referencing the above photos about the things he mentioned.
MikeF90 K.P., your posts of the Diversion area are most timely. According to the minutes from the ACE December 2015 board meeting, the pipeline related construction seems to be on a faster track. An excerpt: Kinder Morgan and UPRR have now reached a settlement on this matter and have come to an agreement.- Kinder Morgan will complete the pipeline relocation work within by the end of theyear. [ed - 2015, looks behind schedule ] - Upon completion of Kinder Morgan’s work, UPRR will then modify their track andsignals to accommodate the future 4th track, which is scheduled on January2016.- After UPRR’s modification of their track and signals, ACE will then bid out andaward a construction contract to complete the reconstruction of the LACFCDstorm drain. [ed - starting about Apr 2016]- Upon completion of the reconstruction of the LACFCD storm drain, UPRR willthen complete track and signal modifications. [ed - starting about Oct 2016] Time for another visit (when no rain is predicted ). I speculate that the first round of UP signal/track work will allow the use of new LA sub trackage away from storm drain work on the north ROW side.
K.P., your posts of the Diversion area are most timely. According to the minutes from the ACE December 2015 board meeting, the pipeline related construction seems to be on a faster track. An excerpt:
Kinder Morgan and UPRR have now reached a settlement on this matter and have come to an agreement.- Kinder Morgan will complete the pipeline relocation work within by the end of theyear. [ed - 2015, looks behind schedule ] - Upon completion of Kinder Morgan’s work, UPRR will then modify their track andsignals to accommodate the future 4th track, which is scheduled on January2016.- After UPRR’s modification of their track and signals, ACE will then bid out andaward a construction contract to complete the reconstruction of the LACFCDstorm drain. [ed - starting about Apr 2016]- Upon completion of the reconstruction of the LACFCD storm drain, UPRR willthen complete track and signal modifications. [ed - starting about Oct 2016]
Time for another visit (when no rain is predicted ). I speculate that the first round of UP signal/track work will allow the use of new LA sub trackage away from storm drain work on the north ROW side.
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