The Plan (“Plan”) was a Quick Check of Sites in Riverside (CA)
On Tuesday, October 20, 2015 the 91 Freeway future LA&SL railroad bridge (on the alternated Sunset Route) was checked on, but that was a real disappoint with little progress seen. The Perris Valley Line connection to the BNSF Transcon (also on the alternate Sunset Route) was visited, and the new signals were active, with signal heads turned towards oncoming trains. A westbound view:
By the CP, the CP box was found to not have a nameplate! Is it CP NO NAME?
At Citrus Street (on the PVL) a northward view of the now activated signals, with the BNSF trusses in the background.
But the dispatch had unraveling bigtime before the above photos were taken, and K.P. had to return to San Bernardino! Back at the assigned site, the dispatch unraveled further -- big time! So, K.P. went to Colton. At the Colton Signal Dept. he was surprised at what was there and NOT there too! And, since it has been two years that the two-tracks over the Colton Flyover were put in service, he thought some photos of the Colton Flyover from Rancho Ave. would be in order. That material, which is rather short, will be covered in a few days.
As K.P. was coming off the Rancho Ave. overpass, an LA&SL westbound from Cajon Pass transferred to the Sunset Route via the BNSF Connector, with a classy KCS SD70ACe unit trailing (leftward).
So, while in Colton, trains to and from Cajon Pass were routed to the Sunset Route AND Sunset Route trains to and from Arizona were routed over the alternated Sunset Route via Riverside on the LA&SL.
Not a whole lot of photos were taken, but the ones that were make for a good review of the Colton area, and the current happenings at the Colton Signal Dept. A short post series will be worked up in a few days …. And some replies too as time permits.
----------------------------------------------------------------------------------------------------------------------------------- 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.
Is the Sunset Route Two-Tracking …
… at a Crossroads?
Part “R” (of M-R, Overall A-R)
Heading back, K.P. was stunned to see a new concrete bridging towards the latter western third of the Shawmut siding, where the track come together again after traveling a different route! That was worth stopping and photographing!
An aerial of the bridge location (as long as the current view stays at Google) shows an old wood bridging.
https://www.google.com/maps/@32.9969187,-112.5042976,50m/data=!3m1!1e3
Another view shows the general area, and the two routes.
https://www.google.com/maps/@32.9971256,-112.5022215,403m/data=!3m1!1e3
In the first aerial, the second track would be NORTH of the current main, whereas back east several miles at Estrella, the new track would be on the SOUTH side.
At Shawmut, the new second main could follow the siding route, but that is unlikely, because the siding has wooden ties, and tie-work and replacement efforts have been with wooden ties. More likely, a concrete-tied second main would follow the new shortcut route of the main. So, somewhere between Estrella and Shawmut and alignment shift will take place, so the new main will change from the south side to the north side.
The Crossroad Idea
But, why does this series theme have the word “crossroads” in it? Because some hard decisions will have to be made relatively fast! It is not clear when the Positive Train Control harmer will come down on the railroads, as there has been legislation extending it, but a counterpart bill in the other branch is tied up in political legislation. The railroads have said they will shut down instead of violating the law. A national railroad shutdown would be devastating to the national economy. If a shutdown is about to happen, likely before such the President of the United States by “Executive Order” will do away with the PTC law, and because of mass disharmony within and between the two legislative branches of the government, PTC likely would be dead, and there will be insufficient energy to bring it back as when the mass excitement after the 2008 head-on in Chatsworth, CA that started this whole fiasco in the first place. Of course, all that is just K.P.’s opinion (“opinion”).
K.P. is unaware of any two-tracking anywhere on the Sunset Route between El Paso and Los Angeles. In the last couple of years much two-tracking has been accomplished, but further two-tracking may be on hold until the resolution of the PTC matter. Even with the recent completion of the Araz to Yuma two-tracking and re-signaling much has been left behind and unfinished. As an example, take the old cantilever signal bridge on the west side of the Colorado River, by Yuma. Normally, such things are immediately taken down in signal cutovers, but it still stands as of the photo date!
Will UP delay two-tracking and install color light signals over its remaining single-track Sunset Route, or decide to two-track the whole thing (which obviously would include color light signals as part of the package)?
It will be interesting to see if the Ontario to Fontana (CA) two-tracking comes about as has been heard, probably at the beginning of 2016.
So, we live in a depressed time of two-tracking, but there may be a reason for it. It will be most interesting to see if the railroads shutdown soon, or if UP will resume doing two-tracking 100 miles at a time … or a few feet a month …
Part “Q” (of M-R, Overall A-R)
Now we arrive at Estrella, the end of two-tracks westward from El Paso (left).
Above, the right signal is unused by thru-trains. When this CP was put in a number of years ago, the plan undoubted was to continue westward as soon as possible. But something happened. More later!
So, the targeted things were all seen this trip, and it was time to head back to California. But something nearby had not been seen yet! And, what crossroads is the railroad at with its two-tracking?
Continued in Part R
Part “P” (of M-R, Overall A-R)
Near the Estrella universal crossover location, before eastwardly arriving at the CP, the Highway 238 strangely goes away from the tracks and returns, for no apparent reason. But, it did so years and years ago to go around a “wye.” The old right-of-way is visible from Highway 238 if one knows where to look.
Interesting tidbit!
Continued in Part Q
Part “O” (of M-R, Overall A-R)
The Shawmut siding is different than most, that within the siding the route of the mainline and the route of the siding take different paths. The main is the background track.
The siding, closest to Highway 238:
Please make a mental note of this location as it will be brought up again in a little bit.
Continued in Part P
Part “N” (of M-R, Overall A-R)
Now we approach the Shawmut siding, but we are NOT there yet. Aerials show WEST of the west end of that siding the track once curved around sharply back and forth, but the line was redone.
Here are some photos of the old line and its embankments before the relocation.
Continued in Part O
Part “M” (of M-R, Overall A-R)
The Gila Bend CP (Part L) is near the I-8 Freeway, which bridging over the tracks is photogenic.
In that last photo, there’s that same auto-rack train again!
Continued in Part N
This is wild speculation on my part. Could UP be thinking about by passing Yuma entirely?
Say run around the south side of the Yuma Proving Ground and then paralleling the All American Canal? This would get them out of Yuma get away from the Ft Yuma Indian Reservation.
Further it might give them room to have some room for a yard facility in addition to the crew change offices.
As I said shear speculation. And I may have said it before.
Rgds IGN
Part “L” (of G-L, Overall A-R)
We now move over to the east end of the Theba siding, at a grade crossing.
The Theba siding is significant, in K.P.’s opinion, because in theory (“theory”), the Theba-Gila Bend section should be next to be two-tracked, a single-track section of about 10 miles. That section is right in the middle of an about 45 mile section of single-track, with two-tracks from El Paso ending at Estrella (to the east) and two-track section from the west ending at Sentinel (to the west).
The west box of the Gila Bend siding:
Above, that west eastbound old mast signal is like that drunk-looking signal that was at Iris near Niland in Southern California a few years back that was ‘fired’ when that area was two-tracked.
The CP box at the west end of the Gila Bend siding has a SIDE placard, unlike the traditional boxes with placards facing trains.
---------
Continued in Parts M-R on Wednesday, October 21, 2015, to be posted by 6 P.M. Pacific Daylight Time. Part R will tie all we’ve seen so far together, making a case for the crossroads concept.
Part “K” (of G-L, Overall A-R)
The CP box:
Theba has a fascinating structure at the location.
A westbound comes zooming by with some Norfolk Southern power behind the lead UP SD70M.
Continued in Part L
Part “J” (of G-L, Overall A-R)
We continue on eastward for miles, still single-track, with no evidence of two-tracking anytime soon. Then about a 12-mile section of two-tracks is passed, between Stanwix and Sentinel. We also pass that auto-rack train that passed us back at Colfred.
We arrive at the WEST switch of the Theba siding, at CP SP845 THEBA (M.P. 845.2).
That same auto-rack train goes into the siding.
The remnants of a road closure are there (above), and below after that train gets totally into the Theba siding.
Continued in Part K
Part “I” (of G-L, Overall A-R)
We continue to head east, and come to the east end of the Aztec siding, at CP SP812 AZTEC (M.P. 812.4). The newer but still old CP box is on site. Also, the Positive Train Control (PTC) antenna is still unhooked up, with the wire coiled and dangling.
Aztec still has that old water tower standing!
Continued in Part J
Part “H” (of G-L, Overall A-R)
A closer view:
There was strangely a group to very long single-piece rails (left) near that overpass.
Continued in Part I
Part “G” (of G-L, Overall A-R)
From approximately the same location (on the Mohawk west slope grade, see Part F), a view looking east, towards the summit of the Mohawk grade:
Now, at the previous end of the Mohawk siding, the going under the I-8 Freeway:
Continued in Part H
Anyone interested in more details about the history of the rails through Yuma is referred to David F. Myrick's Railroads of Arizona, vol. 1, pp. 138-161. You can find plenty of historical details about original rail construction there, previous bridges across the river (including construction photos and plenty of other images), the floods which tormented the place, and maps showing how the rails have been rerouted there in the past.
Part “F” (of A-F, Overall A-R)
An eastbound auto-rack train overtakes K.P. The upward climb is visually very pronounced here.
As you will see, that auto-rack train played skippidy-hop with K.P.
The first intermediates east of the Colfred siding have two-element lower heads, for yellow over yellow (to go into the Colfred siding) and yellow over green for crossing over.
Further up the grade a bit, looking back downgrade:
------------
Continued in Parts G-L on Monday, October 19, 2015, to be posted by 6 P.M. Pacific Daylight Time.
Part “E” (of A-F, Overall A-R)
For those that may not be aware of it … the original Yuma alignment (camera location) is just a few blocks from the present truss bridge (background).
Now, we head east to the Colfred area, on the western upward climb of the Mohawk grade.
K.P. found BOTH mains now in service. When first arriving at the east end of the present Colfred siding, a westbound train on the new Main 1 was going into the Colfred siding.
K.P. figured it would be years for him to finally see the Colfred siding used now that the Mohawk grade was two-tracked, but he guessed wrong. The “force” must have been with him!
In the last photo above, the upward grade of this area is plainly seen.
Continued in Part F
Part “D” (of A-F, Overall A-R)
For decades the famed Santa Fe Super Chief traversed through Pasadena, CA. Then an earthquake changed things, and Santa Fe sold the line to commuter interests, who pulled up the tracks. The ex-Colorado Blvd. grade crossing (famous for the Rose Parade televised nationally generally on New Year’s Day) was turned into a non-grade crossing.
Where did the tracks go? Under Colorado Blvd.!
In theory, the Sunset Route could go under Yuma on the old alignment of a hundred years ago. But, electric propulsion is different from diesel locomotives, mainly in the exhaust factor, which doesn’t favor tunnels.
K.P. in the not too distant past made contact with the U.S. Army Corps of Engineers, who reportedly was involved with a new UP Colorado River Crossing, and they said that they knew nothing of such an effort. If they were somehow involved, that involvement was short lived.
So, the likelihood is that the present single-track Colorado River alignment in Yuma will stay indefinitely, unless someone at UP can sweat talk resistors to allow a two-track bridge crossing!
Continued in Part E
Part “C” (of A-F, Overall A-R)
The Interior:
Could that original Sunset Route be restored in lieu of the present truss bridge over the Colorado River? Unlikely!
A northward view and SP 2521’s tender:
Above, note the I-8 Freeway bridging in the background.
The tended end looking north-like as a Sunset Route westbound (leftward) passes in the distance:
In theory, the Sunset Route could be rerouted though here, with two-tracks put in a trench, or even worse, a tunnel. But, locomotive exhaust is the biggest drawback.
Continued in Part D
Part “B” (of A-F, Overall A-R)
Steamer SP 2521, a 2-8-0, in a small park-like atmosphere:
Steps go up to the cab.
A traditional ‘wedge’ shot:
A cab view:
Continued in Part C
Part “A” (of A-F, Overall A-R)
We start at the Colorado River crossing, approximately the dividing line between California and Arizona.
Above, there appears to be sufficient room for a two-track structure, but supports for a new bridge would have to be put in first, and the present structure removed, with a new bridge waiting in the wings to be hoisted into position.
Looking west on the California side. Eastbound trains (coming at the camera), unless they receive a signal more favorable that yellow a couple of miles to the west, have to creep around the above background curve to ensure they can stop at a red signal here.
The single-track spanning of the river was built in 1923, nearing a hundred years ago!
One way or another, the bridge will have to be replaced sometime in the future. Can it continue another 10 years? 50 years? 100 years? There appears to be some political forces preventing a replacement, as to a two-track structure. What would happen if it became structurally unsound? If it can’t be replaced, would that be the end of the Sunset Route? THAT would be a crossroads for sure!
Continued in Part B
Posting Schedule
This Arizona series will generally be on a west to east basis, from Yuma to Estrella, Estrella being the present end of two-tracking westward from El Paso, TX.
Saturday, October 17, 2015: Parts A-F
Monday, October 19, 2015: Parts G-L
Wednesday, October 21, 2015: Parts M-R
Posts should be up by 6:00 P.M. (Pacific Daylight Time) on the scheduled date.
Years ago there were 100 miles at a time in the two-tracking of the Sunset Route, but things changed dramatically a little over half a decade ago. This presentation hopes to present in a broad way the current status of the Sunset Route two-tracking, including some tidbits of interest. Then, in the end of the post series, an explanation, an opinion, of what happened that brought slowness to the effort and why Union Pacific is at a very real crossroads with the Sunset Route two-tracking.
Now, to the series, initially Parts A-F
blue streak 1 This is way out and IMO will not happen. Could it be that some one some where hopes for restoring Amtrak to Phoeix ?
This is way out and IMO will not happen. Could it be that some one some where hopes for restoring Amtrak to Phoeix ?
I don't see it happening without considerable investment to restore the west end of the Phoenix Sub. It's jointed rail and has been sitting dormant beyond the Palo Verde Nuclear plant for many years. That money won't come from Union Pacific, at least not at present traffic levels. Amtrak doesn't have the money, and for now the State of Arizona seems more interested in Phoenix-Tucson commuter service. The City of Phoenix might be asked to cough up something, as well, to restore the ex-SP depot, but I didn't see any recommendation for that in the recent transportation bond referendum that passed.
John Timm
K.P. thinks so! He went to Arizona to check out his suspicions, and found pretty much what he had expected. Unfortunately, except for the obvious, the seen things are subject to interpretation, and that interpretation doesn’t look good, at least from K.P.s point of view. A post series is planned that gives a broad overview of things in Arizona, from Yuma to Estrella, the latter being the current stalled westward end of two-tracking from the east, from El Paso, TX.
Looking west, the east end of the Theba siding, CP SP847 THEBA (M.P. 846.9)
Several tidbits will be included, mainly of a historical nature. One tidbit is the OLD Sunset Route routing through Yuma, as discerned by the static display position of SP 2521, a 2-8-0 configured steamer.
K.P. got quite a few photos of that steamer, first mentioned at the forum here in recent times by contributor SP357E44 (on August 28, 2015 / the post date presently on Page 220).
Additionally, after putting the camera away to head back to California after about 250 photos, a surprise was seen in the Shawmut area, and more photos were taken; but the surprise, like so many Sunset Route happenings, has a couple of possible meanings because of its location and timing (“location and timing”).
The post series will probably start next week.
A Special Memo to desertdog (10-12):
Your photo of stored concrete bridge parts just west of Toltec Rd. in the community of Toltec, AZ (east of Casa Grande), was timelier than you ever could have imagined! What K.P. saw at Shawmut (two paragraphs above) may be related to a super sad loss of many lives in Southern California back in 2008. The upcoming series, John, may be more thought-provoking than you ever imagine!
Time has been lacking, and also the will, to inventory the bridges situation. But as I recall, from the many occasions of past passing through of Arizona and in the Salton Sea area of California, there were still old original bridges that remained here and there, even though alongside them new concrete structures were put in for the second main. The next time I’m out to Arizona, which probably won’t be very soon, I should look for any old bridges that may or may not remain now.
Take care,
K.P.
Both projects are actually very close in length, San Gabriel more complicated. Colton for just the ramps and bridges comes in at 1.47-ish miles but there's more trackwork on both ends that bring it closer to 2. San Gabe measures in at 1.77-ish give or take a hundred or two feet (or more).
A10
K.P.:
Could you, or someone here in the forum, make a guess as to the size of the San Gabriel Trench project versus the size of the Colton Crossing project? I might hazard a guess that current trench project is three to four times the size of the Colton project?
Thanks!
--John
One last stop on our short trip to the Gila Sub was a visit to Maricopa. For several years, there has been talk of replacing the current "Amshack" depot there with a permanent facility, as well as relocating it away from SR 347 in order to avoid traffic backups when Amtrak is in town. We headed to the site where the new depot was supposed to be constructed. There was nothing to see, save for palo verde trees and tall weeds, hence no photo. However, here is one of the many newspaper articles that has kept hope alive all these years.
http://azbex.com/19232/
Except for the unfinished Casa Grande switching lead I posted about recently, the two-tracking project between Tucson and Estrella is pretty much a memory now. However, you can still find vestiges of past activity here and there. These bridge sections are the remains of a large pile of bridge and other construction materials that were stored in Eloy, just east of Casa Grande. I'm not sure why they are still here as all the wooden bridges were replaced on the original main as part of the construction.
I was able to get away for a few hours recently with a railfan friend from Portland, OR. Traffic on the Gila Sub was slim due to a MOW work window, but that gave us time to explore the Thornton Industrial Park in Casa Grande in hopes of finding the private switch engine that serves the many industries there. After driving around for half an hour, we gave up. However, we found this beauty parked in the small yard the UP built as part of the two-tracking effort. I'm not sure who is leasing it, the UP or the switching outfit, but it was worth taking a photo, anyway.
Our community is FREE to join. To participate you must either login or register for an account.