K. P. Harrier ... snip ... The SANBAG people (and consultants) indicated that a very unusual bridging arrangement would replace that present BNSF two-track structure, namely, THREE SEPARATE SINGLE-TRACK BRIDGES!!! One single-track bridge will be built to the WEST of the present bridge, and one to the EAST. After those two bridges are in service, the present two-track bridge between them will be torn down, and thereafter the third single-track bridge will be put up in its place, so that finally there are three single-track bridges over I-215.... snip ...
K.P., I really got a chuckle out of this one since I / we anticipated this solution early last year (link). The new freight bridge on the BNSF Harbor sub shows how this can be done. Hey, maybe they stole our idea ...Did anyone ask about the 'relocated' 9th Street trackage? I speculated two possibilities on my map (link). Likely this will require ROW improvements near (BNSF) CP West Colton that both RR's will appreciate.
BTW my addled mind was thinking 'four tracks' north of I-10 since every visit to the area I seem to catch a waiting UP train on the NW connector that may block BNSF control points a short distance away.
-- Mike
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! ***
Announcing: Mostly Ontario, CA
Things have been pretty much quiet for K.P. on these continuing two-weeks supposedly without dispatches ... Except for 20 minutes of business Saturday in Fontana, CA. After that, the time was mine, and Fontana to Pomona was checked out, resulting in 300 photos and some fascinating new surprises to report, like where this Ontario Signal Dept. signal bridge part went ...
A ten-part series will be posted tomorrow morning, Tuesday, October 18, 2011.
MikeF90 (10-16):
At the SANBAG meeting last Thursday evening I did ask about 9th Street in Colton. That is up in the air right now, but the person I talked with on that felt like I do that a "U" track should be built off the BNSF just north of the Santa Ana River to serve UP customers just north of the River.
Yes, north of the Sunset Route, I-10, and Valley Blvd., there are only three tracks, not four. But, I can remember when there was a grade crossing tower at Valley Blvd., with wig-wags and gates! And, there were SIX AT&SF tracks back then! Oh, how times have changed!
Best,
K.P.
----------------------------------------------------------------------------------------------------------------------------------- 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.
Update as of Saturday, October 15, 2011
Mainly Ontario, CA
Part I (of I-X)
There was supposed to be no dispatches for two weeks. Well, you guessed it. Out of the blue K.P. had an assignment in Fontana, only for 20 minutes! After that, I could do what I wished, so I checked out Fontana to Pomona. Allot of things were found, and 300 photos later ...
Surprisingly, little was found at the Milliken Ave. Flyover (M.P. 525.40). However, the concrete structuring looked all filled with dirt now. Looking east:
Looking west: The west side concrete structuring looked completely filled with dirt also. The lowering slant is starting to become visible as the flyover goes to the background.
Looking east again, the center concrete piers have dried and had their metal molds removed.
Continued in Part II
Part II (of I-X)
A progressively closer west side views next to Milliken Ave:
On a Saturday like this, no constant flow of trucks blocked the view of the west south-side narrow dirt road.
We now move west to the downtown Ontario area, and some surprises are seen!
Continued in Part III
Part III (of I-X)
Longtime viewers of this thread will recall the below previously posted two photos of the Los Angeles & Salt Lake (LA&SL) CP of C039 BON VIEW.
The EAST side of the CP looking west: Mains 2* (left) and 1 (right) signals.
The WEST side was that location where westbound (leftward) trains past ANOTHER westbound signal (right, of the searchlight variety in the same CP)!
Now, in this visit's photo, looking eastbound near Campus Ave, looking towards the street Bon View: CP BON VIEW is where two main tracks (background) become single-track (towards the camera).
Again, the left signal mast has those westbound target signals behind the eastbound color light heads. But, that is going to change slightly ...
Continued in Part IV
----------
* Technical correction made after original posting.
Part IV (of I-X)
By the Ontario Signal Dept. (far right) at Campus Ave. (just a block or two west), a NEW westbound color light signal has been erected.
Another westward view: Make a mental note of the Mountain Ave. overpass in the far background.
A westward telephoto: The SP Ontario branch's crossing is visible towards the photo bottom, and in the background is the west side eastbound signal, now with a head also, though like-wise turned aside.
Continued in Part V
Part V (of I-X)
The west side eastbound turned away signal is at Sultana Ave. (left) and State St. (foreground cross street).
A north side view looking southward:
Somebody must have sweet talked the old target signal so that it agreed not burn its bulb out, because its ladder (for maintainers to bring up and change out a bulb) is half gone ...
Continued in Part VI
Part VI (of I-X)
Now, the old SP Ontario Branch that crosses the LA&SL at the above signals, at CP C038 ONTARIO. The location is where a 90 degree diamond was converted to an angled crossing, necessitating the strange track shifting alignment.
In the above photo, note the counterpart signal in the background, also now with a signal head.
Also In the above photo, note the barely visible old CP box on the far left. A new replacement CP box for the new signals has NOT been brought to the site yet, so activating the new signals is NOT imminent.
When highlighting CP C038 ONTARIO previously, K.P. felt the new Ontario Branch signals would have just a single-bulb head on each branch mast, for red and flashing red in accordance with UP's contemporary signaling aspect policy. But, that has proved NOT to be the case, and the heads have two-bulbs.
This branch crossing previously was observed to have red and lunar indications, so the new signals (with two-bulb heads) will likely have the same.
Continued in Part VII
Part VII (of I-X)
The next LA&SL CP west is the east end of the Montclair siding, at C036 MONTCLAIR, not to be confused with the SP side North Montclair siding. The photo left side (below) east westbound signal still has NO color light signal mast present.
An eastward view of CP C036 MONTCLAIR from the east side of the Mountain Ave. overpass:
Note the foreground, short mast siding signal on the LEFT in the photo above. It could be misinterpreted by a yard movement on the track to its north (left). So, UP is correcting that, and eliminating that possibility all together by erecting a cantilever signal structure on the west side of Mountain Ave!
In the above photo, note the west side position of the new cantilever structure in comparison to the old mast signal in the background lower right photo corner. Also, by moving the fowling point a bit west, the siding loses capacity slightly.
The east end of the siding seems to have a new, unhooked up yet CP box. There are protective concrete blocks on the lower right.
Continued in Part VIII
Part VIII (of I-X)
Views from atop the Mountain Ave. overpass:
Looking east towards CP C038 ONTARIO: The view is so compressed and kind of confusing that CP C038 ONTARIO (where the Ontario Branch crosses SINGLE-track) that the crossing's location is unclear, but it is back there somewhere. Even the signal is back there somewhere, but K.P. can't see it.
The above photo shows one of two short sections of single-track on a basically two-track line.
A westward view:
A westward telephoto: The small LA&SL Montclair Yard is visible on the photo upper right.
This LA&SL trackage here is the ALTERNATE Sunset Route.
Continued in Part IX
Part IX (of I-X)
While we are up on the four to five block long Mountain Ave. overpass, K.P. walked a block north and got some photo views of the SP-side actual Sunset Route.
Looking eastbound with the North Ontario siding in view:
When this area (above) is Sunset Route two-tracked, the second main most likely will be on the right (south), and match up with the south side sidings.
A westward view: The also south side North Montclair siding is in the distance. The overpass in the background is Central Ave.
The dark slanted line above is the roadway's west side protective railing for autos. There is NO fencing, nor sidewalk on the west side of Mountain Ave., only on the east side.
AS A SIDE NOTE, that Central Ave. overpass in the background of the above photo is where the previously posted eastward 'mood' photo below was shot from on December 15, 2010, for those at the forum that may be unfamiliar with the area.
Continued in Part X
Part X (of I-X)
Back on the LA&SL again ... at the west switch of the LA&SL Montclair siding's east side westbound new signal masts have had the new heads installed now.
Both the above present and future east side westbound signals here are a bit baffling to K.P., as they both only have a single head. The next control point west (LA&SL CP C033 WO TOWER) is where there is a crossover from the LA&SL to the SP, and which crossover utilizes 60 M.P.H. turnouts through back-to-back CP points! The other involved CP is SP CP AL515 RESERVOIR.
The west side eastbound signal at CP C035 MONTCLAIR still has not been erected. Matter of fact, the signal doesn't even appear to be on site yet, only the base for it (under the orange cone). Also, no new CP box has been brought to the site.
In downtown Pomona, no activity was spotted, and the new nameplate decorated boxes for CP AL514 HAMILTON are just collecting dust awaiting the outcome of the legal controversy between UP and the pipeline outfit Kinder-Morgan.
One undesirable new thing has been the springing up of weeds on the incomplete track laying at the future CP AL514 HAMILTON.
So, because of a necessary 20-minute out of the blue special assignment in a period when there wasn't supposed to be any, K.P. got to prowl around the Ontario area and take 300 photos, a selection of which was presented in this post series. From Fontana (Sierra Ave. where the 20-minute assignment was), K.P. traveled westbound on I-10. It was noted that no second-track track laying had taken place yet in Fontana, even though all the previously in-the-way advertising signs had been removed.
This will conclude the 'Mainly Ontario, CA' post series.
------------
Tomorrow, Wednesday, October 19, 2011: A brief, DEFINITIVE answer to the question of whether or not three BNSF Transcon tracks will fit under the I-10 Freeway opening just north of Colton Crossing in Colton, CA.
K.P.,
What I noticed most about this series of photos is the terrible, smoggy haze in the area. From my perspective it seems to be so thick that you can probably taste it.
This sure makes me glad I live in an area with air so clear that visibility is nearly always unrestricted.
Speaking of the Devil!
Train Wreck under I-10!
Colton, CA
Around 2:10 A.M. this morning, a westbound UP train on the northwest quadrant's transition track derailed, and reportedly the I-10 Bridge piers received "superficial damage." As this is posted, the I-10 Freeway is closed, according to a Los Angeles TV news broadcast. Two trains were involved. The new signal on the right of the first below file photo escaped being hit by just feet.
The Sunset Route is the east-west background tracks in both photos.
Ironically, at derailment time, K.P. was posting the last of the "Mainly Ontario, CA" series. Ironic, too, this thread talked about that very thing very, very recently!
Two TV broadcast links about that Colton derailment ...
http://abclocal.go.com/kabc/story?section=news/local/inland_empire&id=8395877
http://losangeles.cbslocal.com/2011/10/18/interstate-10-reopens-after-2-freight-trains-derail-in-colton/
From the Horse's Mouth
Colton Crossing, I-10, and the BNSF
There has been a question about whether THREE tracks would fit under I-10 bridging by Colton Crossing in Colton, CA.
An email to K.P. from contacts at SANBAG states:
"There is room under the I-10 overpass to accommodate the 3rd BNSF track. The proposed widening of the I-10 Freeway will be designed to also accommodate the 3rd track."
So, that should definitively settle it.
cacole (10-18):
There is so much smog here in California that I think a statewide voter referendum will pass for renaming the state Smogifornia!
About that reroute by Marsh Station Rd. in the nearly smog free Arizona ... You previously mentioned the erection of a mast with bidirectional signals on it. Do you remember where the mast was put, in the grading in Photo "A" or "B," and how far away it was from the roadway overpass?
PHOTO "A":
Looking west from the Marsh Station Rd. overpass:
PHOTO "B":
An eastward view:
Thanks in advance.
The next time Arizona is visited by K.P., the Marsh Station Rd. area will be put on the itinerary for sure.
Best wishes,
Two signals are being installed along the Marsh Station Road track realignment. One is approximately 1/8 mile west of the new Marsh Station Road overpass, and the other is at the west end of the project site where the track begins to curve toward the existing line.
I believe these two signals replace existing ones that are near I-10 at each end of the project site. There is an existing signal just north of the railroad bridge over I-10 at the Cienega Creek end of the project site, and another one approximately 1/4 mile south of I-10 at the Empirita Road exit.
The two new signals will replace these, and two or three other signals that are along the present alignment will be eliminated because the new track will be significantly shorter.
CASA GRANDE - PICACHO, Friday, October 21, 2011
With the weather moderating into the high 90’s, it was time to check out construction progress along the Gila Sub. We started at Casa Grande and worked eastward.
While an eastbound shipment of automobiles waited for a crew change, we snapped our first shot at the west end of the Casa Grande yard. The entrance signal and derail are a new feature:
We then found this guy relaxing at the site of the what was once the east end of the Casa Grande siding at Thornton Rd. It looks to be the same signal that was erected there to guard an industry track and then quickly replaced with a dwarf signal:
There’s was a collector’s treasure trove of signals and related “stuff” sitting in Casa Grande along west Main St. today:
The “Freeman” scrawled on the signal box more likely refers to Friedman Recycling, Phoenix:
John Timm
In another era, the historic Casa Grande depot would have served as a background for these signals. It is no more, thanks to the ravages of time and vagrants who burned it down. The fact that the signals are behind fencing suggests they will find use again somewhere else.
A close look at the entrance signal and derail at the S. Florence St. crossing in downtown Casa Grande. This is the new siding that will now serve the Arizona Grain facility at Hermosilla Street a block to the east. Main #2 has displaced the old siding. To compensate for the loss of car capacity, the siding has been lengthened considerably. It also eliminates the sharp reverse curve that was in the old track arrangement.
Just a few feet farther east, a Bradford-Jackson ballast tamper works on the new main alongside the new siding. The rail in the near foreground looks to have come from the old siding.
Here you get a little clearer picture of the overall layout in this view looking west from Hermosilla St.
Since K.P.’s visit, things are a little more tidy at Peart Rd. where they have been significantly rearranging the industry tracks serving the fertilizer and feed plants:
Today, a U.P. crew was rebuilding the access road crossing over the spur into the industries and doing associated work trackwork within the premises there.
In line with what K.P. has pointed out previously, a transition will start at the I-10 bridge and end at M.P. 924. The new rail, ties and ballast for Main #1 are all in place from here to the west end of the Toltec siding (MP 927) and the ballast gang looks to have completed grading and grooming.
Just to the east of MP 924, the old rail and wooden ties of the existing main (which will become Main #2) have been pushed over the embankment to the north of what will be Main #1. This was done in order to cut concrete turnouts into the existing main for the universal crossovers of what will be the new CP Toltec.
Some of the new turnout materials and equipment in the middle of the universal crossover construction at CP Toltec:
Here we are looking west at the east end of the universal crossovers at the new CP Toltec:
A pair of signals at Toltec Rd. at the east end of the Toltec siding, CP 929. Note the red indications on the upper heads of the Main #2 signals. This is the first time I recall seeing a lit indication on any of the new signals that have not yet been placed in service. It’s Main #1 counterpart remained dark.
The 11 Mile Corner Rd. crossing in Eloy now has three tracks in order to permit switching at Hasa Chemical. In the distance, you can see the yet-to-be-activated entrance signal at the end of the siding:
A closer shot of the entrance signal, as well as the chemical plant itself. Hasa Chemical produces swimming pool chemicals, and as you can see, is a good customer for the UP. For what it’s worth, there are over 600,000 swimming pools in Arizona.
There were no signs since my last visit of any further recent constuction activity all the way east from the Toltec area to the junction with the Phoenix Sub at Picacho, CP SP937. Due to the complicated nature of what is to take place at Picacho, K.P. and I agree that nothing much else is likely to be done in this stretch or at Picacho until the other work around Casa Grande and Toltec is competed.
A couple of additonal observations:
There is now a MOW set out track at approximately MP 912, to the west of Ethington Rd. and just before what is marked on the highway maps as “Cochise Blvd.” The Google satellite map still shows this to be a wide, graded and gravelled area on the north side of the roadbed. There is no entrance signal, similar to the situation at East Maricopa, which now leads me to believe that such signals will not be installed on tracks that are solely dedicated to MOW.
At the same time, the old MOW set out track at the former site of Bon Siding (MP 907) has been removed. This spur was also used on occasion to set out bad order cars. Most recently, it also served for unloading construction materiel. Being something of a landmark--as was the Toltec Siding itself--it was a bit of a jolt to see it is gone.
Replies
cacole (10-19):
You gave the forum a very good mental picture of the new, future signaling on the reroute by Marsha Station Rd. Thanks.
I should be in that area tentatively sometime ("sometime") in December or January to take some photos to share with everyone. Things are rather sketchy at this point, so a precise date(s) is unclear. I'm starting to get used to these 'just a few moments notice' type trips ...
desertdog (10-22):
Part A (of A-D)
That was great documenting of the Arizona scene, John.
About your trip's 'x:00 P.M.' post, second photo:
desertdog We then found this guy relaxing at the site of the what was once the east end of the Casa Grande siding at Thornton Rd. It looks to be the same signal that was erected there to guard an industry track and then quickly replaced with a dwarf signal:
After the newly erected initial tall mast was first erected (left) ...
... but before it was ever put in service, it apparently was taken down, as evidenced by a never before shown file photo taken this past September.
If the signal had been put in service before being taken down, the mast would have likely had the heads facing up in the above photo, and not towards the camera as it does.
Perhaps ("perhaps") the dwarf signal that replaced the tall signal ...
... was put in to avoid confusion, like the need to negotiate the yard exit switch to the mainline eastbound at no more than 30 M.P.H. unlike mainline trains that can negotiate the universal crossover switches between Mains 1 and 2 at 50 M.P.H. The other way there is no issue going into the yard, as trains should get a red over flashing red on either Main.
On the other hand, maybe ("maybe") such a dwarf is easier on the engineers' eyes, as switch positions and dwarf color light indications are in the same general field of view.
Continued in Part B
Part B (of A-D)
On your second post, at 'x:08 P.M.,' first photo:
desertdog In another era, the historic Casa Grande depot would have served as a background for these signals. It is no more, thanks to the ravages of time and vagrants who burned it down. The fact that the signals are behind fencing suggests they will find use again somewhere else.
I found that laying down signal bridge of some sort rather odd: Its lower thick metal tubing is longer than the top thick tubing!
A file photo was found of a grade crossing cantilever type structure east of the Phelan siding on the Palmdale Cutoff here in California, but it was frail in comparison.
So, the laying down structure at Casa Grande likely is for train signal use.
In reviewing K.P. photo files, no signal bridge or cantilever bridge seems to be needed anywhere in the Casa Grande vicinity except in the Picacho sidings area.
Maybe whatever is at the Casa Grande Signal Dept. will eventually be transported to the west Picacho sidings area, where the line from Phoenix junctions in.
Obviously, desertdog, the laying down structure can NOT be for a full signal bridge, because such bridges need the structural integrity of BOTH top and bottom beams being of the same length, which the one in Casa Grande does not have.
Continued in Part C
Part C (of A-D)
The FOURTH photo of that second post ('x:08 P.M.') was stunning.
desertdog Here you get a little clearer picture of the overall layout in this view looking west from Hermosilla St.
UP has come a long way there in just one month, since the middle of September.
Continued in Part D
Part D (of A-D)
In Eloy, did you, John, happen to notice if the new south mast signal (photo right) at Sunshine Blvd. had a lower head installed on it yet?
Since you reported the new, future Main 1 between the future Toltec CP and the future CP at the Picacho junction switches is seemingly ready to be put in service, it may in fact be. In theory, all that would be necessary are the alignment shifts east of Highways 84 and 87, and instead of the west end of the south siding at Picacho turning into the present mainline (future Main 1), it could connect straight through to the future Main 2. Of course, two CP boxes (both a new one and the present old one) would need to be in place at the junction trackage at Picacho.
Maybe ("maybe") the track EAST of CP SP917/SP918 CASA GRANDE, the alignment shift by I-10 east of Casa Grande, the new CP TOLTEC, and the alignment shifts west of the Picacho sidings will all be cutover in a big 12-hour window powwow!
You may have the correct idea reference those setout tracks without entrance signals (like by Wal-Mart / Porter Rd. in Maricopa). They probably are for maintenance-of-way's exclusive use. Since trainmen don't normally carry switch keys for maintenance-of-way locks, no train would every have use those tracks, hence, no need for an entrance (to the mainline) signal. You likely came up with the reason why those setout tracks are devoid of short mast entrance signals (formerly called exit signals).
Thanks for your photo report.
As noted in the memo to cacole, it is looking like sometime in December or January that I will be able to get back to Arizona and photo checkout the Casa Grande to Marsh Station Rd. area, but at this point it is all up in the air and sketchy at best.
While I have you, John, have you heard anything of late about Santa Teresa (NM) and the Red Rock Yard (AZ)? Since Santa Teresa will be a whopping 11-mile long facility, I wonder if it will eliminate the need for a future yard at Red Rock.
Take care, and have fun, cacole and desertdog, when steamer UP 4-8-4 844 comes through the Maricopa / Casa Grande area next month,
K. P. Harrier [snipped] ... but before it was ever put in service, it apparently was taken down, as evidenced by a never before shown file photo taken this past September. . . . Perhaps ("perhaps") the dwarf signal that replaced the tall signal ...
. . .
I suspect the reason for changing to the dwarf was that the mast signal had insufficient side clearance/ "Close Clearance" to/ from the leftmost track with the big sweeping "S"-curve. I don't have UP's clearance standards handy at the moment, but the minimum clearance from C/L of track would be about 10 ft. as a practical matter, and perhaps as much as 12 or 13 ft. - but the mast and signals in the top photo look to be much closer than that !
But note in the middle photo above, there's now some kind of electrical or signal control box on a short post directly behind the orange cone which now appears to be even closer to that track ! (although it doesn't appear in the photo immediately above)
Anyway, thanks again to K.P., cacole, and desertdog for the continuing updates and photos !
- Paul North.
On my next visit to the Gila Sub I will make sure to check out the signals at Sunshine Blvd. in Eloy. I will also bring along a tape measure to see what the C/L clearance is for the electrical box at Thornton Rd. in C.G.
Cheers,
J.T.
Union Pacific Railroad's Engineering Standards for "STANDARD MINIMUM OPERATING CLEARANCES THROUGH RAILROAD OWNED STRUCTURES AND FACILITIES" are 9'-0"* from C/L of track to the cloest part of a signal (such as the 'target' or 'sunshield') above 3'-9" above the Top of Rail; 7'-0"* for dwarf signals located between tracks with 15'-0" centers (roughly 2' high). See "STD DWG 0038F, Page 2 of 2", Adopted: May 2, 1977, Revised: Oct. 25, 2004, on page 6 of 14 of this PDF file (14 pages, 1.90 MB in size):
*Add 1-1/2" per degree of curvature within 80' of the curve per General Note 2. on the same sheet.
http://www.uprr.com/aboutup/operations/specs/attachments/amended/track_design.pdf
Paul,
Interesting, indeed! Am I correct in assuming, then, that a dwarf signal can be closer to the C/L because it only has to clear the trucks, not the underframe or body of a locomotive or rolling stock? And if true, would this explain why dwarf signals are often used in tight clearance situations? I had never given the latter possibility any thought which is why I ask.
Our community is FREE to join. To participate you must either login or register for an account.