Another Unexpected Trip to Arizona
Part I, Section G (of A-G)
Arriving at Casa Grande, AZ
A lone turned off engine remains after all is gone.
A view of that 'shunt box' that jovet kindly enlightened us on.
In the above photo, the white insulated joint seen is to isolate the TURNOUT route from the straight route, which straight route obviously is wired into the signal system so an advance occupied yard track turns the signal on, but a train that is RIGHT of the insulated joint (see first photo of the section) doesn't turn the signal on.
The mast signal the dwarf unit replaced is laying down in view of the shunt box.
An eastward view of the new non-mainline track that now goes eastward across Thornton Rd.:
In the just above view, that track is the same one (behind the camera) that the sole engine was parked on in the first photo of this section.
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On Thursday, November 17, 2011: Part II of the "Another Unexpected Trip to Arizona" series, which will have two areas of discussion: Both "The Casa Grande, AZ Stretch" and "Eastward to Eloy, AZ"
----------------------------------------------------------------------------------------------------------------------------------- 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.
Thanks for the construction update. Living near Dallas TX the double track project never makes the paper. Like your SWAG analogy. As a retired consulting petroleum engineer we used the SWAG system also, although the S stood for Scientific.
Cheers,
Dick
Part II (of I-IV), Section A (of A-K)
The Casa Grande, AZ Stretch
Now at Casa Grande, AZ's Hermosilla St. grade crossing, a westward view of the new Main 2. Main 1 is on the right.
Another westward view showing the south side spur track's new entrance signal in the background:
The new Hermosilla St. train color light signals are all active now, with no heads turned aside. Note that the mast flashers and gate are right by the tracks. Also, the sidewalk adjacent to the tracks is of dark pavement instead of light concrete as is the case in the foreground.
Continued in Section B
Part II, Section B (of A-K)
Looking east from Hermosilla St.: The new Main 2 is on the right. But notice that, in the distance, on the further right, there are rails present. So, in the not too far away future, a new track will cross Hermosilla St. too (necessitating the crossing gate to be relocated southward) and connect with the 'entrance signaled' track in the second photo of Section A.
In a strange situation, the newly activated Main 2 signal that is anchored to a concrete base has a metal base now beside the mast! Maybe the new burial base is for when the south crossing gate is relocated for the additional track. Also, there is one of those shunt boxes Jovet posted about.
And, there is yet another shunt box (lower right). Perhaps it is for the yet to be laid industrial track discussed in the first paragraph of this section.
Continued in Section C
Part II, Section C (of A-K)
A westward view from Peart Rd.: Note the original single-track Main on the right has the still erected old signals' heads turned aside. Note, too, the industrial trackage on the far left.
The east Main 2 switch for that industrial track:
A westward telephoto of that industrial spur:
Interestingly, in the above photo, the foreground industrial track (with the automatic absolute two-bulb signal) does not connect with the industrial track in the background. Likely that is only temporary because of the newness of the arrangement, but eventually, a switching lead track will run alongside the south side of Main 2 for many blocks, with absolute automatic signals at each end of the switching track. (See Section A's second photo.)
Finally, an eastward view from Peart Rd. showing the now activated intermediate signals.
In the above photo, the roadway pavement angles across the tracks, giving an illusion of different height rails, but the grade crossing is completely level all the way across the tracks.
(A technical note: The above four photos (under clear skies) were shot on Saturday, November 5, 2011, unlike the rest of the dusty, windblown photos in this Part II that were shot of Friday, November 4.)
Continued in Section D
Part II, Section D (of A-K)
At Cox Rd. looking west: A slight jog is in the newly added Main 2 on the left: The intermediate signals in the background are NOT near a grade crossing as so many are in this Casa Grande area.
An eastward view from Cox Rd.: The I-10 overpass is in the background. The angle that Cox Rd. crosses the tracks severely gives the illusion of differing height tracks, but again, the grade crossing is perfectly level throughout.
Just east of I-10 is the alignment shift in the tracks: The new foreground track is the one on the right, but on the left is the new track in the background.
A heavy telephoto: The train visible is the second of two trains waiting for opposing traffic to pass, and for the signal to clear further up at CPSP927 TOLTEC so as proceed east on single-track. Sand just fills the air account of the dust storm winds that continue in the area.
Continued in Section E
Part II, Section E (of A-K)
Eastward to Eloy, AZ
Eastward past the alignment shift by I-10, there appears to be a north side maintenance-of-way track being constructed.
To gauge the distance from I-10, the left of the last two photos in Section C gives a glimpse of the equipment on that track.
Continued in Section F
Part II, Section F (of A-K)
We move eastward to the new, now partially in service Toltec crossovers. The signals are lit because of the backlog of trains waiting to get on single-track east of here..
A westward view of the west side signals again. The background still has a gloomy, fog-like look to it because of the area dust storms this date.
The CP box:
An eastward view of the CP's east signals:
In the above view, note the left eastside westbound signal is turned aside, as this is the end of the "now in service" two-tracks. On the far left, the west side eastbound signal (with turned away target heads) for the old WEST interlocking of the old Toltec siding is visible.
Continued in Section G
Part II, Section G (of A-K)
Now further east, at Toltec Rd.: This view looking west back at the distant universal crossovers of CP SP927 TOLTEC just discussed in Section F.
Off the EAST end of the old Toltec siding a spur branches off to the Toltec staging area, which track only had four gondolas in it. Even though the siding is out of service now, it seems strange to see the spur switch in reverse.
The last visit in September, the staging area was reported as packed with worker's cars. This visit, it was cursorily estimated that three times as many worker vehicle were present, even to the extent of lining the east-west highway to the north of the tracks.
Again, the last photo in Section F is referenced. The old Toltec siding is now basically out of service, even as seen in the below view with the old CP signal heads turned away.
Just several hundred feet west of the above photo (and its turned aside old target signals) is Toltec Rd. and the new color light signals thereat. Only the right signals are active.
The above north (left), new, not activated yet signal is strangely farther from the tracks than its south (right) counterpart.
Continued in Section H
Part II, Section H (of A-K)
Several weeks ago forumist desertdog posted some views of industrial trackage by Eleven Mile Corner Rd., including a new, not in service yet entrance signal. Having never really pursued the area in the past, K.P. was inspired by desertdog's photos to see for himself what was there.
In a reversal of this series' effort of showing photo on a west to east order, the east end of that industrial siding is shown first. The entrance signal is the one that was photo mentioned by desertdog.
In the above photo, note that a location reference is seen, the famous Eloy elevated water tank on the photo's upper right.
A westward view now from Eleven Mile Corner Rd., with another entrance signal at the uncontrolled siding's west end.
That above photo has some real view gems in it:
First, the single-track main in the background by the new and old signals has a spur track branching off to the right. While it is hard to see, the future Main 1 (right) had its track actually laid up and over the spur track!
Second, that entrance signal on the above photo's left is very untypical, as it has a THREE-BULB head! The track arrangement here is also untypical, because the spur track continues westward and curves to the left. Likely ("likely") that three-bulb head has red, yellow, and LUNAR bulbs. A train on the uncontrolled siding could approach it from the east (where the camera is located) and see a red light. Once the derail was closed the indication would change to lunar, and without even contacting the Dispatcher, a train could proceed west to around the curve on the background left. On the other hand, if the train wished to enter the future Main 2, Dispatcher authorization would be necessary, and once received, BOTH crossover switches could be thrown, and the entrance signal would change to yellow.
Continued in Section I
Part II, Section I (of A-K)
Ah, the town of Eloy, and the new, not-in-service-yet intermediate signals by Sunshine Blvd.
The right signal is the one that will have a lower head, for a single crossover somewhere to the east. In the recent past K.P. thought the west switch of the Picacho sidings was a possible location for such a crossover. But, that is NOT to be. You may remember the following photo shot from Sunshine Blvd. posted in the September trip postings. In that photo's post description it was mentioned that barely visible workers had cut the rails and the Sunshine Blvd. gates activated for about five minutes without a train in sight.
In the above photo, the new single crossover will be somewhere in the distance, beyond those distant track workers and near the old target signal that is barely visible visually above those workers. A new CP box was delivered to THAT location area, including a bunch of gravel-ballast (see the below photo's left and right), which is so typical of new CP installations.
Continued in Section J
Part II, Section J (of A-K)
The site has at least three not installed signal bases, two of which are shown below.
And, there was some track equipment there as well.
Further east was also checked out, but it was getting dark, so K.P. pitched his tent in the Tucson area. (More like got a room ...)
However, on the way, east of the Picacho sidings ...
Continued in Section K
Part II, Section K (of A-K)
The two-tracking must have attracted quite a bit of news media coverage ... as they were present for some appropriately timed live news broadcasts. (In the first below photo, a tie train is visible on the left.)
After pondering the situation, K.P. concluded the news media was there, not to cover the two-tracking, but assumedly for the horrific dust storms in the area!
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On Saturday, November 19, 2011: Part III of the "Another Unexpected Trip to Arizona" series entitled: "From Benson, AZ Westward to Marsh Station Rd."
K.P.,
As to why the single crossover is being installed away from the west switch at Picacho, there may be a need to stop eastbound trains on Main #2 if they are picking up or dropping off cars for Phoenix.
Putting the crossover at a distance allows for trains to enter Main #1 and either head up the wye to the Phoenix Sub or continue east on Main #1 around any stopped trains that would be otherwise be fouling Main #2.
John Timm
It appears that the Union Pacific may have come up with a new means of sledding ballast in the Eloy area.
http://www.trivalleycentral.com/articles/2011/11/17/eloy_enterprise/top_stories/doc4ec5906ff216c011223485.txt
The Colton Flyover and Steamer 4-8-4 UP 844
There was a ground breaking event November 8, 2011 for the Colton (CA) Flyover, but no actual construction activity has taken place that K.P. knows of. The large amount of construction workers has not materialized as of yet.
On Thursday, November 17, the arrival of UP 844 from Yuma, AZ was off schedule by three hours. It is scheduled to be at Union Pacific's West Colton Yard for parts of three days (Thursday, Friday, and Saturday).
The highly popular engine drew large crowds, and traversed trackage that is on borrowed time. If the steamer returns to the Sunset Route here after 2014, it would go over the Flyover, which will be built just to the north (left) of the present trackage.
A west of Rancho Ave view showing the steamer with the red and orange SD70ACe SP 1996 in the consist. The future long new crossovers arrangement will be in this area in-lieu-of the present CP SP538 RANCHO east of Rancho Ave.
In the distance of the above view, many railfans' autos packed Pepper Ave. in order that many could gawk at UP 844 passing that location. There were only two of us up on the Rancho Ave. overpass.
The Milliken Ave. Flyover East Support
You may remember the recent posting of the following photo, and the mention that the east support (center) didn't look very wide.
A closer reposted view of the narrow-looking support:
On the same November 17, 2011 date as the above steam train's arrival, K.P. visited the Milliken Ave. Flyover construction site very briefly. This time a special effort was made to photograph the width of the flyover's new east support, and it was found to be sufficiently thick enough, though deceptively thin looking from an east-west view.
In comparing the width of the ladder for the construction workers and the new support side width, the support appears quite wide, perhaps 10 feet or more.
desertdog It appears that the Union Pacific may have come up with a new means of sledding ballast in the Eloy area. http://www.trivalleycentral.com/articles/2011/11/17/eloy_enterprise/top_stories/doc4ec5906ff216c011223485.txt John Timm
K. P. Harrier [snipped] The Milliken Ave. Flyover East Support You may remember the recent posting of the following photo, and the mention that the east support (center) didn't look very wide. A closer reposted view of the narrow-looking support: On the same November 17, 2011 date as the above steam train's arrival, K.P. visited the Milliken Ave. Flyover construction site very briefly. This time a special effort was made to photograph the width of the flyover's new east support, and it was found to be sufficiently thick enough, though deceptively thin looking from an east-west view. In comparing the width of the ladder for the construction workers and the new support side width, the support appears quite wide, perhaps 10 feet or more.
1. While a thinner lower wall or piers may still be thick enough to carry mainly compression/ weight loadings in that concrete - an excellent match between the needs and its capabilities - more width and thickness may be needed at the top to provide adequate bearing area/ length for the beams to rest on their narrower 'footprint', and/ or enough cross-section area to carry the shear forces from those beams down into the columns/ wall/ piers; and/ or,
2. As an abutment wall, it may be in a flat 'U'-shape as viewed from above. The thinner forms would eb consistent for the narrow middle part on K.P.'s earlier visit, and the wider forms would be consistent with the longer side walls of the U-shaped abutment on K.P.'s most recent visit.
In the meantime, thanks once again, K.P., for your efforts in obtaining the photos, writing the captions/ descriptions, editing, and posting them. You're almost a 1-man magazine publishing outfit now !
- Paul North.
Paul,Thanks much. I have been unable to get the link function icon to work properly of late.
Part III (of I-IV), Section A (of A-K)
From Benson, AZ Westward to Marsh Station Rd.
K.P. arose early after a nice night's sleep, took care of hygienic necessities, and ate. But, even still it was dark ... and dark .. and dark. The decision was made to go to the east end of the trip, by Marsh Station Rd east of Tucson. But, arriving there it was still almost dark, but activity was spotted, with a number of vehicles with lights on parked on the new right-of-way, and there was a ballast train present! Unknown to K.P. at the time, cacole was by this area the day before, and then posted that nothing was taking place. So, I guess overnight things started happening.
Because of the very poor light still, K.P. headed east to the Benson, AZ area and prowled around.
About ten miles or so east of Benson is a paved road off I-10 called Sybil Rd. South of the tracks, the road becomes a dirt road. This particular line here was two-tracked early on, when the influence of Southern Pacific's past owner, the D&RGW (Rio Grande), and billionaire Anschutz was still strong.
Looking north on Sybil Rd., the two-track grade crossing at M.P. 1041.93:
Parts III and IV are presented generally on an east to west basis.
Two views looking eastbound:
As seen in all three of the above photos, this area is mountainous, and far from being a flat desert.
Part III, Section B (of A-K)
With a hand head camera, looking west in very early morning poor light: A Main 2 (left track) siding is on the background left. If one looks closely, a purple derail sign is seen for the siding, and a silver box with a mast on top with a signal facing away from the camera.
A north side view looking south. The purple derail sign is seen on the lower left with an old SP style ladder on the signal. The signal IS WEST of the derail sign. That signal is the silver item on the left of the somewhat deceptive, illusion-like photo above.
This is Southern Pacific archaic style, almost as if one was in a time warp!
Part III, Section C (of A-K)
Now in Benson, an eastward view from Benson Airport Rd. The lit circular, true 'tri-light' headed signals are at CP S1035 FENNER.
The CP identifications are here no long prefixed by SP, but only S, as in S1035. Reportedly, the computer only handles 5 digit entries, and SP1035 would be over the limit.
A dramatic view looking westbound: The old right main is through the truss bridge, the newer left track is over a more contemporary structure. Note the intermediate block signals for each track on EACH side of the bridged river crossing!
The view gives a sense of the mountainous terrain here that the Sunset Route passes through.
Part III, Section D (of A-K)
In the downtown Benson area, both photos from San Pedro St., looking eastbound:
A westward view:
Part III, Section E (of A-K)
The community seems to have a sense of railroad heritage, as a few items immediately pops out to visitors ...
A depot-like looking building of unknown background:
And an unnumbered SP bay window caboose on display:
Part III, Section F (of A-K)
Finally, we get back to the Marsh Station Rd. vicinity in daylight.
At the far eastern edge of the project is Empirita Rd., where the below westward view of the reroute was shot from. The lower track is the PRESENT Main 2, and the ballast train is on the FUTURE Main 2.
As the two tracks progress eastward, they start coming together.
The above tracks meet, and the reroute is over. But, ever wonder what is EAST of the above two views? K.P. climbed up on a hill and found out: Curvy single-track that follows the contour of the landscape!
Part III, Section G (of A-K)
Finally at Marsh Station Rd. in daylight, though darkish and semi-overcast: An eastward view of the ballast train with I-10 in the background.
While up on the overpass, an eastbound train passes by where K.P. was previously at, by Empirita Rd. (in the far right area):
A wide angle westward view from the Marsh Station Rd. overpass, with I-10 on the upper left and Marsh Station Rd. sort of following the tracks on the upper right:
A westward telephoto with the intermediate bidirectional signal mast in view.
Part III, Section H (of A-K)
From Benson, AZ to Marsh Station Rd.
A telephoto of the newly laid track zigzagging westward:
The future Main 2 is not yet connected to the present Main 2 on the WEST end of the reroute.
A wider view showing the bridge (photo right) by the future west connection:
Part III, Section I (of A-K)
Back over by the Marsh Station Rd. overpass, a Renzenberger van, most commonly associated with crew change transportation, continues to wait by the ballast train.
The ballast train suddenly starts backing, and the Renzenberger van runs with it as the eyes and ears of the backup movement. The move is easily photographed from the little trafficked Marsh Station Rd.
With brakes squealing the backup move slowly moves west, the van has to go around the new mast signal.
Part III, Section J (of A-K)
The lead locomotive (an SD70M) crawls by with two family related SD60M's ... and crawls, and crawls, and crawls the movement super slowly backwards to the end of track.
The power pushes over a still much gullied landfill.
Finally, the ballast train almost reaches the end of track by the present Main 2, and stops.
Part III, Section K (of A-K)
The ballast dumping then begins.
Some track is very devoid of ballast, other sections have plenty.
The ballast train inches eastward laying ballast, with the rollercoaster I-10 in the background.
As K.P. readies to leave and head back to the Red Rock area, he spots an irresistible photo opportunity by the new track and signal mast ...
... with a train moving eastward (leftward) on the present Main 2 in the far background.
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On Monday, November 21, 2011: Part IV of the "Another Unexpected Trip to Arizona" series entitled: "From Red Rock, AZ to the Junction with the Phoenix Line at Picacho"
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