Update as of Saturday, December 10, 2011
Part II (of I-V)
On the LA&SL
The Magnolia Ave. Underpass
Riverside, CA
The not open yet Merrill Ave. cross-street by Staples doesn't go through anymore as Magnolia Ave. is a divided highway from under the new railroad bridge.
From the south side, that tarp rapping and lit lights again.
While the temporary two-lane Magnolia Ave. is gone now, the track roadway paneling is still present. View looks northward.
Continued in Part III
----------------------------------------------------------------------------------------------------------------------------------- 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 III (of I-V)
On the SP
The Milliken Ave. Flyover
Ontario, CA
A distorted wide angle view of the west concrete-work (left) at Milliken Ave.:
In comparing the above west structure with the below view from the north side: The structure is deceptive in its overall width.
Another north side view looking southeastward with the west (right), center, and east support structuring in view for the flyover's future Milliken Ave. bridging:
Continued in Part IV
Part IV (of I-V)
Looking west: The structure now has an elevating appearance to it (upper left). The industrial track is still in the way (center). New ribbon rail is now along this section of mainline (lower right).
Looking east, the Milliken Ave. future bridge's center support is now having additional structuring added.
At this point in time, the side cement-work looks crude compared to the end facing the roadway (shadow side).
Continued in Part V
Part V (of I-V)
Two-Tracking and the Colton Crossing's Southeast Quadrant
Colton, CA
A bunch of what looked like mildly used newer items have replaced all the old signal boxes recently hauled away. These newer items are assembly-type concrete (NOT metal) burial bases for signals. It is unknown if they are in preparation for rearranging signals somewhere in the area, or if they are candidates for discarding, but their newness-of-look suggests the first possibility.
Because of poor, shadowy lighting, K.P. did not pursue photographing the pile of concrete items mentioned above.
Conjecturally, one area of need for suchlike items could be east of the Milliken Ave. Flyover, at the future CP VINA VISTA. Contradictory information from sources that K.P. is trying to unscramble seems to point to two-tracks being laid OVER the future finished two-track Milliken Ave. Flyover, so two-tracking between Pomona and West Colton Yard (Fontana) may be closer than previously thought. The fact that the advertising signs along I-10 west of Sierra Ave. in Fontana that were previously blocking a second main are now all gone seems to back up the closeness of that two-tracking.
Hunts Lane West of CP SP542 LOMA LINDA
San Bernardino, CA
The San Bernardino Associated Governments (SANBAG) is currently accepting contract bids on the overpass construction for Hunts Lane, with a cutoff date of January 5, 2012, and a tentative award date of February 2, 2012. So, the Hunts Lane grade crossing elimination is now in sight.
A previously shown southward view of the Hunts Lane grade crossing:
As stated previously, K.P. believes until that future overpass is constructed and grade crossing eliminated, the old target signaled CP SP541 ICE DESK (view looks west) ...
... CP SP542 LOMA LINDA (looking east just east of Hunts Lane) ...
... and CP SP543 BRYN MAWR (holding, looking west) ...
... will probably continue as is. (The above three photos were also previously shown.) Afterward, the tracks, signals, and CP's MAY be totally rearranged and color light signals arrive. That would explain why the old target signals continue to linger on in this stretch. This particular area was two-tracked circa 1976, and utilized old sidings.
Ontario International Airport (ONT), Salton Sea, Rimlon, Colton Signal Dept., and Snow in Cajon Pass
After dropping off a visiting daughter and her husband (and their kids) at ONT (right next to the Sunset Route) in the 5 A.M. darkness of Monday, December 12, 2011, K.P. headed for a rendezvous with the Salton Sea area of Southern California, photo documented the new two-tracking preparation there, dropped by CP SP598 RIMLON and obtained some photo views not even possible three years ago when that area was two-tracked, and very briefly visited the Colton Signal Dept. K.P. narrowly got home after going through Cajon Pass while it was snowing!
It can now be definitively reported that the recently arrived concrete bases at the Colton Signal Dept. are "candidates for discarding."
A few days will be required to compile a photo report for the forum on the Salton Sea trip's findings.
Take care, everyone,
K.P.
Salton Sea Trip Report
The above California title, Parts A through J, will be posted tomorrow, Friday, December 16, 2011 in early morning Pacific Standard Time, and in its entirety.
On Sunday, December 18, 2011, the Second, Third, Fourth, and Fifth "Sections" will be posted, and will concern CP SP598 RIMLON in the Thousand Palms area.
Update as of Monday, December 12, 2011
Part A (of A-J)
An overview was obtained while travel eastward to the Salton Sea area (in Southern California), and thereafter a WESTWARD detailed investigation took place of Union Pacific's current two-tracking effort. The following report is therefore posted on a WESTWARD basis
There has been evidence of two-tracking eastward almost to the Wister siding in the M.P. 659 vicinity, but the first westward sign of present activity that K.P. encountered was by Hot Springs Rd. (left) in the M.P. 650 area. A red flag (right) was present.
While traveling eastward, a bunch of trucks in a row, staged, with dirt for dumping was spotted, probably eight of them trackside. While traveling westward, at Hot Springs Rd., in true UP fashion those trucks were 'fleeted' eastward!
Mounds of dirt of various sizes previously had been dropped trackside. Here a very large mound is present. The foreground track goes around the dirt mound (leftish) and passes the right background intermediate signals (right).
Continued in Part B
Part B (of A-J)
The new track's grading through this area seems to be all on the NORTH side of the present single-track Main. Such grading cannot be seen from the paralleling Highway 111 that follows the rail line for miles. Just east of the east switch (M.P. 647.8) of the Bertram siding however, is a short section of new grading on the SOUTH side, likely for a new universal crossovers Control Point (CP), probably ("probably") to be called BERTRAM if recent naming of new CP's policy continues.
The west end of the new short grading with embankment staking:
A culvert cement-work is a typical CP's wide width from the present track.
Heavy earthmoving equipment is also grading the opposite north side where the actual second main will be laid.
Continued in Part C
Part C (of A-J)
While the south side equipment (right) was all parked at photo time, movement on the north side (background left) was brisk. Notice the famous UP trackside tires on the ballast near the photo center.
Just east of the likely CP grading, on the far north side, was a white hatted supervisor inspecting the second-track grading scene from a temporary dirt hill.
Allot of employee vehicles were at the site.
Continued in Part D
Part D (of A-J)
About five miles to the west, in the M.P. 642 area, heavy earth moving trucks were still doing their work:
In the lower photo of the two above, note that on the far left two workers converse while a driver's door is open. The sudden backup of trucks allowed leisurely conversation amount workers.
By intermediate signal 6417: All along the way yellow equipment was constantly moving.
Continued in Part E
Part E (of A-J)
About a mile to the west is the high bridge crossing that is having an additional structure built alongside it, and, for the most part, the progressively higher bridge support I-beams have reached their full height.
Some supports are now "X" braced in a different bracing arrangement than the original silver painted bridge.
Continued in Part F
Part F (of A-J)
From the southwest side now: The east side supports are yet to be finished (the upside down "V" just above photo center), and two more other I-beams need to be positioned. They will be pounded into the ground to a correct height.
Like Tinker Toys and Erector Sets of childhood, in the real world even the smallest of pieces have to be hoisted up into position.
A tripod-attached piece surveying equipment was stationed right by Highway 111. Apparently bridge structures are precision built and its various parts need to be placed in an exact spot.
Continued in Part G
Part G (of A-J)
When looking over the surveying instrument, a westbound came by and freely blew its horn.
Workers were hoisted high up underneath the bridge.
The dark I-beaming between the two gentlemen are currently partially two separate I-beams whereas the one on the right has been welded together.
The westbound train (first photo above) met a train that was in the Ferrum siding just a few thousand feet to the west. The siding train quickly got back onto the mainline and passed over the worksite bridge.
Wait till they start placing the FLOOR plates on the new bridge. Will workers continue to weld when trains move by just feet away?
Continued in Part H
Part H (of A-J)
About five to six miles further west is another south side graded area (west of M.P. 636), most likely in preparation for another CP. That new grading (right) begins by intermediate signaling (far right), the near side of which is number plated "6358" to help mentally visualize the location
A close-up of the beginning of the south side grading (left) in comparison to the normal terrain of the area.
On the above first photo's left, is a dirt road grade crossing, likely exclusively for construction workers. A close-up of that grade crossing, with a chain between large blocks ... AND the famous tires, no less!
Continued in Part I
Part I (of A-J)
Towards the center of the short grading, the terrain called for a somewhat high embankment.
Exactly why the track on the upper right of the second photo seems to lower is a mystery to K.P.
On the north side here too grading equipment is constantly moving by.
Continued in Part J
Part J (of A-J)
That north side grading is sufficiently wide here for heavy equipment moving in opposite directions to "meet" or pass each other!
Towards the grading's west end, the landfill ends with a mild graded slant.
West of this location there was token activity.
Since there is NO present siding CP in the area (which new two-tracking CP's have traditionally been named after), what would a new CP at this graded area be called? K.P. does not know. However, a sign across Highway 111 might ("might") suggest a possible CP name ...
In the above photo, just below the metal sign, sun reflections off Salton Sea can be seen. Salton Sea follows the tracks in varying degrees of closeness for miles and miles.
----------
On Sunday, December 18, 2011, a Second, Third, Fourth, and Fifth "Sections" (in the old passenger train tradition) will follow, dealing with scenes previously impossible that show CP SP598 RIMLON west of the old Thousand Palms single-crossovered siding area that is all two-tracked now.
Second Section
CP SP598 RIMLON
The very first post and its first photo of this "Sunset Route Two-Tracking Updates" topic was this March 3, 2008 westward view from Ramon Road in the Thousand Palms area of the Lower Desert of Southern California.
Then, this April 13, 2008 same location evolving view was posted.
How the tracks alignment shifted as they went under the Ramon Rd. overpass was also pointed out.
Back then, in all three views above, note the clear, unobstructed view as the track / tracks head west to the background.
And, of course, back then an eastward view was also presented.
Continued in Third Section
Third Section
The unobstructed westward view from Ramon Rd. has changed dramatically in the last few years.
The multilane Bob Hope Drive overpass was built. I-10 Freeway's on and off ramps was also changed to Bob Hope Dr. in lieu of the two-lane Ramon Rd. Bridge. So, what do the views from the new overpass look like?
From actually on Bob Hope Drive now, an eastward view looking back towards Ramon Rd., which view clearly shows the alignment shift right under that overpass.
Ramon Rd. has an EAST side sidewalk for eastward photography, while Bob Hope Dr. has a WEST side sidewalk for westward photos. Unfortunately, Bob Hope Dr. has that small wire meshing fence-work to contend with, but K.P. was able to shoot westward through it in telephoto mode.
Continued in Fourth Section
Fourth Section
A telephoto was even obtained from atop Bob Hope Drive of one of the CP's moveable frogs.
One can also make out and read the CP identification. Thick trees line both sides of the tracks in this generally open desert area because of the occasional super strong winds.
During those super strong winds, with the tracks lined with trees, trains get a measure of protection from wind-blown airborne sand that often severely blocks visibility in the area. I-10, a block north (right), has been known to have chain reaction pileups in this stretch because visibility gets so bad at times. Also, with those trees, lightweight, empty Intermodal containers and truck trailers are less likely to be blown off a train.
Just to broaden the forum's perspective, a few views from Ramon Rd. looking eastbound:
The alignment shift under Ramon Rd. is a high speed one. Note the curved walling on the foreground left.
The wide track centers narrow where the long, midway single-crossover Thousand Palms siding use to begin.
Continued in Fifth Section
Fifth Section
An eastward heavy telephoto: The overpass is Monterey Ave. in Thousand Palms.
Monterey Ave. is a favorite I-10 exit for K.P., as he often makes a pit stop at the nearby Costco membership wholesaler (rightward in the above photo) when nature calls. The long walk flexes the muscles after a long drive. The wholesaler is also a good place to obtain gas on such long photo trips.
In the above photo is a strange sight. Towards the lower left is a very short spur. Whoever heard of putting a purple "D" disked derail at the END of a spur? The spur must have been longer when this area was two-tracked three years ago and used by second-track layers.
Finally, the above eastward view has two signals visible. In the below reshown westward view from Cook Ave., those same signals are the ones in the BACKGROUND, by that Monterey Ave. overpass in the distance.
Back when the above photo was taken a few years ago, the FOREGROUND signals were in a weird, abnormal mode, and all top heads facing both directions were constantly lit and flashing yellow (obviously when no trains were in the area). That continued for at least two months. K.P. conjectured back then that signal electrical parts were on order. Whether that was the reason or not is still unknown. Normally, at least one direction, when approach lit, is always red.
On this Salton Sea trip, those same signals were again in that flashing yellow mode for both tracks and in both directions, for whatever reason!
This will conclude the Salton Sea trip photo-report.
-------------
Information relative to the SP north Milliken Ave. Flyover project in Ontario, CA has been somewhat sketchy, contradictory, and rather bewildering. Investigation and contact with sources has put things into a much better perspective. A posting effort in a few days will put matters into clearer focus for the forum, especially with reference to a timeline. In addition, a review of the railroad's two-tracking options east of the flyover will be presented.
Thanks for the continuing updates of events in California -- this is all very informative.
The Marsh Station Road / Cienega Creek track realignment project site east of Tucson, Arizona was checked out on Saturday, December 17th. In the past, railroad construction crews have been working on the weekends in this area, but there was no one on site Saturday. A line of electrical / CTC wiring poles have been pre-positioned along the north side of the ROW to provide power for three block signal control boxes and associated CTC signal wiring, but that is the only activity that has taken place for the past two weeks.
Nothing more has been done at the western end of the project where the existing track will eventually be cut and swung over to mate up with the new alignment. Concrete ties and CWR are on site, as well as a pile of ballast, but no work has taken place here since late November.
There have been no announcements in the local news media concerning the UP's removal of the low clearance bridge over I-10 that is the reason for this track realignment, which will most likely require closure of I-10 for at least one night.
Previously, the Arizona Department of Transportation (ADOT) web site had indicated a deadline of 31 December 2011 for removal of the bridge, and the entire project is under ADOT control.
As far as the UP is concerned, they're probably in no rush to complete the project by 31 December since their traffic load is currently light enough that all trains can be routed over track 1 to the north.
cacole (12-18):
You presented a great, concise, and detailed report on the Marsh Station Rd. area reroute east of Tucson, AZ. Thanks. The lack of activity there AGAIN sure is surprising!
Previously, you mentioned TWO signals, presumably masts and not heads. But, when I was out that way in early November, only one mast could be found (just west of the new Marsh Station Rd. overpass) with heads facing both directions.
PHOTO #1:
Now you mention THREE signals. I'm totally baffled. Where are the two additional masts located at?
PHOTO #2:
Is one near the EAST junction (upper background) of the old and new lines by Empirita Rd.?
PHOTOS #3 and #4:
Is the other approaching the WEST junction?
Also, do you ever get out by the Picacho area? Back in the first part of November there was a bunch of activity there also, but I wonder if that too has quieted down. Sometimes desertdog gets out that way and shares a great update or two, but I haven't heard anything post-wise from him of late on that. I would love it if I could head out there tomorrow from California, but it looks like it will be more like spring before an opportunity develops.
Take care, cacole, and again, great reporting!
PS: It looks like the Milliken Ave. Flyover (Ontario, CA) material will posted early tomorrow morning Pacific Standard Time.
cacole (12-18 follow-up):
Whoops! Several months ago you said there were THREE signals, didn't you? OK, my mistake in thinking you had said two. Anyway, I can account for one, but where are the other two? (See above earlier post.)
Best,
Re your flashing yellows in both directions:
A flashing yellow is an Advance Approach indication. When it appears with no trains in the area, it suggests that two blocks down the pike is a place where trains would be expected to stop...i.e., a control point. Since you've observed flashing yellows on both tracks, in both directions, at this spot, with no trains present, it suggests to me that it is the middle signal of three intermediate signals between control points. The flashing yellow is a default position for those signals (the next one down would be yellow, and the one at the control point would be red, unless something is lined up).
We have a signal bridge near here that is also between control points like that--you can get three flashing yellows in each direction if there's nothing lined up.
Now, should the top head have a flashing yellow and the lower head show green (I'm assuming green or flashing green, because of all the high-speed crossovers you've shown), that's a lineup for a train to cross over at the control point two blocks down the pike.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
K.P.,
One signal is installed and ready to be activated as soon as power and CTC wiring are connected (the one near the new Marsh Station Road exit that you photographed). There is another signal control box at each end of the project site near the Empirite Road exit and the Cienega Creek end, but no masts have been put into place at these two locations.
I think the UP is going to move existing masts from near those locations when the track is actually put into service instead of using new masts. Perhaps the old masts are new enough.
An Investigation of Strange Things
The Milliken Ave Flyover
Part I (of I-V)
Milliken Ave. crosses the Sunset Route at M.P. 525.40, and a railroad flyover is being constructed there. Depending on whom one talks to, different contradictory bits of information can be received. But, the bits of contradictory information can ALL be true, as crazy as that sounds.
The current effort to be completed probably in March 2012 focuses on building Main 2's flyover as much as possible. Both the east and west industrial tracks will remain in use, preventing complete flyover construction.
The EAST industrial track's connection:
The WEST industrial track's connection (photo center):
A big focus currently is the preparation for and the installation of the flyover's bridging over Milliken Ave. THAT aspect will be finished in March 2012.
Continued in Part II
Between April and the end of September, 2012, the east and west industrial tracks will be taken out of service, severed and isolated from the mainline, and Main 2's east and west slopes construction completed. Since Union Pacific will have a 120-day construction window to lay track over the flyover and reconnect the industrial tracks, the flyover itself apparently will only have April and May 2012 for the remaining construction to be finished.
The sources were non-railroad, so what the railroad has in mind alignment-wise is unknown. But, the WEST slope of the Main 2 flyover aligns with the Guasti SIDING. How that will work is a total mystery to K.P. at this time (like HOW a siding alignment will transition to the present Main).
The Main 2 flyover's EAST slope semi-aligns with the east south-of-the-Main industrial track, which opens up a whole new Pandora's Box of questions.
It is known that UP plans a crossover(s) CP to be called VINA VISTA somewhere east of the flyover. The present known traditional timetable location of Vina Vista is at M.P. 526.0 (as MikeF90 recently so kindly brought to our attention).
Pinpointing Vina Vista
In the provided link aerial (current as of post time), M.P. 526 is where the ties change from wooden to concrete. If you tinker with the aerial and fully expand it for a closer view, one can even see the dark poled M.P. 526 marker sign just north of the wood-concrete tie conversion point. That dark M.P. sign is seen in the first photo of Part I just right of the signal mast on the photo's upper left (though the view is telephoto compressed and the sign looks closer to the signal than it really is).
In studying the below reshown two different dated photos shot westward from Etiwanda Ave. in the M.P. 527-528 area, a Main 2 alignment south (left) of the present Main looks difficult.
An October 13, 2010 view:
A June 5, 2011 photo:
Compounding matters is that a street underpass just this side (east) of I-15 (in the above two photos' background) only has a two-track wide bridge, with one alignment taken up by an industrial track.
In the below reshown photo looking east from Milliken Ave. the existing east side industrial track's entrance (to the mainline) two-bulb signal is visible in the distance. The alignment of that industrial track cannot realistically be moved southward for any appreciable length because of the freeway overpass walling is in the way. It would be practical to use Main 2 as a switching lead in lieu of an actual switching lead IF a Main 1 was present alongside (north of) it.
In a never before posted (or even thought would ever be posted) October 13, 2010 westward view from Etiwanda Ave., a wider angled view, whereby on the photo bottom all yard-like industrial trackage funnels into the present single-track Main (by the culvert bridge by the cross cables.)
Whether the future Main 1 here will be laid to the north (right) of the present Main or Main 2 will be laid instead to the south (left) is unknown.
So, more questions exist than answers at this point. But, at least a sense of official timing is now known, at least for the flyover and the track being laid on it.
Once trains are rolling over the flyover, the present Main will be torn up, grade crossing at Milliken Ave. eliminated, and the north flyover's construction begun.
K.P. is inclined to believe that a practical distance will exist from CP VINA VISTA (wherever it will be located) to the top of the Milliken Ave Flyover, where K.P. is also inclined to visualize intermediate signals being installed like with the City of Industry's "Up and Over" Flyover has had signals installed at.
That would be the safest and most practical from a visual operating perspective, but that is only an opinion. We will have a wait and see what actually develops.
Such 'half spacing' of intermediate signals is common, as with the above 'half spacing' of the intermediate signal by M.P. 558 EAST of CP SP557 HINDA in San Timoteo Canyon on the western slope of Beaumont Hill here in California.
In pondering what could be done track alignment-wise, two areas are given as examples:
In Casa Grande, AZ
Before: Old industrial track (left) by a single-track main.
After: Two views, with the original main on the right of the first of two photos below ...
... and the new replacement spur.
Some alignment shifts or jogs, both view below are on the LA&SL:
In Montebello:
In Pico Rivera:
So, getting back to the Milliken Ave. Flyover, we now have a clearer sense of future events in time, but strange alignment shifts and jogs that may or may not result are yet to develop and be seen. But, one thing is for sure: Things will never be the same visually and track-wise because of the Milliken Ave. Flyover and the two-tracking in that vicinity.
Our community is FREE to join. To participate you must either login or register for an account.