Update as of Saturday, February 11, 2012
Part "A", Section 6 (of 1-8)
The PHIMF Area
City of Industry, CA
Looking east from Turnbull Canyon Rd.: Another industrial siding:
Salt Lake Ave. follows the tracks westward from Turnbull Canyon Rd., past the cantilevered signal structure.
Continued in Section 7
----------------------------------------------------------------------------------------------------------------------------------- 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 "A", Section 7 (of 1-8)
Midway between CP C011 BARTOLO and CP019 PUENTE JCT, there is a curve with intermediate signals on it.
Present east to west 2nd of three block signals, midway
Because of the lower east side westbound heads on the new signals at Turnbull Canyon Rd., a double-crossover CP will probably be put in a quarter of a mile EAST of the above aerial intermediates, on straight track rather than a curve. OR, the intermediate signal spacing could be increased, with two double yellow or yellow over green aspects in a row.
If the first possibility surfaces, that should put the third of three intermediate signals somewhere by the 60 Freeway overpass.
That freeway overpass was also shown in the first two photos of Section 3.
Because three tracks will be involved, a cantilevered signal structure(s) may be erected.
Currently, that third of three block signals is by the PHIMF facility as seen in the below eastbound photo's top center, which photo was taken from Mission Mill Rd.:
The single-track prior to the two-tracking of 1992-1993 was on a straight alignment (very bottom RIGHT track), whereas the present two-tracks jog in alignment (photo top and center)
Continued in Section 8
Part "A", Section 8 (of 1-8)
The PHIMF-related third-track can NOT go west beyond Mission Mill Rd. because of insufficient room for it.
That grade crossing currently has TWO crossing gates control boxes.
Another track on the Main 2 side especially cannot go west because of a waterway that parallels the tracks (lower photo left).
So, all of the above should give the forum a general 'feel' for the present situation related to the PHIMF project
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On Thursday, February 16, 2012, by 9 A.M. (Pacific Time), the Part "B" series is scheduled to be posted, entitled: The Milliken Ave. Flyover, Ontario, CA
On Friday, February 17, 2012, likewise by 9 A.M., the Part "C" series is scheduled, and will deal with the Colton Flyover construction in Colton, CA.
cacole (2-15):
I guess I should have waited ten minutes before starting to post my series. Was it yours or my psychic receptors that failed? (Hehehe.)
Great report on the badly deteriorating railroad embankments ...
... on the reroute by Marsh Station Rd. east of Tucson, AZ
Best,
K.P.
(The above photos were shot back on July 13, 2011.)
K.P., a couple of comments on the pictures and commentary in Section 8, above.
Never underestimate what there is "no room for." We have a third-track project going in not too far east of me here. Not much has been done yet, because a fairly good-sized drainage ditch is precisely where the maps show that third track going. Yet there are concrete pipes in the area, as well as concrete barriers to keep trucks away from where the work will be. I suspect that the drainage will be underground, and possibly beneath the paved-over portions of the adjacent warehouse lot. If they actually keep the drainage ditch in the same place, just burying it, they'll have loads of fun with mainline tonnage collapsing the pipes. Much to their regret, they tried this in part of our yard.
Also, notice on the signal boxes--both of them!--in the next photo: the mileage location is there again. A couple of years back, the railroad was painting out these references, because of conflicts between these locations and what the engineering department used on the actual railroad (some confusion between the two, and the use of the wrong milepost figures, apparently caused a problem somewhere). It would now appear that perhaps they hit on the correct solution--making the figures agree with each other--which would allow the bungalows to show the mileage again. I've noticed recent reapplications of the mileage around here as well.
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)
Great update, K.P. Your camera's zoom obviously works better than mine, as shown by the pic of the future access road under the tracks. Some clarifications and a question:
- The future layout near Mission Mill Road (MP 12.43) is still mysterious. The new GC equipment cabinet is closer to the tracks! This may not be an issue because the siding probably will end east of MM Road with the two mains being shifted accordingly.
- At the other end, I should have mentioned that some radio calls specifically refer to MP 15.75 which is just west of 7th Ave. Also, per the website the siding length will be 18000 ft / 5280 = 3.409 miles, just what my Google map plot came out to - take a look!
- It is possible that we're seeing some rearrangement of signals to accomodate two future control points. CP019 Puente Jct is at MP 18.3, IMO too close to the new siding east end for another intermediate if the siding east end connects to main 1. Also, if a new CP / turnout is placed just east of Workman Mill Road (~MP 14.0), the intermediate west of there (~MP 13.1) is too close - bye, bye. Hopefully my terminology and logic is OK.
- The 'south side' new steel foundation piers just west of WM Road look below grade compared to, say, the north side which seems to show a little superelevation. Anyone have a good idea why?
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! ***
Part "B" (of A-C), Section 1 (of 1-6)
The Milliken Ave. Flyover
Ontario, CA
The western gap between the Milliken Ave. Flyover bridges and the west approach concrete-work is now being filled.
Equipment pouring dirt onto the concrete-work often fouls the mainline.
Continued in Section 2
Part "B", Section 2 (of 1-6)
As the flyover slopes downward to the west, the other gap remains because of the in-service industry track (lower left) just east of the Guasti siding (center).
It has previously been speculated in this thread how a Main 2 flyover alignment would operationally hook up to the Guasti siding. Apparently ("apparently") the play-rolls of siding and mainline will be switched when the flyover is put in service. Interestingly, at the Colton Signal Dept. (some thirteen miles away from the Guasti area) is a LABELED CP box waiting for this.
(Part "C" will include more on the very usual location where the above last two photos were shot from.)
Continued in Section 3
Part "B", Section 3 (of 1-6)
Looking east, the mainline on the east side of Milliken Ave. was fouled too as workers were hoisted up to the top of the side walling.
Some orange screening was on top just east of Milliken Ave.
The west bridge support in relation to the increasing in height walling:
Continued in Section 4
Part "B", Section 4 (of 1-6)
Work and equipment is now by the street very much in public view, affording some good observations.
Continued in Section 5
Part "B", Section 5 (of 1-6)
Each concrete piece is labeled.
Continued in Section 6
Part "B", Section 6 (of 1-6)
The wood walkway looks dinky now ...
The west's south pathway was block by a piece of equipment. Note the worker on the upper right.
K.P. often parks his auto at an eating establishment parking lot almost trackside.
The least K.P. could do is give the place a little free publicity. Now, doesn't the sign make you hungry and mouth water?
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On Friday, February 17, 2012 Part "C" is scheduled, and will deal with the Colton Flyover in Colton, CA.
Part "C" (of A-C), Section 1 (of 1-7)
The Colton Flyover Construction
Colton, CA
K.P. arrived on scene, at 9th Street and the I-10 Freeway, just after it had rained. The barricades clearly mark a demarcation where the public is expected not to go beyond.
Equipment was parked everywhere.
Part "C", Section 2 (of 1-7)
A portion of the flyover's path has been clearly marked with small orange flags.
A former depot cleared area rain soaked and with water trucks in it. A BNSF Transcon train to Los Angeles (leftward) crosses the diamonds in the far background.
Part "C", Section 3 (of 1-7)
In another view from 9th Street looking west: Especially note the guard railings across the lower half of the photo!
Those guard railings protect pedestrians from falling into the underpass.
While at the top the pathway was screened off, there were no signs saying to keep off the stairs. Expecting such signs in the future, K.P. documented the little used stairs while he could.
Part "C", Section 4 (of 1-7)
Both sides of La Cadena Drive have the stairs.
The multi-track railroad bridge over La Cadena Drive (see also the first photo in Section 3) was painted in April 1956, over 55 years ago!
Today, the stairs and pathways are rarely used by anyone, except for diehards like K.P. In its heyday, it must have been used frequently for passengers and relatives meeting SP passenger trains, like the Sunset Limited.
A Skanska crane is parked by the underpass.
Part "C", Section 5 (of 1-7)
Now at the Rancho Ave. overpass to the west, a graded pathway is becoming more pronounced (foreground and background).
Part "C", Section 6 (of 1-7)
Looking west from Rancho Ave. a graded pathway is alongside Main 1. The left of center area appears graded too.
Orange fencing is alongside that grading as in so many other flyover grounds locations
Part "C", Section 7 (of 1-7)
As seen from Rancho Ave. still, looking west, a train switching move came eastward and stopped, as suchlike trains often do.
However, what was unusual was that the switches (and derail) on the east side of Rancho Ave. were all lined for a movement, and NOT against it! Never before has K.P. seen that. After the train backed up without ever using the switch and straightened derail, the switch was dispatcher remotely normalized and derail set in the derailing position.
Such current trackage is on borrowed time and will all be rearranged in the next couple of years.
This will conclude the multi-section Part "C." However, what was found at the Colton Signal Dept. may be of interest to some, and will be covered in two "Second Section" postings to immediately follow.
Second Section
On the morning of Saturday, February 11, 2012, in conjunction with the Colton Flyover project area, the Colton Signal Dept. was checked out. In the area where things to be discarded are generally placed until carted away, it was found that old LA&SL electrical boxes were on site, from the Ontario-Montclair area.
Continued ...
Second Section (Continued)
So, K.P. thereafter knew the new, turned aside LA&SL signals in the Ontario-Montclair area ...
... had been activated. Unfortunately, by the time K.P. could actually get to them, darkness had befallen them. The above photo was previously posted.
But, never before had new signal masts been stacked up right amongst the boneyard type old equipment!
K.P. just though he would pass along to the forum that odd quirk-like situation ...
Perhaps ("perhaps") these new masts are in preparation for some new track in the South Fontana (read Kaiser) to Guasti (read Milliken Ave. Flyover) areas ... after all, a CP box for Guasti is now at the Colton Signal Department ... (See Part B, Section 2)
K. P. Harrier Update as of Saturday, February 11, 2012 Part "C", Section 7 (of 1-7) The Colton Flyover Construction Colton, CA As seen from Rancho Ave. still, looking west, a train switching move came eastward and stopped, as suchlike trains often do. However, what was unusual was that the switches (and derail) on the east side of Rancho Ave. were all lined for a movement, and NOT against it! Never before has K.P. seen that. After the train backed up without ever using the switch and straightened derail, the switch was dispatcher remotely normalized and derail set in the derailing position. Such current trackage is on borrowed time and will all be rearranged in the next couple of years. This will conclude the multi-section Part "C." However, what was found at the Colton Signal Dept. may be of interest to some, and will be covered in two "Second Section" postings to immediately follow.
Not that unusual. The crew probably read off their list that they were going to pull X number of cars but experience told them only Y number of cars fit between the switch and signal. They call the dispatcher to get the head room. He lines them up all the way through the control point, even if they are only going to go past the signal a few cars. That explains why it looks like they are lined out and through a crossover, at that time that was either the best route or maybe the only route available to get them a signal.
The cars in the picture seem like short covered hoppers so today X fit into Y with room to spare. They make their move and notify the dispatcher that they didn't need the extra room after all and were done with the signal. The dispatcher takes it back and lines everything back normal. You may not see it every day, but it does happen.
Jeff
Just stumbled across some new offsite Colton flyover status info.
SANBAG now links to the Skanska project site (link). Skanska is the primary contractor for flyover construction. On the page left side there are links to project milestones and photos. Their project plan shows completion by December 2013 !! The dirt will be flyin' .... in compliance with SCAQMD regs of course.
Another local resident plans to post status videos on Youtube. Here are the first two 'logs':
http://www.youtube.com/watch?v=0POfhhomsYs
http://www.youtube.com/watch?v=Gd5GbLWwMIk
FONTANA AREA ALHAMBRA SUB DOUBLE TRACK UPDATE
CP AL533 SIERRA to CP AL531 SOUTH FONTANA
This section has two tracks, the north track is the main and the south track is 100 Lead. Over the past month, Union Pacific (UP) has been grading for a new receiving lead track to the south of the 100 Lead. This work appears nearly finished, but not much has happened in the past few weeks. Mostly the new graded area is being used by water trucks that are watering down the ballast hoppers usually parked on the 100 Lead in support of the West Colton Yard Receiving Yard reconstruction. There is several strings of welded rail laying on the south side of the tracks at SIERRA, but no crossties. No new signal work has been done . No grading has been done yet on the north side for the future new Main One.
CP AL531 SOUTH FONTANA to CP AL529 SOUTH FONTANA
There are two tracks here, the north track is the South Fontana Siding while the south track is the Main Track. Nothing has been done along this segment yet except for some weed clearing on the north side of the tracks that probably is just housekeeping.
CP AL529 SOUTH FONTANA to KAISER YARD MP 527.5
There are two track here, the north track is the Kaiser Yard Lead while the south track is the Main Track. Yesterday (5/20) the Union Pacific started grading between CP AL 529 SOUTH FONTANA and the Kaiser Yard on the NORTH side of the two tracks. Grading is rough right now, with a backhoe digging out debris and breaking up the soil. This is not simple clearing like along the South Fontana Siding, it is obvious that they are preparing to grade this for another track. I assume that the current Kaiser Yard Lead will be moved north onto the new graded area and then a new Main One will be put in the place of the Yard Lead.
All in all, things are stepping up west of West Colton Yard. Stay tuned for additional information as my eyeballs see them.
Update as of Wednesday, February 22, 2012
Colton to Ontario, CA
Part I (of I-VII)
The Colton Flyover Effort
The area of the Colton Flyover project was visited. A whole of lot equipment was on site. Activity mainly was of a preliminary nature, such as with this piping project by 9th and K Streets.
The upside down "L" intersection of 9th and K Streets had a bite taken out of it with the installation of barricading. 9th Street hosts the center street running Riverside Industrial Lead, with a wye track arrangement at this street intersection.
A tidbit about the community: The whole incorporated "City of Colton" is predominately of a Mexican ancestry, but south of I-10 and the ex-SP Sunset Route is loosely known by locals as South Colton and has a high concentration of Spanish speaking residents.
A heavy concentration of unknown work was taking place on the north side east of the BNSF Transcon diamonds. Photo taken south of the tracks where 4th Street dead-ends:
Continued in Part II
Part II (of I-VII)
A wealth of things visible in this eastward photo from the same south of the tracks dead-end of 4th Street: Past the diamonds (control boxes on the lower left) is downhill to the Santa Ana River (just left of photo center) and then a steady climb in the background to the approach to Beaumont Hill. Note the southeast quadrant's transition track on the lower right. Above that is activity, with yellow equipment parked way out by the Ice Desk tracks (right of center).
The dirt side of the I-10 Freeway by the northwest quadrant has been construction 'eaten away' slightly (left).
More and more construction workers' autos are now being found parked at the flyover construction site.
About that orange sign above: While K.P. has NOT personally seen what is taking place, regular closures at night of the local freeway ramps may or may not be flyover related. I-10 itself is known to be having work on it though.
Continued in Part III
Part III (of I-VII)
Rebuilding West Colton's Receiving Yard
Rebuilding West Colton Yard's Receiving Yard continues. A concrete tie train (right) sits on Track 204, while Herzog equipment (background left) is on Track 202
The Herzog equipment has an arm reaching out, while the Track 204 appears not to have any more track in the background.
The short, double-stack type well cars apparently have solid floors (unlike traditional open bottom well cars) and old dirt is scooped into them and transported elsewhere.
The South Fontana - Kaiser Area
BNSF6400 on Tuesday, February 21, 2012, kindly informed us that on the day before his post that north side grading had started between CP AL529 SOUTH FONTANA (which is the west switch of the South Fontana siding) and the Kaiser Yard. On K.P.'s passing the site Wednesday, initial offloaded piles and piles and piles of ungraded dirt was present alongside much of the present Lead.
This project is now on K.P.'s hit list of significant things to photograph. It is ON THE HIT LIST because it is something not easily photographed, and is going to take much time and effort to do so, probably involving hiking in a mile or more in a madhouse traffic congestion environment for a photographable view. It is uncertain when such can be attempted.
The below previously posted, from a vehicle grab shot looking west from the Cherry Ave. overpass partially shows the area involved (right), but way before BNSF6400 reported on the new grading.
Continued in Part IV
Part IV (of I-VII)
When K.P. first got to the Milliken Ave Flyover site this time, an industrial switching operation was taking place on the east side of the trackless flyover.
In the above photo, note the likely temporary fencing (upper right) erected on the north side of the south flyover.
That protective fencing near Milliken Ave.:
A fencing overview:
Continued in Part V
Part V (of I-VII)
They were dropping fill dirt into the flyover when K.P. arrived on site, with the arm over the tracks ... but now it wasn't.
Hmmm. Was a train coming? Yes, it was!
And it wasn't going as fast as trains usually do ...
Could it be going into the Guasti siding a little to the west?
Continued in Part VI
Part VI (of I-VII)
Yes, it was in fact going into the Guasti siding.
After the train passed, the boom arm right away fouled the tracks again and the filling of the flyover with dirt resumed.
Note above that the flyover's west side walling had gotten higher since the last update.
Continued in Part VII
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