An Exciting Trip to Arizona!
March 21 and 22, 2012
Part F; Section 3 (of 1-7)
The Salton Sea Area of Southern California -- EAST
That curve's grading (far side) crosses Hot Springs Rd., where there are intermediate signals on a single mast.
From Hot Springs Rd., looking the other way, eastbound:
In the above photo, note the bridge construction in the photo's center.
Also in the above photo's distance, are the signals for the west switch of the Rogoza siding.
Just east of the Hot Springs Rd. grade crossing is the M.P. 653 marker. While the track grading is NORTH (left) of the present single-track main, much loose grading has been done on the south side.
Continued in Section 4
----------------------------------------------------------------------------------------------------------------------------------- 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 F; Section 4 (of 1-7)
By the EAST switch of the Rogoza siding, the grading is well along, but does not appear to be as advanced as it is to the west. Looking west from Frink Rd. (the Rogoza siding used to be named the Frink siding), the Border Patrol stop is present for northbound traffic on Highway 111.
Looking eastward from Frink Rd.: A westbound passes the grading.
Many, many project trucks turned onto Frink Rd. from Highway 111 ...
... and they kept and kept and kept coming and turning onto Frink Rd.
For truck fans amongst the forum's railfans, this was THE place to truck-fan!
Continued in Section 5
Part F; Section 5 (of 1-7)
There was a spectacular never ending show to the east of the Frink Rd. grade crossing.
Continued in Section 6
Part F; Section 6 (of 1-7)
You may recall almost to the eastern end of the Rogoza siding, by the Border Patrol Station, west of both M.P. 653 and Frink Rd., two masts had been erected
It was theorized that this would be a CP. But, in talking with an onsite supervisor, it was discovered that the grading will only go a few miles further east. Thus, a CP at this location would be somewhat illogical. But intermediates here would make sense, with a CP a couple of miles to the east.
So, WHY would intermediate signals be put by the Border Patrol stop and NOT by the Frink Rd. grade crossing? Perhaps ("perhaps") it is to avoid visual problems on a sweeping curve.
Outside of that possibility, the odd masts location is not quite consistent with the over and over again signal placements by roadway grade crossings.
At around CP SP662 WISTER, K.P. determined there was no further activity to document, and put the camera away and headed to Arizona.
The following scene, though, could not be passed up: A stash of the famous tires.
Undoubtedly, UP put the tires there ... as a supply for putting sensitive items on a nice cushion ...
Continued in Section 7
Part F; Section 7 (of 1-7)
The Ogilby Rd. Grade Crossing
West of Yuma, AZ
Forum viewers may remember the horrendous second-track grade crossing on Ogilby Rd. that was bumpy with signs to warn of that.
On this trip's travel to Arizona, a brief side trip off I-8 was made to see the status of the bumpy grade crossing.
It was found to be just slightly ruff, but the big bump was gone ... and signs warning of the bump were gone too.
This will conclude the "An Exciting Trip to Arizona!" series.
In the Works
Currently still unscheduled but being worked on as time and surprises permit: "Arizona's Two and a Half Sunset Route Tracks -- The Phoenix Line in the Hyder Area."
Even with recently posted photos of the Picacho, AZ area, visits to knowledgeable contacts has really surprised K.P. on a few aspects of the track arrangements in that area, and undoubtedly you will be surprised too! Track diagrams of that area are being put together for the forum.
On April 6, 2012 K.P. was thrown into an unexpected dispatch, and was thrilled at the locations involved: The Colton Flyover area (Colton, CA) AND the Milliken Ave. grade separation project (Ontario)! How fortunate can one get! Something is happening to the Palmdale Cutoff's EAST Wye! Also, for the Milliken Ave. Flyover, there has been a new entrance signal erected to replace the one for the track in the way and holding up further east slope construction.
(For the information of the followers of this thread ... When K.P. first arrived in Colton, there was a long westbound stopped train on the east side of Colton Crossing that extended east over the Santa Ana River. It had maintenance-of-way, track laying equipment, and buses on it. Likely, it had come from Arizona now that the Picacho area trackwork has been cut in. Its destination is unknown, but the Milliken Ave. Flyover, the Pomona Diversion, and the 'Up and Over' in the City of Industry are good possibilities.)
And, a bunch of pending replies are stacking up again ... When those replies finally come, the forum undoubtedly will find some different twists to things.
The Halfway Lowdown on the Picacho, AZ Area Track and Signal Layout
K.P. had some opportunities to sit down with contacts, those halfway in the know, and reviewed the situation at the Picacho, AZ area's second-tracking. The below are the conclusions reached and confirmation of the CP numbers and identities, plus conveying the speeds through the turnouts in reverse mode.
> = Signal and directing pointing
<C = Signal on Cantilever Bridging
The above CP was previously thought to be a counterpart to CP SP938 EAST PICACHO. But that is NOT so. IT HAS A SLOW SPEED, SINGLE CROSSOVER, so likely will NOT be used much for crossing over mainline thru-traffic.
At this point in time there is uncertainty as to whether the universal crosser aspect of CP SP937 WEST PICACHO is a V or inverted V as illustrated, but the inverted V is believed to be most probable..
Between CP SP937 WEST PICACHO and CP SP938 EAST PICACHO there IS an actual 'Timetable' location (more imaginary than anything) designated as Picacho, M.P. 937.6, and has reference to the general midpoint of the north side siding. The north siding no longer goes straight through to the Phoenix line on its west end as it did before, but turns back into Main 1 that has the junction switch to Phoenix.
The forum now has a broader and more correct perspective and understanding of what is actually out in the Picacho, AZ area.
FYI: Looking at another thread I was lead to this:
http://www.uprr.com/newsinfo/attachments/media_kit/regional/western/santa_teresa/updates/feb_2012.pdf
From the picture in the release UP has started grading on Santa Teresa. The last I had heard UP was trying to get some tax law changes in NM over diesel fuel taxes. NM used to be real aggressive about collecting fuel taxes for all diesel dispensed, consumed or transported into the state. NM has eased up a little but they were applying the tax to all diesel fuel dispensed. At 30cents a gallon it would have made El Paso very much more attractive.(8000 gal a unit, 3-7 units per train 40 or more trains a day, do the math).
Gov Bill Richardson was trying to get some relief passed a 2 or 3 years ago. I do not know what happened to the legislation.
Thx IGN
A little more poking and I found the tax item:http://www.businessweek.com/ap/financialnews/D9LVOB880.htm
Update as of Friday, April 6, 2012
Part I (of I-V)
The Milliken Ave. Flyover
Ontario, CA
An eastbound local run headed by UP 8318 at the east switch of the Guasti siding (CP AL525 GUASTI) with headlights and ditch lights reflecting off the flyover (left).
Blending in with the sky, south side fencing is now in the early processes of being erected.
Some new piping is now stacked up between the Flyover's fenced north side and Guasti Rd. on the east end.
Continued in Part II
Part II (of I-V)
The flyover's east end is still incomplete because of industrial trackage in the way. The switch for that industrial trackage is right by where the present incomplete east end of flyover is at. That switch, you may recall, has an entrance signal nearby (not visible in the just below view).
HOWEVER (!!!) ... On the east side of the flyover, a bunch of activity was taking place just west of the I-15 Freeway, and A NEW ENTRANCE SIGNAL had been erected! It is barely visible just below the "MART" on the passing truck up on I-15 and above the chain link fencing on the photo bottom.
So, the present single-track Main and switching track EAST of I-15 will be staying that way for the time being! Obviously, there will have to be an alignment shift in the main track between the entrance signal and the Milliken Ave. Flyover for the flyover to be put in service. BUT, THE KEY THOUGHT HERE is that the previously mentioned future CP AL526 VINA VISTA (EAST of the Milliken Ave. Flyover) is NOT likely to come about! Readers of this thread in the last couple of years may recall that previously a UP supervisor had informed K.P. of the future Vina Vista CP. That very likely may have been the plan, but when the Milliken Ave. Flyover came along and the nitty-gritty was looked at, perhaps it was found to be impractical. Realistically, how on earth could a CP VINA VISTA function with switching lead moves through it? It just doesn't seem practical.
Interestingly, not long ago a CP AL525 GUASTI placarded CP box was found to be at the Colton Signal Dept. in Colton and was photographed.
K.P. has concluded that THAT lone box is for a pending universal crossover by the WEST end of the Milliken Ave. Flyover (by the present east end of the Guasti siding) in-lieu-of a CP VINA VISTA at the east end of the flyover!
Such would be practical in the transition, from this ...
... to this temporarily while the north flyover is being built ...
... to finally this ...
Obviously, this is only conjectural, but the fact that there is only ONE new CP box at Colton, placarded CP AL525 GUASTI, seems to give credence to this.
Continued in Part III
Part III (of I-V)
The Kaiser Yard Area
Fontana, CA
While traveling east on I-10 from the Milliken Ave. Flyover in Ontario to Colton, the Kaiser Yard was passed. The new dirt on the north side of the lead track was smoothed out, and no new dirt appears to have been brought to the site. In the below previously shown February 29, 2012 westward view from Cherry Ave., the area of past dumping was on the lower right.
Continued in Part IV
Part IV (of I-V)
The Colton Flyover Area
Colton, CA
When K.P. first arrived in Colton, right away he checked out the Colton Signal Dept. Nothing new was on site. But a very high Colton Flyover construction crane in the background of the Colton Signal Dept. was too tempting to pass up photographing.
But, what was found in the Rancho Ave. area was stunning! Looking west at the East Leg of the Wye off the Palmdale Cutoff, it looks like the East Wye track will be relocated.
A dirt ramp up to the Palmdale Cutoff has been graded (top center).
The CP box on the photo bottom is CP SP537 EAST WYE BYPASS. The switch has a spring frog.
Continued in Part V
Part V (of I-V)
A few views looking east from Rancho Ave.
Previous, this March 15, 2012 eastward telephoto of two dump trucks backing up was posted. On the far left was a short concrete canal.
Now, though, it appears that the canal has been removed, as it is gone!
Little by little, and somewhat subtly, the Colton Flyover effort is moving forward.
KP-
I know you are tired of me asking this question but could you give us an educated guess as to how much of the Sunset Route is double tracked, how much remains to be done, and any comments on the work remaining.
Thanks a million.
W R Watkins
K.P., thanks again for the fine continuous photo coverage!
That new signal / switch just west of I-15 makes me say 'A-HA' since I previously speculated that move. Due to the slow DT progress to the east, the switch probably ties into the future south main which will be the only MT for a while:
north main ----------- /--- existing mainsouth main ---------/--/---- VV lead (future main route?)lead (D)-----\-----/ \
I'm not so sure about a high speed universal crossover just west of the flyover, sounds somewhat risky. The new cabinet may just be to accomodate 'vital logic' for the (assumed) spur connection, or not:
'new' AL525north main -----/-\ ------ north mainfuture main ---/ \-\----- south main \-----\ \ ind spur
As noted in the project plan, the extensive earth moving west of Rancho Ave is for replacement of the current CP Rancho u/c in a very interesting way:
main 1 ----------/----\------- main 1 --> to flyoverMojave sub ---/-/ /--\------ main 2 -->main 2 ------/-----/
I'm going to leave the 'signal speculation' for that arrangement to more expert forumists ....
@ccltrains, approx. remaining / total LA - El Paso miles = 284 / 815 = 35% Longest single track gap is CP Thermal to CP Cactus (Yuma sub, by the beautiful Salton Sea), ~95 miles.
UPDATE - a quote from a recent Journal Of Commerce article: "Double-tracking of the corridor will be 70 percent complete by the end of this year." Existing projects underway on the Gila and Yuma subs could totally account for this mileage (5% of 815 ~= 41 miles).
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! ***
K.P. Replies ...
mvs (3-29):
There are a few key areas between Toltec and Picacho that I have on my hit list now for the next visit to Arizona, and you might find those future photos of interest. Twice the Phoenix area has escaped me, but I'm making a science now of travel logistics, so should be able to get photos of the Toltec to Picacho area as well as Phoenix next trip. I had envisioned maybe another trip in six to eight months, but somehow I think it will be much sooner than that.
cabcar (3-29):
Yes, Robert, it is good to see the 67 miles of two main tracks in service now between Estrella and Wymola. But, when I was actually in Arizona last month, I was struck by how well manicured the future Main 2 looked between just east of Wymola and Red Rock, but the last section in the Wymola area strangely had not even been laid yet.
With all the new signal boxes now showing up on the right-of-way EAST of Red Rock, bridging the final stretch to Tucson can't be that far away. A consistent observation has been that the 67 miles is right biasedly operated. When that final stretch is laid and in service, the right biased operation will meet head-on the left bias near Tucson! I'll bet that present right bias eastward out of Estrella will suddenly become left biased! At THAT time, IF the CTC bungalow box's electrical circuitry could talk, in a daze they would probably say to each other, "What happened?" Oh, when the imagination goes wild ...
ANDY117 (3-30):
I too am curious if the Shawmut siding alignment will be kept when that area is two-tracked. But, my gut tells me it won't.
Now that you've volunteered to bring updates on the Maricopa to Gila Bend area, let me convey to you a weird observation, a twilight Zone type phenomenon that I've encountered between Gila Bend and Shawmut. Eastward out of Gila Bend after some miles, the tracks mysteriously seem to head south and disappear ... then mysterious reappear just before the Shawmut siding.
The consistent experience finally prompted me to get to the bottom of what was going on. I discovered that it wasn't the tracks so much that went southward, but the roadway, Highway 238, curved slightly northeastward AWAY from the tracks! The below west to east aerials show that:
Where the tracks and Highway 238 separate
The tracks do curve back to Highway 238 near Shawmut
I find it a weird experience actually being there in person ... Maybe after seeing the aerials it will seem more normal -- hopefully.
ccltrains (4-1):
UP does have two routes as you said, the SP & LA&SL, between Los Angeles and Colton, generally about 55-60 miles. Pomona is the midpoint, about 30 miles from Los Angeles, a point where both lines are parallel and next to each other. On each side of Pomona, to the west and to the east, the lines only get about 7 miles apart. That is allot different from the St. Louis to central Texas paired track that you mentioned. That trackage is hundreds of miles in length with NO connection between them!
A big portion of the LA&SL in the Los Angeles-Colton segment (via Riverside) was two-tracked circa 1992-93. Little, though, of the SP has ever been two-tracked. That SP has a nightmare situation on the far western edge, in Los Angeles, because Metrolink, the area commuter agency, has jurisdiction over dispatching, and is super sensitive about their commuter trains getting delayed. And, of course, on the eastern edge are trackage rights over the BNSF (from Riverside to Colton), and UP is at their mercy as well. Only a direct SP-LA&SL route is unhindered, but the semi-weak point in that is the proliferation of new spring-frog switches between the two routes in downtown Pomona!
I hope the above adequately addresses your inquiry.
mvs (4-1):
Elaborating on the second paragraph above in the reply to ccltrains, a few years ago TRAINS Magazine had a diagram of the counterclockwise bias on the SP and LA&SL lines between Colton and Los Angeles. That seemed to correctly illustrate the biases. But more and more I'm seeing the opposite now, or it could be just a coincidence.
But, as described a year or two ago, the biases will have to change when the remaining two-tracking is finished, as counterclockwise will run counter to the overall flow of traffic.
In recent visits to Arizona, the observations have been that the new two-tracking is consistently right biased. However, when two-tracking meets the two-tracking in place just west of Tucson, the left bias will head-on the left bias. So, undoubtedly the right bias will become left biased.
MikeF90 (4-1):
Between the Wymola and Red Rock sidings in Arizona, probably in the M.P. 947 area that you spoke of, on an aerial of the area I found a short graded strip of land.
Graded Strip of Land
Because the newly erected signals in the area don't support the concept of putting in a control point (CP) in the M.P. 947 area, in my opinion, the graded land you mentioned might be for a future maintenance-of-way spur, much like the one by Porter Rd. in Maricopa ...
... about a mile east of the new CP SP899 MARICOPA* put in last year at M.P. 899.8.
A few years ago, I got fooled by such a strip of land between Bon and Casa Grande ...
... and, after seeing all the new signal positions nearby when they finally came, concluded the strip was for a maintenance-of-way spur of some sort.
I'm inclined to think that the graded strip in the M.P. 947 area that you mentioned, MikeF90, is such an arrangement too.
-----------
* The new CP SP899 EAST MARICOPA has already been re-plated and timetable listed as CP SP899 MARICOPA.
HarveyK400 (4-3):
It is unknown when UP started to use 8-bolt insulated joints, but back on July 13, 2011 such was photographed on the eastern side of Casa Grande, AZ.
I suspect the eight hole joints are a result of UP's conversion to using 141 pound per yard rail.
BNSF6400 (4-3):
You posted an excellent report that one would be hard pressed to improve on. Great work!
That was unsettling news that both Cherry and Citrus Avenues might ("might") be soon closed to pedestrian traffic. Every time I've been on those overpasses, though, people were always walking by. I've got a sneaky suspicion ("suspicion") that walkways will be kept open. Just too many people walk over the bridges. But, who knows ...
CShaveRR (4-4):
A race you say between the Colton Flyover and the Englewood Flyover? First ...
Is this the Englewood Flyover Site?
If it is, CShaveRR, my goodness! When did they start the engineering for that very time consuming, complex future project -- in 1950? Seriously, that location makes the Colton Flyover look simple!
eolesen (4-3):
Thanks for the photos of the box for CP SP970 SABINO by Twin Peaks Rd. in Marana, AZ west (northwest) of Tucson.
When I was by there last month, I remember seeing that relatively new, eye catching overpass. All along that stretch no CP boxes were present, so I guess UP is getting very serious now about bridging the gap to Tucson.
The grading in the area (as seen from aerials) is somewhat confusing, but it shouldn't be long before things become obvious.
I had a strange feeling when seeing the Twin Peaks Rd. overpass when I went by it. Perhaps the somewhat different architecture of the bridge got to my psyche, whatever that is.
Aerial of Twin Peaks overpass near where the new CP SP970 SABINO box is at
As a side note, K.P. looked at aerials of the area. Culver bridges are in place in many places. But a strange, short, engineless double-stack train was sitting right on the present single-track main!
Double-stack cars by themselves on the Main
There must have been a train problem, because a ways west some double-stack equipment seemed to be being set out.
Power setting out car?
Anyway, getting back the new CP box, eoleson, thanks for your alertness and the photos.
cacole (4-6):
That was great you could get over to the Empirita Rd. area and check out what might have caused that mysterious bright light in the area of the new M.P. 1017. Even though it could not be duplicated, hey, at least you tried!
About those new electrical boxes with insulated rail joints by them: My guess is they are merely relay boxes. Track circuits only go so far and thereafter their usefulness become questionable. By having separate track circuits under a master "block" the circuits become absolutely reliable. That's my assessment of those boxes ...
narig01 (4-8):
As I recall, the railroad got what it wanted, and the linked material you provided seems to substantiate that.
Also linked ... The Santa Teresa project is so long I still wonder if it will replace the planned Red Rock Classification Yard before it ever gets off the ground. But, the first stage graded area in the aerial in the press release about Santa Teresa didn't look very long.
In the UP material, on the photo, the nearby airport is clearly seen on the photo's upper right.
Anyway, narig01, great find!
ccltrains (4-9)
No problem.
On February 2, 2012, MikeF90 posted an excellent estimation of the remaining single-track left to two-track. On Page 154 of this thread, that estimate was 36%.
Unfortunately, a Kalmback link doesn't work within this thread, but just go to Page 154 and look for MikeF90's February 2 post.
Of course, we have to adjust for the Toltec to Wymola section just recently put in service. Maybe Mike will do the math for us again ... (Hint, hint Mike ...)
MikeF90 (4-9):
I think that newly erected entrance signal is on the PRESENT switching track that passes right next to the I-15's south bridge abutment. That is the south track of the two-track wash bridge just east of I-15. So, somewhere WEST of that entrance signal's switch and the east end of the Milliken Ave. Flyover to the west, when ready, the single-track Main should alignment shift to go west over the Main 2 flyover.
My theorized high-speed crossover at a future CP AL525 GUASTI was concocted as the simplest logistical approach in a confining space, with nothing having to be redone thereafter. Trains would just have to reduce speed from 60 M.P.H. to 50 M.P.H. Of course, the present new signal at M.P. 526 in the Vina Vista area would have to be modified, so instead of a yellow over yellow for a siding route, a yellow over GREEN could show for a high speed crossover routing. However things will be, we should find out something within the next three to four months.
This whole Flyover project is proving to be a most fascinating one.
Everyone, take care,
K.P.
K. P. Harrier K.P. Replies ... CShaveRR (4-4): A race you say between the Colton Flyover and the Englewood Flyover? First ... Is this the Englewood Flyover Site? If it is, CShaveRR, my goodness! When did they start the engineering for that very time consuming, complex future project -- in 1950? Seriously, that location makes the Colton Flyover look simple!
Yes, that's the site, but it isn't really all that complicated. Just one line over another, no connections. A little bit of work on replacement bridges, though.I've PMed you, K.P.
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)
I did find that the new NM governor did sign UP's tax break. Also if you look at the UP site they show a picture of the site with ground having been broken.
Nearing Completion
The latest of the "Arizona's Two and a Half Sunset Route Tracks" series, entitled "The Phoenix Line - The Hyder Area," is nearing completion, and will be posted on the following schedule: Parts A-F by 9 A.M. Sunday, April 15, 2012, and Parts G-M by 9 A.M. on Tuesday, April 17, 2012. The out-of-service, mothballed rail line and things about it (like Tuesday's 'invisible' signals) are almost unbelievable ...
A Reply:
CShaveRR (4-11):
In the below relinked aerial of the Englewood, IL future flyover site ...
The Englewood North-South Flyover Site
... I see THREE levels, the present diamonds being the third (top) level, surface streets the second level, and the freeways the first level. The flyover would be on a fourth level. It seems awfully tight quarters to build a flyover in, though not impossible.
Concerning your personal message, I did receive it. I've had problems in the past with such, as replies often don't get through. If you will contact me at kpharrier@yahoo.com I will respond and address the things in your personal message. (Anyone else at the forum can feel free to use that address also.)
From a visual standpoint, the Colton Flyover in Colton, CA seems so simple and straight forward compared to Englewood, IL.
Best,
Something happened, and this never actually posted. Anyways, here's part II with the shots of the grading at Shawmut.
This is where the grading is currently stopped.
Note the new ties being installed. This is the only area where this is happening as of right now.
There's no sign on the control box, so I can't be sure if this is actually 870. There's no easy way to get to the eastbound signals, which are a pair of tall searchlight signals with single heads. Next time I'll try and figure out a way.
This is the first signal east of Shawmut. Note that this is going to be track 1 in the future. This is also the point where the searchlights stop, and the Safetran signals begin.
This is the signal before CP SP876 ESTRELLA heading east.
These are the control boxes both here, and at 872:
Eastbound signals
The crossovers are movable point frogs, as well as at both MOBILE and ENID.
Control box.
Westbound signals.
MOW sidings are on both mains, with entrance signals.
Enjoy!
Nice Shots!!!!!!!
Darren (BLHS & CRRM Lifetime Member)
Delaware and Hudson Virtual Museum (DHVM), Railroad Adventures (RRAdventures)
My Blog
[quote user="ANDY117"]
From the foregoing "Work Equipment at Shawmut" could you tell whether this was a tie gang or the beginning of ROW preparation in anticipation of a second track?
Thanks for posting.
Received my UP proxy report today and the map they include shows the Phoenix line from west of Phoenix to where it connects to the Sunset Route as abandoned. No legend on the map but that section of line is missing like some other places where I know the tracks have been pulled. I know from this thread and pics that the line is still in place but in need of some TLC. Interesting presentation by UP.
ANDY117 (4-13):
You posted an extraordinary stash of photos!
Some response comments:
First, regarding the CP box strangely without a nameplate on it, it is CP SP870 SHAWMUT, at the east switch of the Shawmut siding. I was able to find a couple of file photos to prove and confirm that ...
Photo dated September 4, 2009: Previously shown.
Dated August 4, 2008: Never before posted.
The placard doesn't look attached very well. Maybe it finally just blew off.
Second, I think what you were seeing between Shawmut and Bosque was only Maintenance-of-Way activity, a tie replacement program. Over two years ago, on January 29, 2010, I stumbled across such a tie replacements in process in the Bosque area.
That 2010 tie replacement was like the one you, ANDY117, recently documented, because in both cases wooden ties were used. The actual two-tracking tends to use concrete ties, at least that has been my observation.
I was surprised that your views showed, though, newly graded roadways. But, that probably was only sprucing up (re-grading) existing access roads, but don't quote me on that. If you find it otherwise, by all means let us know.
Lastly, in 2008, in my neck of the woods, BNSF put in an additional track over Cajon Pass here in California, prompting the forum thread, "Cajon Pass Triple-Tracking Updates." I once had plenty of news, and photos. In just ONE post I think 15 photos were shown. It screwed up everyone's computer! Boy, did I ever hear about that! I resolved thereafter to only have three or four photos per post. Even then, some of the pages sometimes bogged down slightly, and I use 640x480 Internet format, usually under 150,000 bytes per photo. Some use 1,000,000 to 2,000,000 byte photos, and their photos load slowly, very, very slowly. There are ways to scale down the size, but ...OK, now that I've made some noise ...
Getting back to your fine photos' content, thanks again for being so alert, thinking about us, and posting proofs of your observations. It is good to see UP is still keeping its railroad in top shape!
ccltrains (4-13):
About the Phoenix Line, interesting projection that UP's "proxy report and ... map" gave you! Wait till you see what is actually out there now, and what ISN'T. July 15 and 17 are the two dates to watch posting-wise. I only have three photos left to insert into the posting material, otherwise it is ready to go.
I find interpreting things when there are two or more viable possibilities is troublesome. The two-tracking in the Picacho area of Arizona is now in service, and reportedly most (but not all) of the wye to the Phoenix Sub is signal activated. But, the west leg of the wye can mean several different things about the closed portion of the Phoenix Sub that the "proxy report and ... map" mentioned.
The upcoming two-part Phoenix Line series may change allot of forum reader's thinking.
Enjoy life,
Arizona's Two and a Half Sunset Route Tracks
The Phoenix Line - The Hyder Area
Part "A" (of A-F this Date, A-M Overall)
Traveling eastbound on I-8 in southern Arizona, if one exits at the Dateland off ramp and heads north, one can reach the Phoenix Subdivision in less than 10 miles. K.P. did such, and found the extra time needed resulted in an unforgettable experience.
The below photo looks westward, the road from Dateland (lower left) reaches the track (right, with heavily weeded embankments), and turns towards the camera.
Very shortly one comes to a grade crossing for an inspection of an unbelievable site.
Looking westbound: Not bad for an out of service line.
Continued in Part B
Part "B" (of A-F this Date, A-M Overall)
Looking eastbound, however, things don't look so good.
There is so much sand on the tracks that this almost can't be called a grade crossing.
A heavy telephoto looking eastbound: A sad sight. Can you believe Amtrak Nos. 1 and 2 used to ply these rails?
This area's track is technically out of service and any train movements on it are to be under the supervision of Maintenance-of-Way, and the distance of the track to be ran over must be inspected.
Continued in Part C
Part "C" (of A-F this Date, A-M Overall)
Further east, as with many bridges on the line, this one has no walkways or railings:
Continued in Part D
Part "D" (of A-F this Date, A-M Overall)
Then a nameless road grade crossing with just cross-bucks:
A normal view looking westbound:
A westward telephoto:
Continued in Part E
Part "E" (of A-F this Date, A-M Overall)
At the grade crossing looking east:
A telephoto looking eastbound:
The flange-ways are packed with dirt.
Hardly any white paint is on the cross-buck post now in this wide open area.
Continued in Part F
Our community is FREE to join. To participate you must either login or register for an account.