Update as of Wednesday, May 16, 2012
The Upcoming Hunts Lane Grade Separation
Colton-San Bernardino, CA
Part I (of I-II)
The San Bernardino Associated Governments (SANBAG) held a public information meeting on the above date between 5 and 7 P.M. at an elementary school in the area of the future grade separation. K.P. dropped in on it. The north-south Hunts Lane is the dividing line between the City of Colton and the City of San Bernardino in the immediate vicinity of CP SP542 LOMA LINDA. The actual City of Loma Linda is further to the east.
The Waterman Ave. overpass in the above photo's semi-foreground will be used as a detour route when Hunts Lane is closed for the overpass construction.
A southward view of the grade crossing itself:
The two-year project will begin within 30 days, and last two years.
The first year will involve relocation of utilities. The second year will close Hunts Lane, and then the overpass will be built.
An artist's conception of the Hunts Lane overpass, looking east:
It would take a railroader or a railfan to notice it, but the above artist's conception is technically incorrect. Unlike the photo, the UP tracks are very well ballasted and with generally NO green grass on the immediate right-of-way!
Continued in Part II
----------------------------------------------------------------------------------------------------------------------------------- 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 II (of I-II)
Two other presented diagrams were photographed, and are shown below.
In the first diagram was photographed twice to show the area and a certain part of that area. Note the green grass area. The project had to buy three houses to relocate utilities and put in a sidewalk for the nearby business.
The below second diagram shows the south side detour in the second year of construction. Because of the camera angle, streets appear a bit warped.
Hunts Lane is a popularly used secondary traffic artery, so construction will be quite disruptive to traffic flow.
It is also the only grade crossing in the immediate area. So, once it is closed, railfans will have lost yet another location to take track level pictures from.
Sometime in the second year of construction, K.P. anticipates the Ice Desk siding will be extended, and the CP east of Hunts Lane will be relocated. That is totally unofficial. But K.P. believes there is a reason all the old target signals at and between CP SP541 ICE DECK and SP543 BRYN MAWN (holding) have not been converted to color lights. The signals on each side away from the CP’s were converted a number of years ago.
To round out this report, while it is no longer a problem per se with DPU power now, for years and years Hunts Lane was blocked often day and night as mid-train helpers were cut in for the climb up Beaumont Hill. The back-to-back straight through sidings split only by CP SP542 LOMA LINDA was converted to two-tracks circa 1976. West of Hunts Lane …
… was the Ice Desk siding, seen on the right. (The paralleling two-track mainline is seen in the just above photo’s upper right.) The Ice Desk siding was famous for the seventy-years ago ice plant where yellow-orange Pacific Fruit Express reefers for perishables had their ice stocks resupplied. How times have change … and now a long desired overpass is finally coming to Hunts Lane.
A Reply:
cacole (5-16):
cacole I hate to stir the pot, but let me add one more observation. For west-bound trains approaching the San Pedro River bridge on the eastern outskirts of Benson, Arizona, there is an older style round headed 3 aspect signal. When no train is approaching, the signal goes dark. When the train is approximately 1/2 mile distant, the signal activates as a flashing yellow. From the red aspect as the train passes, it goes back to dark. There's nothing beyond this signal but the City of Benson with five grade crossings -- no crossovers, no sidings, nada. I've never seen this signal displaying a green indication or solid yellow, and it's right at the old single-track truss bridge, the only one remaining on the Sunset Route. Trains are coming downhill from Dragoon (elevation 4600 ft) to the San Pedro River (elevation 3800 ft), a distance of approximately 15 track miles, so the flashing yellow is believed to be a speed restriction for the bridge.
I hate to stir the pot, but let me add one more observation. For west-bound trains approaching the San Pedro River bridge on the eastern outskirts of Benson, Arizona, there is an older style round headed 3 aspect signal.
When no train is approaching, the signal goes dark. When the train is approximately 1/2 mile distant, the signal activates as a flashing yellow. From the red aspect as the train passes, it goes back to dark. There's nothing beyond this signal but the City of Benson with five grade crossings -- no crossovers, no sidings, nada. I've never seen this signal displaying a green indication or solid yellow, and it's right at the old single-track truss bridge, the only one remaining on the Sunset Route.
Trains are coming downhill from Dragoon (elevation 4600 ft) to the San Pedro River (elevation 3800 ft), a distance of approximately 15 track miles, so the flashing yellow is believed to be a speed restriction for the bridge.
Is this the truss bridge of which you spoke, and the signal area you have only seen a flashing yellow at?
Behind the camera a ways is the universal crossovers location of CP S1035 FENNER. Another CP (westward towards and way beyond the bridge) is CP S1029 CHAMISO. With 5.7 miles between the two control points, there should be three blocks, with two intermediate signal sets between the blocks.
All the times you’ve been in the vicinity you say only a flashing yellow is seen with a train approaching it (and of course, red when the signal is passed). Probably (“probably”) it was only coincidental that the DS hadn’t lined a signal at CP S1029 CHAMISO each time you’ve seen the signal in question. The other possibility that I see is the green bulb is burnt out and the electronics drops the display to flashing yellow.
The grade crossing the above photo was taken from gives a westward view that is most eye-appealing. It is a visually cool site to see in person.
Take care,
K.P.
K.P.,
Thank you for the update on Hunts Lane. That project has been waiting to start for several years now. I remember Hunts Lane being on the SANBAG website maybe 2 or 3 years ago. I think several grade separations in the area have been finished before Hunts Lane will even start -- such as Haven Avenue at the Metrolink tracks in Rancho Cucamonga and the various Riverside Renaissance projects.
K. P. Harrier Is this the truss bridge of which you spoke, and the signal area you have only seen a flashing yellow at?
K.P. -- Yes, that's the one. It's my understanding that this is the only truss bridge still in existence anywhere on the Sunset Route. It also appears to me that the signal in question is dark in your photo.
I've observed this signal over a period of at least three years. If it was a case of the green bulb being burned out, surely someone from the signal maintenance department in Benson would have replaced it by now.
I'm thinking it's purpose is to warn engineers that the bridge has a speed restriction, considering its age and narrowness, especially with it being the low point of a long downgrade.
I haven't been closer to the bridge than the location from which your photo was taken because I didn't want to trespass on railroad property, but have been told by some locals that part of the superstructure was removed several years ago so it would clear double-stack containers.
quote "cacole" 18 May 2012
I am very skeptical about that suggestion. For one thing, the rules don't support it:
ADVANCE APPROACHProceed prepared to stop at second signal. Freight trains exceeding 40 MPH must immediately reduce to 40 MPH. Passenger trains may proceed, but must be prepared to pass the next signal not exceeding 40 MPH. When signal governs the approach to a control point with a 40 MPH turnout speed be prepared to advance on normal or diverging route.
While apparently some managers don't agree on it, that rule can be interpreted to mean that you may "immediately" begin the speed reduction to 40 MPH upon passing the signal. To me, the signal looks a bit too close to the bridge to allow a train to safely achieve the required speed. There also would be no way to resume speed if only that bridge is restricted based on the signal's indication.
The latest on the Amtrak saga in Maricopa, Arizona:
http://www.InMaricopa.com/Article/2012/05/17/maricopa-amtrak-schedule-change
John Timm
@desertdog, thanks for the Grade Crossing Theatre update. Too bad the city couldn't have planned better (hah!) when Amtrak relocated to this routing. Was there a older SP passenger station at the current site? If the station is relocated to the previously mentioned location on the south side of the tracks, the city also gets to build a new paved road to it. Ruh, Roh.
The ACE project website has some new grade separation study documents posted. Included are proposed design drawings including a Hamilton Ave undercrossing. Wonder if this will factor into the eventual completion of the new control point.
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! ***
I'm back out here for the next few days, so if there's anything that people want me to get photos of on the Gila Sub let me know. I didn't have a chance to get my scanner before I came out here, so help with any train symbols would be appreciated! On a related note, is there a list somewhere of the trains that run across the Gila Sub? Or a hint as to when the busiest time of day is? Thanks!
MikeF90 @desertdog, thanks for the Grade Crossing Theatre update. Too bad the city couldn't have planned better (hah!) when Amtrak relocated to this routing. Was there a older SP passenger station at the current site? If the station is relocated to the previously mentioned location on the south side of the tracks, the city also gets to build a new paved road to it. Ruh, Roh. The ACE project website has some new grade separation study documents posted. Included are proposed design drawings including a Hamilton Ave undercrossing. Wonder if this will factor into the eventual completion of the new control point.
I can only offer a semi-educated guess in response to your question. First, looking at a 1956 Official Guide, there were only two passenger trains that bypassed Phoenix at the time, #5 and #6, the westbound and eastbound Argonaut. Both trains showed scheduled stops at Maricopa. That would suggest that there was a depot at the time. By 1969--two years prior to the formation of Amtrak--the Southern Pacific only offered one passenger train each way on the Sunset and it passed through Phoenix. Somewhere in the interim, passenger service between Picacho and Wellton was eliminated. I'll have to do more research to see if I can determine a date of discontinuance. Of course, the depot could have been torn down even earlier.
The presence, even to this day, of a water tower just to the west of SR347 reinforces, for me, the idea that at least in steam days, Maricopa was more than just a flag stop and that a depot was likely located near the present site. That's the best I can do.
Cheers,
MikeF90
I did a little more digging and came up with this site, showing a photo of the Maricopa depot. It was fairly elaborate, with a station agent apartment upstairs. Note, also, the water tower to the west, in its present location. http://www.wisconsinhistory.org/whi/fullimage.asp?id=90469
As far as the substantial Maricopa Depot seen in the above link, remember that the Phoenix Line as a through line was completed until around 1923. Prior to this, a Phoenix bound passenger would disemark at Maricopa and get on a Maricopa and Phoenix Railroad (M&P) train for a short 25-mile trip north to Phoenix. The route was later leased by the SP and became its Maricopa Branch. After the opening of the through Phoenix Line, the M&P was mostly abondoned as it had become redundant. In fact because of this, Maricopa was originally called Phoenix Junction in the early years. The present day Phoenix Sub between downtown Phoenix and Tempe Jct and the Tempe Industrial Lead from Tempe Jct to West Chandler were part of the original M&P route. Most of the remainer is now the roadbed of Arizona Highway 347.
K.P. Back in Arizona!
"Stop the Presses!"
On K.P.'s last visit to Arizona back on March 21 and 22, 2012, the below photo looking westbound from Park Link Rd. several hundred feet WEST of the west switch of the Red Rock siding (i.e., west of CP SP950 RED ROCK, M.P. 950.3) was taken and subsequently posted about in this forum thread.
It was felt that because of where masts had been laid down at and the heads on those masts ...
... a single-crossover would be installed just east of that road. If you look towards the bottom of the photo just above, you will even see a buried base for a signal mast to be erected on!
However, upon revisiting Arizona this trip, the laying down mast signals were gone!
Years ago the famous "Stop the [printing] presses!" exclamation was often heard in the newspaper business, and referred to something big news-wise had happened and the news of such would change the headline of the newspaper! Likewise, with the new laying down mast signals not being there anymore, the logical conclusion that had resulted from those laying down signals - a series of SINGLE crossover CP's - no longer seemed likely.
To where, though, did the missing masts go? To just several hundred feet to the east, at the west switch of the Red Rock siding! This new view looks eastbound.
So, the present north side Red Rock siding WILL REMAIN after the two-tracking through this area is in service! More on this development will be given in the full report to the forum.
Continued in Second Section
Second Section
The Lowdown on the Wymola Signals
There have been seeming inconsistences and questions about the signals relative to 40 M.P.H. CP crossovers.
When K.P. arrived Friday at the Sunset Route between Casa Grande and Wymola, he found trains operating left handedly. The next day, trains were running right handedly.
In the afternoon of Friday with trains running left handedly, a westbound was spotted several miles east of the Red Rock siding. It was traveling about 60-65 M.P.H. At the important midpoint signal between Red Rock and Wymola, the train encountered a 40 M.P.H. flashing yellow. The train did not slow down, and continued past it at at least 60 M.P.H.
The next signal was yellow over yellow.
The train kept going at speed, but soon reduced to 40 M.P.H. and pasted a red over green signal at CP SP943 WYMOLA, took the turnout / crossover route, and proceeded west on the new Main 2.
K.P. hardly had any time to stop and composed a photo, as the train was always upon the scene. Matter of fact, the train was upon the Wymola signal too fast to even get the camera in position!
Later, another westbound was caught, and a red over green was able to be photographed at Wymola. It was NOT red over flashing green as some locations on the Central Corridor, like in Nebraska, but only a red over steady green.
Earlier, the speedy train described first above, caused the south (left) intermediates between Wymola and Picacho to display a high green as the train approached it.
So, there you have it. Now you know what the signals display, and have the photo proof of such.
It will take some time to sort through all the photos and put together a trip report for the forum, possibly a week. The forum may also be interested to know part of K.P.'s itinerary include downtown Phoenix and eastward a number of miles. Select photos will be conveyed in another "Two and a Half Sunset Route Tracks" presentation sometime after the Toltec to near Tucson two-tracking material is posted about.
A Bunch of Things
Headway Run #1* (of I-2)
A Very Successful Visit to Arizona
The Arizona trip postings by the above series title will follow the following schedule.
Sunday, May 27, 2012: Parts A-H 'North Tucson to APS'
Tuesday, May 29, 2012: Parts I-Q 'APS to West Picacho'
Thursday, May 31, 2012: Parts R-V 'West Picacho to Toltec.
All posts will be before 9 A.M. on the dates listed.
The Colton Flyover
Colton, CA
Cylindrical rebar metal-work (left) has been erected by the short concrete items (lower right) between the BNSF and Rancho Ave.
A strange green structure with yellow ladders and railings is now present in the northwest quadrant.
Rebar cylinders are laying down by the northwest transition track. View is from Valley Blvd.
Finally, a concrete parts grade crossing (just below the cross tracks) without any crossbucks ... so workers and equipment can cross the BNSF. View looks south (westbound), Los Angeles is to the right.
"A Bunch of Things" is continued in Headway Run #2.
-------------
* Headway Run. Letters and Roman numerals have been used to identify 'Parts' in this thread. However, a third type is needed now. Bus and light rail lines often use headway sheets that outline where and when a bus or light rail vehicle is scheduled to be at at any particular time.
Operators have a specific "run" number, etc. Hence, the "Headway Run #" instead of Part A or Part I ...
Headway Run #2 (of I-2)
A Freak Dispatch
K.P. was traveling the Los Angeles Freeways in the early hours of Friday, May 25, 2012 to fulfill a quirky dispatch. After taking care of the assignment, everything else was free time. The Puente Hills Intermodal Facility area was checked out. The Milliken Ave. Flyover was visited also, as well as the Colton Flyover again, though briefly. Update reports will be forthcoming in a few days.
Replies ...
mvs (5-18):
"I remember ..." Interesting phrase! I can remember when a two lane Hunts Lane only had wigwags at the SP tracks!
The overpass project manager personally told me the project start was imminent, so I guess it is for real!
cacole (5-18):
From what I understand, the freight train speed limit over the trust bridge (and the other bridge too) is 55 M.P.H., with passenger trains authorized at 65 M.P.H. So, at this point what you have reported is a mystery. The next time I'm in Arizona, I should overnight in Benson instead of the Tucson area, and watch the signal myself for a while. Benson would make a good overnight spot on the way to El Paso, TX ... and the Santa Teresa, NM facility UP is building. But, at this point, that might be at least six months away ...
K. P. Harrier A Bunch of Things Headway Run #1* (of I-2) The Colton Flyover Colton, CA A strange green structure with yellow ladders and railings is now present in the northwest quadrant.
Rgds IGN
Part "A" (of A-H, Overall A-V)
North Tucson West to the APS Road
This update review of Sunset Route two-tracking in Arizona will be conveyed on an east to west basis, starting from the north Tucson area in the east to the crossovers at Toltec in the west.
Northward, the first sign of two-tracking progress out of Tucson, other than previous grading, is at Twin Peaks Rd. On April 5, 2012, forumist eolessen posted photos of the pending electrical box for the future CP SP970 SABINO
K.P. found that that new, future CP box is strangely positioned towards the eastern end (photo left) of the long, wide CP graded area. The railroad's right-of-way follows I-10 (upper background) closely here. A westbound (rightward) passed at photo time.
The un-positioned box is presently at an odd angle.
The Twin Peaks Rd. overpass is one of the more beautifully architecturally designed and painted overpasses in the area, but has incredibly small wire meshing for fencing, making railroad photography through it virtually impossible.
Both sides of Twin Peaks Rd. have sidewalks, making for easy photographic access.
Looking west, one can see the long CP grading in the background. The rear end DPU is going away from the camera.
Continued in Part B
Part "B" (of A-H, Overall A-V)
At the east end of the Rillito siding, at the present CP SP967 RILLITO, new electrical boxes are on site, but NO new signal masts.
In the last photo above, on the far right, the current, old style CP box is so small that the CP identification plate extends beyond the box's walling.
Because of the lack of new mast signals at this location, it is unknown exactly what UP has in mind track- and calendar-wise for an installation at this location.
Continued in Part C
Part "C" (of A-H, Overall A-V)
Farther west a short distance, new intermediate signals have been erected.
The new south signal, for Main 2, seems to have lower heads facing BOTH directions, whereas the north signal (above, right) has only one lower head (facing the camera), for westbound trains
So, perhaps there will be a south side (Main 2) siding back in the Rillito area (Part B).
Continued in Part D
Part "D" (of A-H, Overall A-V)
At the Marana Rd. grade crossing, at M.P. 961.66, UP workers were aplenty. A couple of workers seemed to be sawing the roadway asphalt so a new crossing gate could be erected at a position that would allow room for a second track to be laid across the roadway.
Trenches were being dug, and a short crane on a UP truck was doing its thing.
Wooden disks were on site.
A flat trailer was on site too with concrete burial forms and rolls of electrical cable on it.
Continued in Part E
Part "E" (of A-H, Overall A-V)
Farther west, a new double-crossover control point (CP) is being put in of unknown name.
The east signals.
The CP's electrical box:
The west signals. The famous Picacho landmark is in the distance to the west. If it wasn't for that, the CP installation would just be a visually plain Jane, generic installation.
Continued in Part F
Part "F" (of A-H, Overall A-V)
Next, the EAST switch of the current, old, south side siding of Naviska is reached.
It will be a different kind of CP, with a south side siding paralleling westward (leftward) Main 2. Note that the Main 1 signal (above, far right) has heads in both directions, whereas the Main 2 mast only has east side westbound heads.
A wider view, with the new CP box now in view (left).
An overview of the WEST switch of the current Naviska siding.
A closer view of the CP box and west side eastbound signals:
On the left signal, lower head, more than a red over yellow can be displayed! That lower head apparently is of the three bulb type. Likely, that is for a yellow over green display, which would be repeated at the east switch of the siding, in advance of the universal crossovers shown in Part E.
Continued in Part G
Part "G" (of A-H, Overall A-V)
At Missile Base Rd. (M.P. 956.26), looking east, the signals for the Naviska siding (see post just above) can be seen. Note that the second track HAS been laid on the left, or north side. The Naviska siding is on the upper right.
Those at the forum may remember the below Missile Base Rd. grade crossing photo from March 22, 2012. At that time the future Main 1 had not been laid yet (upper left).
The look now ...
In that just above photo, note the ties are covered with ballast the short distance on the left, and then just concrete ties going into the distance.
In the last visit, Missile Base Rd. was the spot the north rails had extended past the grade crossing.
Now, a view looking west, the second main has continued to have been laid westward.
Continued in Part H
A Very Successful Visit to APSC
Part "H" (of A-H, Overall A-V)
Previously shown, the following photo looks east from the Arizona Public Service Corp. grade crossing. The second track had not been laid here yet.
The north side laid track in Part "G" ends at a location where an alignment shift will take place, in the distance where the track equipment is parked..
A westward view from the APSC road: The now south side grading here hasn't seen track laying yet.
The APSC road is where a few tracks branch off to service that occasional UP customer, one such track is on the below photo's bottom.
On that track, as well as another, were yellow track machines.
Photographing the parked, turned off equipment at this location didn't end here, though. A weird, Twilight Zone type experience was only moments away!
--------
Next ... Parts I-Q, to be posted Tuesday, May 29, 2012 before 9 A.M. ... includes a Twilight Zone experience about machines.
Great update!! I noted on the Missle Base road crossing photo that the new main appears to be a few inches lower than the present main. This could launch a car that is going too fast.
You commented on the beautiful bridges the highway department has put up. On my few visits to the Phoenix area (grandson there) almost all of the bridges incorporate art work. My hat is off to the Arizona Highway Department for making a bridge really beautiful in the land of sage and rocks.
ccltrains Great update!! I noted on the Missle Base road crossing photo that the new main appears to be a few inches lower than the present main.
Great update!! I noted on the Missle Base road crossing photo that the new main appears to be a few inches lower than the present main.
Ballast tampers will raise the rail almost 6 inches when ballast is finally spread.
ccltrains Great update!! I noted on the Missle Base road crossing photo that the new main appears to be a few inches lower than the present main. This could launch a car that is going too fast. You commented on the beautiful bridges the highway department has put up. On my few visits to the Phoenix area (grandson there) almost all of the bridges incorporate art work. My hat is off to the Arizona Highway Department for making a bridge really beautiful in the land of sage and rocks.
If I recall correctly, Arizona sets aside something on the order of 3% of the total budget for any given highway project for landscaping and bridge aesthetics.
Update as of Friday, May 25, 2012
Checking on Places of Known Activity
Part I (of I-VIII)
The Puente Hills Intermodal Facility
City of Industry, CA
The vicinity of the Puente Hills Intermodal Facility (PHIMF) was visited, with an emphasis on the Workman Mill Rd. grade crossing; the site MikeF90 had alerted us to several weeks ago, where a cantilever signal overhead part was lying on the ground by the grade crossing electrical boxes.
K.P. believes the cantilever structure will be the west signals for eastbound trains.
There was no other cantilever structure on site. However, base parts were onsite, likely for three east side westbound signal masts.
In the wider angle view above photo, it is believed the two tracks on the photo's upper left will be moved leftward, and a PHIMF track laid on the path in the photo's center.
A semi-side visual of the laying down cantilever part of the future signals:
Presumably, from left to right on the just above photo, (1) the PHIMF siding's west eastbound absolute signal, (2) Main 1's west eastbound absolute signal, (3) the EAST westbound intermediate signal for Main 2, and (4) the single head west eastbound intermediate signal for Main 2.
Part II (of I-VIII)
A westbound view of the south side from the Workman Mill St. grade crossing
Now, looking eastbound at the south side, there is staking present on the photo's lower right.
Looking eastbound still, a view of the north side:
Large I-beams are now present on that north side.
Continued in Part III
Part III (of I-VIII)
The 'Up and Over'
In close proximity to the PHIMF on the LA&SL is the SP 'Up and Over.' Still no Main 2 track has been laid on it, or on either side of the structure. The below east side westward facing photo was previously shown.
Whatever controversy is holding up further progress (like laying a fourth track, left) on the Diversion in Pomona ...
... apparently is hold up further track laying progress on the 'Up and Over' in the City of Industry too.
A Side Tidbit
Pomona, CA
In K.P.'s traveling Friday, nothing construction-wise was observed in Pomona, CA, and things remain as they were months and months ago. However, there was an odd situation in downtown Pomona, at the Park Ave. grade crossing, M.P. 514.1.
A bunch of ballast was all over the sidewalk area, and halfway across the roadway.
It did not appear anything on or between the rails had been struck, so whatever caused the situation remains unknown, and is somewhat baffling.
Technical track I.D. info (from bottom to top): SP Main, LA&SL Main 1 (the ballast everywhere track / ex-SP Pomona siding), a now isolated former SP switching track, and LA&SL Main 2.
Continued in Part IV
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