Sunset Route Two-Tracking Updates

[Railway Man]

al-in-chgo

I had no idea there were so many new bridge-style signals.  Back here in the Midwest/East, I am more struck at how the old bridge signals are being torn down (or allowed to stand, but inactive) in favor of simpler lights, often the three-position type. 

 

What you are seeing being torn down are signal bridges and cantilevers that date to the ICC regulation that wayside signals had to be to the right-hand side of the track governed.  That rule disappeared, oh, around 1970, with the proviso that if a left-hand signal was used, it could not possibly be confused for a right-hand signal governing an adjacent track.

In new construction, however, the rule on most railways is that signal masts cannot be placed between tracks with centers less than 20 feet, in order to obtain adequate clearances for men and equipment.  But in some locations, it is not economically feasible to obtain 20-foot track centers and put a signal where it cannot be confused as to which track it governs, so in those locations a signal bridge or cantilever is used instead of the mast signal. 

For example, suppose a railway is two-main tracks (movement in either direction on either track) with 15-foot track centers.  If the wayside signals date to pre-1970, the left-hand track in either direction of movement will require either a signal bridge or cantilever to place its signal to its right-hand side (between the tracks).  (However, if it is "Rule 251" current-of-traffic territory, there is no reverse-signaling except at end points, so no need for reverse signaling and no requirement for signal cantilevers or bridges, if it is right-hand running.  But if it's left hand running, then every signal will be on a bridge or cantilever.)

Now suppose that railway is resignaled with modern equipment today.  The bridges and cantilevers are no longer needed and new masts can be erected "field side" or left-hand to the direction of movement instead of right-hand.

Now suppose we're building a new two-main track railway today, with 20 foot track centers.  All the signals can be mast type so long as all we have is two main tracks. The intermediate signals will in most cases still be placed field side on both tracks because it saves a mast, is safer, and is cheaper, and there's no chance for confusion so long as all are paired. 

But at some locations, where there is a track at a 15 foot center, the bridge or cantilever will still be needed.  Suppose there is an outside siding or runner parallel to one of the two east-west main tracks.  For sake of illustration, let's say it's on the south side of the two main tracks (north main is #1, south main is #2).  That siding is on a 15 foot center from its nearest main track (because in most cases, it was built a long time ago.)  At the west end of the siding a mast-type signal can be placed on the field-side of the siding to govern movements leaving the siding and entering main #2.  A mast signal can be placed between the main tracks to govern westward movements on the #2 main track, and a mast signal can be placed to the outside (north side) of the #1 main track to govern westward movements on the #1 main.  Every signal is to the right side of the track it governs and there's no opportunity for confusion, because a signal for another track is always on the far side of the other track.

At the other end of the siding, however, we need a cantilever for the eastward signal on the #2 main, because there is either not room for the mast signal between the siding and the #2 main track to govern eastward movement on the #2 main, or we risk creating a confusing signal placement by putting the eastward signal for the #2 main to the left hand side of the #2 main, and the eastward for the #1 main to the left of the #1, which makes the east CP signal placement the opposite to the west CP signal placement at the other end of the siding.  That is how you set up an engineer for an error and cause collisions.  I know of a fairly recent head-on with multiple fatalities that several of us think was caused by confusing signal placement and an engineer unfamiliar with the territory:  he read the signal governing his main track as applying to the other main track.

If we're just dead set on getting rid of all new cantilevers and bridges, the solution is to spread track centers to 20 feet.  That can get rather expensive if we're in the vicinity of overpasses that don't have sufficient width between their piers and abutments because we'll have to build a new overpass (think of an 8-line highway bridge with adjacent interchanges, utility crossings, etc.), or in the vicinity of bridges over waterways that weren't built for 20 foot centers, which can also be multi-billion dollar fixes.  It can mean having the toe of fill move off the right-of-way, which in a best case is a land acquisition from a reasonable landowner at a reasonable price, and in the worst case moves large buildings, or triggers a programmatic Environmental Impact Statement , or triggers 404 wetland permits, or comes up against a hell-no-see-you-in-the-Supreme-Court landowner, and we'll maybe finally get to build the railway long after we're all dead.

So, long story short, that is why it is often feasible to tear down old cantilevers and bridges en masse, but in some cases -- particularly complex interlockings and CPs -- why there is good reason to build new signal bridges and cantilevers today.

[K. P. Harrier]

Update as of Tuesday, May 26, 2009

West Colton Yard, East of Pepper Ave.

This date found hardly anybody tending the fort, so to speak, and very little progress had been made since the last update. 

The exception was the easternmost (farthest back) turnout, which now appears complete

Last week the same turnout needed much work, as seen below

[desertdog]

The following story appeared in this week's edition of the Maricopa (AZ) Monitor:

"After weeks of delays, Union Pacific Railroad has approval for continuing their double-tracking project through Maricopa, getting the green light from the Arizona Corporation Commission last week.

The proposal will have second rail lines placed across four Maricopa intersections, including Arizona 347. '); } //--> Union Pacific spokesman Luis Heredia said earlier this month that plans with the city have already been made to do a shoefly-style bypass around the Arizona 347/UP crossing while the work is being done. The work, he said, should take no longer than one weekend to compete, though no timeframe has yet been given for when that will occur. '347 is an outlier that we want to complete as soon as possible,' Heredia said. Union Pacific's double-tracking project as a whole has been slowed due to the economy, with plans to finish the 757-mile stretch spanning from El Paso to the southern coast of California being pushed back from 2010 to 2012. The Maricopa intersections, and Arizona 347 in particular, should be completed in the coming weeks.

©Casa Grande Valley Newspapers Inc. 2009" I don't quite understand the need for a shoo-fly if the crossing work on STH 347 is only going to take a weekend.  It seems that in the past they have closed the railroad down at least that long for construction.  As to the "2012" completion date for the entire project El Paso to LA, I hope they can meet that timetable. John Timm

[Railway Man]

The primary concern is emergency vehicle travel times via alternate crossings, locations of fire and EMS stations, and traffic congestion on alternate routes.  It's worked out in detail months in advance for each crossing, and if multiple crossings are affected simultaneously a detour and emergency vehicle plan is worked out for the total picture, and public agencies participate in the discussion.

RWM

[mvs]

 John and K.P., thank you each for your updates!

 K.P., please keep us updated with whatever they seem to be doing at West Colton.  Looks interesting.

[desertdog]

RWM: That makes perfect sense. SR 347 is the main route through town and the fire station is just to the north of it. To get emergency vehicles to the other side of the tracks would involve a significant detour and delays. Thanks. John Timm

[desertdog]

[img][\img] High noon at Maricopa today, 5/30/09. The searchlight signals of the Espee era stand next to their hooded replacements at the east end of the Maricopa siding. Note the blue warning light atop the post west of the SR 347 crossing. There is a similar warning signal at the site of the new East Maricopa CP a mile east. It looks like the classic SP water tower will remain. John Timm

[desertdog]

[img[\img] Looking east from the Maricopa Amtrak platform to where there was a team track until a few months ago. There is newly spread gravel on both sides of the tracks, but the second main will be on the right hand side of the current main. In the far distance on the left you can make out the hooded signals at what will be East Maricopa, most likely the place where eastbound Amtrak will make a diverging move to the right. The welded rail will be used for replacement on the current main. John Timm

[desertdog]

[img[\img] Looking to the west again, a ballast train sits dead in the siding down the way. Closer to the crossing at the end of the siding, you can see another set of hooded signals that will guard the eventual crossover. John Timm

[desertdog]

[img][\img] Somewhat redundant, but it shows the new signal relay box, replacing the one across the way that will be in the way of the new main. It was 98 degrees at the time we took the photo. Those are the Estrella Mountains in the background. They get that blue haze in summer when it gets hot. The main curves around to the left along the pole line and begins a slow climb to Shawmut. John Timm

[desertdog]

desertdog

[img[\img] Looking east from the Maricopa Amtrak platform to where there was a team track until a few months ago. There is newly spread gravel on both sides of the tracks, but the second main will be on the right hand side of the current main. In the far distance on the left you can make out the hooded signals at what will be East Maricopa, most likely the place where eastbound Amtrak will make a diverging move to the right. The welded rail will be used for replacement on the current main. John Timm

 

I could have been a little more complete in my description here.  This is one of those transition areas where the existing main will shift from being on the north side of the ROW to the south side of the ROW, which explains the gravel sub base on both sides.

John Timm 

 

[K. P. Harrier]

Desertdog (5-30):

Seeing you posting photos of Maricopa was great!

Interestingly, I was just in Maricopa a few days ago, and know exactly what you were relating in your post.

UP seems to be putting in TWO overlapping signal systems there!  Because of that, I perceive some fascinating things about the future.

An upcoming multi-post, multi-day report from Arizona to New Mexico has been prepared for the forum, and will follow the following schedule:

Part I:  East of Shawmut, AZ to CP887 – Tuesday, June 2

Part II:  East of CP SP887 to West of MARICOPA – Thursday, June 4

Part III:  Solving the Mysteries of Maricopa – Saturday, June 6

Part IV:  East of Maricopa to Tucson – Monday, June 8

Part V:  The Cienega Creek Track Identification Issue – Wednesday, June 10

Part VI:  Eastward into New Mexico – Friday, June 12

A teaser …

The above photo taken in Maricopa relates to THREE signal systems … and will be dealt with in Part III

K.P.

PS:  In posting photos herein, desertdog, if they are not exactly 640 x 480 in size, they wreck havoc with past and future posts on the page!  It is a quirk in the Kalmbach forums.  I’ve had to resize some photos to straighten out some posts I’ve unwittingly messed up.  But, even that didn’t correct everything!  Like I said, quirk is the word!

[K. P. Harrier]

Update:  Arizona-New Mexico

Part I of VI:  East of SHAWMUT, AZ to CP SP887

We start east of SHAWMUT and encounter this new intermediate mast amid cactus, hilly terrain, and single-track

The west signals of the new [CP] ESTRELLA.  Because of visibility problems for those unable to access railroad property, it is indeterminate exactly how far westward (rightward) the new second-track is laid, IF it even is laid, but this is the beginning of two-track operations eastward (leftward)

An unusual device at [CP] ESTRELLA:  They are springing up all over the place.  California is not immune either.

CP SP882 MOBILE is NOT a crossover, but the west end of the MOBILE siding.  The west end of MOBILE also has one of those blue light devices (far right).  Note the bi-directional heads on the left mast (for Main 2)

The west end of that siding has a cantilever structure governing westbound movements for Main 1 and the siding

The east end of MOBILE uses just poled signals.  From left to right, the first and third masts are directly across from each other on the east portion of the CP, while the second and four signals govern the siding and Main 1

From 83rd Ave. (M.P. 886.32), looking west:  Highway 238 is on far right

The 83rd Ave grade crossing is a marvel with barbed wire fencing, cattle guard in the roadway, and just a well manicured visual site

Interesting signage too

Looking east from 83rd Ave toward the new CP SP887 double-crossover

Part II is scheduled for Thursday, June 4; and runs from east of CP SP887 to west of MARICOPA

 

[passengerfan]

Once again KP thanks for the latest updates on the Sunset route. Are you and I the only two California residents up this early and on the forums. Must be insomnia. Actually I like getting up this early and working on tax returns for clients that are on extension. And this year I have never seen as many tax clients on extension.

Al - in - Stockton.

[CShaveRR]

KP, the blue-light/speaker devices are audio/visual warnings for signal maintainers or other personnel working in the area. If they're out and about on the crossovers, they turn on the system, and it warns them when a train is approaching. There has been a system like this in Rochelle for years.

[K. P. Harrier]

Update:  Arizona-New Mexico

Part II of VI:  East of CP SP887 to West of MARICOPA

East of CP SP887, the new signals are not in service yet.  Because the present ENID siding is still in service, the new north side (right) signal has been erected in a temporary, very jerry-rigged manner

Looking west from the Rio Bravo Road grade crossing, M.P. 891.34

Looking east:  New intermediates here are conveniently service accessible by public roadways.  A new dragging equipment detector strike-mechanism is on the right track

From Ralston Road, looking west.  Ballasting is crude here

Looking east.  Another convenient intermediate signal location

The last signals eastward before Maricopa:  Note the lower, west facing (rightward) signal heads on both masts

Part III:  “Solving the Mysteries of Maricopa” is scheduled for presentation Saturday morning, June 6

[cabcar]

Thanks for the updates, KP.

I'm looking forward to the rest.

--Robert

[desertdog]

K.P., 

Judging from the large amount of Union Pacific trucks and equipment parked next to the Maricopa Amtrak depot, I get the impression that the segments where track is already in place will be put in service some time soon and that they will continue to erect signals and associated equipment in areas where they have suspended track laying.

As always, I am enjoying your pictures and comments.

John Timm 

 

[K. P. Harrier]

As of Friday, June 5, 2009:

West of Temple Ave., Pomona, CA

At the western end of the SP route relocation onto the LA&SL in Pomona, two four-track signal bridges have now been erected

[K. P. Harrier]

Update:  Arizona-New Mexico

Part III of VI:  Solving the Mysteries of Maricopa

This photo (dated May 29) found a good length ballast work train in the Maricopa siding, just west of Highway 347, or John Wayne Parkway.  You may remember this work train from “desertdog” John Timm’s camerawork in a post at the end of May

Looking west:  The east end of the present MARICOPA siding (the FUTURE Main 2) will, until modified, ALWAYS be governed by a RED OVER SOMETHING signal indication (Compare the size of the two signal heads)!  Yes, Main 2 WILL END here from the west!

But yet, the east side is graded for the continuation of Main 2 (on the right)

A sole new westbound Main 1 signal has been erected at Highway 347

Less than a mile to the east, a new double-crossover is being constructed.  Here, the northern west side signal (for the future Main 1) has been positioned.  Its companion (for Main 2) is still lying on the ground in the background

The future control box and location name, EAST MARICOPA

The east side signals are still to be uprighted

Between 500 and 1000 feet still further east, ANOTHER new, bidirectional signals mast has been erected!

This photo looking eastward from the Amtrak stop at Highway 347 shows just how close the above new unhooked-up signals are to Highway 347

What gives here?

My interpretation of all this is as follows:

The end of two-tracks from the west WILL BE AT HIGHWAY 347 (John Wayne Parkway) and the second to last photo above shows a future sole nearby intermediate signal mast EAST of said highway.  But, I also believe, THAT arrangement will only be a temporary measure.

Once present grade crossing controversies and issues are resolved, some reportedly as soon as the next one or two months, and / or the underpass / overpass matter is settled, then the second track will be laid EAST of Highway 347, and the CP EAST MARICOPA will be put in service.  The new CP MARICOPA (at Highway 347) likely will then be abandoned and the control box (and its signals, switch, and switch motor) moved somewhere else miles away, as well as the so called mystery mast only 500-1000 feet east from the future EAST MARICOPA!

So, we have an old signal system (whose days are numbered) being overlaid by TWO new systems, one temporary, the other a long-term permanent one.

Only the above explanation fits the new signals’ spacing.  You may recall in Part II the below last photo thereof WEST of the west end of the present in-service (I assume) MARICOPA siding.

From those signals TO the new EAST MARICOPA control point is about two to two and a half miles, just the perfect distance consistent with current UP signal spacing practices!

Part IV, “East of Maricopa to West of Tucson,” is scheduled for Monday, June 8.  It is photo heavy!

 

[cacole]

 Excellent updates and photographs -- thanks for posting them.  With the Arizona Corporation Commission's recent approval of UP work through Maricopa, changes may be made to these alignments rather quickly so the work can be completed within the imposed deadline.

[K. P. Harrier]

Sudden, Big-Time Changes at West Colton Yard

In a reportedly two-day blitz type convergence, a massive reworking of track is taking place at West Colton Yard in California, in the Pepper and Rancho Avenues area.  The Palmdale Cutoff has been closed for two days, and both legs of the wye have been severed.  The long awaited rerouting of Main 1 to the north side of the Balloon is taking place.  Sunset Route through-trains are being rerouting southward via the City of Riverside.  The following photographically documents these events.

From Pepper Ave., looking west:  Main 1 on the right now curves under the overpass

The well-known cantilever signal previously in the above photos’ views has been cut down and is being chopped-up

Looking east, Main 1 (left track) has been rerouted

Main 1 is now routed outside the Balloon Track

A signal is being installed at Pepper for Main 2, which unlike Main 1, will remain on the south side of the Balloon

The old tracks are all cleared away by the west leg of the wye

From the Rancho Ave. overpass, a westward view looks onto the rerouted Main 1 (formerly the By-Pass).  The new signals here have electrical juice to them now and in this view are turned on

New signals, looking west from under the Rancho Ave. overpass

Looking east:  Main 1 is being relocated toward the former By-Pass route

A telephoto looking east toward the east end of [CP] RANCHO:  Note the old three-headed target signal mast on the left with a crane-like truck next to it.  The old signal is being readied to be taken down

Much track equipment has converged onto the scene.  Here, ballast is being dropped

Ballast is being evened

At [CP] RANCHO, there are no functioning, in-service signals at this time!  The old mast in a photo above now lies on the ground.

Minor train moves occur, like this one at Pepper Ave., but Sunset Route through trains are being rerouted via the City of Riverside over the BNSF Railway before reaching the original UP Los Angeles and Salt Lake tracks to Los Angeles

The signals being replaced ironically replaced even earlier signals many decades ago!  Those ancient signal equipment bases were never cleared away by Southern Pacific

UP vehicles with license plates from Arizona, Idaho, and Utah were seen, but other states may be represented as well; truly a big-time project that necessitated much planning and bringing in workers from all over.

If, in fact, this is only a two day blitz, by Monday morning everything should look very different from what everyone has been accustomed to

[mvs]

K.P. and desertdog, thank you for the pictorial updates!

Regarding Maricopa, K.P., I have a similar hunch as yours, when all the Maricopa work is done: I think that the current CP SP898 Maricopa will be a double crossover so Amtrak can access the platform. When the double-tracking is complete to points southeast, I think CP SP898 Maricopa will remain as crossovers but CP SP899 East Maricopa will disappear. I think CP SP899 East Maricopa is temporary, until double-tracking continues.

As for Colton, thank you, K.P., for these updates. I hope you can get some pictures of the "finished" product, as this seems to be a very complicated project, even though it is centered in a half-mile (??) radius.

Finally, as for your picture at Temple Avenue in Pomona, I drove by that recently and saw that massive four-track signal bridge. UP has a lot of work to do to finish this project by Fall 2009, as stated on the Alameda Corridor East webpage.

[K. P. Harrier]

Update:  Arizona-New Mexico

Part IV of VI:  East of Maricopa to West of Tucson

Coming into Casa Grande from the west, at around M.P. 915, the newly graded right-of-way shifts from the north side (photo right) to the south side (left).

An eastward view:  The west end of the present CASA GRANDE siding is in the distance

From Hermosilla Street (M.P. 919.2) in Casa Grande, a view looking west:  The industrial track is old and dilapidated.  Is such a track responsible for Casa Grande being prep delayed for a second main?

Apparently that track above leads to an industry with its own switching power

Looking eastward

Now, at Park Link Road in Red Rock:  Looking westward, the new grading is on the south (freeway) side

Looking eastbound:  We find there is now grading for the future Main 2.   A section of track is laying in wait for installation over the grade crossing.  Somewhere in this vicinity is where the new Red Rock Classification Yard will be built, supposedly in the next few years.  Modifications of West Colton Yard in California (for future west traffic) is well alone, so a Red Rock Yard (for future east traffic) mustn’t be far way!

Toward the east end of the RED ROCK siding:  Looking westward.  The siding alignment widens; also, the new grading widens as it goes eastward (rightward)

At the east end of the RED ROCK siding, grading is on both sides, but widens dramatically on the south side (right)

East of the small community of Red Rock is the Arizona Public Service Corp. road, at M.P. 953.60.  The grade crossing there has a track section for the second main already laid into it.  There appears to be no rhyme or reason as to WHERE laying short sections of track over grade crossings takes place.  Interstate 10 is in the background

From Ina Road, near M.P. 974, looking westward

Looking eastward, at the beginning of a current CTC siding

The second main will necessitate more than the typical skill in relocating this grade crossing device.
 

Note the advertising signs in the background, which is reminiscent of the signs over the tracks in the West Colton Yard area in California.

Next, Part V, “The Cienega Creek Track Identification Issue,” scheduled for Wednesday, June 10

 

[CShaveRR]

Did anyone else think about the (very remote ) possibility of suspending catenary from all of those billboards?

Hope some West Colton congestion problems are solved by all of the work that just took place there.

And, speaking of "all of the work", your efforts are very much appreciated, K.P.!

[desertdog]

K.P.,

In the view taken from Hermosilla Street (MP 919.2), on the right you can barely make out a buff colored building.  That was the Casa Grande depot, dating back to 1939. I stress the word "was" because this past Friday it burned to the ground in a spectacular blaze.

It was a great example of pueblo deco architecture, but in recent years stood abandoned and slowly fell into disrepair.  The railroad had given it to the City of Casa Grande, but it had to be moved.  That meant no federal historic preservation money for restoration and it was considered too fragile to move anyway without inflicting severe structural damage. 

Bottom line, another railroad landmark sadly disappears.

As you point out, the industrial lead to Arizona Grain is likely a stumbling block of sorts.  There were structures on the left between it and the side street that disappeared in the last year.  My guess is that the spur will move left and the new main will occupy its place.

Great shots and commentary, as always.

John Timm

 

 

 

[billio]

Q:  What's better than K.P. giving a photographic blow-by-blow description of progress along the Sunset Route in California?

A:  K.P. with a hunting license to roam the whole blooming Sunset Route, from Southern California clear to El Paso, providing updates as he moves down the line.

Thanks again, K.P., for your most informative photo-essays of progress along this line.  Your work is much appreciated.

[Modelcar]

billio

Thanks again, K.P., for your most informative photo-essays of progress along this line.  Your work is much appreciated.

Let me 2nd that response......Really enjoyed the photos and included descriptions.....

[CNW 6000]

Modelcar

billio

Thanks again, K.P., for your most informative photo-essays of progress along this line.  Your work is much appreciated.

Let me 2nd that response......Really enjoyed the photos and included descriptions.....

3rd on that.

[K. P. Harrier]

Follow-Up Report

West Colton Yard, CA

This will update the previous report of events last Saturday, June 6.  Monday, June 8, workers were still finishing off the blitz, but everything seems to be in place now, and the following photos should give everyone a pretty good idea of what things look like now …

From Pepper Ave., looking east:  Main 1 is on the bottom left), Main 2 the center track to the top far right

A telephoto of the key new trackwork for Main 2’s routing

Another view:  On the center left is the Balloon, top left is the West Leg of the Wye (off the Palmdale Cutoff).  Main 2 is the straight track left of the signal

From Rancho Ave., looking west:  Main 2 (from left to right, the foreground third track) has been realigned.  It follows Main 1’s old alignment to and in the background, by where the gentleman is walking.  The top track is the East Leg of the Wye, off the Palmdale Cutoff

The two routes:  Main 1 now goes under the Palmdale Cutoff (top center)

Looking east down onto the revised [CP] RANCHO:  Track equipment is still working on the new Main 1.  The old Main 1 (bottom right, the track that ends) is ALMOST magical (What?) …

The OLD Main 1:  Now you see it, now you don’t

The east end of [CP] RANCHO:  The signals are being tested

Back at Pepper Ave., looking eastward:  An old signal awaits its being hauling away in the future

A long ballast train lays more ballast on Main 2

With all the Mains having been out service over this past weekend, not surprisingly, things look quite cleared out in the Departure Yard