Update as of Friday, September 19, 2014
A Day of Perpetual Surprises!
Loma Linda Area to Pomona, CA
Part III (of I-IX, Overall I-XVII)
The Truss Bridges Situation
The Grand Terrace Area, CA
The final truss bridge by Iowa Ave. had been moved to the crossing over the freeway site and installed (left span, our forefront E piers).
Where the two spans by Iowa Ave. had been was now completely devoid of the spans.
One of two moving devices was by the easternmost two spans.
Another one (right) was in the strip between northbound and southbound I-215 Freeway lanes.
Above, there are now so many bridge pieces from front to back that one can hardly see through them anymore!
Continued in Part IV
----------------------------------------------------------------------------------------------------------------------------------- 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-IX, Overall I-XVII)
The Colton Signal Dept.
Colton, CA
In the Colton Signal Dept. fenced yard, while there had been a bunch of signals that had popped up, even more used looking mast signals had seemingly been added at the site.
The good sized amount of switch parts boxes surprisingly seemed to have dwindled.
The implication is that somewhere in Southern California a bunch of track is being revised, but where is unknown.
Continued in Part III
Part I (of I-IX, Overall I-XVII)
The Hunts Lane Overpass
The north-south Hunts Lane overpass on the border between San Bernardino and Colton surprisingly is near to opening. From the north side looking south:
The west fencing (right) is yet to be completed, but the east fencing (left) seems complete.
That east fencing:
The west side: The Sunset Route goes through the overpass opening in the photo center.
As discerned in the photos above, the Hunts Lane overpass appears to have fencing from end to end, which will make photography extreme difficult with NO clear shot of the tracks.
Continued in Part II
Subject area Grand Terrace on the I-215. The last report from a local railfan as of Sunday afternoon, who scooted under the bridges. The bridges are now sitting side by side. Appears to be, the center bridge has active track. Trains seen running over the freeway. Sorry, no pictures. Looks like we will have to wait for KP to confirm this with his usual telephoto pictorials.
RickH
BarstowRick.com Model Railroading How To's
On Friday, September 19, 2014 K.P.’s loose dispatch allowed him to cover a lot of ground from late morning to early evening. Right away the day deteriorated to the extent that the San Gabriel Trench area near Los Angeles could NOT be visited as hoped for (maybe next week might be opportune), and unanticipated things kept popping up!
Most stunning was in Pomona where K.P. had conjectured an overpass being dreamt up someday by City officials in the CP CO30 ROSELAWN area to replace the Hamilton Blvd. underpass effort that was deleted. The aerials proved to be completely (“completely”) different from what is NOW actually there!
A building is in the way now! Nevertheless, an overpass could be put in. A parking lot was found to have sprung up by the tracks too, and photos right by the tracks could be had!
Stunning advances were seen at the Hunts Lane overpass construction site, the overpass most closely associated with CP SP542 LOMA LINDA.
It was as if mast signals from heaven had dropped onto the Colton Signal Dept. site, as they were everywhere, and some of the box crates were gone! (They didn’t seem to be in Pomona where K.P. had expected them to be taken.)
In the Grand Terrace area the last truss span section was in place, but the yet to be relocated far east spans had trains going through them.
A fuller report (with photos) will be posted as time permits.
MikeF90 (9-16): Money, Money, and Money!
About that Hamilton Blvd. grade separation cancelation in Pomona (CA): I think UP perceived what I perceived many months ago about putting in an underpass there, and UP then declared it ‘unbuildable.’ I would qualify that ‘unbuildable” with ’unbuildable at a reasonable price.’
According to the Alameda Corridor East Construction Authority website, the project earmarked $76.3 million for an underpass, of which $1.7 million had already been spent for engineering, etc. About an interlocked shoofly to duplicate the whopping large, presently incomplete CP AL514 HAMILTON that is in transition (i.e., TWO CP’s with the same name and number are involved), it might (“might”) cost millions and millions of dollars in itself, for something only temporary!
Since an underpass was unbuildable and a handful of residents didn’t want an overpass, the powers that be scrapped the project. Eliminating the project almost seemed TOO easy, something I’ve never heard of before (i.e., they wouldn’t mind an underpass, but not an overpass). Undoubtedly, Pomona would prefer the remaining $74.6 million be spent locally. Some will, with the grade crossing improvements. But, does someone have other ideas, something we all don’t know about yet?
It wouldn’t surprise me that in several months an overpass construction idea (“idea”) surfaces in the area of the present CP C030 ROSELAWN, involving Erie Street, Mt. Vernon Ave. (Pomona, NOT Colton), and Curran Place.
AERIAL LINK: Conjectured Curvy and Jogging Overpass Route
That would keep Federal dollars within Pomona, and bridge through a sore point in that town, for all practical purposes where one side of the town is almost cut off by the tracks from the other side of town, especially after Highway 71 was turned into a full-fledged freeway that pedestrians were no longer allowed on.
In Kearney, NE (pronounced car-nee) a more swooping curved bridge is present.
AERIAL LINK: Curved Bridge
That 22nd Street curved bridge is the one in the background that the below eastbound coal train is passing under in the below 2010 photo:
The above photo was shot from the Ave. M Bridge.
Both bridges are two lane passageways. The Ave. M Bridge had a nice sidewalk separated from motorists.
Above, the wavy flags were a nice decorative change from the norm.
While a more curvy bridge in Pomona is purely conjectural on my part, knowing what I do about politicians and their desire to get (and KEEP) Federal funds into their communities, such an overpass in an industrial area (thus, with NO or little vocal opposition) might satisfy virtually everyone! Wouldn’t a two-lane overpass there with sidewalks on each side for the many pedestrians be a NEW and wonderful place to shoot Pomona Diversion photos of a four-track mainline from?
Now, we can just wait several months and see if my hunch pans out.
Incidentally, on the Pomona aerial (linked above), there is much what looks like cleared, vacant land to the south of the tracks, in a strip to Mission Blvd.!
Take care,
K.P.
Super HunkyQuestion? Does anyone know if all the Dirt from Vineyard and San Gabriel Excavations is being transported to Harbor to create more Landfill in the Harbor. I think that is where the Alameda Corridor Dirt was used.
An interesting change of plans was revealed in the latest ACE meeting agenda. UPRR claimed a Hamilton Blvd underpass is unbuildable (!) and the overpass and road closure options were rejected by the locals. Therefore, the separation project is being cancelled in lieu of 'crossing safety improvements' (mostly fencing) at Hamilton and three other downtown streets. The latter improvements are about 1/3 (!!!) of the budget for the grade separation.
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! ***
Question? Does anyone know if all the Dirt from Vineyard and San Gabriel Excavations is being transported to Harbor to create more Landfill in the Harbor. I think that is where the Alameda Corridor Dirt was used.
Replies
UPRR11 (9-9):
Great input about the two-tracking situation in the Houston, TX area, and the whys for it!
So, if I understand this correctly, from San Antonio, TX (in the Kirby area east of town) to Rosenberg there are 30-40 trains per day, and from the key Rosenberg to Houston about 60-65 trains per day in that rather short 22 mile section, explaining the need for two-tracking. And, those 22 miles not only have UP trains, but BNSF and KCS as well (plus Amtrak).
On the Central Corridor at Gibbon, NE, a line junctions off to Marysville (and Kansas City), and is used mainly by many coal trains.
That line reportedly has 60-65 trains per day, and was two-tracked (except for the southern end). Having been to the Gibbon Cutoff in Nebraska, I can say UP puts on a great show for observers. A similar show must be taking place west of Houston, TX, and UP is taking steps to make it a more free-flowing show by two-tracking that stretch.
Many thanks, UPRR11, for enlightening us!
SP657E44 (9-13):
I’ve had contact a few months ago with both Grand Terrace and Colton planners, and everyone insisted the present Barton Rd. Bridge over the BNSF is staying.
One of the benefits of shooting pictures over time is that a past photo can be compared with a present one. Note the following reshown August 3, 2010 photo, then the important part highly blown up:
Those illustrations DO NOT seem to show the support that the contemporary September 10, 2014 photo showed!
So, something IS brewing, but it likely will NOT result in an entirely new Barton Rd. Bridge, but three or more tracks should then be able to go under the overpass.
jclass (9-15):
Super Hunky thinks like I do, about the length of bridges. Plate girder bridges have a practical limitation on their length, and as freeways become wider and wider that length is exceeded. A truss bridge can have exceptional length. Designers could have put truss bridges up over the I-215 Freeway with no center support, bridging the whole freeway with only one span each. But, then, one gets into a logistical moving situation for installation. So, undoubtedly the option was taken to have two spans each (with a center support) for that reason.
Best,
Update as of Saturday, September 13, 2014
Part “J” (of G-J, Overall A-J)
Train Activity at CP AL519 NORTH MONTCLAIR
Ontario, CA
The eastbound train’s headlight soon brightens, and the train heads east …
… through this old, largely residential and business mix area.
It was approaching the limit of time allowed, and K.P. took care of what his DS had dreamed up that made this series possible …
This will conclude the series.
Part “I” (of G-J, Overall A-J)
The train had snuck up and was bearing down on the single crossover. (Note the waiting train on Main 1 in the background.)
In these views the westbound train is clearly seen crossing over.
Continued in Part J
Part “H” (of G-J, Overall A-J)
At first arriving, the left signal was clearly seen. It was red over flashing yellow. Since this was thought to be a rarity, the 30 M.P.H. switch in reverse was photographed.
By the time one could walk back to photograph the above left signal, it had become red over green (right).
Just above, if you look real good, the green diode light appears to be one of those larger diode clustered units instead of the tiny, close together, many, many diodes type.
Continued in Part I
Part “G” (of G-J, Overall A-J)
The Vineyard Ave. Underpass Construction
Upon arriving, a westbound zipped by (leftward). Looking westbound:
Looking north:
The just above view is kind of deceptive, in that there is a rebate pier underneath that bottom board. Compare the top photo.
An eastward view: A rebar support pair is missing (lower right), apparently to allow for a temporary dirt road.
Looking south: A dug down Vineyard Ave. is continuing to develop:
Continued in Part H
jclassWondering... Why are such massive through truss bridges now being used instead of the plate girder type that were used previously? For greater highway clearance? To keep railcars from falling onto the highway in the event of a derailment?
jclassWhy are such massive through truss bridges now being used instead of the plate girder type that were used previously? For greater highway clearance? To keep railcars from falling onto the highway in the event of a derailment?
Perhaps so they can be moved quickly and easily between locations, facilitating their use on 'shoofly' and then positioning on straight alignment at minimum cost?
Part “F” (of A-F, Overall A-J)
The Cable at the Colton Signal Department
There are many, many spools of signal wires cable that have been there for quite a few years now. Weather-wear is just rotting away the wood. Maybe they will soon disappear and head to Pomona for the future, big CP AL514 HAMILTON in the near future.
Above, the Colton Flyover bridging over La Cadena Drive is seen.
-------
Parts G-J will be presented Monday evening Pacific Daylight Time, September 15, 2014, and will update the Vineyard Ave. underpass construction. Also, what K.P. never thought he would see was seen, a mainliner crossing over (via the 30 M.P.H. crossover) at CP AL519 NORTH MONCLAIR, by where the old North Ontario siding’s WEST switch used to be.
Part “E” (of A-F, Overall A-J)
The Status of the Bridges over the I-215 Freeway
The Grand Terrace, CA Area
Construction equipment near the truss spans over the I-215 Freeway.
It is hard to distinguish the bridges, but the closest span on the upper right is the new span on the E alignment, and the remaining span by Iowa Ave. is to be put on that forefront center pier-work and leftward.
The piers, with the new span on the foreground, leftmost abutments:
Continued in Part F
Part “D” (of A-F, Overall A-J)
A few others views from Iowa Ave.:
The heavy steel stands were now set aside in preparation for bridge span moving:
A gush of wind kicked up the dust.
Continued in Part E
Part “C” (of A-F, Overall A-J)
The white truck towards the bottom, just left of the span, looks dinky when compared to the bridge.
Continued in Part D
Part “B” (of A-F, Overall A-J)
Northward (eastbound) views from Main St. in Highgrove:
A northeast view of a remaining Iowa Ave. truss bridge:
Just above, the in-place spans over the I-215 Freeway are seen on the middle to lower right of the photo.
Continued in Part C
Part “A” (of A-F, Overall A-J)
A truss span by Iowa Ave. and the I-215 Freeway was found to have been moved and placed on the south side, over the northbound freeway lanes.
The above photos were shot from by the Barton Rd. curved overpass near where it intersects La Cadena Drive.
Continued in Part B
The BNSF and the Old Barton Rd. Overpass
Technically … Colton, CA
Part VI (of I-VI)
The west side of the Barton Rd. Bridge does NOT have that additional supporting, as in Part II.
So, the forum now has what is at Barton Rd., and can form whatever opinion individuals conclude. But, we are dealing with possibilities here, what BNSF might do, not that they will do such, if anything. The long range plan seems to be bridging the two-track gap between the three-track sections on each side, from Colton to Highgrove. Three-tracking that section would make the Colton to Riverside section more free-flowing, and speed up the Sunset Route trains traversing over the BNSF and LA&SL on the alternate Sunset Route.
Part V (of I-VI)
The east side cut by Barton Rd. now has sloped grading almost as far north as the Barton Rd. overpass.
The top grading is flat with marker stakes, which have been there for a number of months now.
That dirt sloping would sure make it easier to put walling up if (“if”) that is in the cards.
Continued in Part VI
Part IV (of I-VI)
At the 60 Freeway in the City of Industry (CA), as viewed from Workman Mill Rd., there WERE slanted dirt sides (one slanted side is seen on far left).
That was modified for the new track in conjunction with the Puente Hills Intermodal Facility (PHIMF) trash trains. (Photo taken June 20, 2014 and never before shown to the forum)
Continued in Part V
Part III (of I-VI)
If (“if”) BNSF digs out the sloping embankment, they could put in something like what the Diversion has in Pomona (CA) that reportedly will finally be finished after the Kinder-Morgan lawsuit delay of five to six years.
By the Barton Rd. overpass, it is unknown if walling just the east side would be practical or not, but that seems a possibility.
Part II (of I-VI)
A closer look:
It also looks like some other, more modern support structure has been put in.
Above, maybe (“maybe”) the bridge is being redone with modern technology and design, and the support structuring by and between the tracks will be eliminated.
Main 3 is seen below, and Main 1 is barely seen below it. BNSF has no Main 2 here, obviously a numbering in anticipation of a third track.
The Railroad Bridges over the I-215 Freeway
K.P. happened to be back in the area Saturday, September 13, 2014 and found ONE of the two spans by IOWA AVE. had been moved to over the I-215 Freeway. On an east to west A to E identification basis, the span moved was the south E span. The north E span was still by Iowa Ave., but elevated with the blue moving equipment.
That north E span likely was moved overnight and is now over the I-215 Freeway at posting time. Things are happening faster than updates and photos can be posted. Nevertheless, photos are hoped to be posted of the in-place south span in a day or so.
Part I (of I-VI)
There has been a belief, K.P. included, that for the BNSF to be triple-tracked under the Barton Rd. overpass, in accord with the THREE new truss bridges over the I-215 Freeway to the south, the Barton Rd. Bridge would have to be torn down and a replacement erected. However, that may not (“may not”) be the case.
The Barton Rd. Bridge from the south, looking north:
As seen above, the BNSF goes through a long cut.
Many, many BNSF Transcon trains traverse pass here, and some LA&SL trains from Salt Lake City as well as LA&SL trains off the Sunset Route. Surprisingly, while K.P. was on site, NO UP trains came by whatsoever.
Underneath the overpass on the EAST side, the old slanted, gully filled dirt embankment has had some grading performed.
But, an identical support structure to the one on the above photo’s right is barely seen in that slanted dirt embankment, on the far upper left!
Both Barton road bridges (215 and BNSF) are on borrowed time. The freeway bridge isn't wide nor long enough, the RR bridge is too narrow and at a poor angle. Additionally more than 3 cars turning south off Barton blocks cars turning north. I expect the new bridge will be a 90 degree intersection with La Cadena.
The cut underneath has plenty of room for excavation on both sides for a third track, probably with retaining walls and guard rails on the east side.
A10
Second Section
About the Grand Terrace Area Again
Since there are THREE truss bridges (of two spans each) being put over the I-215 Freeway, there has been some question as to HOW BNSF could get three tracks underneath the obviously two-track Barton Rd. overpass less than a mile to the north. Even the cut that the tracks are in suggests only two-tracks can go through here.
The answer might have been right before us all the time, since way back in 1936 when the bridge was first built.
Wait till you see HOW the bridge was built, its structural design!
A report (with photos) on this for the forum’s pondering will be in the works soon.
Our community is FREE to join. To participate you must either login or register for an account.