Update as of Friday, June 12, 2015
The Alessandro Blvd. Area to the BNSF
Riverside, CA
Part “B” (of A-G)
A northwestward view as the PVL starts to parallel the I-215 Freeway again.
That siding ends in the distance, and so does the San Jac freight line around the curve (far background).
Above, the old BNSF Alessandro siding (background, right) has been replaced with the PVL track laying. So, previous views of a LEFT hand switch just south of Eastridge Ave. are now superseded with a RIGHT handed turnout – assumedly … K.P. hopes to check on this the next time out that way.
That above photo is a super crop job type, and had a lot of things working against it, including multiple focus points that totally confused the camera … Isn’t the focusing ability of the human eye wonderful compared to a camera?
By Alessandro Blvd. the track shows the state the track laying is in.
Note the sub-ballast under the new ties.
Continued in Part C
----------------------------------------------------------------------------------------------------------------------------------- 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 “C” (of A-G)
The inbound signal by the boarding / alighting area is close to the steps and back and forth handicapped ramp (right).
That far south side signal again, and where the new track laying temporarily stopped.
K.P. had to hike in quite a number of blocks to get to the site where some of photos in this posting were taken on the bridging for Alessandro Ave. The manager of a humongous furniture store (and I mean humongous!) graciously allowed K.P. to use a parking space while he was away hiking around.
If K.P. was in the market for furniture, he would definitely take an ‘excursion’ in that humongous furniture store to check out their offerings He might even bring a lunch in case he got hungry in the big place … I mean, that store was huge!
Continued in Part D
Part “D” (of A-G)
The future Moreno Valley stop has the grading well along and light standards erected.
We leave the area and head northwest to by the Poarch Road grade crossing.
It is already closed, and Watkins Drive has pylons blocking drivers from making a left turn to go over the grade crossing. K.P. still doesn’t think the road closer with a couple of mile roundabout way to get past the road closure at the track will set well with affected drivers. He wonders if the people are sheepish, or if there is a vicious activist among them …
Continued in Part E
Part “E” (of A-G)
At northeastern Riverside, near where the PVL will turn to connect with the BNSF, is the Citrus Street grade crossing. A flurry of activity was taking place south of the grade crossing. But, the residential property on the northeast quadrant had been modified with driveway railings. The mailbox (lower right) just had to be photographed in light of the number’s association with TRAINS Magazine’s present (21027) and the past (1027) street addresses!
Southward (outbound) views:
Above, the old track was being ripped out.
Continued in Part F
Part “F” (of A-G)
The northward (inbound) track curves and hooks unto the BNSF. There now is a bunch of ties and ballast in the curved area. View looks south from by the BNSF Transcon.
The ballast was become more and more as truck after truck dropped off is load of ballast.
Continued in Part G
Part “G” (of A-G)
At the new junction, a BNSF rolls westbound on BNSF Main 3.
Above, such westbound freights on Main 3 will encounter opposition from outbound Metrolinks in the afternoon, which Metrolink Perris Valley Line trains will only be able to use that Main 3.
From up on the Iowa Ave. overpass, an eastward view of the partial PVL curving away from the BNSF:
The above photo appears in the “Sunset Route Two-Tracking Updates” thread, because the alternate Sunset Route via the BNSF and LA&SL passes here.
The Theoretical and the Reality
North of Nuevo Rd. in Perris there is a CP switch so that operationally an industrial track will run from there all the way to another CP just south of Eastridge Ave. in eastern Riverside. By freights switching industries using THAT unsignaled track they would not interfere with the high speed commuter trains on the signaled track.
There now does NOT appear to be any passing tracks anywhere on the 24 mile Perris Valley Line. In theory, a commuter train meet could be made at either end of that freight track by a backup move. Whether Metrolink dispatchers will do that or not is yet to be seen, but it strikes one as tying a dispatcher’s hands not to have a passing track option available. But yet, maybe schedulers see no need for passing sidings because no meets are planned, and to have a never used signaled siding would be a waste of money. So, that is one area of PVL operations, when up and running, it will be fascinating to see what happens with.
This will conclude the series.
K. P. HarrierUpdate as of Friday, June 12, 2015 The Alessandro Blvd. Area to the BNSF Riverside, CA Part “G” (of A-G) There now does NOT appear to be any passing tracks anywhere on the 24 mile Perris Valley Line. In theory, a commuter train meet could be made at either end of that freight track by a backup move. Whether Metrolink dispatchers will do that or not is yet to be seen, but it strikes one as tying a dispatcher’s hands not to have a passing track option available. But yet, maybe schedulers see no need for passing sidings because no meets are planned, and to have a never used signaled siding would be a waste of money. So, that is one area of PVL operations, when up and running, it will be fascinating to see what happens with.
Thank you K.P. for this latest set of photos! If there are no sidings, one would also expect the freight movements to be at different times than the passenger movements.
mvs Thank you K.P. for this latest set of photos! If there are no sidings, one would also expect the freight movements to be at different times than the passenger movements.
What frequency do you anticipate for the commuter service? If more than one train per hour, I would think a siding would be required, otherwise none required
I have heard three a day each direction. Presumably that means three morning inbound to LA on the 91 Line and three back to Perris in the evening. Possibly those could be an hour apart.
Electroliner 1935 (6-20):
The current Metrolink 91 Line timetable lists one morning eastbound out of Los Angeles, and four afternoon-evening runs, at 3:40 P.M., 4:20 P.M., 5:30 P.M., and 6:45 P.M., and they arrive in Riverside a little over an hour and a half later. The Perris Valley Line will be an extension of that 91 Line, and as I recalled, six trains were planned each way. With such an arrangement, a Perris Valley Line fleet will head west in the morning, and return eastbound in the afternoon-evening. It won’t be an all day thing, where a round trip could be made at will.
So, a PVL having NO passing sidings could endure that way for years, maybe decades.
Somewhere along the stream of time, more commuter trains might be added, or maybe a few San Bernardino Line trains will be extended to Perris. A siding could, in theory, be added without track. Without track? That long paralleling freight track has some stretches without industries. That could have signaled crossovers put in, so a commuter train could meet another commuter train. But, I’ve got a suspicion that is way in the future, unless some politician connected with Metrolink figures out they can get more Federal bucks into the area with some meets …
Stay cool in this presently very hot weather … if you are anywhere near Southern California,
K.P.
Views from the Overpasses at …
… Eucalyptus and Cactus Avenues …
… Plus Something New Near Marlborough Ave.
Moreno Valley-Riverside, CA
On Sunday, June 21, 2015 K.P. visited the Eucalyptus and Cactus Avenues overpasses, and was able to photograph some views of the new signals and track-work views previously not available to him.
Also, very near Marlborough Ave., K.P. was determined to figure out what didn’t quite make sense signal-wise, and found the missing link semi-hidden at a stupidly obvious place!
A report will be worked up for the forum. However, recent problems with the new Phiotobucket.com has been giving K.P. convulsion and delaying matters. As small of an amount of pictures there is, likely the report will be in small groups over several days.
A poster on another site noted that track upgrading was done last weekend on the east leg of the Highgrove wye. I used Google Street View to see the 'before' picture at the Villa Street crossing and discovered this ancient looking warning bell and dwarf crossbuck (but no lights or gates).
https://goo.gl/maps/AYjz7
If it hasn't been replaced already it is surely on borrowed time. Someone should check to see if Fred Perris inspected it. Anyone see this kind of device elsewhere?
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! ***
Update as of Sunday, June 21, 2015
The PVL Construction Continues
Part I (of I-IV)
By Marlborough Ave.
As seen below, the future station by Marlborough Ave. is coming along just fine, and track machines were parked on the mainline.
Just above, note the manual switch stand on the lower left. Some type of cabling were coming out of tubing by the switch.
As with an interlocking switch, signals are on each side of the switch, for the mainline. But, no signal has popped up for the branching off curved industrial track, which has been baffling.
No evidence of a signal until now … in a very logical place.
Above, left of the purple derail sign, a burial base has been put in, most likely for a signal of some sort.
So, a manual switch (top photo) combined with a manual derail has an interlocking signal (most likely) too. K.P. has never seen that before. The future signal may (“may”) be like on of Union Pacific’s ‘entrance signals,’ but matters need to develop more until one can say for sure.
Continued in Part II
Part II (of I-IV)
By Eucalyptus Ave.
From the Eucalyptus Ave. overpass, a southward view with track equipment working, on a Sunday no less! And, by non-railroad contractors!
Above, previously, the right track was the mainline of the branch, and the left track was the siding, with a LEFT handed switch. The roles have been reversed, with the left track the mainline now and a RIGHT handed switch for the non-Metrolink freight route.
The switch (likely 30 M.P.H. turnout route) has a spring frog like Union Pacific uses throughout their system.
The line southwardly curves and parallels the I-215 Freeway for probably a half a mile.
Continued in Part III
Part III (of I-IV)
Just south of Eucalyptus Ave. is the control point (CP) box.
Above, you are not hallucinating, but that short wall behind the CP box is slanted!
If tradition holds true here, this CP should be named CP EUCALYPUS, for Eucalyptus Ave.
The bridge over the now SCRRA (Metrolink) owned tracks is a super strange situation, one that also would suggest one is hallucinating!
From maps, east of the I-215 Freeway the road is Eucalyptus Ave., but west of it it is called Eastridge Ave. But, maps show a triangular area off the freeway (the track actually) and south of the bridge is actually in Moreno Valley, hence, the stenciled lettering on the bridge is Eucalyptus Ave. K.P. almost needs a tranquilizer on that one!
Union Pacific, as followers of the “Sunset Route Two-Tracking Updates” thread knows, has switch parts in boxes that are brought to an installation scene. Apparently, SCRRA is following UP’s logistical approach on switch installations.
K.P. somehow wonders if Metrolink didn’t recruit someone from UP …
The track needs a little aligning … Notice the passenger track has concrete ties, and the freight turnout route has wooden ties.
Continued in Part IV
Part IV (of I-IV)
By Cactus Ave.
South of Alessandro Blvd. (which is south of Eucalyptus Ave.) is the PVL Moreno Valley / March Field stop construction. K.P. went farther south to Cactus Ave., and took a few northward-like photos.
In the last photo just above, note the foreground signal (for trains coming at the camera, heading to Perris) and background signal (for trains moving away from the camera, to Riverside and Los Angeles).
The area was now left to check out thing on the Sunset Route, which is covered in another thread. But, you’ve had a glimpse of what is currently happening on the Perris Valley Line.
This will end the series.
An Update Series
On Friday, July 10, 2015 K.P. was involved in one of his infamous half a day dispatches deep within Riverside County that afforded opportunities to see and photograph a number of new things here and there on the Perris Valley Line, such as the rearrangement of the BNSF southeast junction switch north of Citrus Street in the Highgrove area.
A series is now being worked up, and should be post-ready in a day or two. Preliminary composition is projected to be from South Perris (where a new, shorter microwave tower has been erected) to the Highgrove area.
Update as of Friday, July 10, 2015
Important Line Improvements
South Perris to Highgrove, CA
Part “A” (of A-H)
This report will generally be on an east (south) to west (north) basis, and starts by the South Perris stop. A box oddly up on a manmade hill, previously thought to be a CP box, is now obviously related to communications, as an antenna tower has been erected adjacent that brownish box.
Above, an obvious CP box is now up on the slight hill.
Another angle: The digital lens was set for 18mm.
As seen above, the area at the time had much overcasting cloud cover.
Continued in Part B
Part “B” (of A-H)
Near the first grade crossing, a Loram track machine was on scene.
In the first curve inbound …
… the obvious path for pedestrians is now marked at the 7th Street grade crossing, along with ‘WAIT HERE.’
Part “C” (of A-H)
Up north in eastern Riverside, an outbound (southward) view of the new tracks arrangement. Photo taken from the Eucalyptus Ave. overpass.
A northward view: The old track is gone, replaced with the new.
The new rails and ballast amongst new cut grading.
Part “D” (of A-H)
Just a bit north, by Box Springs Rd. and River Crest Drive, an outbound view of where we were just at, by the off ramp and onramp of the I-215 Freeway at Eucalyptus Ave. and that absolute signal.
The River Crest Drive grade crossing: Note all the ballast in the area.
The spur (with a yellow track machine on it) and that what is believed to be an ‘entrance signal.’
We now go over to the grade crossing itself.
Part “E” (of A-H)
The River Crest Drive grade crossing:
Above, yellow poles are by the grade crossing.
Part “F” (of A-H)
Old track:
Equipment way below the high up transmitters of the Box Springs Mountains:
Jointed rail has been replaced by continuous welded rail (CWR) and new, high ballast. A water truck waters the right-of-way. Many pieces of equipment were going to and from that background area, on what appears to be a new track-following dirt road.
In a strange development on this mainly upgraded to concrete ties line, the new ties mid-view and in the background seem to be new wooden ones!
Beyond here westbound (northward) there are two mast signals down the Box Springs grade. Both masts were checked, and strangely they still have not received number plates yet. Will they be absolutes, or are they just pending number plates as intermediates?
Part “G” (of A-H)
The sun was getting low now (from the right) as seen in the outbound (southward) view from Citrus Street in northern Riverside.
Above, note the switches are new (with spring frogs unlike in BNSF days), and the line is now heavily ballasted. Note the newer, been there for a number of months now, microwave tower on the upper left.
Looking northward, the track arrangement has been rearranged, so that the ‘San Jac’ freight route is the turnout route.
Above, in the far background are those three BNSF truss bridges with the closer but still in the background signal bridge.
The new CP box, and the missing signal now erected around the curve.
Just above, note the ballast walling this side around that curve.
Continued in Part H
Part “H” (of A-H)
A southward (outbound) view on the industrial tracks: Note the proliferation of derails, and the sole ‘entrance signal.’
Another northward view, with the BNSF trusses in the background.
Fred Perris, who surveyed the route for this line in the 1880’s that once ran from San Diego to Barstow via Elsinore, would marvel at what is taking place now, or maybe turnover in his grave, if he knew what was going on now on his old line!
K.P.:
Your shots of River Crest Drive show a very complete looking grade crossing. Yet, on one side of that crossing, they show the two black PVC pipes uniformly spaced from the rail and at the same height.
They look as though the work with the yellow poles to prevent pedestrians and vehicles from getting onto the ROW. I have never seen this protection (if that's what it is) elsewhere-- not even the other side of the street. It would seem that the black pipes wouldn't be for conduit, as the crossing looks finished and thier placing looking very deliberate.
Did you have any thoughts? Thanks!
--John
John Simpkins-Camp (7-16):
May I suggest that we hold off a bit in trying to figure out those vertical yellow and black items at the River Crest Drive grade crossing. Such items are at other grade crossings as well. The suggestion to hold off is based on my assessment that the present situation is incomplete, hence, inconsistencies abound.
As I recall, John, you are on the East Coast, and you may not be as up on the situation here about what has transpired in the last decade. Metrolink has had four or five absolutely disastrous, high profile grade crossing collisions, where the Metrolink passenger cars have been ripped apart and many were fatally injured. The big news items with numerous fatalities ALL involved the commuter trains in push mode, which I personally feel is an indictment against that operating method. The last incident earlier this year involved a new Rotem cabcar, and it stood up very well even though it landed turned around and on its side. Unfortunately, the engineer died a few days after that incident from his injuries. (The fatally injured engineer was not at the controls, but a student engineer was, but that was not a factor in the incident).
My gut is that those yellow and black vertical items are an effort to thwart vehicles from getting on the track(s). The black items may even be interlocked with the signal and Positive Train Control systems, though I am on shaky ground with that theory.
Maybe I can find someone from the construction project onsite someday willing to talk. If I ever find out anything, I will share the info with the forum.
Best,
My thanks to you and your gut for the quick response on those black PVC pipes at River Crest Drive. I, too, think that they would be for protection from wayward motorists with the very accidents in mind that you mention.
Your thought that they might be tied into the PTC is very interesting. That would certainly make for a safer system-- my thought was "how are PVC pipes gonna' stop a car?". But your idea is a good one-- to tie them into the signalling system. If it can be done with a slide fence, then it could be done as you suggest. Maybe making them a bright color would help at night.
I agree with you 100% about push operation. I have never felt it safe-- on the West Coast or the East. Even the new Rotem cars do not have the mass/weight to protect the passengers in all grade-crossing accidents. What is going to happen when one of those trians hit a dump-truck full of gravel? Scary!
I easily see the "economy" of push-pull operation; but how many fatalites will it take to end the questionable practice?
Your points about cab cars are well taken, however, in the Chatsworth collision (the one that led to the PTC legislation) the Metrolink train was in pull mode.
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