Passing by the PVL
On Saturday, January 31, 2015, K.P. passed by the Perris Valley Line southbound on the way to and northbound on the way back from San Diego
Many new things were seen. As an example, a track machine was come across on the Box Spring Mountains grade.
Some things seen might outright surprise some here at the forum.
First time grade crossing devices and parts for a new concrete tied switch were seen, even the questionable ("questionable”) paving of a dirt road!
Expect a post report within a week.
----------------------------------------------------------------------------------------------------------------------------------- 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.
MikeF90 Metrolink has just posted a related short YouTube video at https://www.youtube.com/watch?v=ARxOZTiPmjo : Unfortunately, no narration or captions.
Metrolink has just posted a related short YouTube video at https://www.youtube.com/watch?v=ARxOZTiPmjo :
Unfortunately, no narration or captions.
That is a pretty cool video that helps to tie in all of K.P.'s documentation.
Pitty that the short video wasn't more comphrensive. I think K.P. could do a MUCH BETTER job if we chipped-in and got him a drone of his own!!
Nice. Drone?
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! ***
Posted to the wrong subject.
K.P.,
Thank you for the picture update! I wonder what year those little wood bridges near South Perris were built.
As a retired director of a large transit agency with extensive rail operations I agree with KP"s comments about mass transit. There is not a transit agency that can pay its way through the fare box. And this is operating expense not capital. The best one in this country is New York's subway system. They recover 50% of their operating expense through the fare box. Having about 7 million riders per day helps here. London by law must cover all of their operating expense through fares. They are the exception and I have seen their fares quadruple over a 20 year period. Their capital requirements comes from the government. Our agency only got 16% of the operating expense through the fare box. Where does the rest of the operating expense come from? Government subsidies and property/sales tax. We have a 1% sales tax to help finance our system. This 1% tax brought in about $375 million per year. This with the fare box paid all of our operating expense and contributed to our capital requirements. Federal grants accounted for about ⅔ of our capital requirements. We never received any federal funds for operating expense although this is available to a limited extent. Bottom line: Governments rightfully concluded that a mass transit system will help the economy and support the system. We have seen significant economic development around our rail stations which the taxing authorities like.
Second Section
Ames, a well-known contractor involving railroad work and construction, is the main contractor on the Perris Valley Line. It currently is the main contractor also on the I-215 Freeway widening between Colton and Riverside. Ames was the company that replaced the two-track pony-like bridge over the I-215 Freeway with the three truss bridges of two-spans each.
Nearby to those truss bridges, in Highgrove, currently there is a huge pile of ballast just south of Center Street, by the junction of the ex-BNSF’s San Jac Line and the BNSF Transcon.
At this point in time, it is unknown if that ballast will be used to rebuild the junction connection to the Transcon or not.
On the just above photo, on the left is a gondola with a switch in it, likely for the west Perris Valley Line wye connection to the BNSF.
In theory (“theory”), such an updated junction would allow Metrolink trains from San Bernardino (to the north) to operate straight to Perris. But that is just speculation at time.
At this point in time K.P. has only one deep into Riverside County dispatch on the lineup for mid-February, and nothing else out that way. But, things always seem to pop up, or he may just go out that way to see what is happening …
A Special Memo to Wizlish (1-18):
Acquisition of equipment, like Metrolink’s future F125 locomotives, is a little different from a public outfit’s normal reoccurring operating budget and funding sources. Some thirty years ago I was loosely familiar with public transit financing. It must be realized that public transit is for the most part a very, very money losing arrangement, and federal, state, local, and other public authorizes generally subsidize an outfit. Unfortunately, news items are often related to a segment, or a part, of the big picture, so things often seem incoherent and disjointed. But, rest assured, public money is accounted for, and publicly so.
I have no idea what the arrangement is today, but 30 years ago a transit outfit’s acquisition of equipment (commuter rail cars, buses, etc.) typically was financed 80% federally (grants), and the state, locals, etc., pitching in the remaining 20%.
Time is too pressing currently to research it, but what you may want to do, Wizlist, is search the Trains Magazine website, and possibly the Los Angeles Times, for some very early reference to the F125 order announcement, which announcements typically say exactly what a certain money amount the locomotives will cost, and all one has to do is divide the cost by the number ordered to determine the per locomotive unit cost.
Such public outfit touting is common as most politicians want people to know THEY were responsible for getting X number of millions of dollars into the LOCAL economy! So, you may well find it rewarding to do a search.
Best,
K.P.
Update as of Wednesday, January 14, 2015
More Signals on the Perris Valley Line
Part IV (of I-IV)
An angled I-beam is being pounded into the ground (right). The current, old wood bridge is on the far right.
To have a non-wood bridge will be a great improvement to the line, allowing trainmen to cross the bridge on foot.
Workers are around the I-beam.
Another heavy equipment item is at the bridge construction site too (left):
Above, on the right, on the red crane is a goldish “A” logo for Ames, the lead contractor, a contractor well known to railbuffs on Union Pacific’s Sunset Route.
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This will end the series, but a Second Section follows.
Part III (of I-IV)
In the end of the line area, new signals have been erected.
The east westbound signal is by a CP-like (“CP-like”) box on a manmade hill.
The west eastbound signal is not too far from bridge construction (background left).
Continued in Part IV
Part II (of I-IV)
For the first time photos from the new, multilane Van Buren Blvd. overpass (Riverside) were possible. Looking north, or inbound (westbound).
Continued in Part III
To enlarge view, press CTRL and “+”; to reduce press CTRL and “-“
Part I (of I-IV)
This posting will generally be on a west to east basis, AS IF a train left Los Angeles (on the west) and ended up in south Perris (east).
We start in the northeast part of Riverside, in the Box Springs Mountains area, at the Mt. Vernon Ave. grade crossing. Signaling has been erected there.
Looking west, the south walling looks nearly finished.
The north walling is a work in process.
Continued in Part II
MikeF90BTW the new, as yet unproven EMD locos are due next year at the earliest: http://www.metrolinktrains.com/news/news_item/news_id/899.html
Mike, do you have a reference that mentions exactly what these locomotives are supposed to cost? There is too much doubletalk and evasion in the referenced item... I can figure out, I think, that the 34.66M that supposedly pays for 17 locomotives actually doesn't pay the whole amount, and the 17M that supposedly lets them add 'three' more isn't just for three locomotives, but surely there is something from Metrolink or perhaps EMD that indicates the actual cost rather than the clever shenanigans and political exploits used to raise the funds.
K. P. Harrier The Tier 4 Prime Mover Problem Reportedly, Metrolink has 10 EMD F125 locomotives on order for delivery sometime this year, 2015. There is also word that EMD is having Tier 4 problems, i.e., the federally mandated goal might not be met until 2017. If so, could the Perris Valley Line be started in 2016 with only the present fleet of power? Since most of Metrolink’s power spends its life sitting still, awaiting a run, the Perris Valley Line should be able to start even without the new power. What does everyone else think?
The Tier 4 Prime Mover Problem
Reportedly, Metrolink has 10 EMD F125 locomotives on order for delivery sometime this year, 2015. There is also word that EMD is having Tier 4 problems, i.e., the federally mandated goal might not be met until 2017. If so, could the Perris Valley Line be started in 2016 with only the present fleet of power?
Since most of Metrolink’s power spends its life sitting still, awaiting a run, the Perris Valley Line should be able to start even without the new power. What does everyone else think?
Status Update
On Wednesday, January 14, 2015 K.P. found much progress and advancement on the Perris Valley Line construction, such as at the South Perris end of the line future station area, where signals had been erected.
A photo report on the findings should be ready for posting in a few days.
A good question for the schedule analyzers. The PVL will be an extension of an existing line, so MLNK may be able to squeeze in the additional mileage/time on 'some' existing movements. Hopefully they will have a couple of locos in reserve.
BTW the new, as yet unproven EMD locos are due next year at the earliest:
http://www.metrolinktrains.com/news/news_item/news_id/899.html
K. P. Harrier Update as of January 3, 2015 The Mt Vernon Ave. / Box Springs Area Part “B” (of A-C) This area is considered a public park of sorts, and may be why the judge in the lawsuit last year sided with the plaintiffs. Just above, note also the sinister snake on the second, lower sign. The new sloping seems to be earth deteriorating. Continued in Part C
Update as of January 3, 2015
The Mt Vernon Ave. / Box Springs Area
Part “B” (of A-C)
This area is considered a public park of sorts, and may be why the judge in the lawsuit last year sided with the plaintiffs.
Just above, note also the sinister snake on the second, lower sign.
The new sloping seems to be earth deteriorating.
Continued in Part C
Johnny
Part “C” (of A-C)
A few other going up the hill shots:
This will conclude the series.
Part “A” (of A-C)
The area was visited on the above date, and the below is what was found.
The Mt. Vernon Ave. grade crossing: Materials for walling are on site.
Some sound deadening walling is up. The track is behind the greenery on the photo bottom.
The walkway that kids walk to school on is rain deteriorating.
Continued in Part B
Brief Update as of Saturday, December 27, 2014
Up On and Near the BNSF-Iowa Ave Overpass
Riverside-Highgrove, CA
Up on the new Iowa Ave. overpass in very lowering afternoon sunlight, looking basically northeast, the area where the Perris Valley Line will sharply curve-cut into the triple-track BNSF line:
From Iowa Ave, looking directly east down Citrus Street, with the Perris Valley line grade crossing in the distance:
Just above, if there was a Perris Valley Line train traveling right to left, it would shortly after the grade crossing, on the left would transition on the sharp curve extending to the first photo in this series.
From the north looking south, that grading (background), with the BNSF in the foreground:
Northeast of where the Perris Valley Line will connect to BNSF’s Main 3, a switch is on gondolas which is parked on a side track.
That switch above has wood ties, just as the BNSF triple-track line does.
Thank you for this latest photo set! I look forward to the months to come, to see what exactly will happen with all the signals, upgrades, etc.
Update as of Friday, December 19, 2014
By the I-215 Freeway South of the 60 Freeway to Perris
Part V (of I-V)
The CP box, with the Nuevo Rd. bridge in the background.
Looking north from the new CP area, the ground has a ballasted path, but no track yet. K.P. has heard nothing about the present, old, dilapidated San Jac line’s track being upgraded or not.
So, the line is steadily receiving new things and construction progressing, but has a long way to go still. Reportedly, commuter trains will be running on the Perris Valley Line in early 2016.
Part IV (of I-V)
Near downtown Perris, north of Nuevo Rd., is the new CP going in. In the middle photo, the plastic head covering (right signal) has red tape on it.
The last photo above, the turnout still has not been installed, nor even brought to the site.
Continued in Part V
Part III (of I-V)
The facility seems to have two levels, an upper (for parking) and a lower, track level (for boarding).
That lower level had a separate line of trucks too.
Note the present dirt ramp on the upper left:
A laddered signal with a head facing only one way, towards Perris, for inbound trains to Los Angeles:
That above signal also only has one top head. The present, short Alessandro siding (see north end, first photo Part I), is ONLY a mile to the north, which siding has a two-head signal at its south end (not photographed). Thus, unless there will be another northbound signal between the two, that one head signal (photo just above) does not seem (“not seem”) to match the track layout. Perhaps by the next K.P.’s passing through the area things will have developed further.
Part II (of I-V)
Activity and equipment thereat:
Part I (of I-V)
Just south of Eastridge Ave., alongside the I-215 Freeway, is the Alessandro siding on the ‘dark’ San Jac line. It is receiving CTC signals now.
Above, a photo right signal has not been erected … yet, anyway. Will a signal be put between the tracks, or the earth moved out of the way on the right so the dirt road can go around it?
Above, too, the cut of railcars is not continuous, but has a gap in them.
South maybe a mile is Alessandro Blvd., and south of that is where a new Perris Valley Line station stop is being built.
Trucks were repeatedly turning into the future complex. There was a backlog of trucks waiting to get into the future facility.
Announcing a Perris Valley Line Update Series
On Friday, December 19, 2014 K.P. was able to photograph several construction areas of the Perris Valley Line, including the new signal at the north end of the present freight Alessandro siding in Riverside. Also photographed was the new Alessandro Station site with a morning long line of construction related trucks waiting to get into the facility.
Photographed too was the CP turnout status north of Nuevo Rd. in Perris. (Don’t get your hopes up because the turnout still is NOT there.)
A short series presentation is in preparation and should be ready for posting in a few days.
K.P., thank you as always for a wonderful photo set. Two thoughts come to mind--
(1) Lost opportunity to have a station near UC Riverside (although much opposition was had)
(2) That super-elevated curve in Box Springs reminds me of the Vincent Grade on the Antelope Line between Acton and Palmdale
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