The South Perris Stop
Perris, CA
Part “B” (of A-B)
Looking inbound from the Mapes Road:
Above, of special note, Continuous Welded Rail (CWR) is now laying on the north (right) side of the track. Based on the four CWR’s seen, four rails, the South Perris stop will only have two overnight tracks.
A closer, angled look:
Apparently, the South Perris Stop’s parking lot, from the new platform, will extend all the way to Mapes Road.
This will conclude the brief series.
----------------------------------------------------------------------------------------------------------------------------------- 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.
Mystery Ballast
By the old UP Riverside Industrial Lead, near the connection to the Perris Valley Line, and south of Marlborough Ave. in Riverside, is a new pile of ballast (lower left), seemingly without purpose.
We can all guess what that will be used for.
Thanks for keeping the rest of us away from California up to date on the Perris Extension. Curious what the OERM trackwork will look like.
Don Lenz, Cleveland, Ohio
Update as of Tuesday, October 6, 2015
Finally, what Things have been waited for …
… Were seen in the Darkness!
For some extended time now K.P. has been watching the new, not activated signals by the Poarch Rd. and Mt. Vernon Ave. grade crossings, expecting number plates to finally be attached, but every time they were checked NO number plates were ever found thereon. K.P. even theorized that the erected signals would be absolutes. However, it has been a month since the mentioned signals were checked. On a bizarre 8:30 P.M. Tuesday to 5:30 A.M. Wednesday dispatch deep within Riverside County, the Mt. Vernon grade crossing was checked out in the 4:30 A.M. darkness. Number plates WERE now on the mast!
As seen above, the signal head had an out of service plastic covering on it, but the head’s red lamp was lit! So, the Perris Valley Line’s signals may be very close to being activated.
More fencing has been erected in connection with a currently un-activated pedestrian crossing gate.
Just south of Marlborough Ave. is the old Riverside Industrial Lead track, which lead track now connects to the old Santa Fe San Jacinto Branch. A burial base was put in too some time ago, but every time it was check nothing new was present That area was checked too in the darkness, and a CTC signal had been erected there!
A view looking the other way, towards the connection to the Perris Valley Line itself, is shown for those unfamiliar with the area.
There appears to be much left to finish, but it is now just odds and ends here and there … and of course the signaling.
This will conclude the presentation.
edit: a search of Google News indicates that a test train will run next weekend, and that the ribbon-cutting is planned for December 11
http://www.inlandnewstoday.com/story.php?s=39773
++++
K.P.,
I like the "night owl" photo series. It's always neat to look at FlightAware late at night, to see only the red-eyes and cargo planes about. Did you know that at Ontario, the planes do not take off to the west in the wee hours, per noise regulations?
Anyway, I noticed a "682" plate on that signal -- 68.2 miles from Barstow?
Thank you!
K. P. HarrierUpdate as of Tuesday, October 6, 2015 Finally, what Things have been waited for … … Were seen in the Darkness! For some extended time now K.P. has been watching the new, not activated signals by the Poarch Rd. and Mt. Vernon Ave. grade crossings, expecting number plates to finally be attached, but every time they were checked NO number plates were ever found thereon. K.P. even theorized that the erected signals would be absolutes. However, it has been a month since the mentioned signals were checked. On a bizarre 8:30 P.M. Tuesday to 5:30 A.M. Wednesday dispatch deep within Riverside County, the Mt. Vernon grade crossing was checked out in the 4:30 A.M. darkness. Number plates WERE now on the mast!
It can't be 68.2 miles from Barstow. San Bernardino is MP 81.4, so that would make that particular signal mast around MP 90. This is what I believe Metrolink is doing:
The Metrolink River Subdivision is the tracks on both banks of the LA River in the downtown LA area. However, technically it continues east on the Union Pacific's Los Angeles Subdivsion, but is "hidden" as Metrolink doesn't operate/dispatch this line, UP does. BUT, the River Sub reappears just east of the bridge over the 91 Freeway at SCRRA JCT, MP 60.2, where it runs thru the Riverside-Downtown Station and currently ends at MP 60.8 at the far end of the station at a location called BNSF JCT (MP 60.8).
I believe Metrolink will continue the River Sub east, "hidden" on the BNSF San Bernardino Subdivision to the Citrus Connection where it will reappear. The new signal mast at MP 68.2 is located exactly the right distance from BNSF JCT and SCRRA JCT via the route I just mentioned. Interesting choice if I am correct.
The Signals Work!
K.P. in Riverside County Tuesday, October 13, 2015 found that all the signals on the line were facing forward and in service! As approach lit types, with NO trains on the line, obviously none of the signals were lit. The below is a twilight shot at Mt. Vernon Ave. in Riverside on the western slopes of the Box Springs grade.
The new signals at the connection to the BNSF east of Iowa Ave. in Riverside were lit, obviously functional too!
Additional photos, most taken in Perris, will be posted as time permits.
BNSF6400 (10-11):
Union Pacific’s Los Angeles Sub seems to be a little short milepost-wise, coming into Riverside at SCRRA JCT at M.P.56.4, a little off from your figures. However, if the longer BNSF San Bernardino Sub route is reviewed, I come up with roughly 58.0 miles, with a little running over Metrolink in Los Angeles to come up with the about 60 miles you mentioned.
Thanks for your mathematical efforts. Let us all know, BNSF6400, if you ultimately pin all this down to the exact mileage Metrolink has used.
It was surprising, after a month or two of delays, how the Perris Valley Line suddenly changed where the PVL’s mileposts started at, from Riverside to Los Angeles.
Best,
K.P.
A Quick Perris Review … and Signals
Part I (of I-VI)
The South Perris end of the line stop has a lot of work still for it to be finished.
However, the turnout route’s signal has been erected (right).
A closer inbound look at the last CP:
Just above, both forefront mast signals have something (“something”) covered. What is a mystery at this point in time.
Continued in Part II
Part II (of I-VI)
A better look at that “something”:
As seen above, the signal ladder has a placard attached which says “E. L. Mapes.”
Before the next non-CP signals inbound, there was a milepost marker that read “85.” So, the South Perris stop will be over 85 miles from Los Angeles Union Station.
The last intermediate signals before the end of the line CP had number plates, the outbound one read “842,” for somewhere within mileposts 84-85.
The signals face trains, so are active, but were off as approach lit signals.
Hmmm … K.P. assumed there is city property between the roadway and the track.
The first grade crossing inbound:
Continued in Part III
Part III (of I-VI)
Near downtown Perris now, the 7th Street grade crossing has good size blue signs.
(Again, never call that 800 number as a prankster … A friend called UP recently about an unsafe grade crossing situation, and THEY told him what his name was!)
That illogical track, likely put in in error. The manual PVL switch is in the distance.
Above, note the signal at the 4th Street grade crossing in the background.
Continued in Part IV
Part IV (of I-VI)
At the 4th Street grade crossing: The now activated outbound signal.
Continued in Part V
Part V (of I-VI)
At 4th Street, a northward view up the PVL track.
Northward still, an OERM track’s alignment:
Continued in Part VI
Part VI (of I-VI)
At dusk, north on the I-215 Freeway, NOT in Perris anymore, K.P. thought he would make a quick check on the Mt. Vernon Ave. grade crossing in Riverside.
So, there we have it! The signals are working, approach lit only, and with NO trains around they were off.
There was a mysterious delay in number plate attachments at signal by Mt. Vernon Ave. and the next signal up the hill, you will recall. The delay likely was caused by the PVL people deciding to use a different milepost system, NOT from Riverside, but from Los Angeles.
K.P. hopes to get out to the PVL sometime in the next two or three weeks and photograph other now activated signals. After photographing the Mt. Vernon Ave. signal, as above, he went over the Iowa Ave. Bridge in northern Riverside, the bridge over the BNSF Transcon. The BNSF / PVL west eastbound interlocking signal thereat was lit double red. It is unknown if a westbound freight train had just gone by, hence, it was still in the circuit, or if the new signal is always lit. K.P. hopes to check that out too soon.
This will end the series.
Update as of Tuesday, October 20, 2015
At the Citrus Ave. Grade Crossing
Riverside, CA
Part “A” (of A-B)
Now that the Perris Valley Line’s signals work, K.P. visited the Citrus St. grade crossing in Riverside.
Because some sort of track equipment was on the line, the approach lit signals were lit.
Looking the other way, there was a double-red at CP CITRUS.
A heavily blown up small section of the above view shows the CP is in fact CP CITRUS.
Continued in Part B
The trackside sign says “E. L. CITRUS,” which K.P. interprets as East Light of CP CITRUS.
Is that how everybody else perceives it?
The old Santa Fe ‘San Jac’ route (the turnout route) has a power derail on it (background).
The signal in the industrial siding has a sign by it that says, “BEGIN CTC.”
Above, the switch (to the mainline) involving the signal (right) seems to be a manual one, so likely the signal works similar to a Union Pacific “Entrance Signal.” The derail is manual also (the “D” sign).
Maybe it is only because this post contributor is a ‘railfan,’ but as simple as things are, the fencing seems to make one want to follow instructions, as when a crossing gate activates because a Metrolink train is approaching.
The CP connection to the BNSF Transcon is somewhat mysterious, but that will be covered in the “Sunset Route Two-Tracking Updates” thread in a day or so.
This will conclude the series.
The Last New Milepost Sign
On Thursday, October 29, 2015 K.P. was able to check out the Perris area, and he made it a point to document the last milepost eastward (outbound) to the South Perris stop. That M.P. 85 is just east of the second to last new concrete bridge, with the mileposts starting in Los Angeles.
A visitor to the area can readily see how the line is now being refined, with important but small things here and there being added or activated as finishing touches.
K.P. spent a bit of free time between the end of the line and Nuevo Street in Perris, and will post other photos within a week.
An update on the line from pe.com was published today:
http://www.pe.com/articles/perris-785212-new-line.html
Tentative start of service is December 28.
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! ***
Some Finishing Touches
While the railroad line is having finishing touches applied, the South Perris stop has much work yet ahead. The humungous parking lot is still unpaved.
Above, on the photo’s lower right, it looks like the ground has preliminary grading. To the northwest of here, as will be seen in Part II, a slight chasm-like type grading separates the roadway and the track.
Passenger and freight speeds just before the South Perris stop.
Another speed limit sign:
The speed limit is also on the rails across from the sign.
The roadway and track is clearly separated now. From the recent rains, mild gullies formed on the new sloping grading. On times of extended heavy rains (it rained for practically a month in February 1969 and the freight railroads had some big service disruptions), Metrolink might (“might”) have their hands full trying to maintain an open route.
At the “G” Street grade crossing, workers were turning stoplight heads toward traffic and setting all lights to flashing red.
Fencing is prominent at grade crossings.
Interlocked traffic signals and railroad gates were being worked on.
Now at downtown Perris, by San Jacinto Ave., north of the Downtown Metrolink stop, the gates activate, and an inspection high-rail vehicle passes southwardly (outbound, eastbound).
Note that the far side crossing gates drop after the near side ones do to avoid cars getting trapped on the track.
Note, also, that in the bed of the above pickup truck are a couple of ‘No Trespassing’ signs.
That pickup truck as it got to each grade crossing further outbound, the San Jacinto Ave. crossing gates would activate, even though that pickup truck was long past here.
Whatever that pickup truck was doing to repeatedly lower the gates, it did NOT activate the train wayside signals, and they remained off.
The gates repeatedly came down, irritating the locals … and everyone else at rush-hour!
“Wait Here” stenciling was on the side walk. The very wide angle distorted view almost looked into the sun.
This signal milepost conversion was complete, with new number plates.
Above, the original California Southern alignment through here was to the right, by that graded flat area.
Another RTA bus leaves the terminal and passes over the San Jacinto Ave. grade crossings.
As K.P. was walking to his vehicle, and ambulance in Code-3 mode rushed by.
Just before that a small fire engine left the fire station in the vicinity, and went straight across that intersection (left to right on the cross street). The fire engine driver seemed to not even look for cross-traffic! The stop sign had been taken down (officially), and if the auto driver hadn’t seen what was happening and slowed, a collision would have resulted!
We now move over to the Nuevo Street overpass, and see the new CP NUEVO interlocking that was recently put in service.
The ‘freight’ track (left) has a derail within the interlocking.
Something new to the ‘Sac Jac’ freight line (above, left background track) will be relatively high speed commuter trains on the adjacent commuter track (right). A very true story … Many years ago in Colton (some miles away on Fred Perris’ same original route), the UP local was switching cars on the ‘East Pass.’ Something went wrong, and several cars derailed and jackknifed, fowling AT&SF Main 2. A westbound UP was coming on that Main 2, and had already passed the interlocking signal at Colton Crossing. The alert switching crew knew the westbound was coming, and immediate radioed that approaching UP westbound, whose engineer immediately put his train in emergency. That UP 3751 (an SD40-2 at the time) came around the curve in emergency and stopped just short of the derailed cars! Disaster was averted!
Since the Perris Valley Line will have high speed commuter trains on it, and in light of the above true story, will freight switching operations cease momentarily until a commuter train passes? Something to ponder …
Looking the other way, outbound, the right-of-way has much new fencing.
It was time to get back to K.P. dispatch assignment.
Incidentally, what K.P. had expected to be a 7-8 hour dispatch ended up being an 18-hour one! Wow! That provided an opportunity to take some unexpected photos for this post series and also the “Sunset Route Two-Tracking Updates” tread (which has already been posted) …
Etc., Etc., Etc.
Word is that the Positive Train Control (PTC) time limit for implementation was extended to December 31, 2018, allowing more time for the railroads to put in PTC. So, the Perris Valley Line can start operations (there won’t be a national railroad shutdown), and reportedly the PVL’s first day will be December 28, 2015.
K. P. HarrierWe now move over to the Nuevo Street overpass, and see the new CP NUEVO interlocking that was recently put in service.
I am curious about the two switches main to siding and derail. Are they both manual and are they connected to the signal (PTC) system. Looks like there are electrical boxes beside them, but not power operators. Thanks.
Electroliner 1935 (11-4): CP NUEVO
It is believed the following photos (some highly blown up) will satisfactorily answer your questions.
First, an overview from the Nuevo Road overpass, a contrast beefed-up north-ish telephoto from a 300mm Nikkor lens:
Another view was super blown up, showing a dual control motor for the derail.
In comparing the above view with the first photo, the switch points are moved by its own dual control motor.
Lastly, a super blown-up view is shown of a derail sign and its surroundings. The sign is this side of the signal, which means it is within the CP interlocking.
Also in the last heavily blown-up view is a sign that says “END CTC.” So the switch and derail are within CTC limits, but freight-type northward movements utilizing the switch likely will receive a red over flashing red to go into the dark territory. Undoubtedly outbound freights on that dark track, on the other hand, have an approach circuit to light the signal to get on the Main.
You, Electroliner 1935, probably know all this, but what you needed was simply a close-up view of the switch and derail motors, which you now have. Aren’t telephoto lenses and computer programs that blowup views wonderful?
Take care,
In the Vicinity of Van Buren Blvd.
On the East Side of Riverside, CA
On Tuesday, November 17, 2015 just less than two hours of free time allowed the new Van Buren Blvd. overpass area to be checked out. The overpass goes over the Perris Valley Line (PVL) and I-215 Freeway.
A telephoto looking southish (outbound, eastbound), with I-215 on the left, and Intermodal cars in temporary storage (right) to be used at BNSF’s Intermodal facility in San Bernardino.
Above, apparently the short term storage is really short term this time, as the BNSF power is still on site and laying over too.
The new southbound I-215 onramp (left) and the new PVL track along the BNSF branch (right). Note the ‘trespassing’ tumbleweed on the PVL track!
The wide new Van Buren Blvd. overpass replaces a two-lane old overpass structure.
That narrow road on the left is a pubic road, allowing this forum contributor to visit the area next to the BNSF power. Two of the units were turned off. The far unit was running, but crewless.
Looking inbound:
Above, note the block signal on the lower right. Also, the PVL (signaled right track) swings out a bit in the background, apparently for a separate bridge over a dry creek.
That block signal north of Van Buren Blvd. now is number plated 751. So, it is about 10 miles behind the camera past Perris to the South Perris end of the line stop, which you will recall was just past the M.P. 85 marker.
Above, that cleared land belongs to the March Air Reserve Base, previously March Air Force Base. Hanger are visible.
Word is that test and crew training trains operate on the line on weekends.
Another Visit to Perris (CA)
Thursday, November 19, 2915
Perris was gone through both Tuesday and Thursday the third week of November, 2015. Tuesday’s findings in the Van Buren Blvd. area of the Perris Valley Line have already been posted about. On the Thursday visit ground-views of the area by CP NUEVO north of Nuevo Ave., north of downtown was focused on. Views of that now active CP (by the CP itself) will be posted about in two to three days.
This single post focuses on the I-215 Freeway in Perris, which freeway straddles the Perris Valley Line for maybe 10 to 12 miles north of downtown Perris. In Perris itself the freeway and tracks take separate routes to the southeast side Perris. The I-215 Freeway in Perris has had construction taking place, a widening project that necessitated new roadway overpasses. It has been a nightmare trying to drive through Perris on the freeway. Now, however, the widening project is winding down, and it is a pleasure to drive I-215 again.
To make the freeway a pleasure to drive at this particular time is ironic, when the Perris Valley Line commuter trains are about to start. But the very poorly designed relatively NEW 60 Freeway and I-215 Freeway interchange to the north -- where massive and long traffic jams are chronic, even at non-rush hours -- people have an incentive to ride Metrolink from and to Perris!
It was extremely difficult for K.P. to shoot the above photo. Not only is there nearly a quarter mile hike through a closed public park, but there is mildly sloping ramp-like dirt on each side of a dirt maintenance road, and that elevated dirt road blocks the view of the freeway (and Metrolink track) from the park.
This old geezer has difficulty climbing such slopes in light of his paralysis. Over twenty years ago he was confined to a wheelchair for a few years, but gets about quite well now … except for trying to negotiate slopes. At least he got the desired photos.
Anyway, in two to three days some ground views of the new Metrolink CP NUEVO will be posted about. At CP NUENO the graffiti artists have already attacked the CP box, even before the line opens to the public …
Ref: Apartments...Track Triangle
Yeah, I remember that being a wye there, but I've been going out to the museum so long (since about 1971), I can't remember when the rails came up on that leg. Anybody know?
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