A Quick Perris Review … and Signals
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
----------------------------------------------------------------------------------------------------------------------------------- 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 IV (of I-VI)
At the 4th Street grade crossing: The now activated outbound signal.
Continued in Part V
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 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 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
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.
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.
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!
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!
Update as of Tuesday, October 6, 2015
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.
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
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.
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.
Part “A” (of A-B)
On Saturday, August 22, 2015 K.P. had opportunity to photograph the latest on the South Perris stop, including developments at the ‘end of the line.’
The South Perris stop has had the platform’s concrete poured.
A covering type structure has been erected on that platform. The below view shows that struction and platform in relation to the end-of-the-line CP and microwave tower:
Construction now has reached Mapes Road.
Continued in Part B
A Review of the Spruce Street Grade Crossing
Riverside, CA
Part II (of I-II)
Yellow poles here too suggests to motorists not to go down the right-of-way.
The multiplicity of crossing gate devices are equal on both sides of the street. View looks outbound to Perris.
This will conclude the two part series.
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K.P. had opportunity to photograph the South Perris stop Saturday, August 22, 2015, and that will be the theme of a posting in a day or two. Case Road did NOT change with its recent road closure. However, it appears the closure was to bury a large pipe across the roadway near the South Perris stop.
Part I (of I-II)
The Spruce Street grade crossing in Riverside, CA, is at M.P. 2.2, and is on a steep grade, possibly 3% as the original line between Cajon and Summit in Cajon Pass on the San Diego to Barstow line.
An inbound view from Spruce Street:
An outbound view:
Above, the walling (left) from the ‘Friends’ lawsuit as well as the fencing present (right) make the right-of-way pretty secure.
On the north side of Spruce Street, looking west: The stop sign on the other side of the grade crossing puts an element of risk to westbound vehicles traversing the route!
Unrelated, one of the most petrifying grade crossings K.P. had ever seen was one in El Monte, CA, maybe 55 years ago, on the then Southern Pacific Sunset Route. This grade crossing has a certain semblance to it. Somehow K.P. envisions the crossing gates will be relocated sometime in the future …
A Review of the New 4th Street Grade Crossing
Another possible drainage hole is by those yellow vertical poles, just north of 4th Street.
Above, out of view on the foreground left, the land is being rearranged and light standards are being put in.
That future parking lot area is currently fenced off.
An eastward view, with the old Santa Fe depot in sight:
Lastly, there have been certain curiosities about locomotive power on order, the 20 EMD F125’s. Wikipedia has some when’s that they might arrive and other details.
https://en.wikipedia.org/wiki/EMD_F125
This will conclude the series.
Previously, photos of the new crossing gates and block signal were taken from the south side of 4th Street, in Perris. On the Tuesday, August 11, 2015 visit, what was on the north side of 4th Street was photographed.
Two views of the unusual combined overhead flashers on a mast and the crossing gate motor extending out from the same mast.
Looking south (outbound):
You may not have noticed it, but on the background right it looks like poles have been placed, poles likely for a future chain link fence.
A northward (inbound) view: Note the yellow vertical poles on the right.
Update as of Tuesday, August 11, 2015
The South Perris Area
K.P. had about 45 minutes of free time in Perris, and the South Perris stop and bridges in that area were going to be checked out and photographed. But, coming up from the south, parallel to the track a road closed sign put an end to that plan!
It seemed to be infuriating locals too! One sign gave a period of closure to be maybe ten days, if K.P. recalls correctly.
In-lieu-of South Perris, downtown Perris was went to, via a long, circuitous detour. A few photos taken in downtown Perris will be shared in a few days. An opposite end view of Case Rd. was had, though, on that detour. It looked like Case Rd. was being converted from a two lane road to a five lane one. Anyway, a 4th Street downtown Perris post or two will be forthcoming in a few days, including a close-up of a crossing gate type K.P. has never seen the likes of before.
The original CS line had a separate right of way. Just north of the Fallbrook wye it ran more parallel to the Santa Margarita River and it went over the outskirts of Fallbrook, northwest to northeast towards Temecula. The line over the Temecula Canyon ran basically hugging the river, thus the reason why it washed out and the Santa Fe rebuilt the line in the late 1800's from the Fallbrook wye a little south thru what is now several military complexes all the way to the Fallbrook wye, which was ALWAYS a stub end till abandonment in the 70's, when the last customers quit the railroad. The line survived till the early 90's (when it was washed out again) up to the Fallbrook Weapons station, operated by the military and interchanging with the Santa Fe at the wye. Much of the track is still there covered in brush.
So the CS survives in two parts:
-Southern end rom National City, north to the Fallbrook wye.
-The northern end would be from the southern end of track at OERM, north to San Bernardino/Barstow...
What is Happening Nearby …
… and a Look at Possibilities
Part VI (of I-VI)
The Perris Valley Line’s end of the line stop has not been finished yet, nor does K.P. know the future track arrangement at that South Perris stop. But, likely it won’t have much track, unlike the San Bernardino stop that stores trains and cars overnight all over the place. One place:
There has been some speculation and talk among officials that the Perris Valley Line might be extended to Hemet, possibly even on a separate route to Murrieta. If they even think of that, what stops them from imagining going to Oceanside sort of via the old, abandoned California Southern route surveyed by Fred Perris?
That route is believed to have passed the below ex-wye area in Fallbrook, and ran from the lower right to the center right.
An aerial of that ex-wye area: The CS line, from Cajon Pass and Perris (NOT South Perris), from the top of the view curved to the southwest (lower left) in that aerial.
http://binged.it/1MT5vKM
There are a few places in Fallbrook that that old California Southern route, now trackless, can still be seen. From Fallbrook to Oceanside the old right-of-way is plainly visible on aerials, but unfortunately, the old line went through what is now Camp Pendleton, and that is off limits to civilians.
Interestingly, Oceanside has a maintenance facility. The idea of an Oceanside to San Bernardino line via Perris and Riverside opens up some fascinating possibilities. And, even so maintenance-wise since San Bernardino (technically Colton) has a maintenance facility too! But, first, the PVL must open … and that is now not that far away.
This will end the series.
Just to further the forum’s awareness, the area by the old San Bernardino Santa Fe Depot is shown, of the current construction and what that construction looks like.
The camera had a wide angle lens on it (above photo), and since the throngs at the depot were awaiting the arrival of Amtrak #4, K.P. went to his vehicle to put on a telephoto lens. Sure enough, that is when #4 came and photographing the power was missed! Oh well.
When that new mile or two westward route gets to the present San Bernardino terminal, will it interact with the PVL in some way? K.P. hasn’t heard anything, but the below diagram is an operating possibility.
.
To Los Angeles San Bernardino----------------------------------------Via the San Bernardino /Line / / / /To Los Angeles /----------------------------------------Via the 91 Line Riverside To Perris
So, theoretically, besides the 91 Line continuing east to Perris, the San Bernardino Line could have a few trains back (cab car forward) to Riverside, then go forward to Perris. That would broaden the PVL base ridership’s opportunity to commute to other areas, like Pomona, Covina, and El Monte. Whether that is in the great master plan is unknown, but the startup of the PVL is initially supposed to only utilize 91 Line to get to Los Angeles.
Leaving that “E” Street Stop the line curves north before reaching the east-west San Bernardino Line route, and in transitioning to that north axis goes diagonally through the intersection of “I” Street and Rialto Ave.
North to east views:
The left crossing gate (middle photo above) is on (for) “I” Street. The original Pacific Electric line from near 100 years ago went crossing the view (again, middle view), in that dark patch in the photo center.
The north-south “E” Street is now the route of the “SBX” (San Bernardino Express) bus, and a BUS stop is in the middle “E” Street by the Metrolink RAIL stop.
Boarding and exiting those buses is in the CENTER of the street. The buses have LEFT side of the bus doors!
The south side of the RAIL stop is having some type of platform (assumedly) being put in.
Update as of Wednesday, August 6, 2015
K.P, was by the new signaling off the 60 Freeway, at Poarch Road in the Box Springs area, and the mast there with covered signal heads facing both ways still has not been number plated yet.
This is a brief look at current developments near (“near”) the Perris Valley Line, like San Bernardino, and how those developments may interact with the PVL.
The east end of the San Bernardino Line is being extended eastward a mile or two to “E” Street, over the old Santa Fe “Redlands Loop” that went to Redlands and back another way. Two westward, inbound status views friom "E" Street:
An eastward view:
Update as of Thursday, July 30, 2015
Brief Review of the Riverside-Moreno Valley Area
At Mt. Vernon Ave. the not activated signal still has not had number plates affixed. The same situation exits a couple of miles further outbound, towards the top of the Box Springs grade, by the Poarch Rd. grade crossing
One thing that strikes a person traveling through this area is the steepness of the rail line, possibly a 3% grade. Fred Perris who surveyed the original line staked out a portion of the line in Cajon Pass with a 3% grade.
At the March Field / Moreno Valley stop beyond the top of the grade, has had the future parking lot well graded, light all in place, and some type of covering was being built..
One thing that very much strikes a person on site is the vastness of the March Field / Moreno Valley commuter stop parking facility. In the above views, it continues out of site on the right, perhaps a city block behind the camera. There is now a roadway connecting the new parking lot with the commercial parking lot that the just above photos were taken from.
This will conclude the two-part update series.
At the Marlborough Ave. stop in Riverside, the parking lot has been partially paved.
A northward view:
Across from that parking lot, looking south, the track on lower portion of the photo is the new connector to the Riverside Industrial Lead, which the BNSF had agreed to take up switching duties on. In the background the Perris Valley Line climbs the grade, with some type of work progressing
More than likely the pipes are laid beyond the reach of these machines.
All:
Does anyone think that these "whatever-they-are" would interfere with future tamping of the track?
Also, it seems like a Jordan-spreader might catch them in its blades, but this is just speculation.
--J
erikem Looks like stormwater drains to me, incuding the corrugated plastic hose. Only question is what the hoses are connected to. - Erik
Looks like stormwater drains to me, incuding the corrugated plastic hose. Only question is what the hoses are connected to.
- Erik
Look for a bulkhead (sort of like one end of a culvert) leading to a natural drain path.
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