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Update as of Wednesday, January 14, 2015
More Signals on the Perris Valley Line
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
----------------------------------------------------------------------------------------------------------------------------------- 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-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
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 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.
--------
This will end the series, but a Second Section follows.
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.
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.
K.P.,
Thank you for the picture update! I wonder what year those little wood bridges near South Perris were built.
Posted to the wrong subject.
Metrolink has just posted a related short YouTube video at https://www.youtube.com/watch?v=ARxOZTiPmjo :
Unfortunately, no narration or captions.
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! ***
Nice. Drone?
MikeF90 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!!
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.
Update as of Saturday, January 31, 2015
Big Progress on the PVL
Part “A” (of A-G, Overall A-N)
Nearing the top of the grade out of Riverside, in the mountainous Box Springs area, clear evidence of advancement is seen on a short section parallel to the I-215 Freeway next to Watkins Drive.
The construction was more dramatic than had been previously thought this date, as in this Box Springs area workers were working on a Saturday!
Continued in Part B
Part “B” (of A-G, Overall A-N)
Looking inbound, the track renewal with concrete ties (without new rails yet) had reached upwardly to a few hundred feet from the dirt grade crossing where the camera was at.
Continued in Part C
Part “C” (of A-G, Overall A-N)
Across from Watkins Drive, on the north side of the ‘dirt’ grade crossing, the two different named roads (that are now one) have had pavement since a year ago as per the agreement that will eventually close this grade crossing.
This forum contributor decided to tryout the paved road, but did NOT like driving it, even for a short distance. If you look at the above photo, on each side of the roadway there is the same curbing material as the two-lane wide roadway, and trying to turn around on a curving road, well, one has to drive quite a ways to find a halfway safe turnaround spot. The road’s narrowness makes for a multi-point turnaround all the while one keeps their fingers crossed that another car won’t show up! If you visit this area, don’t plan on taking photos from the north side of the tracks … because of the black curbing there is NO place to park except in the traffic lanes!
The low point of that roadway is by the grade crossing, and runoff gullies from the recent rains is present.
Those big pipes in the first photo of Part A may or may not be to deal with that drainage problem.
Continued in Part D
Part “D” (of A-G, Overall A-N)
In the downtown Perris area, at San Jacinto Ave., looking north (inbound), a new track alignment was in place, a track over from the present old line, which was taken up through the grade crossing:
Looking south (outbound):
On the upper right is the bus patron platform, which apparently will double as the train rider’s platform too.
Continued in Part E
Part “E” (of A-G, Overall A-N)
Another RTA bus passes (having just come from that platform area).
The future crossing gates’ burial bases are in place, and new curbing is in too.
The same with looking north (inbound).
Continued in Part F
Part “F” (of A-G, Overall A-N)
Now at the 5th Street grade crossing to the south, looking north: The Perris Depot is on the upper right, while the bus terminal / future Metrolink stop is on the upper left.
Looking south from 5th Street.
Just above, the track on the background right goes to the Orange Empire Railway Museum (OERM).
By that grade crossing a bunch of old ties are now stacked up.
Continued in Part G
Part “G” (of A-G, Overall A-N)
From Seventh Street in Perris, looking back north: How all this track will be realigned should make for some interesting before and after photos:
Curving outbound to South Perris:
---------
Continued in Parts H-N to be posted by 9:00 A.M. Pacific Time, Saturday, February 7, 2015.
Part “H” (of H-N, Overall A-N)
New crossing gates at Seventh Street:
A closer view of that severed track to OERM.
In the Perris area K.P. assignment was scheduled for 9:00 A.M., which he hit right to the minute. Next stop was San Diego. After a few hours there, he was back on the road to the Perris area again.
Back in Perris, the first grade crossing (Ellis Ave.) northwest out of the South Perris stop was approached. Another new signal had been erected, maybe a half a mile from the one at the stop itself..
Continued in Part I
Part “I” (of H-N, Overall A-N)
In the background are the I-215 Freeway and the construction area where the South Perris stop will be. The crane is by those wash bridges to be replaced.
That new mast signals and future crossing gates:
So, a commuter train leaving the South Perris station stop inbound will pass two signals in quick succession, maybe a half mile apart.
Looking northwest from Ellis Ave., the newly erected crossing gate mechanisms for G Street are seen, as well as for Perris Blvd. way in the background.
Continued in Part J
Part “J” (of H-N, Overall A-N)
We go to north of downtown, by the new CP about a quarter of a mile north of Nuevo Ave., were switch parts and ties are now on site.
As with Union Pacific’s Sunset Route two-tracking new switches, the Perris Valley Line’s turnout concrete ties are numbered.
Continued in Part K
Part “K” (of H-N, Overall A-N)
As seen in the third photo in Park J, there is a second group of ties just feet away, of the actually future switch ties laid out.
Crates and switch parts are on site too.
Continued in Part L
Part “L” (of H-N, Overall A-N)
Northwestward views:
Strangely, one of the ties is numbered “0” (zero).
Continued in Part M
Part “M” (of H-N, Overall A-N)
We now leave and head northbound on the I-215 Freeway, and expect what we saw by Watkins Drive earlier to be unchanged. But, a track machine was now parked west of where we had previously been that morning.
There is quite an elevation difference by the track machine and the valley below.
We re-park a few hundred feet away, and photograph the curve, now WITH rails on the ties!
The San Jac freight, or whatever it is called now, with BNSF power, likely traveled over this new track a day or two later.
Continued in Part N
Part “N” (of H-N, Overall A-N)
We now travel to the Marlborough Ave. grade crossing about a mile or so from where the Perris Valley Line will junction into the BNSF in Highgrove. A cement platform seems to be being cement-laid.
Above, the signal on the left will protect the Riverside Industrial Lead switch. Way in the background right is the new signal by Citrus Ave.
K.P. now headed back to base with much more digital imagines in the camera than he had expected during the 12-hour trip to San Diego.
By comparison, the Metrolink process on this existing old branch line was to take up the old rails and ties, lay concrete ties, put ballast down, and then afterwards lay rails onto those ties.
Both BNSF and UP when they lay a NEW, never before present second or third track, rail is laid in conjunction with laying ties, i.e., together, as BNSF did in Cajon Pass in 2008.
The above two Cajon Pass pictures is of the original California Southern route between San Diego and Barstow. Another portion of said route passes through the Box Springs and Perris (the museum route) areas.
The BNSF and UP then afterwards ballast the rails and ties, as on this Cajon Pass Mains 1 and 2 route view.
Of course, that Cajon Pass track laying was on an alignment that previously had NO track on it, whereas the route through the Box Springs area already had a track, and was active with trains passing over it, and was an upgrade of the route.
This will end the series.
Thank you for this latest series of updates! I think you already answered my question, but the "curve" from your picture below is temporary, correct?
That platform has been there for a while, as it's been on Google Maps for a while.
K. P. HarrierUpdate as of Saturday, January 31, 2015 Big Progress on the PVL Part “D” (of A-G, Overall A-N) In the downtown Perris area, at San Jacinto Ave., looking north (inbound), a new track alignment was in place, a track over from the present old line, which was taken up through the grade crossing: (...snip...) Looking south (outbound): (...snip...) On the upper right is the bus patron platform, which apparently will double as the train rider’s platform too.
(...snip...)
mvs (2-8):
Yes, that curving “S” type track will eventually go straight along the platform. Interestingly, a pathway is already dug down for it as per the photo you replied to.
That the platform with the yellow steel strips will be for Metrolink, note a previously shown February 13, 2013 southward view of the stub-end PLATFORM for the Orange Empire Railway Museum (OERM) track, with those yellow strips. On the middle far left is the yellow strip for the Metrolink track.
Two August 22, 2014 photos of the yellow edged platform for Metrolink: The ground at that time was not cleared.
But, the January 31, 2015 photo you inquired about had a strip cleared. Thus, that curving track will eventually go straight, and the yellow stripped platform will be where Metrolink patrons get on or off in downtown Perris.
At this point in time, I have a gut feeling there will be intermediate signals on each side of a future crossover to the OERM track in the southern portion of downtown, and a north-side intermedia set north of the station stop. But, we will have to wait and see on that.
K.P.:
In your reply to mvs, you mentioned that the second platform track was going to serve OERM. I had noticed it in earlier posts, found it peculiar and interesting, but never connected with what was for the museum. In essence, it will a railcar stop. It think it is a great maximizing of community resources.
So, then, does that mean that the catenary will be extended to the stop? That would seem logical (and have lower operating costs than an diesel powered train shuttling back and forth).
And, in your photos of the 5th Street crossing, there is what sort of looks like an equalateral turnout-- do you think the reconnection to OERM will be the same type or something less unique?
Finally, now that residents are seeing much progess and new investment along the line, is there an air of excitment or greater interest?
You always have the latest info on interesting projects-- thanks!!
John
John Simpkins-Camp (2-14):
Early on (i.e., some years ago) in reviewing promotional and non-promotional material about the Perris Valley Line AND the Orange Empire Railway Museum (OERM), the concept of both entities using the downtown Perris stop was brought forward. As an example, note the paragraph just above all the small pictures OF THE SECOND GROUP of pictures at the following webpage:
http://www.oerm.org/perris-depot
As far as extending catenary to the Metrolink stop from the OREM track’s present end, the impression I have gotten is yes it would be extended. Grants and fundraising have been mentioned in literature. Metrolink riders being able to transfer to the OERM transportation for a mile or so ride to the museum site seems to have been the intent of the cultural grant(s), and would increase reverse-direction ridership, i.e., opposite to work commuter patterns.
As far as switches between the Metrolink mainline and the OERM track, I would venture to say everything will be replaced and new, so the wye switch’s days are likely numbered. That wye switch’s speed likely would not match the Metrolink curve and speed requirements anyway, thus, such a wye switch likely would not be used. I envision, unofficially, somewhere the insertion of right handed crossover switches, likely with a space between switches to allow for a buffer zone between the Metrolink and OERM tracks. Also, I don’t envision any rarely used power switches being installed, as they would be, not only expensive, but the OERM signals for them a chronic nuisance for the Metrolink DS. Of course, Metrolink on its San Bernardino line in the Bassett area has such a crossover arrangement with Union Pacific (Sunset Route), more like a universal crossovers situation, and BOTH dispatchers have to be in sync for the crossovers to be used and signals lined.
That above mentioned future crossover should be springing up soon, at lease for the Metrolink side of the crossover.
Anyway, John, that is my opinion and two cents worth and it is hoped such adequately addresses your inquiries.
Take care,
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