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.
----------------------------------------------------------------------------------------------------------------------------------- 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.
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.
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.
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
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.
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.
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.
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.
Update as of Friday, June 12, 2015
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.
This will conclude the series.
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 “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 “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 “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 “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
Part “A” (of A-G)
The Perris Valley Line northward out of Perris basically parallels the I-215 Freeway, but south of Cactus Ave. the line branches off a bit, and runs northwestward and goes under Alessandro Blvd. Between Cactus Ave. and Alessandro Blvd. key things were observed.
In the below view, the Cactus Ave. overpass is seen. The track is the several years ago rerouted San Jac freight line. The cleared right-of-way just this side of the San Jac line is in preparation for PVL track.
Above, a belted machine is on the graded right of way, and track (or at least ties) seems to be on the right-of-way southeast of (behind) the belted machine. TWO signals are seen, the back one (northwest facing for southeastward trains) and the near one (southeast facing for northwest trains). So, the arrangement will be like in downtown Perris, where a train leaving the stop in either direction will be governed by a signal.
Looking northwest from Alessandro Blvd., the PVL line is partially laid, without ballast yet.
The new siding (left, unsignaled) is for freight.
Continued in Part B
Another Unexpected Development!
In recent days, it was reported that the east (south) end of an industrial siding (“an industrial siding”) had been installed just north of Alessandro Blvd. in eastern Riverside, and that it was K.P.’s then hope to return to that area soon with time to photograph that then new development. K.P. returned alright, Friday, June 12, 2015, but found that even ANOTHER track had been laid, but was not yet ballasted!
Seeing that TWO tracks were now going under Alessandro Blvd., the implication was that the Moreno Valley / March Field Perris Valley Line (PVL) stop would indeed have two-tracks going through it, one track for Metrolink’s PVL, the other for BNSF branch freights.
The grueling 14-hour day had much free time, and a few other select spots of activity were photographed as well. A report for the forum on all this should be forthcoming in two or three days.
Update as of Tuesday, June 2, 2015
Inbound-Outbound from Columbia Ave.
Looking outbound, it looks like new rail and ballast has been put in place, but the ballast hasn’t been evened out yet. In the background, but on the curve, a bunch of old ties are stacked.
Above, strangely, sub-ballast is directly across from the platform.
Inbound, the same treatment of uneven ballast is seen.
That orange engine in the background is BNSF ex-Santa Fe warbonnet GP60M No. 109. That unit was the first red and silver unit K.P. saw after Santa Fe ordered new units in that paint scheme!
The Marlborough stop platform.
Above, it looks like the night lights will reach all the way to Columbia Ave.
A southward view from Columbia Ave.:
On this dispatch, just one area could be stopped at, but at least the above views could be shot and shared with the forum.
Update as of Wednesday, May 27, 2015
Part IV (of I-IV)
Earlier in the Day, the Citrus St. Grade Crossing
Near the junction with the BNSF, the Citrus St. grade crossing was traversed by K.P. earlier in the day. A group of cars were tied down to the north.
As seen above, NO mast signal yet has been erected for the PVL trains coming towards the camera from the left.
Looking south, or outbound:
Above, the most prominent new feature is the industrial siding south end signal (right).
Way in the background, it looks like the ground is cleared for maybe an industrial curved siding. At this point in time, the distant outbound signal makes little sense having two heads. The old Union Pacific Riverside Industrial Lead track won’t connect to the PVL with an interlocking, will it?
Closer, it appears that to put up an industrial signal on the north end of that siding would be difficult (lower right).
The grade crossing at Citrus St. is looking now like a future quiet zone type.
Part III (of I-IV)
Number Plates A-Go-Go
That north side of Perris intermediate signal’s number plate:
Just above, previously in the old days the “San Jac” track, the very old track came towards the camera somewhere in the signal ladder area. Below, looking south or outbound, the crossing gate mast on the left was just about center of the old track.
K.P. first saw number plates while southbound on I-215, on the intermediate signal north of Van Buren Blvd.
Nighttime had taken hold, but, with a good flash ability now, it was desirous to photograph the new intermediates at Gernert Road towards the top of the Box Springs grade, but that grade crossing was all closed off for several days, probably for turning a dirt road grade crossing into a totally paved one.
The Mt. Vernon Ave. grade crossing down the grade a few miles was went to next and K.P. aimed the camera.
Those intermediates did NOT yet have number plates.
Continued in Part IV
Part II (of I-IV)
At 4th Street in downtown Perris, the south of the Perris stop intermediate signal there (for outbound trains) is now equipped likewise with a number plate.
Its counterpart, on the north side of the station stop for inbound trains, had a number plate also.
Continued in Part III
This presentation was delayed because of a trip to Arizona to document the present Sunset Route two-tracking situation.
Part I (of I-IV)
The not in-service yet intermediate signals on the new Perris Valley Line are starting to receive number plates. The first set out of the South Perris inbound has received them.
A side shot:
Just above, the right, inbound intermediate signal does NOT seem to have a “P” plate, but the left, outbound one does. “P” plates are most commonly used in the railroad industry for ‘Permissive,’ allowing a train to pass a red signal WITHOUT stopping, but at restricted speed.
Note the panel on the ladder preventing unauthorized persons from climbing up the mast ladder.
Continued in Part II
K. P. HarrierMetrolink has a dispatch center in Pomona, on the old Santa Fe Second District line, and reportedly a new building is being constructed in that area.
The new dispatch center at about 2720 N. Garey is now or very close to being operational, with the old one acting as a backup and also used for a PTC test lab.
BTW I finally received a reply to my inquiry several weeks ago about the Poarch/Gernert grade crossing. To quote the RCTC:
"Once Metrolink service becomes operational later this year, this rail crossing will be fully closed to public access. Only emergency vehicles will be allowed to use this rail crossing to respond to needs in this area."
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A Coming Series
On Wednesday, May 27, 2015 K.P. was able to spend some time by the Perris Valley Line. The most prominent new feature was number plates on some signals.
Attaching number plates to masts seems to be on a northward progression from the end of the line in South Perris, because on the way back to K.P.’s base the mast signal at Mt. Vernon Ave. in Riverside was photographed in the darkness with NO number plate yet.
Hopefully, the above two photos will wet the forum’s appetite, as a post series should be put together in the next few days. The series would have been posted a few days ago, but a trip to Arizona for the "Sunset Route Two-Tracking Updates" thread delayed it.
blue streak 1 (5-24):
Metrolink owns the Perris Valley Line trackage. A number of years ago BNSF sold the line to them in a package deal that included a number of other branches.
As far as what entity dispatches the PVL, grade crossing hotline signs of the past implied BNSF did. Recently, those signs were changed to a Metrolink hotline phone number, so assumedly Metrolink dispatches the line now.
Metrolink has a dispatch center in Pomona, on the old Santa Fe Second District line, and reportedly a new building is being constructed in that area.
Best,
KP does Metrolink own or will they dispatch this new line ? If so have you noted any ATS inductors installed ? The route seems to have many slow sections.
K.P., thank you for this set of photos! How interesting that the area near the 215/60 interchange isn't as "complete" as trackage further inbound or further outbound.
Update as of Monday, May 18, 2015
The River Crest Drive and March Field Stop Areas
Part “C” (of A-C)
Another view:
That signal off the mainline is by something with a black tarp covering on it, and the red-like small wheeled machine of some sort.
The present River Crest Drive grade crossing’s old electrical box says it is at milepost (M.P.) 7. There are few places that have not had the electronics upgraded, or new rail laid, and this is one of them.
Forum readers may be interested on a new track that was laid and ballast-machined recently. (Top right track w/ the yellow machine on it, reshown photo southward from the Eastridge Ave. overpass)
K.P. traversed the Alessandro Ave. overpass and saw that new track. It ended before going under the overpass! So, the March Field stop south of Alessandro Ave. will have ONLY one track through it. Previously it was thought that if that switching track went through the station stop, derails and signals would have to protect the stop itself. But, by ending north of Alessandro Ave., that situation won’t exist. It is hoped to hike way in (“hike way in”) for a photo or two of that new track ending.
This will end the series.
Part “B” (of A-C)
Looking north (inbound) from the River Crest Drive grade crossing, a derail and red flag was seen at photo time.
Looking outbound, a number of pieces of equipment are present on the spur thereat.
Plenty of sand and boulders are present … and concrete ties.
Part “A” (of A-C)
At the future March Field stop south of Alessandro Ave., a very large parking lot is being put in. Presently, the dirt has been graded and it looks like soon pavement will be laid. Very large piles of gravel are here and there, such gravel typically is associated with concrete laying.
This is the stop that patrons will have to use stairs (or ramps) to get to or get back to their autos from the tracks.
In the last photo above, radio transmitters are visible atop the Box Springs Mountains.
K. P. HarrierWith the Colton Flyover package, additional Metrolink trains were going to operate Riverside-San Bernardino. Since the City is in bankruptcy, I question whether those extra runs will ever happen now.
I think that would be a 'nit', since some 91 line trains have to visit the SB shops for maintenance anyway. Perhaps they don't have enough tracks at the depot?
SANBAG's useless, real money waster is the Metrolink SB Line extension to Redlands. They should have started with a paved BRT (ala Metro Orange) line with much more frequency that connects with their north-south BRT. Of course, using 'common sense' and SANBAG in the same sentence is a world-class oxymoron. Sorry that you SB county residents have to pay more for their 'services'.
MikeF90 (5-17):
If I’m not mistaken, the F-125 contract is a signed and done deal, so new power should be coming. Of course, if the manufacturer is running into complications with their new prime mover, who knows when the F-125’s might arrive …
About the San Bernardino Line, the City of San Bernardino has been in bankruptcy for some time, so its contribution for the Metrolink trains may be lacking, explaining the run cutbacks. A number of months ago I read that those in charge of Metrolink were going to turn around a run or two west of San Bernardino, maybe Pomona or Fontana in an effort to balance the books.
Since San Bernardino is in bankruptcy, Mike, I’m starting to question whether a run or two will ever traverse Perris-San Bernardino in going Perris-Los Angeles. With the Colton Flyover package, additional Metrolink trains were going to operate Riverside-San Bernardino. Since the City is in bankruptcy, I question whether those extra runs will ever happen now.
Great photo coverage, and I'm also puzzled by the alignment of the OERM track. Telephoto lenses distort our perception of 'reality', so we'll just have to wait and see.
K. P. HarrierWill all the PVL trains on the first day of operation, whenever it happens, have those new F-125 diesels?
Likely Metrolink will just make do with the existing fleet for a while. Reportedly the San Bernardino line has had some service cutbacks due to shortfalls in SANBAG's revenue; this might free up a trainset or two for redeployment on the (soon to be longer) 91 line.
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