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ExCon90 wrote:Do we know they're not going to be FRA compliant? The latest I can find on their website is that they are "moving forward" on a design for the cars. There's no way they could run from Santa Clara to San Jose without being compliant--or without a waiver, and who can say whether they'd get one? I would think not.
electricron wrote:I don't think the catenary wires and poles will cause the UP any problems because low wires will effect double stack containers and tall auto racks, which I doubt the UP needs to service in San Francisco or on its peninsula. All of the facilities for these type of cars are located not the east side of the bay where there will be no catenaries. And if the wires are hung high enough, even these types of cars can run under them.
MattW wrote:electricron wrote:I don't think the catenary wires and poles will cause the UP any problems because low wires will effect double stack containers and tall auto racks, which I doubt the UP needs to service in San Francisco or on its peninsula. All of the facilities for these type of cars are located not the east side of the bay where there will be no catenaries. And if the wires are hung high enough, even these types of cars can run under them.
Why would that be an issue? Double stacks and autoracks run under wire here in the east just fine.
ExCon90 wrote:bdawe wrote:It's not just a matter of clearance. Caltrain's waivers for non-compliant railcars specify temporal separation from freight, so I'm not entirely sure how that will be accomplished for trains headed through to the Coast Line
Do we know they're not going to be FRA compliant? The latest I can find on their website is that they are "moving forward" on a design for the cars. There's no way they could run from Santa Clara to San Jose without being compliant--or without a waiver, and who can say whether they'd get one? I would think not.
MattW wrote:electricron wrote:I don't think the catenary wires and poles will cause the UP any problems because low wires will effect double stack containers and tall auto racks, which I doubt the UP needs to service in San Francisco or on its peninsula. All of the facilities for these type of cars are located not the east side of the bay where there will be no catenaries. And if the wires are hung high enough, even these types of cars can run under them.
Why would that be an issue? Double stacks and autoracks run under wire here in the east just fine.
NJT's 25 kV wire isn't always 9 feet above the top of the passenger cars. At Summit the wire is about 17 ft above top of rail.electricron wrote:The minimum clearance between a live wire and a working surface, in this case the top of the rail cars, or th rail cars envelope, to the live wire, is 9 feet for voltages between 7,501 Volts and 35,000 Volts.
timz wrote:NJT's 25 kV wire isn't always 9 feet above the top of the passenger cars. At Summit the wire is about 17 ft above top of rail.electricron wrote:The minimum clearance between a live wire and a working surface, in this case the top of the rail cars, or th rail cars envelope, to the live wire, is 9 feet for voltages between 7,501 Volts and 35,000 Volts.
Nasadowsk wrote:I wouldn't be surprised if Stadler pulls a rabbit out of their hat again, and gets the KISS to meet the FRA's alternative compliance standards. They did it with the FLIRT in Texas, and the GTW in Denton, IIRC.
It would have a useful advantage for them - they could sell the same model to the MBTA, and even Metra if they ever decide to get out of the 1950's. It'd be ideal at both operators (ok, the high platforms in places on the MBTA would be an issue, but they seem to have figured that out, if you look at their portfolio).
This morning, during its regular meeting in San Carlos, the nine-member Caltrain board voted unanimously to dedicate $1.25 billion towards electrifying Caltrain. If all goes according to plan, electric services will begin in 2020.
“The total program is $2 billion. That includes money for the advanced signal system, which we’re already installing today,” said Jayme Ackemann, spokeswoman for Caltrain. “But the $1.25 billion is the lion’s share for electrification.”
Included in the contract is an order for 96 rail vehicles, with an option to buy an additional 20. And “we are considering an additional purchase of more electric vehicles,” added Ackemann.
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