Caltrain Electrification

I was just wondering about the status of the future electrification of Caltrain. I understand that transit in general is under a budget crunch, which probably means it's not high-prority right now. Where's a good place to find studies and info and so on?

Electric MUs or even just locos would rock for the local/limited trains, since they accelerate and stop real quick.

I think this next step should be taken at the earliest oppurtunity. Los Angeles
Metrolink should consider electrification as well.

what would be the benifets of electrification for metrolink? station distances are not that close so acceleration does not pay a factor. Plus train service is to infrequent on most lines to justify the expense.

This link is kind of dated, but it reflects the thinking of 5-8 years ago as they studied NJ Transit's electrified ops (old PRR system on the North East Corridor and NJT's newer efforts re-electrifying the 3Kv DC former Lackawanacna lines to 25Kv AC.

http://www.sonic.net/~mly/Caltrain-Elec ... on-qa.html

Riding behind a Caltrain FP40 yesterday really pointed up the significant disadvantages in acceleration. It only adds up to a few minutes over the entire trip, but when you multiply that by the number of extra trips that can be run each in the timeslots saved, it means better service.

Caltrain's electrification project receives FEIR certification | Railway Track & Structures

The Peninsula Corridor Joint Powers Board today certified the Final Environmental Impact Report (FEIR) and approved the planned electrification of the Caltrain corridor between San Jose and San Francisco, Calif.

The Peninsula Corridor Electrification Project (PCEP) is part of the Caltrain Modernization Program, which will electrify the corridor between San Francisco and San Jose and purchase new high-performance electric rail, upgrade the railroad's signal system and implement Positive Train Control.

However,
Report: Caltrain electrification to cause 'significant and unavoidable' impacts at certain intersections - San Jose Mercury News

A project to speed up Caltrain service is expected to exacerbate congestion at several intersections in Palo Alto and Mountain View.

And while the cities are pointing to grade separations as the obvious solution, the commuter rail agency says the cost is too high.

The $1.5 billion Peninsula Corridor Electrification Project will enable Caltrain to boost its ridership from roughly 60,000 today to more than 110,000 by 2040, according to the agency's projections. The increase will come in part from a new power source. Electric trains accelerate and decelerate faster than diesel trains, allowing for more trains per hour.

For instance,

When the project is done in 2020, the peak morning delay at Alma Street and Churchill Avenue, for example, would increase from 83.9 seconds to 108.9 seconds, according to the report.

At Caltrain's site: Caltrain Board Certifies Final Environmental Impact Report and Approves Peninsula Corridor Electrification Project

This will be good for the California high-speed-rail project, because that also will use electric trains.

Joint Powers Board expected to vote on the design of the new EMUs Thursday:

http://www.smdailyjournal.com/articles/ ... 45558.html" onclick="window.open(this.href);return false;

I'm surprised that that article didn't bring up the weird double-door situation

What is the double-door situation? I haven't seen anything about that.

Because they want level boarding, and they want level boarding on the same platforms as CHSRA's trains, Caltrain have mused about having two sets of high and low doors, so that there will be easy boarding at all stops in the interim time until all stops on the Peninsula can be raised to standard height. When that happens, the low doors can be closed and more seating installed

That'll take some doing, but it makes sense; you can't beat level boarding for short dwell times and thus trip times.

I'm curious if Caltrain electrification plans will effect any UP service after it's completed? Do any Union Pacific freights still even run on Caltrain be it local or road jobs?

If I recall correctly, UP will lose their midday slot, only having track time at night.

Catenary from SFO(4th& Townsend) will streach to San Jose(Didron) then onward on CAHSR trackage(If built),
could impose height restrictions on the UP locals working JPBX trackage and road freights from CP Coast to
CP Cahill thru San Jose.
CAHSR might build to 25kv 60hz specs.

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.

Might there still be a problem between Coast and Cahill? And will wires reach Gilroy, and if not, will Caltrain need dual-mode locomotives?