• So Miami Airport Station was designed too short and now Miami Central was designed too narrow!

  • This is a forum for all operations, both current and planned, of Brightline, formerly All Aboard Florida and Virgin Trains USA:
    Websites: Current Brightline
    Virgin USA
    Virgin UK
This is a forum for all operations, both current and planned, of Brightline, formerly All Aboard Florida and Virgin Trains USA:
Websites: Current Brightline
Virgin USA
Virgin UK

Moderator: CRail

  by kitchin
 
(This post is in the wrong category on the forum.)

Looks like Brightline's fault for building it this way. BL says it read the high-speed specs instead of general specs that would apply to Tri-rail. There are two issues though:

1. Platforms too wide - nothing to do with high-speed specs, right?

2. Elevated rail too steep - it's about weight, but maybe power/weight ratio. I don't know that high speed trains necessarily can climb hills better, but apparently there's a spec. Tri-rail trains are a lot taller, could tip?? The article says they want to know if they can climb the hill "safely." Also, the article says "90% less than" when it probably means "90% of" the Tri-rail requirement.

There's sniping between board and management and politicians, about it just coming out now when the report was written in March (shades of DC. Metro on the wheels slipping across the axles, which was known for years), as well as Tri-rail blaming Brightline, which isn't refuted. No comment from Brightline.

It's hard to believe Tri-rail didn't review the engineering, but you could say the same thing about Amtrak at the airport. Maybe they didn't want to, for legal reasons. Or we've got some major league shenanigans going on.

It's a Miami Herald story by Douglas Hanks, for anyone who missed the tiny Herald logo, as I did.
  by Erie-Lackawanna
 
The weight issue, as I understand it from the board meeting yesterday, is that the viaduct structure was supposed to be designed to AREMA standards, which is to support 200% of the anticipated maximum load. The viaduct was actually designed to support 120% of the anticipated maximum load. This is how it was explained by staff to the board.

I’m not sure how that squares with the report (which I haven’t read) and/or the Miami Herald article.

Jim
  by JayBee
 
Two Siemens SCB-40 locomotives powering as many as seven Siemens Venture passenger cars should have no trouble climbing a 4% grade. One Brookville BL36 or GP40 conversion would struggle with more than three Bombardier commuter coaches on the same grade. In order to keep the viaduct short I would expect a steep grade as long as your trains can handle it. As for weight I would expect the single level Siemens Venture coaches to weigh less than the Bombardier double level commuter coaches, then add in passengers, fifty in the Venture coaches, ~140 in the Bombardier coaches.
  by BandA
 
This is really bad. Just two examples from the summary:
“Augercast piles shall not be used on the project.”
(See page 100 of the Report.) Per the plans provided by Brightline, the original five 42-inch-diameter
drilled shafts were replaced with seven 24-inch-diameter augercast piles. This appears to be a
construction shortcut that resulted in a huge cost savings for the contractor.
Secondly, due to the
concerns with construction quality, it is recommended that a sonar scan of the concrete be performed
to determine the actual rebar placement, size, and depth, and to check for foreign objects and voids
throughout the passenger platforms, concrete deck, and the plinths within the direct-fixation segment
of Tracks 4 and 5
  by Pensyfan19
 
"Modify your cars and locos" (Brightline)

https://www.trains.com/trn/news-reviews ... t-station/
MIAMI — Tri-Rail and Brightline are each suggesting the other party is at fault after Tri-Rail management told the agency’s board last week that the commuter agency’s trains would not clear the platform at Brightline’s MiamiCentral station [see “Tri-Rail service to Brightline’s Miami station faces clearance issues …,” Trains News Wire, Dec. 13, 2021].

The website Florida Politics reports Tri-Rail Executive Director Steve Abrams told the Miami Herald his agency “did have an oversight role” in platform construction at MiamiCentral, “but we’re not pouring the concrete.” But in a letter to Abrams released Wednesday, Brightline President Patrick Goddard said his company believes “the most significant impediments” to Tri-Rail service “are issues related to the rolling stock, not the physical plant of the station.” It notes that both sides have been aware of the problem since April and that changes to the cars would be the easier solution.

“We understand and acknowledge that, as constructed, there are clearance envelope intrusions that we must resolve,” the letter reads. It further says Brightline believes, “and you and your engineering team concurred, that the most logical, expeditious, and non-destructive solution to remedy this conflict would be … slight modifications to the step structure in order to accommodate the variance within the Station.
  by Erie-Lackawanna
 
electricron wrote: Sat Dec 18, 2021 10:27 pm It is the door sills, not the stairs. TriRail uses low floor cars with doors having protruding sills.
Actually, it is the step. There is a small step just below the level of the door sill, and according to the consultant report drawings, it is that step that fouls the platform.

Jim
  by electricron
 
https://en.wikipedia.org/wiki/Bombardie ... _Coach.jpg

Do you mean the protrusion sticking out at the door sill?
Is it another step if it is not 6-9 inches below the door sill?
Last edited by CRail on Fri Jan 14, 2022 2:08 am, edited 1 time in total. Reason: Unnecessary nesting quotes removed. Do not use the "Quote" button as a "Reply" button.