Congratulations for covering the December progress; glad to see that improvements are being made. Honestly, was hoping they'd actually get the San Jose to Redwood section completed. However, I'm glad to see they are making progress on San Francisco terminal wiring? Still, lots of work still needing to be completed.
There’s a bunch of vids showing San Jose to Palo Alto, and they’re pretty much done at this point, except some signal cutovers, and soft-testing soon to begin at SJ to SC from the recent partial energization of the line.
Happy to see Caltrain putting up more equipment on poles and wires beyond San Bruno! I’m surprised, they’re progressing fast at San Francisco as well, including all the cantilevers and noticeably, the end poles at 4th and King.
Great question.....The electric trains (EMUs) are arriving from Sadler from Salt Late City as I type this. The issue is CalTrain has a limited run schedule past San Jose to Gilroy. That right of way is owned by Union Pacific and in not electrified. The question is will CalTrain continue use the old diesels on that section of the route or order new consists. A good idea would be to order from Sadler bio diesel trains similar that are being used on e-Bart between Baypoint and Antioch on the BART system.
The info is in the video showing progress in the electrification since the previous presentation. More detailed information might be available by contacting Balfour Beatty for progress reports.
Hitting the gear in the lower right corner, there is a playback speed control - 0.5x seems about normal speed (using the bell and a guy running to judge)
Watching this video i`m wondering after electrification will we be seeing this route become a high speed corridor running the Acela? The infastructure certainly looks like it`s capable. Hence the double X2 time lapse !20-130 mph.
Not Acela, but California High Speed Rail. They funded the Caltrain electrification so they can run their own trains on it. Both Caltrain and CaHSR will run up to 110 MPH on this blended corridor. (CaHSR will go 220 MPH on it's own dedicated tracks in the central valley.)
@@readyredpanda127 Yes, I believe they intend to realign some of the curves and add passing tracks at some of the stations. But I think there will still be some spots with less than 110 MPH speed limit.
@@readyredpanda127 HSRA paid for a little less than a third of the $2.44b Caltrain electrification & new fleet project and is only planning to straighten a handful of curves and install so-called “quad gates” at the 60 or so remaining grade crossings between SF and Gilroy to allow 110 mph running. They explicitly rejected adding any additional passing tracks on their dime despite them being necessary for Caltrain’s planned increased service to reliably co-exist and share track with HSR on the Peninsula.
@@adrianbrandtPartly because expanding the footprint of tracks gives NIMBYs another lever to block CHSR, partly because they're gonna have to tunnel and that eats money.
Congrats on the porogress, however I'm starting to understand why Americans don't like trains too much. The ruckus you guys are causing with those horns is unberable. I understand it's for regulation of some sort, still it's a rather stupid regulation.
It’s regulatory “safety theater” … not needed for fully-protected grade crossings such as Caltrain has. Atherton has established and is expanding the first and only (so far) train horn quiet zone on the Caltrain line. Other cities will eventually follow suit.
Here's why horns are so frequent. Many Americans are selfish and self serving. "I can beat out a train before it crosses the intersection". Horns are more or less used as a deterrent for those kind of people, amongst other things.
It's us americans who are the cause for the constant horn blowing for idiots getting hit by the train and lack of proper investment on a full scale to grade separate the corridor.
I used a spell checker before entering it in the video but somehow it didn't catch the error...thanks for the heads up. I will correct it when I get a chance.
Congratulations for covering the December progress; glad to see that improvements are being made. Honestly, was hoping they'd actually get the San Jose to Redwood section completed. However, I'm glad to see they are making progress on San Francisco terminal wiring? Still, lots of work still needing to be completed.
There’s a bunch of vids showing San Jose to Palo Alto, and they’re pretty much done at this point, except some signal cutovers, and soft-testing soon to begin at SJ to SC from the recent partial energization of the line.
Happy to see Caltrain putting up more equipment on poles and wires beyond San Bruno! I’m surprised, they’re progressing fast at San Francisco as well, including all the cantilevers and noticeably, the end poles at 4th and King.
Shame SP never got more of this line quad tracked. Nice to see progress being made
Thanks for this update. Greetings from Berlin/ Germany. Sven
Great question.....The electric trains (EMUs) are arriving from Sadler from Salt Late City as I type this. The issue is CalTrain has a limited run schedule past San Jose to Gilroy. That right of way is owned by Union Pacific and in not electrified. The question is will CalTrain continue use the old diesels on that section of the route or order new consists. A good idea would be to order from Sadler bio diesel trains similar that are being used on e-Bart between Baypoint and Antioch on the BART system.
Thanks for the great video. Would CALTrain then acquire new trains capable of running electric and non electric? Thank you
Nah bi modes are very costy
Thanks...have they even begun the tunnel to the SF Salesforce Transit Center???
I would like to see the electrification extend to blossom hill
Hi Michael..Yes....Germany, UK, France, Italy, Japan, China...not much in the U.S.
Counting down the final days of Caltrain diesel, I'm sure either METRA or VRE will buy their passenger cars!!!
Hopefully not VRE. We don't need anymore Diesel engines here in the DMV.
They have a lot of these in Germany
The info is in the video showing progress in the electrification since the previous presentation. More detailed information might be available by contacting Balfour Beatty for progress reports.
If your going to do an update, then provide some information, other wise its just a video of tracks we have all scene.
Bro description exist
There is no money available at this time to extend the system to the transit center.
Are the platforms going to be low level?
CAHSR would be high level
was hoping for a 1x speed version, but good video! I did this route from SJ filming from the front in October and I can see it has changed a bit.
Hitting the gear in the lower right corner, there is a playback speed control - 0.5x seems about normal speed (using the bell and a guy running to judge)
@@Real_Tim_S Yep at the beginning of the video he pasted a caption saying 2x and the train's route #
Watching this video i`m wondering after electrification will we be seeing this route become a high speed corridor running the Acela? The infastructure certainly looks like it`s capable. Hence the double X2 time lapse !20-130 mph.
Not Acela, but California High Speed Rail. They funded the Caltrain electrification so they can run their own trains on it. Both Caltrain and CaHSR will run up to 110 MPH on this blended corridor. (CaHSR will go 220 MPH on it's own dedicated tracks in the central valley.)
@@mb_1024 will they need to retrofit certain segments of the tracks? Or will they just go max safe speed on what caltrain has already?
@@readyredpanda127 Yes, I believe they intend to realign some of the curves and add passing tracks at some of the stations. But I think there will still be some spots with less than 110 MPH speed limit.
@@readyredpanda127 HSRA paid for a little less than a third of the $2.44b Caltrain electrification & new fleet project and is only planning to straighten a handful of curves and install so-called “quad gates” at the 60 or so remaining grade crossings between SF and Gilroy to allow 110 mph running. They explicitly rejected adding any additional passing tracks on their dime despite them being necessary for Caltrain’s planned increased service to reliably co-exist and share track with HSR on the Peninsula.
@@adrianbrandtPartly because expanding the footprint of tracks gives NIMBYs another lever to block CHSR, partly because they're gonna have to tunnel and that eats money.
Congrats on the porogress, however I'm starting to understand why Americans don't like trains too much. The ruckus you guys are causing with those horns is unberable. I understand it's for regulation of some sort, still it's a rather stupid regulation.
They need to hit the horn for every intersection.
And whoever doesn't like it they can just go home and cry to there mommy
It’s regulatory “safety theater” … not needed for fully-protected grade crossings such as Caltrain has. Atherton has established and is expanding the first and only (so far) train horn quiet zone on the Caltrain line. Other cities will eventually follow suit.
Here's why horns are so frequent. Many Americans are selfish and self serving. "I can beat out a train before it crosses the intersection". Horns are more or less used as a deterrent for those kind of people, amongst other things.
It's us americans who are the cause for the constant horn blowing for idiots getting hit by the train and lack of proper investment on a full scale to grade separate the corridor.
I used a spell checker before entering it in the video but somehow it didn't catch the error...thanks for the heads up. I will correct it when I get a chance.
The word correction at it's finest.
Grammliy
Try Blender for video editing....
Cool
Why are almost every USA Train company using bells its really stupid and plus using horn everytime. Can someone please explain to me.
You dont want to get a idiot with lack of patient cant notice you
36 minutes: "SPARSE", NOT "SPARCE".