Reason train is so quiet is that the diesel is on the rear pushing. This is viewed from the cab car which are usually on the city end of the train. Electric service is in the future.
Cool video! I love the P2 horn the cab car has. I will be sad to see these Gallery cars go but I'm so glad we have videos like these to remember them. Once again great video!
Man, the horn symphony through San Mateo is always awesome to me. Cracks me up seeing people commenting, "the horns are crazy", "this system is antiquated", "America can't do passenger rail", "passenger rail is better in Europe", "it'll be better when it's all electric", "there's too many grade crossings", blah blah blah, wha-wha-whah. This is how we do things here in America. Can it be better? Yes, we're working on it, and we'll get there. One has to realize that there hasn't been a real serious interest in passenger rail in America until the past decade. Ever since we connected the east to the west in 1869, the American rail network has placed a priority on the movement on freight, goods, and materials. In fact, we do it best. The Europeans could only dream of moving freight as efficiently and quickly as we do with our rail network. Now granted, yes, the Peninsula Sub that CalTrain uses isn't a freight corridor, but the right of way was never laid in anticipation of the modern electric European trains of today in mind, but I digress. What I'm getting at is that wanting to take the American rail network from a dieselized freight system to an ultra-efficient, electrified, high speed people moving system just isn't going to happen over night. It'll take decades. That being said, we work with what we have. Here in California, we're taking big and very expensive steps to modernize our passenger rail system as much as possible, and as quickly as possible. I reckon we'll see how that goes and pans out in the future. Anyways, rant over, great video, thanks for posting, the end. 🙂
@kennethhoffman8061 Your 3rd point is misleading: This is a regional line and these still have level crossings in Europe. Even high-speed trains have to deal with them in Europe, in fact (albeit not at high-speeds - closest you'll get is the UK and Sweden where trains can bruise at 200 km/h through level crossings but still a far cry from 250+ km/h). It is true, however, that even before their elimination in recent years, level crossings still aren't very common in Europe compared to what one can find in the US.
@kennethhoffman8061How exactly is "market demand" measured, in your point of view? Do you understand how silly it would be if we don't build any passenger rail, and then say "nobody takes the train, there must not be demand for it"?
CHSR will run trains from San Jose to San Francisco via the Caltrain corridor (aka Peninsula Subdivision), but not at its maximum speed. Due to grade crossings and track geometry, the max speed (for both CHSR and Caltrain) will be 110mph, up from 79mph today. There are plans to remove many of the existing at-grade crossings, and many of those projects will be complete by the time CHSR gets to SF. CHSR will reach its max speed of 220mph on fully grade-separated, purpose-built lines in less dense areas such as the Central Valley.
That above grade section north of Redwood City was constructed during an El Niño period in the 1990s. I was riding the train nearly every day at the time. I like the new overhead wires. Wow. I hadn't seen the new Hillsdale station before. It stops there and not San Mateo??? The Bay Meadows area is the only section that has changed radically in over 20 years.
Good question. I'm guessing no. It would be a huge task through Downtown San Mateo. Not saying it can't be done, but if they were going to do it, they should've done it before the construction of the movie theater.
@@spikespa5208 Regulations ........! ^^ (I don't have to use it at every lvl-crossing, only at "unsecured ones" (mostly tracking/ hicking routes or woodwork/farming crossings) which are marked with a "P"-sign on route. E.g. at my main route from Leipzig to Dresden, I don't have to use it at all (about 120km))
@@spikespa5208 Just found a nice vid of my route from "yoshnick" called "Führerstandsmitfahrt Leipzig - Dresden (BR 442, RE50)" ... if you are interested ^^
At-grade crossings is the biggest physical hindrance to the system. The thought of running California High Speed trains in the next twenty years on those very tracks is beyond belief.
In the UK we've been working to get rid of these not just for safety but for capacity too. You have to slow down for them and that limits the number of trains we can put down the rail lines over every hour. The real shocker here is they use only half-barriers on these lines where we would use CCTV monitored full-barriers on mainlines - even if its just outside a station.
It is pretty slow, because of the trains being powered by diesel locomotives. Caltrain is almost done electrifying the line, using Stadler KISS trains. They will start running in Fall of this year!
Can you confirm that Caltrain is the first electrified railroad line, excluding tramways, metros and lightrail? I'm French, so for me, electric trains are the norm.
@@StrategicChickenSorry Yes, I had forgotten about the Northeast and Keystone Corridor. In fact, in my previous message, I forgot to specify that my question only concerned California. So, without streetcars, commuter trains, lightains, subways, is this the only electric train line in California?
Good day. I'm very surprised that you used the International Standard of Units properly. Seeing km/h instead of the English speaking countries usual kph r in better case kmph is refreshing. Does Caltrain use metric?
As a Floridian, I can only hope to see something like this widespread in the future. Though with the current Brightline expansion things are beginning to look promising.
130 kph is 80.77 mph. I wonder if the person is rounding up because the typical max track speed in the USA is 79 mph. To go faster than 79 mph requires in cab signals. Much faster than 90 mph requires full blocking gates at at-grade road crossings. These work to 110 mph. Faster than 110 mph requires the rail corridor to be fenced off and at-grade crossings to have movable crash barriers. Above 125 mph there can be no at-grade public road crossings. Amtrak is pushing for 110 mph service on its host freight railroads. Following CalTrain rails between San José and San Fransisco terminal it has serval curves that appear about 60 mph and some lower. In only has two tracks in many locations and only room for two tracks in many locations. It really doesn't appear suitable for greatly increased passenger service with 220 mph CAHSR trains with commuter station by-pass tracks. The plan now is to cut CAHSR trains down to 110 mph through this area, but there are curves that appear too tight for that speed or even half of it. The railway does have some freight customers. A cement and road supply in south San Fransisco and some industrial rail customers closer to San Fransisco passenger terminal. There are a slew of at-grade crossings through some areas one right after the other. In such a situation it may have been better to make a large railroad below surface trench. As-is several road separated crossing were constructed that dive under the tracks. If they had though they would have likely not been future sized for at least four tracks with a service road. The rail corridor frequently appears narrower than the typical 100-foot width for freight railroads. It is now needed to contain frequent commuter trains, occasional freight trains and CAHSR. It looks at its capable limits with commuter trains and some freight. Running really fast trains never appears to have been intended for this alignment. There use to be occasional very fast passenger trains in the United States on regular good freight rail tracks. The manufacture of the control valves for the Pennsylvania T1 duplex drive 4-4-4-4 steam passenger locomotive in the early 1950s qualified them for 100 mph continues running with occasional 140 mph running, but they were failing far before they should and the company couldn't understand why. They secretly had their people ride the train and time mile markers as it travel to Chicago. When behind schedule the trains would consistently go over 130 mph and one reading had it going 142 mph. Rather than telltale on the locomotive engineers the valve company greatly increased the metallurgy in its valves so they could run 140 mph continuously. It is no big deal running very fast on mainline railroad tracks with at-grade crossing. It's just much nicer to have grade separated crossing especially for the road traffic. Hitting a cement truck at 140 mph stuck at road crossing with a T1 never happened, but the locomotive appears designed to survive such a crash and be pushed down to stay on the rails. Modern Amtrak road switcher derived passenger diesel locomotives don't appear designed weather such a crash. They are derailed and thrown on their sides seriously injuring the crew and taking many of the passenger cars off the tracks with them. en.wikipedia.org/wiki/Pennsylvania_Railroad_class_T1
This line from San Francisco to San Jose sometimes to Gilroy, should have a bypass tracks for the California highspeed rail trains to go by, signals have electronic problems at sections and when then fail (like an vehicle on a tracks but rail cars instead) Y can't anymore think of an bypass tracks for human safety concerns
The next logical step to speed up the trains and reduce the amount of crazy honking that needs to be done would be to turn all the crossings into over- or underpasses. While that does require a decent amount of money to make it happen, it will require less maintenance once done. You can then remove the signals and barriers in favor of a lower tech solution that just works all the time.
I would hate being a commuter on this train (and the rest of them) if that damn bell sounds just because the train is going past a station where it doesn't stop.
The amount of level crossing and all honking that the drivers have to do is absolutely insane. Here in Germany people would go crazy if trains honk this often. Why is this necessary? In Europe trains don't honk at level crossings with barriers
This is very old rail infrastructure being used in the modern age without enough money spent to fully modernize. That is the state of passenger rail in the United States. We simply don't care enough about it as a nation.
I don't think that we "don't care about it" but rather we have 1/7th the population density as a country like Germany for instance, and we went on a single family home building craze that spread everything out making it all but impossible to make passenger rail economical until we have more infill development and eliminate parking minimums in cities. I'd encourage you to look at Brightline in Florida as an example of the changes that are occurring. I'm from Tampa and they are basically leveling the entire perimeter of the city to build 5 story apartment blocks and mixed use development. The brightline train has been built from Miami up the east coast to Orlando, with it's next extension being built to Tampa by 2027. @@Urbanhandyman
😅nice,but when whe riding here in the NL 160 KMPH/200KMPH.no horn and no bel.its iritayting. but the EU is more modern,🤣are you riding the Siemens Vectron?🤔
Talking to an American train expert it must be really annoying for both passengers and those standing on the platform for there to a no flush bell warning throught out the train and a flush horn. I know California takes it's environmental obligations seriously but surely there is a better way of dealing with toilets that flush onto the tracks
@@StrategicChicken I talked to my local American train expert and was told that even though that train does not have toilets by law it has to have a no flush bell and a flush horn
Exactly what century did you talk to "an American train expert"? All toilets on trains have been required to be retention toilets since the 1970s. The only passenger cars with toilets that dump onto the tracks belong to museums. Literally.
@@lwilton they are still legally required by California law to have a no flush bell and flush horn to warn surrounding people and passengers waiting at platforms.
crappy transport honking non-stop like that .. through that one urban canyon, driver wouldn't even release that fucking horn whatsoever block to block thereabouts 💩
@@voidjavelin23 leaning on the horn is wholly his decision .. around here, municipalities seem to have final say at whether federal requirement to whistle be exempt within their territories .. I wish there be more grade separations, mainline conglomerats certainly could afford them, yet they're given passes at letting their old ones decay and disintegrate
![[4k] Caltrain Cab Ride on Train #403 (Gilroy to San Francisco)](http://i.ytimg.com/vi/yXTTtaU5VVM/mqdefault.jpg)
![[4k] Caltrain Cab Ride on Train #403 (Gilroy to San Francisco)](/img/tr.png)
So cool. Hope metrolink in LA follows suit someday.
I love love love that grade separated alignment from San Carlos to Hayward Park
super cool!
Electric trains are sooooo much quieter than diesels and a sign of a truly civilized transit system! Love it! And the video!
Electric trains haven't started yet
thank you!
Reason train is so quiet is that the diesel is on the rear pushing. This is viewed from the cab car which are usually on the city end of the train. Electric service is in the future.
@@robertgambling502exactly
Yeah, too bad Kalifornia is too screwed up to truly do trains riight.
Cool video! I love the P2 horn the cab car has. I will be sad to see these Gallery cars go but I'm so glad we have videos like these to remember them. Once again great video!
Thank you my friend
I wish San Francisco 4th and Kings Street received some kind of grander concourse or train shed. That would be pretty cool.
Man, the horn symphony through San Mateo is always awesome to me. Cracks me up seeing people commenting, "the horns are crazy", "this system is antiquated", "America can't do passenger rail", "passenger rail is better in Europe", "it'll be better when it's all electric", "there's too many grade crossings", blah blah blah, wha-wha-whah. This is how we do things here in America. Can it be better? Yes, we're working on it, and we'll get there. One has to realize that there hasn't been a real serious interest in passenger rail in America until the past decade. Ever since we connected the east to the west in 1869, the American rail network has placed a priority on the movement on freight, goods, and materials. In fact, we do it best. The Europeans could only dream of moving freight as efficiently and quickly as we do with our rail network. Now granted, yes, the Peninsula Sub that CalTrain uses isn't a freight corridor, but the right of way was never laid in anticipation of the modern electric European trains of today in mind, but I digress. What I'm getting at is that wanting to take the American rail network from a dieselized freight system to an ultra-efficient, electrified, high speed people moving system just isn't going to happen over night. It'll take decades. That being said, we work with what we have. Here in California, we're taking big and very expensive steps to modernize our passenger rail system as much as possible, and as quickly as possible. I reckon we'll see how that goes and pans out in the future. Anyways, rant over, great video, thanks for posting, the end. 🙂
Thank you!
People will find anything to complain about
@kennethhoffman8061 Your 3rd point is misleading: This is a regional line and these still have level crossings in Europe. Even high-speed trains have to deal with them in Europe, in fact (albeit not at high-speeds - closest you'll get is the UK and Sweden where trains can bruise at 200 km/h through level crossings but still a far cry from 250+ km/h). It is true, however, that even before their elimination in recent years, level crossings still aren't very common in Europe compared to what one can find in the US.
@kennethhoffman8061How exactly is "market demand" measured, in your point of view? Do you understand how silly it would be if we don't build any passenger rail, and then say "nobody takes the train, there must not be demand for it"?
CHSR will run trains from San Jose to San Francisco via the Caltrain corridor (aka Peninsula Subdivision), but not at its maximum speed. Due to grade crossings and track geometry, the max speed (for both CHSR and Caltrain) will be 110mph, up from 79mph today. There are plans to remove many of the existing at-grade crossings, and many of those projects will be complete by the time CHSR gets to SF. CHSR will reach its max speed of 220mph on fully grade-separated, purpose-built lines in less dense areas such as the Central Valley.
Ridden countless times, never had this point of view. Always better than fighting the traffic on 101.
Everyone: omg the honking!!!
Me: I wonder if that soup dumpling place in Millbrae is still open?
CHUCKPINGCHUCKPINGCHUCKPINGCHUCKPINGCHUCKPINGCHUCKPING
That above grade section north of Redwood City was constructed during an El Niño period in the 1990s. I was riding the train nearly every day at the time. I like the new overhead wires.
Wow. I hadn't seen the new Hillsdale station before. It stops there and not San Mateo??? The Bay Meadows area is the only section that has changed radically in over 20 years.
Is Everything going to be Grade Separated Bridges Only 100% for Caltrains?
Good question. I'm guessing no. It would be a huge task through Downtown San Mateo. Not saying it can't be done, but if they were going to do it, they should've done it before the construction of the movie theater.
Wow, that looked way faster than Class 4 track Max of 79 MPH. Maybe the camera angle but that looked 100MPH
U'r using ur horn on this one trip as much as i do in a week+ here in Germany ^^
And..........?
@@spikespa5208 Regulations ........! ^^
(I don't have to use it at every lvl-crossing, only at "unsecured ones" (mostly tracking/ hicking routes or woodwork/farming crossings) which are marked with a "P"-sign on route.
E.g. at my main route from Leipzig to Dresden, I don't have to use it at all (about 120km))
Regs. Evetybody's got 'em.
@@spikespa5208
Just found a nice vid of my route from "yoshnick" called
"Führerstandsmitfahrt Leipzig - Dresden (BR 442, RE50)" ... if you are
interested ^^
It may be a regulation but try living beside a station and have to constantly listen to it. So unnecessary
130 looks nice, but it's only 82 mph. Still love it.
130km/h = ~80mph
Hillsdale station looks impressive.
My sincere sympathy to those living near level crossings and stations.
At-grade crossings is the biggest physical hindrance to the system. The thought of running California High Speed trains in the next twenty years on those very tracks is beyond belief.
In the UK we've been working to get rid of these not just for safety but for capacity too. You have to slow down for them and that limits the number of trains we can put down the rail lines over every hour. The real shocker here is they use only half-barriers on these lines where we would use CCTV monitored full-barriers on mainlines - even if its just outside a station.
what is that clanging? The purpose?
it's the bell. they ring it every time the train passes a station of a level crossing.
The acceleration seems quiet slow or does it only look like it since its a video... Have the feeling those in germany accelerate faster.
Maybe due to the rain?!
It is pretty slow, because of the trains being powered by diesel locomotives. Caltrain is almost done electrifying the line, using Stadler KISS trains. They will start running in Fall of this year!
what train where you driving and wich manufacturer?
F40ph latched up to Nippon sharyo gallery coaches
when did caltrain become electricfied
2019 -2021
Service on the new electric emus start in September 2024
What is with the constant clanging of that bell?
Every time the horn blows at grade crossings the bell automatically sounds
what train line is this?
Caltrain from San Francisco to Gilroy, CA
Pierwszy raz widzę w USA betonowe podkłady.
When will be the emus in service?
Did the conductor collect your ticket while you were recording?
No, this is a commuter train, so you scan your ticket before getting on board. Great question
@@StrategicChicken oh wow, thats different from NYC. LIRR always collects tickets while on board
@@jackchen7003same with metra in Chicago, which uses some of the same gallery cars as Caltrain. We use conductors. Less fare evasion that way.
Can you confirm that Caltrain is the first electrified railroad line, excluding tramways, metros and lightrail?
I'm French, so for me, electric trains are the norm.
It's not the first electrified line, many light rails and most of the northeast United states is electrified.
@@StrategicChickenSorry
Yes, I had forgotten about the Northeast and Keystone Corridor. In fact, in my previous message, I forgot to specify that my question only concerned California. So, without streetcars, commuter trains, lightains, subways, is this the only electric train line in California?
@@etiennederson7344 yes i believe so!
Good day. I'm very surprised that you used the International Standard of Units properly. Seeing km/h instead of the English speaking countries usual kph r in better case kmph is refreshing. Does Caltrain use metric?
No, CalTrain follows FRA regulations which uses mph but i just thought kmh is better so I used it
@@StrategicChicken thx. But my surprise was mainly about proper form you used - km/h instead of american common kph.
Do you work at Caltrain?
At 29:12 you can see 919’s cars all painted
919 is not there
@@caltrain910919 is not. Her cars are tho
I am the one responsible many years ago for the final electrification of CalTrain. It was a difficult battle, but I am very pleased in the end.!
As a Floridian, I can only hope to see something like this widespread in the future. Though with the current Brightline expansion things are beginning to look promising.
In this train it's impossible to fall asleep
Played this at 2x speed for how an HSR run might look (260kmh or 160MPH) ;-)
I do have videos like that!
130 kph is 80.77 mph. I wonder if the person is rounding up because the typical max track speed in the USA is 79 mph. To go faster than 79 mph requires in cab signals. Much faster than 90 mph requires full blocking gates at at-grade road crossings. These work to 110 mph. Faster than 110 mph requires the rail corridor to be fenced off and at-grade crossings to have movable crash barriers. Above 125 mph there can be no at-grade public road crossings. Amtrak is pushing for 110 mph service on its host freight railroads.
Following CalTrain rails between San José and San Fransisco terminal it has serval curves that appear about 60 mph and some lower. In only has two tracks in many locations and only room for two tracks in many locations. It really doesn't appear suitable for greatly increased passenger service with 220 mph CAHSR trains with commuter station by-pass tracks. The plan now is to cut CAHSR trains down to 110 mph through this area, but there are curves that appear too tight for that speed or even half of it.
The railway does have some freight customers. A cement and road supply in south San Fransisco and some industrial rail customers closer to San Fransisco passenger terminal. There are a slew of at-grade crossings through some areas one right after the other. In such a situation it may have been better to make a large railroad below surface trench. As-is several road separated crossing were constructed that dive under the tracks. If they had though they would have likely not been future sized for at least four tracks with a service road. The rail corridor frequently appears narrower than the typical 100-foot width for freight railroads. It is now needed to contain frequent commuter trains, occasional freight trains and CAHSR. It looks at its capable limits with commuter trains and some freight. Running really fast trains never appears to have been intended for this alignment.
There use to be occasional very fast passenger trains in the United States on regular good freight rail tracks. The manufacture of the control valves for the Pennsylvania T1 duplex drive 4-4-4-4 steam passenger locomotive in the early 1950s qualified them for 100 mph continues running with occasional 140 mph running, but they were failing far before they should and the company couldn't understand why. They secretly had their people ride the train and time mile markers as it travel to Chicago. When behind schedule the trains would consistently go over 130 mph and one reading had it going 142 mph. Rather than telltale on the locomotive engineers the valve company greatly increased the metallurgy in its valves so they could run 140 mph continuously. It is no big deal running very fast on mainline railroad tracks with at-grade crossing. It's just much nicer to have grade separated crossing especially for the road traffic.
Hitting a cement truck at 140 mph stuck at road crossing with a T1 never happened, but the locomotive appears designed to survive such a crash and be pushed down to stay on the rails. Modern Amtrak road switcher derived passenger diesel locomotives don't appear designed weather such a crash. They are derailed and thrown on their sides seriously injuring the crew and taking many of the passenger cars off the tracks with them. en.wikipedia.org/wiki/Pennsylvania_Railroad_class_T1
Yes I did round up because 127 km/h doesn't look as good as 130 :)
This line from San Francisco to San Jose sometimes to Gilroy, should have a bypass tracks for the California highspeed rail trains to go by, signals have electronic problems at sections and when then fail (like an vehicle on a tracks but rail cars instead) Y can't anymore think of an bypass tracks for human safety concerns
The next logical step to speed up the trains and reduce the amount of crazy honking that needs to be done would be to turn all the crossings into over- or underpasses. While that does require a decent amount of money to make it happen, it will require less maintenance once done. You can then remove the signals and barriers in favor of a lower tech solution that just works all the time.
This is a diesel train in the video.
I would hate being a commuter on this train (and the rest of them) if that damn bell sounds just because the train is going past a station where it doesn't stop.
Then just dont sit in the cab car. "Problem" solved.
Only in America a 130km/h fast train is called bullet express train.
It's called an express train because it stops less. The local train stops at every station
@@StrategicChicken I know, same here. I was referring to the speed generally. Local trains in Germany drive approx. with 160km/h, sometimes 200km/h
The amount of level crossing and all honking that the drivers have to do is absolutely insane. Here in Germany people would go crazy if trains honk this often. Why is this necessary? In Europe trains don't honk at level crossings with barriers
Because of the large amount of Americans that refuse to stop at level crossings when a train is obviously coming. Look up "Brightline crash"
This is very old rail infrastructure being used in the modern age without enough money spent to fully modernize. That is the state of passenger rail in the United States. We simply don't care enough about it as a nation.
I don't think that we "don't care about it" but rather we have 1/7th the population density as a country like Germany for instance, and we went on a single family home building craze that spread everything out making it all but impossible to make passenger rail economical until we have more infill development and eliminate parking minimums in cities. I'd encourage you to look at Brightline in Florida as an example of the changes that are occurring. I'm from Tampa and they are basically leveling the entire perimeter of the city to build 5 story apartment blocks and mixed use development. The brightline train has been built from Miami up the east coast to Orlando, with it's next extension being built to Tampa by 2027. @@Urbanhandyman
In Spain they do it
@@albertwenceslao8687 I haven't seen that but where exactly?
That bell sounds angry.
😅nice,but when whe riding here in the NL 160 KMPH/200KMPH.no horn and no bel.its iritayting. but the EU is more modern,🤣are you riding the Siemens Vectron?🤔
No it's an f40ph. Siemens vectrons do not operate in the United states to my knowledge
@@StrategicChicken 😅no thats not True, they build on 1 other licentie they told me. Greetz Peer. Laterzzz
There are Siemens Chargers operating in the US which look like Vectrons but are diesel electric instead of overhead electric.
The train whistle sounds weak.
Talking to an American train expert it must be really annoying for both passengers and those standing on the platform for there to a no flush bell warning throught out the train and a flush horn. I know California takes it's environmental obligations seriously but surely there is a better way of dealing with toilets that flush onto the tracks
This train doesn't have toilets
@@StrategicChicken I talked to my local American train expert and was told that even though that train does not have toilets by law it has to have a no flush bell and a flush horn
Exactly what century did you talk to "an American train expert"? All toilets on trains have been required to be retention toilets since the 1970s. The only passenger cars with toilets that dump onto the tracks belong to museums. Literally.
@@lwilton they are still legally required by California law to have a no flush bell and flush horn to warn surrounding people and passengers waiting at platforms.
The excessive honking ..
Mandatory when approaching stations and crossing.
All Railroad Crossings on this Line needs to be Removed Permanently 100%
So real tbh. During the stanford powwow the whole fucking section was stuck on so alot of drivers were stuck waiting for a train that never existed
Why so annoying noises? Is someone on the track, they have to blame themselves. There is no god!
crappy transport honking non-stop like that .. through that one urban canyon, driver wouldn't even release that fucking horn whatsoever block to block thereabouts 💩
not his fault anyway
@@voidjavelin23 leaning on the horn is wholly his decision .. around here, municipalities seem to have final say at whether federal requirement to whistle be exempt within their territories .. I wish there be more grade separations, mainline conglomerats certainly could afford them, yet they're given passes at letting their old ones decay and disintegrate