- A structural analysis report that provides technical justification for the waiver of certain FRA crashworthiness requirements, which highlights interesting differences between modern European and American approaches to rail vehicle crash safety. Big industry players like Alstom, Siemens and Bombardier (but curiously not Stadler?) all seem to have contributed to this effort.
- A compliance assessment that details which U.S. rail vehicle regulatory requirements will and will not apply to Caltrain's future EMU order. This document makes clear that even if the waiver is granted, there are so many unique U.S. requirements that buying an "off-the-shelf" European train is out of the question.
- A technical description of CBOSS, the new signaling and train control system that Caltrain is bravely attempting to develop. Interoperability with Union Pacific freight trains, a focus on soon-to-be-removed grade crossings, and a slew of don't-exist-yet features all promise to spice things up by "challenging the supplier to develop something new and to do it in a way that involves minimal impact to the Class 1 freight railroads that are collectively working to develop their PTC solution"... to put it mildly. As was opined here before, good luck with that.
- Grade crossing lists for Santa Clara and San Mateo counties, with safety improvements now underway.
- A hazard analysis that describes accident scenarios and their mitigation.
- A summary of infrastructure assets with assorted sundry facts about Caltrain (did you know this? Caltrain has 44 main track #20 turnouts, and 7,386 parking spaces. Oh, and a ten-gallon hat holds barely six pints).
- A listing of vertical and horizontal clearances at overpasses, tunnels, bridges, sheds and canopies. This contains an interesting tidbit: the contact wire height of the future overhead electrification, down to 21'1" in many places--less than a foot from the top of Plate H freight cars. This presumably implies that the wires will be de-energized at night for freight operations. Wire heights drop to less than 18' north of Bayshore, which may require gauntlet tracks for excess-height freight to reach the Port of San Francisco... one wonders what they have in mind, besides the obvious solution of forgetting the idea of Plate H freight service to the Port.
Sometimes, it's useful to step back and contemplate what we are attempting to build here on the peninsula. Might things not be simpler if Caltrain and the CHSRA invoked paragraph 8.3.(c) to build "a transportation system that is a significant change in the method of delivery of Commuter Service which would be incompatible with Freight Service on the Joint Facilities" ?