tag:blogger.com,1999:blog-8419444332771213285.post3756673126448839747..comments2024-03-25T08:35:51.364-07:00Comments on Caltrain HSR Compatibility Blog: The Top Ten Problems Facing CaltrainClemhttp://www.blogger.com/profile/01374282217135682245noreply@blogger.comBlogger40125tag:blogger.com,1999:blog-8419444332771213285.post-49894581598002354462014-10-31T23:42:07.576-07:002014-10-31T23:42:07.576-07:00@Kiwi, zones or stations (doesn't matter) ... ...@Kiwi, zones or stations (doesn't matter) ... it's just a software change ... the TVMs run Java. I worked out the button mappings and various use-cases long ago ... staff said they'd take a look at it maybe next time they revisit the tariff. They were just shining me on, however ... since that was a good 10 years or so ago and, at the time, they had already made the decision to go with whatever zones their (stupid) high-priced consultant study recommended.Reality Checkhttps://www.blogger.com/profile/06974156676436895262noreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-60482641234155624972014-10-31T17:38:17.959-07:002014-10-31T17:38:17.959-07:00Reality Check,
.. except Caltrain, in their infin...Reality Check,<br /><br />.. except Caltrain, in their infinite wisdom, bought ticket-vending machines set up for zones. They'd have to replace all the TVMs. "Oh, woe, waste!"kiwi.jonathanhttps://www.blogger.com/profile/18215458981556481196noreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-9721694707709620462014-10-20T19:08:41.478-07:002014-10-20T19:08:41.478-07:00Northeastern commuter lines routinely turn in 5-10...Northeastern commuter lines routinely turn in 5-10 minutes at their outer ends, even push-pull diesel operations like the MBTA.Alonhttps://www.blogger.com/profile/17267294744186811858noreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-4888732277403266092014-10-20T14:27:45.571-07:002014-10-20T14:27:45.571-07:00SF and SJ Diridon have so many tracks/platform. Th...SF and SJ Diridon have so many tracks/platform. That's why Caltrain have no motivation to reduce the turn around time in each terminal. In this point, built additional tracks/platform at SJ Diridon was completely waste of money.<br />Turn around at Sunnyvale half the rush-hour train need ~15 min of turn around time. 15 min is archievable number as weekend baby bullet turn around at SF only 20 min but with many riders.<br />As Richard mentioned, saving from Sunnyvale to SJ is only few stop. However, turn around at area wtih limited truck capacity makes Caltrain no excuse. Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-17387251878001422442014-10-20T12:00:53.896-07:002014-10-20T12:00:53.896-07:00Even with bad slow FRA equipment and long dwell ti...Even with bad slow FRA equipment and long dwell times and long turnback times, <a href="http://mly.users.sonic.net/Caltrain-Timetabling/201105-takt/takt.php?title=FRA+Sunnyvale+turnback&t1t=F40-79MPH&t1=.900.45.....45.....45...45..45.45.45.45.45.900.....&t1d=&t1h=20&t1l=Sunnyvale&t1s=0&t1n=5&t1c=000000&t1p=10&t1f=FRA+1&t2t=F40-79MPH&t2=.900.45.....45.....45...45..45.45.45.45.45.45.45.45..900.&t2d=&t2h=20&t2l=SJ&t2s=10&t2n=0&t2c=F03580&t2p=10&t2f=FRA+2" rel="nofollow">turning back at Sunnyvale instead of SJ Cahill</a> only saves one or perhaps two trains.<br /><br />In fact, the less efficient the trains (worse performance, longer dwells, longer turnbacks) the less the savings, there being only three additional stops.<br /><br />I agree that this <i>ought</i> to be worth analyzing especially given Caltrain's constant bleating about poverty and incessant demands for extra public money to throw away and burn. But given the infantile politics around The Capital of Silicon Valley, a 5% operating cost saving (and note that Caltrain <i>never</i> pays attention to any objective metric anyway) isn't going to be enough to considered.Richard Mlynarikhttp://www.pobox.com/users/mly/noreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-54925090760271356332014-10-20T10:02:15.780-07:002014-10-20T10:02:15.780-07:00Turning back at Mountain View or Sunnyvale is maki...Turning back at Mountain View or Sunnyvale is making sense with current FRA operation. <br />There is space for one more track in NB platform at Sunnyvale station. Let's ask VTA to pay for this additional track as the justification of Levis train turn around facility. (They paid for light rail)<br />Caltrain can operate 3 train/h between Tamien to Sunnyvale and 6 train/h between Sunnyvale to SF under same cost/equipment/crew size. <br />3 train/h (every 20 min) depart from SJ diridon should be good enough for current demand. Tamien, Santa Clara and Lawrence will get more convenient every 20 min service. Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-51899438351217248952014-10-18T11:50:08.915-07:002014-10-18T11:50:08.915-07:00"Based on statistics, the baby bullet is unne..."<i>Based on statistics, the baby bullet is unnecessary past Mountain View ...</i>"<br />That's true, in the sense that limited-stop service is unnecessary, and in fact counter-productive.<br />It's also somewhat true, in that today's poor Caltrain "reverse" peak ridership drops off a cliff south of Mountain View.<br /><br />But against that, consider that there isn't a huge operating or equipment savings from turning back trains at Mountain View. With better (non-Caltrain!) equipment and level (non-Caltrain!) boarding Mountain View to SJ Cahill is about 16 minutes, meaning that turning back every second train (for 2tph Mountain View—SJ vs 4tph or better SF—Mountain View) only ends up saves one train and crew out of 20 or so, and 36 train-km/hour which is under 4% of the total. Oh, and Sunnyvale is clearly under-served today, but if the turnback is moved further south there's even less saved.<br /><br />A valid technical argument can be made for doing that, but given the "Capital of Silicon Valley" small-endowment-compensation political nonsense, it's north worth making it. Just suck it up and run a couple extra nearly empty trains back and forth to try to make the bleaters shut up for a little while.<br /><br />Basically it's hard to beat a peak service plan of 4tph SF—Redwood—SJ (limited north of Redwood) with 2tph (<i>maybe</i> 4tph) local shuttles SF—Redwood to cover the limited-stop gaps.Richard Mlynarikhttp://www.pobox.com/users/mly/noreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-58495612597887765702014-10-12T07:44:00.585-07:002014-10-12T07:44:00.585-07:00Based on statistics, the baby bullet is unnecessar...Based on statistics, the baby bullet is unnecessary past Mountain View. SJ's ridership is not high enough to warrant express service at the cost of Sunnyvale, Lawrence, and Santa Clara. Below is a classification of stops south of RWC wrt reverse peak potential. I used census data and 2002 ridership information to fill in some gaps:<br /><br />Tier 1: RWC, Palo Alto, Mountain View (1-2k riders on/off)<br /><br />Tier 2: California Ave, SJ Diridon, Menlo Park, Sunnyvale, Lawrence, Santa Clara (most trains should stop - at least 3, preferably 4 per hour)<br /><br />Tier 3: San Antonio (~250 riders, 2 or 3 trains per hour should be enough)<br /><br />Tier 4: Tamien (Non-existent reverse peak destination, but some trains should run there so they can pick up peak direction riders headed north)Caelestornoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-25983975829223723432014-10-09T18:12:29.539-07:002014-10-09T18:12:29.539-07:00@ Reality Check…
Yes I do go to the meetings each...@ Reality Check…<br /><br />Yes I do go to the meetings each month been doing it for like 30 years… I guess I am a glutton for punishment…<br /><br />I do tell them what I think they need to know and hear but as pointed out there are only two minutes to speak and I can only say/do so much. Sometimes I do get under their skin which means that I am making valid points.<br /><br />There needs to be more than just us ‘usual suspects’ speaking up each month. The more people that bring up legitimate points, the more apt they are to listen and make changes.<br /><br />The anti loud horn folks wrote to Caltrain often and also spoke at board meetings, so Caltrain made changes to the horns. <br /> <br />The bicycle coalitions are well organized; they speak and write often to Caltrain so they have increased bike capacity. Unfortunately they will not add a third bike car and guess what the excuse is?<br /><br />It relates to point # 10... The conductors insist that there must be a third crewmember to police/handle the additional bike car.<br />Jeff Carternoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-70370813926245112792014-10-09T17:25:30.805-07:002014-10-09T17:25:30.805-07:00Yeah, I know 10am on Thursday sucks. It means lo...Yeah, I know 10am on Thursday sucks. It means losing a day of work but what can we do?<br /><br />There is an evening forum, the JPB/Caltrain Citizens Advisory Committee, 5:40pm on the third Wednesday each month.<br /><br />They seem to be more interested and more informed than in past (pre-Scanlon) years. Yes they are impatient, and always approve staff recommendations. They are disengaged from the customers and the service… When is the last time a board member rode on Caltrain and talked with riders?<br /><br />What solutions do you propose for a change to a more receptive agency?<br /><br />Unfortunately, we are mired in circa 1900, FRA and CPUC regulations and union work rules. Regrettably, change doesn’t come that easily. USA railroading is a century behind the rest of the world. <br />Jeff Carternoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-54476938661935944302014-10-09T14:07:22.716-07:002014-10-09T14:07:22.716-07:00Reverse commute Baby Bullet stopping all the S.V. ...Reverse commute Baby Bullet stopping all the S.V. completely makes sense because of scattered office location. Increased traveling time can be offset by frequency convenience (= shorter waiting time, more options). At this point, we cannot expect run more train because of Caltrain's management.<br />Traditional commute direction is still question but simplifed stop pattern is necessary. 5 different stop pattern should be consolidated into 2 or 3 patterns (Means, Baby Bullet, limited and local)Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-80288880483473686722014-10-09T13:55:21.711-07:002014-10-09T13:55:21.711-07:00Sounds like you're already going to the Caltra...Sounds like you're already going to the Caltrain board meetings, Jeff. Tell them what you think they need to know or hear and let us know how it goes. Problem solved, right?Reality Checkhttps://www.blogger.com/profile/06974156676436895262noreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-38312526036362644432014-10-09T13:49:44.491-07:002014-10-09T13:49:44.491-07:00Caltrain already have waiver for using non-FRA EMU...Caltrain already have waiver for using non-FRA EMU. They should request all the waiver which related FRA nonsense.<br /><br />Alon, JR East's coupling used to takes 3~4 min without automatic coupling and no leading signals. Engineer attach several jumper cable between the train manally. Odakyu is about 2 min with automatic coupling and leading signal. <br />Only Keikyu do 1 min coupling because express train arrive the station with full speed (green signal) and coupling car are comes from siding which does not affected by main track signals.Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-11311021830205206052014-10-09T11:16:21.132-07:002014-10-09T11:16:21.132-07:00Certainly they have a major tunnel vision (no pun ...Certainly they have a major tunnel vision (no pun intended) on special events - e.g., regardless of what you think of it, the S.F. Pride Parade is one of the biggest events in the city, drawing literally several hundred thousand people. But whereas they'll run special trains for concerts at Shoreline or the several thousands coming from a Giants game, on Pride day it's the (already deficient) standard Sunday schedule - standing room only before it even gets up to San Mateo... Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-89784589765568629032014-10-09T11:11:18.015-07:002014-10-09T11:11:18.015-07:00Have to disagree with #10 - I've been on plent...Have to disagree with #10 - I've been on plenty of trains with drunk & disorderly conduct, or other "ASBO" behavior, where a conductor was needed to step in and stop, or avoid, problems. <br /><br />Also disagree re: Baby Bullets - making all S.V. stops destroys the point. I lived in San Mateo and worked at San Antonio for 2 years and didn't find the schedule that problematic (other than midday, when there are no express trains at all).Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-5593905652232489952014-10-09T10:52:29.318-07:002014-10-09T10:52:29.318-07:00Ignoring for a moment that you need to have the ri...Ignoring for a moment that you need to have the right sort of coupling system and regulations (no FRA-mandated brake test, etc.), why couldn't this lightning-fast uncoupling technique be taught or learned?Reality Checkhttps://www.blogger.com/profile/06974156676436895262noreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-43816412544823825602014-10-09T10:06:19.070-07:002014-10-09T10:06:19.070-07:00JR East couples and decouples Shonan-Shinjuku trai...JR East couples and decouples Shonan-Shinjuku trains at Koganei and Kagohara. How long does that take?Alonhttps://www.blogger.com/profile/17267294744186811858noreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-87073576137956733132014-10-09T09:51:40.460-07:002014-10-09T09:51:40.460-07:00Keikyu's operating practice is too high level ...Keikyu's operating practice is too high level and no other Japanese operator can do same level of couple/decouple within one minutes. Unless Keikyu operate Caltrain, It will takes 100 year for Caltrain to catch-up this level of operation. Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-3804913258945036202014-10-09T04:52:45.874-07:002014-10-09T04:52:45.874-07:00Clem writes: “Caltrain is searching for a new Gene...Clem writes: “Caltrain is searching for a new General Manager. This person will need a briefing on the key issues now facing Caltrain. “<br /><br />How can the new GM be briefed if you don’t come to meetings and make a presentation?<br /><br />You have made a good case with “The Path To Level Boarding” <br /><br />But how is Caltrain going to see this unless it is brought to their attention in a public meeting/forum?<br /><br />I would much rather see these kinds of issues discussed rather than DBE/WBE and other irrelevant bullcrap.<br /><br />Caltrain does respond to issues that are often brought up before them or in frequent written correspondence. Issues such as loud horns and bike capacity have been the subject of much criticism and they responded to the frequent complaints.<br />Jeff Carternoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-33818092073692566982014-10-08T20:13:29.296-07:002014-10-08T20:13:29.296-07:00That's just the perfect illustration, the cher...That's just the perfect illustration, the cherry on the cake: a project run by civil engineers, of civil engineers, for civil engineers. Passengers? What are those? Huh?Clemhttps://www.blogger.com/profile/01374282217135682245noreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-90649125511589823662014-10-08T10:38:41.044-07:002014-10-08T10:38:41.044-07:00Consist length of Caltrain (4~8 cars?) will not be...Consist length of Caltrain (4~8 cars?) will not be long as HSR (12~16 cars?), then it can be build tail track for Caltrain. <br />By the way, JR Chuo-line in Tokyo terminal handles 24~27 train/h with 2 tracks with no tail track. Your mentioned Fremont BART issue caused by poor on-time discipline of BART management.<br /><br />Another option is couple/decouple local and express train. For example, 12 car south bound express from Transbay decouple at Redwood City (or Palo Alto). Front 8 car remain express to San Jose but rear 4 car changed to local. Decoupling takes 1~2 minutes and coupling takes 2~3 minutes with automatic coupling system and additional signals. <br />This is very common in Japan because of difficulty in platform extension and/or limited track capacity. However, capital expense of platform extension can be concentrated into express stop where those spending are jusified. Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-41750933253199558592014-10-08T10:18:44.100-07:002014-10-08T10:18:44.100-07:00"American's Finest Transportation Enginee..."American's Finest Transportation Engineers"Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-77472290604041547042014-10-08T10:16:28.576-07:002014-10-08T10:16:28.576-07:00Clem wrote: "[...] the San Bruno grade separa...Clem wrote: <i>"[...] the San Bruno grade separation, a $155 million <a href="http://caltrain-hsr.blogspot.com/2014/01/the-canyonero-of-signals.html" rel="nofollow">piece of infrastructure</a> that has achieved exactly nothing for the average Caltrain rider."</i><br /><br />Sadly true. And yet, amazingly, there's this:<br /><br /><b><a href="http://news.hntb.com/news-releases/hntb-designed-san-bruno-grade-separation-project-earns-transportation-project-of-the-year-award-from-asce-san-francisco.htm" rel="nofollow">HNTB-designed San Bruno Grade Separation Project earns Transportation Project of the Year award from ASCE</a><br /><i>Awards honor outstanding civil engineering projects; new grade separation opened in April 2014</i></b><br /><br /><i>OAKLAND – HNTB Corporation has earned the Transportation Project of the Year award from the American Society of Civil Engineers San Francisco Section for the San Bruno Grade Separation Project in San Bruno, California. HNTB Corporation was lead designer on the project for Caltrain.<br /><br />The ASCE San Francisco Section Awards recognize outstanding civil engineering projects in the San Francisco region. HNTB received the award for <b>advancing the limits of engineering to achieve visionary architecture</b> with the San Bruno Grade Separation Project. This year’s award winners were announced at the annual ASCE San Francisco Section meeting September 25.<br /><br />[...]<br /></i>Reality Checkhttps://www.blogger.com/profile/06974156676436895262noreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-29845599210203654632014-10-07T22:18:48.040-07:002014-10-07T22:18:48.040-07:00Richmond BART has tail tracks and a railyard to mo...Richmond BART has tail tracks and a railyard to move trains out of the way.<br /><br />At Fremont, BART has difficulties adhering to the schedule. Trains coming into Fremont will often be stuck (for as long as 5 minutes) waiting for a platform to clear. <br />Drunk Engineerhttp://systemicfailure.wordpress.comnoreply@blogger.comtag:blogger.com,1999:blog-8419444332771213285.post-43500597014848047502014-10-07T20:58:33.567-07:002014-10-07T20:58:33.567-07:00The problem isn't so much platform capacity as...The problem isn't so much platform capacity as it is the traffic jam in the station's throat. Separate platforms, as planned, cause inbound Caltrain movements to conflict with outbound HSR movements and vice versa. In an off-nominal delay situation, this will make a mess of both systems' timetable and will severely limit the throughput of the station approach tracks. Fremont and Richmond BART easily handle this traffic because there are no conflicts.Clemhttps://www.blogger.com/profile/01374282217135682245noreply@blogger.com