SAN FRANCISCO BAY AREA: Transit/Transportation News

[Busy Bee]

There's a video on YouTube put out by BART regarding recycle the legacy fleet. It's kinda weird though how they specifically say they can't be used for housing based on the fact the lightweight aluminum "cannot be stacked" which seems to ignore the possibility they could be used as a structure for people use of some sort as long as they are a single level i.e. a cabin or studio or something. On a related note, it kills me that the MTA in New York seems to be hostile to the notion of selling retired cars to the general public for creative reuse. They seem to be content with saving a handful for museum use and seeing the rest sunk to the ocean floor or sold for scrap. I've dreamed of turning one of these beauties into a design studio/workshop or getaway cabin:


_


Can you imagine coming upon one of these in the forest?

[canucklehead2]

Originally Posted by Pedestrian

Men wearing ties and not a single homeless person passed out over two seats, feet projecting into the isle.

A different world.

When wages stagnate since 1971 what would one expect, ya pearl clutching Karen...

[Pedestrian]

Originally Posted by canucklehead2

When wages stagnate since 1971 what would one expect, ya pearl clutching Karen...

I see. So in Canada stagnant wages means antisocial behavior becomes acceptable and public transport becomes unusable for its original purpose and instead becomes a mobile homeless shelter. Interesting to know. Good luck up there.

Down here, I used to support public transit and still do when it's clean and safe but BART and SF's Muni no longer are either. So I no longer support them until those running them clean them up and eject the usually non-fare paying, intoxicated derelicts and return them to people who want transportation, not shelter, and are willing to pay the designated fare.

[38 Geary]

Let's get it done!

Caltrain seeks $260 million to complete electrification
State budget surplus eyed to finish transformative rail project
By Benjamin Schneider Examiner staff writer • May 25, 2022 12:30 pm


A Caltrain electric locomotive is tested on a track in Pueblo, Colorado. The transit agency is working to convert from fossil fuels to electricity and needs a cash infusion to finish. (Thomas Andre)

Caltrain is on the cusp of completing its most significant upgrade since the rail line debuted in 1863. By converting its power source from fossil fuels to electricity, trains travelling between San Francisco and San Jose will be faster, more frequent and far less polluting.

Up and down the corridor, catenary poles for overhead electrical wires already are visible, and new electric trains are undergoing testing at Caltrain’s maintenance facility.

But to finish the project, the rail agency needs a big infusion of cash — $260 million to be exact.

Caltrain is eyeing California’s historic $100 billion budget surplus for relief, though federal and local sources could come into play if that falls through. Without the additional funds, the project might miss its targeted 2024 completion date.

“There’s an unprecedented amount of money for capital projects, and this is one of the flagship projects in the region,” said Adina Levin, project director of the nonprofit group Friends of Caltrain. “It’s long awaited, it’s very beneficial, it helps provide faster, more frequent, less polluting service. Out of all of the things that one would contemplate spending money on, this is a really strong candidate.”

The project, which also includes a new signal system and other improvements, was originally budgeted for $1.9 billion, but costs ballooned to about $2.4 billion. The $462 million shortfall was partly the result of pandemic disruption, cost increases and unexpected construction issues along the nearly 160-year-old railway.

But there were also self-inflicted wounds: The project had to redo its signal system, at a cost of $179 million, because it wasn’t compatible with Federal Railroad Administration standards or those of California High Speed Rail, which will someday share tracks with Caltrain.


The San Bruno Caltrain station shows overhead electrification upgrades. (Karl Nielsen)

...

Once complete, the electrification project will provide several benefits to Caltrain riders and the communities surrounding the tracks. Electric trains will be able to travel more quickly and closer together, eventually allowing for service every 10 minutes, similar to BART frequencies. A local trip between San Francisco and San Jose will be about 15 minutes faster, going from about one hour, 35 minutes to about one hour, 20 minutes. Train interiors will be more spacious and modern, with digital displays announcing next stops and power outlets at every seat.

Unlike today’s diesel trains, electrified Caltrain service will not produce any local pollution, so communities near the tracks will breathe cleaner air. The zero emissions trains are expected to decrease CO2 emissions by 176,000 tons annually. By 2040, Caltrain hopes to triple its current capacity, the equivalent of adding 5½ lanes to Highway 101.

In the first few years after the project is completed, electric trains will be in service alongside diesel trains, which will continue to serve the nonelectrified portion of the line between San Jose and Gilroy as well as a future extension to Monterey County. Caltrain is exploring the possibility of ordering hybrid zero emissions trains that can run on overhead electric power as well as hydrogen or other kinds of batteries.

The San Jose to Gilroy segment is slated to be electrified as part of California’s High Speed Rail project, though funding has not yet materialized. The electrification of the San Francisco to San Jose segment was made possible in large part by High Speed Rail, which contributed over $700 million, or about 40% of the original cost, to the project.

https://www.sfexaminer.com/fixes/caltrain-seeks-260-million-to-complete-electrification/

[Busy Bee]

But there were also self-inflicted wounds: The project had to redo its signal system, at a cost of $179 million, because it wasn’t compatible with Federal Railroad Administration standards or those of California High Speed Rail, which will someday share tracks with Caltrain.

What in the F ?

[jmecklenborg]

Originally Posted by Busy Bee

What in the F ?

Oopsies.

[Busy Bee]

If anybody knows where that hilarious demotivational image of the Caltrain tracks weaving around a signal is please post it, I've been looking for it forever.

[Pedestrian]

Originally Posted by Busy Bee

What in the F ?

Originally Posted by jmecklenborg

Oopsies.

I didn't take this to mean a newly installed signal system needed replacement. I took it to mean the decades old heritage system needed replacement to meet the standards required by HSR. And the requirement could have been imposed by the decision to run CalTrain and HSR on the same tracks or in the same right of way. I think the electrification project pre-dates the CAHSR project and what might have been OK for just an electrified Caltrain wouldn't be for HSR.

[numble]

Originally Posted by Pedestrian

I didn't take this to mean a newly installed signal system needed replacement. I took it to mean the decades old heritage system needed replacement to meet the standards required by HSR. And the requirement could have been imposed by the decision to run CalTrain and HSR on the same tracks or in the same right of way. I think the electrification project pre-dates the CAHSR project and what might have been OK for just an electrified Caltrain wouldn't be for HSR.

I'm not the most familiar with this project, but it looks like it was because they had a certain design for their signals system, the FRA told them to redesign it, and the contractor charged $179m for the redesign and the delays caused by the redesign. It looked like the contractor initially asked for $239m.

https://www.caltrain.com/media/677/download?inline

The Electrification contractor has been reporting a delay to its substantial completion date for many months based on its alleged inability to begin work on the grade crossing warning system as planned in its baseline schedule. The delay has been day-for-day. The contractor submitted a delay claim on behalf of its signals’ subcontractor; the material submitted stated in part “[a]t this juncture MRS estimates that the cost associated with this issue, to include but not limited to, indirect cost, direct cost, materials, escalation, contingency, risk, and delays is $76,223,166, which includes 1,092 days in delay costs associated with the project duration being extended.” Shortly thereafter, the Electrification contractor submitted its TIA for the delays associated with the CWT issue. The transmittal letter for the TIA presented a Change Order Cost Proposal in the amount of $239,550,209 consisting of $71,882,763 in Direct Costs and $167,667,445 in Delay Costs

[ardecila]

Haste makes waste, as the saying goes. In 2008 the Chatsworth crash happened and led Congress to mandate the installation of PTC signaling systems on every railroad in the US by 2015. They gave railroads 7 years to do a huge nationwide rollout, in a country where even minor changes to our infrastructure can take 15-20 years. Congress also gave no funds to railroads to meet this deadline.

Because of the tight timeline and lack of funding, Caltrain chose a system called CBOSS that was kind of a hack, an overlay of additional functionality onto their existing signal system rather than a whole new signal system from the ground up. They knew in theory that HSR may be coming to their tracks, but the deadline from Congress meant they couldn't wait around for 5 or 10 years while CHSRA figured out the tech standards for their new rail system. There was also a chance that HSR would build a new alignment on the Peninsula and wouldn't need to share tracks with Caltrain at all.

Of course, eventually CHSRA caved to NIMBYs on the Peninsula and agreed to a blended system, meaning that Caltrain's CBOSS wouldn't be compatible. They decided to use a system called I-ETMS, which has become the PTC standard for US rail mainlines. But that was after sinking $200M into the failed CBOSS. Other issues arose too, like the fact that CBOSS contractors laid fiber optic cable right in the path of certain foundations for the overhead catenary system. The whole thing has now gotten tied up in a predictable but very messy/complex lawsuit.

You can read even more technical detail at Clem Tillier's blog:
https://caltrain-hsr.blogspot.com/search?q=cboss&max-results=20&by-date=true

[jmecklenborg]

Originally Posted by ardecila

Haste makes waste, as the saying goes. In 2008 the Chatsworth crash happened and led Congress to mandate the installation of PTC signaling systems on every railroad in the US by 2015. They gave railroads 7 years to do a huge nationwide rollout, in a country where even minor changes to our infrastructure can take 15-20 years. Congress also gave no funds to railroads to meet this deadline.

Because of the tight timeline and lack of funding, Caltrain chose a system called CBOSS that was kind of a hack, an overlay of additional functionality onto their existing signal system rather than a whole new signal system from the ground up. They knew in theory that HSR may be coming to their tracks, but the deadline from Congress meant they couldn't wait around for 5 or 10 years while CHSRA figured out the tech standards for their new rail system. There was also a chance that HSR would build a new alignment on the Peninsula and wouldn't need to share tracks with Caltrain at all.

Of course, eventually CHSRA caved to NIMBYs on the Peninsula and agreed to a blended system, meaning that Caltrain's CBOSS wouldn't be compatible. They decided to use a system called I-ETMS, which has become the PTC standard for US rail mainlines. But that was after sinking $200M into the failed CBOSS. Other issues arose too, like the fact that CBOSS contractors laid fiber optic cable right in the path of certain foundations for the overhead catenary system. The whole thing has now gotten tied up in a predictable but very messy/complex lawsuit.

You can read even more technical detail at Clem Tillier's blog:
https://caltrain-hsr.blogspot.com/search?q=cboss&max-results=20&by-date=true

Thanks for your explanation and the link.

I've never understood why signaling is so expensive. I imagine that part of it must be that there are a limited number of electricians who are qualified to do the work, and as such, they're able to charge whatever they want.

[Busy Bee]

I would also wager the highly specialized and limited market nature of passenger railway signal systems and related equipment leads to incredibly high costs for both the physical equipment and all related proprietary software as well as the aforementioned labor costs of implementation.

As a laymen with moderately more insight than the average person with the ends and outs of what it takes to build and operate a railroad... It till seems high.

[38 Geary]

Some updated shots of the new Central Subway Union Square Station.

Long escalators lead to the platform of the newly constructed Central Subway Muni Station at Union Square.


The information booth of the newly constructed Central Subway Muni station at Union Square.


An art installation titled “Lucy in the Sky” hangs above the entrance to the newly constructed Central Subway Muni Station at Union Square.


A train tunnel under construction at the new Central Subway Muni Station platform at Union Square.


Artwork depicting topical geography of San Francisco covers the plaza above the newly constructed Central Subway Muni Station at Union Square.


https://www.sfchronicle.com/sf/bayarea/h...ic-signals-and-floppy-disks-17206025.php

[CharlesCO]

Looks cool aside from those bare walls.

[Pedestrian]

And yet they still insist on using those easy to jump over, duck under or sometimes even just push through fare gates. Why bother? Fare paying on Muni seems entirely voluntary.

[38 Geary]

Originally Posted by CharlesCO

Looks cool aside from those bare walls.

Agreed. Would've like a brighter, cleaner, more polished appearance, but I believe the bare walls are intentional as a design element.

The great excavation and tunneling required for the station’s construction will be celebrated with exposed rough cementitious wall materials—smoother, finer grain at concourse level and rougher, coarser grain further down at platform level. Visitors to the concourse will be treated to walls covered with sleek modular panels (containing transit information, area information, wayfinding direction, advertising, etc.) positioned at eye level and screening the finer grain, but rough finishes where hands and feet may touch them. Spaces and gaps above, below and in-between the panels will reveal discrete portions and swathes of the tunnel’s cementitious wall surfaces in peek-a-boo fashion.

Descending to the platform level on the long escalators or stairs visitors will pass between a web of enormous transverse and longitudinal beams clad in metal, but expressed honestly as the colossal structural members that have been calculated to maintain the integrity of the tunnel’s shape against the thrust and pressures from outside at such a depth below the ground.

Similar to the handling of architectural treatment at concourse level the platform level’s finishes that people can touch will be sleek and modular and positioned to protect the tunnel’s cementitious walls from the wear and tear of hands and feet. Finely finished components (such as handrails, acoustical treatment, flooring. lighting, signage, utility chases, overhead power, etc.) will be designed to appear as an ensemble of interventions within the tunnel—in the cosmetic manner of veils and jewels selected to adorn the human body.

http://designbythebay.com/central-subway-union-square-market-street-station-ums/

[mrs. nesbitt]

The Championship Express is finally opening after all these years. Can't wait to ride this to a bazillion Giants and Warriors games.

[Pedestrian]

Cruise gets state permit to offer paid driverless taxi rides in San Francisco
Andres Picon
June 2, 2022
Updated: June 2, 2022 6:56 p.m.

California regulators on Thursday issued a first-of-its-kind permit to robot-taxi company Cruise, which will make San Francisco the first major city in the country in which people can hail a paid ride from a driverless taxi, officials said.

The California Public Utilities Commission voted unanimously Thursday to grant Cruise its permit, more than six months after the San Francisco-based company first applied to be able to charge for rides in its autonomous vehicles, without a backup driver. The company has been offering free driverless rides since February and will begin rolling out paid rides in its 30 electric vehicles in the coming weeks, officials said . . . .

The permit allows Cruise, an autonomous vehicle spin-off from General Motors, to offer paid passenger service on certain San Francisco streets outside of the downtown area between 10 p.m. and 6 a.m., when congestion and pedestrian and bike traffic are low.

Cruise’s driverless vehicles would not be allowed to exceed 30 miles per hour or operate under heavy rain, snow or fog. The company is not allowed to offer shared rides for passengers from different groups, officials said . . . .

https://www.sfchronicle.com/bayarea/arti...it-to-offer-paid-driverless-17216515.php

[38 Geary]

^ Still not really sold on driverless vehicle tech. Will need more real world data. Hopefully no accidents.

[Pedestrian]

Originally Posted by homebucket

^ Still not really sold on driverless vehicle tech. Will need more real world data. Hopefully no accidents.

I'm sold enough to want to take a ride in one but I guess I'd have to wait for a fogless night after 10 PM.