news-photos-electrified-service-begins-on-caltrainhttps://www.trains.com/trn/news-reviews/news-wire/news-photos-electrified-service-begins-on-caltrain/News photos: Electrified service begins on Caltrain - TrainsAfter a Aug. 10 event involving Gov. Gavin Newsom and other elected officials and VIPs, public service using Caltrain’s electric multiple-unit trainsets began on a limited basis on Sunday, Aug. 11, between San Jose, Calif., and San Francisco [see “Caltrain to place first electric trainsets in service,” Trains News Wire, Aug. 9, 2024]. Two of [...]Read More...https://www.trains.com/wp-content/uploads/2024/08/TRN_Caltrain_Meet_Lawrence.jpgInStockUSD1.001.00news-wirenews-reviewsarticleTRN2024-08-132024-08-13205306
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First two Stadler trainsets enter service in gradual buildup to Sept. 21 switch to full electrification
Two Caltrain eras meet as southbound train No. 240, with one of two Stadler electric multiple-unit trainsets in service on Sunday, Aug. 11, meets northbound train No. 237, powered by F40PH-2 No. 915 at Millbrae, Calif. Elrond Lawrence
After a Aug. 10 event involving Gov. Gavin Newsom and other elected officials and VIPs, public service using Caltrain’s electric multiple-unit trainsets began on a limited basis on Sunday, Aug. 11, between San Jose, Calif., and San Francisco [see “Caltrain to place first electric trainsets in service,”Trains News Wire, Aug. 9, 2024]. Two of the trainsets built by Stadler USA at its plant in Salt Lake City were in operation; additional electric equipment will gradually be added to service until the full switch to electrification, currently scheduled for Sept. 21, 2024.
Here’s a little bit of how the first day looked, thanks to photographer Elrond Lawrence.
The first northbound run for an electrified train was No. 221, a 7:12 a.m. departure from San Jose Tamien. That train then turned and made the first southbound trip as No. 228, a 9:59 a.m. departure from San Francisco, shown here south of Bayshore. Elrond LawrenceThe other trainset in service on Sunday is shown on northbound train No. 229, which departed Tamien at 10:05 a.m. and arrived in San Francisco at 11:53 a.m. Here it’s south of Bayshore. While the electric trains can cover the route more quickly than the diesel equipment, during the current period of mixed equipment, they’re still running on the same schedules as the diesel-powered trainsets. Elrond LawrenceAt Santa Clara, Calif., southbound train No. 240 departs as a Caltrain employee and railfans look on. The heavyweight car visible next to the station is Oregon-Washington Railroad & Navigation Co. No. 184, a 1912 Pullman café-parlor-observation turned business car on display at the station since 2009. Elrond Lawrence
9 thoughts on “News photos: Electrified service begins on Caltrain”
Technically the route is NOT going full electrification as the trains that continue south of the Tamien St station(end of electrified trackage) that serve Morgan Hill and points south to Gilroy will still be diesel powered.
P.S. Yes Charles, I remember the F-M units in commute service(even though I was much younger in those days), and the GP9’s and SDP45’s as well, when they were bumped from long distance service and operated on the weekends between freight assignments.
Can these trainsets be “MU’ed”? On a heavy day you could easily have a 14 car train. A common practice in Europe. Watch the Zurich HB video feed. That’s if the stations can handle that load level.
Not going to happen. The 7 car trains barely fit at many stations due to road grade crossings at each end of those stations. San Francisco only has some more length for baby bullets that only stop at longer station platforms. However, SFO is length limited as anything longer than 9 or 10 cars will foul the CP 4th street interlocking’s switches.
Am I the only one who remembers the Fairbanks Morse engines?
Fairbanks-Morse Trainmasters, one of the diesels that replaced Steam hauling the Commutes.
I remember Fairbanks-Morse engines very well…we had two of them as emergency generators in the power plant where I started working. I remember Fairbanks-Morse locomotives fairly well too. They didn’t last as long.
Let me rephrase. Does anyone besides me remember the FMs from San Jose to SanFran on the Southern Pacific.
The Train Masters had the best acceleraion of any diesel. The OP’s would load quickly and deliver full horsepower while an EMD was still spooling up.
CNJ was also a big user of TM’s and operated them on the NY&LB on fast trains, where the PRR was running K4’s. CNJ engines on CNJ trains and PRR engines on PRR trains.
NJ DOT bought 13 GP40P locomotives in 1968, replacing the TM’s. Several rebuildings later, the GP40P’s are still running as GP40PH-2’s.
Technically the route is NOT going full electrification as the trains that continue south of the Tamien St station(end of electrified trackage) that serve Morgan Hill and points south to Gilroy will still be diesel powered.
P.S. Yes Charles, I remember the F-M units in commute service(even though I was much younger in those days), and the GP9’s and SDP45’s as well, when they were bumped from long distance service and operated on the weekends between freight assignments.
Can these trainsets be “MU’ed”? On a heavy day you could easily have a 14 car train. A common practice in Europe. Watch the Zurich HB video feed. That’s if the stations can handle that load level.
Not going to happen. The 7 car trains barely fit at many stations due to road grade crossings at each end of those stations. San Francisco only has some more length for baby bullets that only stop at longer station platforms. However, SFO is length limited as anything longer than 9 or 10 cars will foul the CP 4th street interlocking’s switches.
Am I the only one who remembers the Fairbanks Morse engines?
(rode 1973)
And this is related to CalTrain in what way?
Fairbanks-Morse Trainmasters, one of the diesels that replaced Steam hauling the Commutes.
I remember Fairbanks-Morse engines very well…we had two of them as emergency generators in the power plant where I started working. I remember Fairbanks-Morse locomotives fairly well too. They didn’t last as long.
Let me rephrase. Does anyone besides me remember the FMs from San Jose to SanFran on the Southern Pacific.
The Train Masters had the best acceleraion of any diesel. The OP’s would load quickly and deliver full horsepower while an EMD was still spooling up.
CNJ was also a big user of TM’s and operated them on the NY&LB on fast trains, where the PRR was running K4’s. CNJ engines on CNJ trains and PRR engines on PRR trains.
NJ DOT bought 13 GP40P locomotives in 1968, replacing the TM’s. Several rebuildings later, the GP40P’s are still running as GP40PH-2’s.