California State Rail Plan 2005-06 to 2015-16

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2005-06 – 2015-16 California State Rail Plan effort. The typical large DC locomotive attains about 30 percent adhesion on dry rails, while AC locomotives attain up to 38 percent adhesion in varied weather conditions. The upper limits of AC locomotive adhesion are still to be determined, but some engineers believe 50 percent is a practical number. The greater simplicity of AC traction motors reduces the potential for down time. The AC traction motors have the ability to withstand higher thermal loads, and thus can operate a greater length of time under a heavy load before overheating. ELECTRONIC BRAKING For over a century, US railroads have used the air brake technology developed in the late 1870s. The system employs air pressure changes controlled from the locomotive and extending through a continuous air line running the length of the train, to apply and release the brakes on the individual cars. With the advance of electronics, several versions of electro-pneumatic braking systems have been developed and are currently being tested. Electronic braking uses electronic signals to control and operate brake valves simultaneously, whereas the standard system has a lag time as the air pressure changes sequentially throughout the train. Use of the new technology has centered on unit trains, where all the cars have the new system. However, several systems under development can operate with electronically-equipped cars intermixed with cars having traditional air brakes, allowing for gradual replacement of braking systems on existing cars. Electronic braking has numerous advantages, including shorter stopping distances, reduced wheel wear, and fewer mechanically related train delays. The electronic approach also allows systems to incorporate diagnostic sensing and other reporting of train operating information. With over a million freight cars in interchange service today, it is estimated that it will take over ten years before the entire car fleet can be equipped with this technology. INCREASED CAR CAPACITY Larger freight cars capable of carrying heavier loads are a technological improvement with mixed blessings. Larger cars have potential for transportation savings, but they also require heavier, better-engineered and maintained track and structures (bridges, trestles, etc.) to withstand the greater forces applied to the track. This is a particular problem for many short lines that have infrastructure that is unable to accommodate the heavier cars, as described previously. Heavier-weight cars reduce car movements for the railroads that have the track structure able to handle them. There are indications that the industry is moving toward even greater weights per carload with cars capable of up to 315,000 pounds. 218
Chapter XIX – New Technology ROLLING STOCK IMPROVEMENTS RoadRailer is an intermodal technology that allows highway trailers 37 to be moved in trains by placing the forward and rearward portions of the trailer onto freight car wheel units. The trailers can be moved over the road with their highway wheels attached, and at a rail head require only the highway tractor to position the trailer and engage or disengage the railroad wheel units. RoadRailer technology avoids the need for costly capital investments at intermodal facilities to lift and move containers between highway trailers and railroad flat cars. This is particularly advantageous for low volume operations or for starting up service at a yard whose location may later be changed (a fail-safe investment policy). Pioneered initially by NS with trains between the Midwest and the Southeast, this technology is now being used by many Class I railroads. Swift Transportation Company operates a RoadRailer train over BNSF’s I-5 corridor between Los Angeles and Seattle. SUMMARY Nearly all of the technologies described above have productivity implications for both Class Is and short lines, dealing with means to make more effective use of labor, to improve maintenance methods, or to operate trains more efficiently over a constrained rail network. Several technologies promise improved levels of customer service or satisfaction, and a few will contribute to enhanced safety in railroad operations. 37 The trailers, while sized for highway operation, are specially designed and built with sufficient longitudinal strength to pull the weight of 75 to 100 similar trailers when mounted on railroad wheel sets. 219
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California State Rail Plan 2005-06
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Honorable Alan Lowenthal Honorable
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CALIFORNIA STATE RAIL PLAN 2005-06
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Table of Contents Table of Contents
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Table of Figures Table of Figures F
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Executive Summary California State
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THE DEPARTMENT’S MISSION AND GOAL
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service levels, service extensions,
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Eureka Arcata Fortuna Scotia RECENT
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2008-09 San Jose-Oakland, eighth an
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CALTRAIN COMMUTER RAIL (SAN FRANCIS
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Chapter X-Potential New Services PR
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Chapter XII-Intercity Rail Funding
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PART II Freight Rail Element Chapte
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(CBI), Transportation and Community
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INTRODUCTION Government Code Sectio
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PART I PASSENGER RAIL ELEMENT 3
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Chapter I - California’s Vision f
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Chapter I - California’s Vision f
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Chapter II - Capital Program CHAPTE
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Chapter II - Capital Program PROJEC
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Chapter II - Capital Program stakeh
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Chapter II - Capital Program Figure
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Chapter II - Capital Program OUTLOO
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Chapter II - Capital Program at eig
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Chapter II - Capital Program RAIL-H
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Chapter II - Capital Program STATE
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Chapter II - Capital Program second
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Chapter III - Operations Program CH
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Chapter III - Operations Program Ca
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Chapter III - Operations Programs F
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Chapter III - Operations Program Fi
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Chapter III - Operations Program AD
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Chapter III - Operations Program On
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Chapter III - Operations Program Am
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Chapter III - Operations Program MU
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Chapter III - Operations Program th
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Chapter IV - Marketing Program CHAP
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Chapter IV - Marketing Program Spec
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Chapter IV - Marketing Program The
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51 Chapter IV - Marketing Program
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Chapter V - The California Passenge
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Chapter VI - Pacific Surfliner Rout
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Chapter VII - San Joaquin Route CHA
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Chapter VII - San Joaquin Route PAS
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Chapter VII - San Joaquin Route In
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Chapter VII - San Joaquin Route Fig
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Chapter VII - San Joaquin Route Fig
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Chapter VII - San Joaquin Route Cap
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Chapter VIII - The Capitol Corridor
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101 Chapter VIII - The Capitol Corr
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Chapter IX - Commuter Rail Services
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131 Chapter IX - Commuter Rail Serv
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Chapter X - Potential New Services
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Chapter XI - Amtrak CHAPTER XI AMTR
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Chapter XI - Amtrak • Return of t
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Chapter XI - Amtrak Figure 11A Amtr
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Chapter XI - Amtrak AMTRAK REFORM A
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Chapter XII - Intercity Rail Fundin
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Chapter XIII - Environment and Land
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Chapter XIII - Environment and Land
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Page 211 and 212: PART II FREIGHT RAIL ELEMENT 173
Page 213 and 214: Chapter XIV - Introduction CHAPTER
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Page 217 and 218: Chapter XIV - Introduction REGIONAL
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Page 221 and 222: Chapter XV - Major Freight Issues C
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Page 237 and 238: Chapter XVII - Funding CHAPTER XVII
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Page 253 and 254: Chapter XIX - New Technology CHAPTE
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Page 259 and 260: Chapter XX - Future Needs CHAPTER X
Page 261 and 262: Appendix APPENDIX ACRONYMS 4R Act F
Page 263: Appendix SAFETEA-LU SamTrans SANBAG
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California State Rail Plan 2005-06 to 2015-16

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