The maintenance shop sits right on top of where the old Southern Pacific Roundhouse used to be. Until the Caltrain takeover, the commute fleet was maintained at 3 separate locations (Bayshore, San Jose, and San Francisco) while the passenger cars could either be sent to the Southern Pacific’s now gone coach yard in West Oakland or their huge shops in Sacramento depending on the level of maintenance needed.
9:44 those two small holes in the mounting plate are connected to air lines. The Scharfenberg coupler even connects the airbrakes from each train together.
You have no idea! I had it all planned out to do interviews and ask questions while there, but as soon as I got into the yard, it all fell apart (In a good way lol). I was like a kid in a candy shop!
It's crazy fast, but also crazy unreliable! To be fair with my T-Mobile 4G phone there are quite a few dead-zones along the line... Not sure who their internet provider is.
Much appreciated as always! I tried my best to cover everything and anything in that yard, while still keeping it informative and entertaining. The one thing I missed out on was the train wash, which wasn't working on the day I went.
if you have ever heard of train sim world, caltrain penninsula corridor is one of the DLC routes. i must say, its incredible how realistic the DLC is. All the in game locomotives and rolling stock look exactly like the real thing!!
I actually have one! It was something I had acquired back in the 90s when I was really into model railroading. It's an F40 and had the flashing lights above the cab. Super cool!
Heading out to SF for NYE to visit my brother and his wife. I WILL be taking a train ride on these while I'm there. Can't wait. It'll make me feel as if I'm back in Europe.
Wow, that was awesome. I love looking at trains. We don’t have anything like that. Close to where I live. I know there is an Amtrak station in Kentucky, but as far as another, none in Louisville itself. So I am really to enjoying them vicariously through videos such as this. If I can make only one critique of this whole video is that a couple times there was narration music over the guy talking. Now some of the stuff that I could hear sounded really interesting and would have been awesome to hear. But that would be my only critique. Overall, the video was awesome. I love looking at these things. And the EMU trains wowthey look nice. Thank you for putting this up and letting us get a rare look at the inner workings of a company like Caltrain thank you.
These old diésel locomotives have been donated to the city of Lima Peru , a total of 19 locomotives and 93 passengers wagons , I don’t know if all the wagons you showed un the video .Regards and thanks to Caltrain from Peru
I routinely ride CalTrain up/down the peninsula and have a few caveats to add, as a regular rider. The distributed AC vents are pretty clever, but during the last heat wave, there were a lot of issues with the AC units failing to work. Also, the passenger info signs are super cool, but pretty much every second or third train I ride they are frozen and the conductor has to make announcements. Not a huge issue, but a little annoying, especially for the crew. The WiFi is super fast, but also super unreliable. It's so bad, that I just hot-spot through my phone. There are quite a few dead zones for my 4G phone on T-Mobile, but not sure if that's the case for other providers and not sure who CalTrain is using for their internet provider. For all the faults, the train can accelerate and decelerate FAST, similar to an LRV, so keep that in mind if you are riding.
Thank you ! I am a SPV-2000 fan , the only one I think! I rode one time before I knew anything about them on danberry line Metro North . I think all the problems could have been fixed .
Hello, @LonstarTrip I am here watching from San Jose California this plan has been actually taking place for the past 20+ years but they are finally here. I wish our precious F40PH-2C's and only ONE Original F40PH aren't scrapped.
It's taken decades of progress, but electrification is finally upon us. Glad Caltrain could move forward with this despite all of the hurdles they've had to overcome. I'm sure some historical society will purchase an F40 or two for preservation or at least display.
Hopefully, those F40PH's they're rumored to be getting rid of go to new owners who can make just as good use of them like Music City Star, Grand Canyon Railway, NJT or Tri-Rail
Wherever they end up, they'll be great. Those locomotives still have some very valuable service time left in them, so I know that whatever railway gets them will make great use of them.
I used to work at cemof and place where i got my interview. My aunt a cousin still work there . ... i do miss seeing S&I TRACKS LOL .... HOLY SHIT I SEE SOME GUY I KNOW
The new EMUs have more power and tractive effort and a higher top speed than the UP Big Boy while being lighter. These things would be nearly untouchable in a game of Top Trumps.
a 25 ton gantry crane isn't going to lift a train car body, at 1:11 you see about 7ft tall yellow jacks, those can be used to lift car bodies, im curious how the braking is handled between a diesel helper and the emu. are the brakes pneumatic and there is a way to attach a standard glad hand, or are they electronic only and they would need to be released by putting the consist in coaster mode, or mechanically cutting out the brakes if the batteries are dead and the consist cant generate power to release them? I work on electric trains but almost all the systems are within each car, and they are married units of 2. so when something goes wrong with an 8 car train, you can cut out the brakes on one of the cars and you will barely even notice it while operating. edit: found the answer to the brakes question, it does have a gladhand on the side of the coupler, so air can be fed from another unit to actuate the brakes, good. glad you mentioned the issues fitting the 7 car trains in maintenance facilities, that was my big concern back when i heard Amtrak was considering permanently coupled trains. back when i worked there we had to bring a venture married unit into the shop for some work near the semi permanent draw bar in the middle. to position that over a pit without having the train stick out of a garage door, which we couldn't do since it was winter, we tied up an entire 3 car track, just to do repairs which would normally only take one spot. this also meant 2 cars were in the shop waiting for service when only one was b/o, which was not good when there is persistent equipment shortages. if they had longer permanently coupled trains, then not only would that require taking up an entire track in the rip track for a single repair, but it would also require rebuilding the rip track to accommodate the extra length while still closing the doors. there is the servicing building, which can take a full length train, but it isn't designed for heavy repairs.
Maintenance facilities in America generally seem to be rather small. I find that interesting, as everything is usually bigger in America. But when it comes to trains, somehow everything seems to be smaller.
What was the reason given for building the Venture cars as married pairs? Is it so mechanical equipment can be (needed to be?) shared between cars, or a cost-saving measure (and now I wonder if the European version is the same)
@@RailRide not sure, I never got an answer and no longer work for Amtrak. I think I remember there just being one interior electrical cabinet between the two married units. However it's been a while so don't quote me on that. That would save costs for the gps, wifi, announcement infrastructure, etc.
@@RailRide The Siemens Viaggio coaches in Europe were mainly built for the Railjet and are therefore designed as semi-permanently coupled trainsets with open gangways.
Aww, you didn't cover the wayward AEM-7s Caltrain acquired from Amtrak when the latter migrated to the ACS-64 (which were assembled here in Sacramento, along with all the ALC-42s and other rollingstock Siemens Mobility has been building).
The model was an extremely limited run distributed by Stadler themselves. I asked if they had any more left when I toured and they said they’re all out.
Surprisingly, EMUs with all powered axles are extremely rare. I would say, on average about half the axles are powered. It depends on acceleration requirements, available power supply and how much the costumer is willing to pay for the train.
@georgobergfell I know emus like the euroster has some unpower axles, but I don't think I've heard or seen an emu train with powerless frount axles on the leading cars.
I would've thought so too, however having the second truck powered instead of the first means more load on the axles, which allows for higher torque application on start-up.
@LonestarTrips that makes sense, given that acceleration is one of the main priorities for railroads that stops at stations constantly rather than just high speed alone.
@@LonestarTrips Interestingly, all KISSes are different, the Swiss ones have two powered bogies each only in the end cars, the German ones are more similar to the US version with an unpowered leading bogie, the Eurasian version is completely wild with only unpowered bogies in the end cars and powered bogies only in the middle cars.
Next week is Sweden's X2000 high speed train from Stockholm to Malmo! I hadn't decided when I finished editing, hence why there's no "next week" segment.
Caltrain Maintenance looks awesome but it has a terrible location T_T; it sits on the mainline and forces trains to swerve around it, reducing train speeds. Hopefully Caltrain planns on moving the facility when its lifetime runs out.
@@LonestarTrips Oh damn, thanks for the reply man. Though considering the pace of CAHSR I could be twice my age when that happens... Any idea on what the alt locations are?
That car's a Budd SPV-2000 (Self-Propelled Vehicle for the Year 2000). Think of an RDC in an Amfleet body. They...weren't very reliable, leading to their nickname "Seldom Propelled Vehicle". Most of them were repurposed as conventional coaches (Connecticut DOT).
Let's just hope that American Railroad companies can use Thermal-, wind and water power plants for electrification, because that could have been seen as profitable!..
The power plants are not the biggest challenge. The up-front cost of building catenary over freight lines, the sheer distances that would need to be covered, and the maintenance costs of all that additional equipment and physical plant gives them a major case of the _"Nope"_ (all of the major RR's have studied electrification at one point or another, upfront cost+maintenance has always been the show-stopper time and time again)
The choice of locating CMOF exactly how and where they did is a problem that will take major political capital to fix when everyone is finally willing to admit it needs to move.
@@maas1208 i know. Theyre pussies that don't understand that India runs electrified double stack container trains all the time with extra tall pantographs.
They designed and built the cars to the US loading gauge!?!?!?! But that means it’s NOT OFF THE SHELF!!!!!! EEEEEE!!!!! My Reddit informed bullshit!!!! It’s custom!!!! Custom is American and therefore bad!!!!
Those things under the cars are called "trucks" in America. You may think it sounds cool and edgy, but it just sounds ignorant. And those "European couplers" have been used by U.S. rapid transit for decades.
Using EMUs was a mistake. 99% of Caltrain has become homogenized and boring. There's no difference between the EMUs, unlike the locomotive-hauled trains, where you could have a bunch of different locomotive and coach combinations, not to mention many of the locomotives and cab cars had unique features.
![Lp. Сердце Вселенной #60 РОЖДЕНИЕ ЛОЛОЛОШКИ [Финал] • Майнкрафт](http://i.ytimg.com/vi/YoR0pAV9FVQ/mqdefault.jpg)
The maintenance shop sits right on top of where the old Southern Pacific Roundhouse used to be. Until the Caltrain takeover, the commute fleet was maintained at 3 separate locations (Bayshore, San Jose, and San Francisco) while the passenger cars could either be sent to the Southern Pacific’s now gone coach yard in West Oakland or their huge shops in Sacramento depending on the level of maintenance needed.
Round house is where the parking was at . Not the yard or Cemof building
9:44 those two small holes in the mounting plate are connected to air lines. The Scharfenberg coupler even connects the airbrakes from each train together.
That train yard looks like heaven 😍 if I leave this world, I would be next to the railroad tracks 💯🔐🌍
Facts!💯
You have no idea! I had it all planned out to do interviews and ask questions while there, but as soon as I got into the yard, it all fell apart (In a good way lol). I was like a kid in a candy shop!
😂
Same Here! I Want To Be Next To Railroad Tracks When I Pass!
@@873Official absolutely 💯
damn, caltrain has some crazy fast wifi
It's insane. I tested it multiple times to make sure my original test wasn't an outlier, and saw similar results each time.
It's crazy fast, but also crazy unreliable! To be fair with my T-Mobile 4G phone there are quite a few dead-zones along the line... Not sure who their internet provider is.
The scripting for this report is excellent! Seeing the old Budd Metroliner car brought back memories.
Much appreciated as always! I tried my best to cover everything and anything in that yard, while still keeping it informative and entertaining. The one thing I missed out on was the train wash, which wasn't working on the day I went.
I was just in that yard a month ago!!! I love all of the people who work here!
It's a fantastic facility with a bunch of very enthusiastic individuals!
That Super high speed Wi-Fi on a commuter train is insane!
Amtrak did not have Wi-Fi on board!
Part of Amtrak's plan for the future is to include wifi on all trains, but of course the rollout of that has been slow at best.
Even VIA Rail has Wifi on their trains
if you have ever heard of train sim world, caltrain penninsula corridor is one of the DLC routes. i must say, its incredible how realistic the DLC is. All the in game locomotives and rolling stock look exactly like the real thing!!
12:50 i would've LOVED to get one of these for my HO scale layout
I actually have one! It was something I had acquired back in the 90s when I was really into model railroading. It's an F40 and had the flashing lights above the cab. Super cool!
I definitely love this video especially got chance to look at the new Caltrain fleet. 😊
Glad you enjoyed!
Caltrain also owns ex-Amtrak EMD AEM-7ACs.
That they do. My plan was to mention them in the full review video, but I never got any footage of them as I didn't go all the way to San Francisco.
gracias por regalar al PERU estos trenes de EDTADOS UNIDOS .gracias.
Heading out to SF for NYE to visit my brother and his wife. I WILL be taking a train ride on these while I'm there. Can't wait. It'll make me feel as if I'm back in Europe.
Wow, that was awesome. I love looking at trains. We don’t have anything like that. Close to where I live. I know there is an Amtrak station in Kentucky, but as far as another, none in Louisville itself. So I am really to enjoying them vicariously through videos such as this. If I can make only one critique of this whole video is that a couple times there was narration music over the guy talking. Now some of the stuff that I could hear sounded really interesting and would have been awesome to hear. But that would be my only critique. Overall, the video was awesome. I love looking at these things. And the EMU trains wowthey look nice. Thank you for putting this up and letting us get a rare look at the inner workings of a company like Caltrain thank you.
8:00 the second livery choice makes the train look like it would be late 70% of the time
😂 Glad they didn't! Amtrak is bad enough as it stands, we don't need a DB equivalent here too.
Very impressive!
Much appreciated!
These old diésel locomotives have been donated to the city of Lima Peru , a total of 19 locomotives and 93 passengers wagons , I don’t know if all the wagons you showed un the video .Regards and thanks to Caltrain from Peru
7:43 Love it!
Hello and welcome!
🚆🚆😊😊
Great video!😀👍💯 This guy's voice sure gives me a Wendover production vibes 😅
Very nice
Thanks!
Excellent video my friends awesome 😮like 👍🏻 and Greeting 🙋
Glad you enjoyed!
I routinely ride CalTrain up/down the peninsula and have a few caveats to add, as a regular rider. The distributed AC vents are pretty clever, but during the last heat wave, there were a lot of issues with the AC units failing to work. Also, the passenger info signs are super cool, but pretty much every second or third train I ride they are frozen and the conductor has to make announcements. Not a huge issue, but a little annoying, especially for the crew.
The WiFi is super fast, but also super unreliable. It's so bad, that I just hot-spot through my phone. There are quite a few dead zones for my 4G phone on T-Mobile, but not sure if that's the case for other providers and not sure who CalTrain is using for their internet provider. For all the faults, the train can accelerate and decelerate FAST, similar to an LRV, so keep that in mind if you are riding.
Did anyone notice a Budd SPV 2000 while watching this video
Why notice when you can tour it 😉
Thank you !
I am a SPV-2000 fan , the only one I think! I rode one time before I knew anything about them on danberry line Metro North .
I think all the problems could have been fixed .
Hello, @LonstarTrip I am here watching from San Jose California this plan has been actually taking place for the past 20+ years but they are finally here. I wish our precious F40PH-2C's and only ONE Original F40PH aren't scrapped.
It's taken decades of progress, but electrification is finally upon us. Glad Caltrain could move forward with this despite all of the hurdles they've had to overcome. I'm sure some historical society will purchase an F40 or two for preservation or at least display.
Hopefully, those F40PH's they're rumored to be getting rid of go to new owners who can make just as good use of them like Music City Star, Grand Canyon Railway, NJT or Tri-Rail
Actually, Chicago’s Metra could use them on many routes.
Even better, Amtrak can use some of these locomotives on the Pacific Surfliner since their Surfliner Siemens SC-44 Chargers are failing.
@@AmtrakFunkandDiscoFan Lol, keep trying to push that weirdo Charger conspiracy. Eventually some sucker will actually believe you 🤣🤣🤣
@TohaBgood2 There's no Charger conspiracy, what are you talking about?
Wherever they end up, they'll be great. Those locomotives still have some very valuable service time left in them, so I know that whatever railway gets them will make great use of them.
Cool video on Caltrain yard
Thanks for stopping by, and I'm glad you enjoyed!
@@LonestarTrips your welcome
I used to work at cemof and place where i got my interview. My aunt a cousin still work there . ... i do miss seeing S&I TRACKS LOL .... HOLY SHIT I SEE SOME GUY I KNOW
It seems like a great place to work!
@LonestarTrips it was but SF is better
Thanks for that 😊
Of course!
So what
What an awesome video
Visit Stadler's factory next ? 😉
Maybe so 😉 I plan to reach out to both them and Siemens to see if I can tour their factories.
So those new Stadler units can't be split up? It's one really long unit with multiple pivot points?
Correct, they’re permanently coupled trainsets.
14:16 Wait is that ... a Budd SPV-2000 in the bottom left? 0_0 Damn, those things traveled far.
You can go inside it if you head to 2:25 😊
The new EMUs have more power and tractive effort and a higher top speed than the UP Big Boy while being lighter. These things would be nearly untouchable in a game of Top Trumps.
Due to the regen putting the forward momentum back into the wire the normal disk brakes should last very long !!
Hello and first!
Love it! Thanks for being such an amazing supporter!
@@LonestarTrips You’re So Welcome!
a 25 ton gantry crane isn't going to lift a train car body, at 1:11 you see about 7ft tall yellow jacks, those can be used to lift car bodies,
im curious how the braking is handled between a diesel helper and the emu. are the brakes pneumatic and there is a way to attach a standard glad hand, or are they electronic only and they would need to be released by putting the consist in coaster mode, or mechanically cutting out the brakes if the batteries are dead and the consist cant generate power to release them?
I work on electric trains but almost all the systems are within each car, and they are married units of 2. so when something goes wrong with an 8 car train, you can cut out the brakes on one of the cars and you will barely even notice it while operating.
edit: found the answer to the brakes question, it does have a gladhand on the side of the coupler, so air can be fed from another unit to actuate the brakes, good.
glad you mentioned the issues fitting the 7 car trains in maintenance facilities, that was my big concern back when i heard Amtrak was considering permanently coupled trains. back when i worked there we had to bring a venture married unit into the shop for some work near the semi permanent draw bar in the middle. to position that over a pit without having the train stick out of a garage door, which we couldn't do since it was winter, we tied up an entire 3 car track, just to do repairs which would normally only take one spot. this also meant 2 cars were in the shop waiting for service when only one was b/o, which was not good when there is persistent equipment shortages. if they had longer permanently coupled trains, then not only would that require taking up an entire track in the rip track for a single repair, but it would also require rebuilding the rip track to accommodate the extra length while still closing the doors.
there is the servicing building, which can take a full length train, but it isn't designed for heavy repairs.
Maintenance facilities in America generally seem to be rather small. I find that interesting, as everything is usually bigger in America. But when it comes to trains, somehow everything seems to be smaller.
What was the reason given for building the Venture cars as married pairs? Is it so mechanical equipment can be (needed to be?) shared between cars, or a cost-saving measure (and now I wonder if the European version is the same)
@@RailRide not sure, I never got an answer and no longer work for Amtrak. I think I remember there just being one interior electrical cabinet between the two married units. However it's been a while so don't quote me on that. That would save costs for the gps, wifi, announcement infrastructure, etc.
@@RailRide The Siemens Viaggio coaches in Europe were mainly built for the Railjet and are therefore designed as semi-permanently coupled trainsets with open gangways.
Can you make a metro north Waterbury line video on the 28?
Aww, you didn't cover the wayward AEM-7s Caltrain acquired from Amtrak when the latter migrated to the ACS-64 (which were assembled here in Sacramento, along with all the ALC-42s and other rollingstock Siemens Mobility has been building).
I really wanted to, but the AEM-7s are stored at the yard just outside San Francisco station.
12:46 does anyone have any info on the model that's on the webpage here?
The model was an extremely limited run distributed by Stadler themselves. I asked if they had any more left when I toured and they said they’re all out.
I'm surprised the frount trucks on the kisses are unpowered.
Surprisingly, EMUs with all powered axles are extremely rare. I would say, on average about half the axles are powered. It depends on acceleration requirements, available power supply and how much the costumer is willing to pay for the train.
@georgobergfell I know emus like the euroster has some unpower axles, but I don't think I've heard or seen an emu train with powerless frount axles on the leading cars.
I would've thought so too, however having the second truck powered instead of the first means more load on the axles, which allows for higher torque application on start-up.
@LonestarTrips that makes sense, given that acceleration is one of the main priorities for railroads that stops at stations constantly rather than just high speed alone.
@@LonestarTrips Interestingly, all KISSes are different, the Swiss ones have two powered bogies each only in the end cars, the German ones are more similar to the US version with an unpowered leading bogie, the Eurasian version is completely wild with only unpowered bogies in the end cars and powered bogies only in the middle cars.
Next week?
Next week is Sweden's X2000 high speed train from Stockholm to Malmo! I hadn't decided when I finished editing, hence why there's no "next week" segment.
Apple 16 pro!
Baskin Robbin😷⭐️🇺🇸
Sucks seeing 903 in pieces like that, the prime mover seized awhile ago
2:21 when will this diesel rail car enter service?
It's an track inspection Train
@@hummel_brummel so will it enter service
@@kl6361 it's been in service for a long time
Is it still in service
@@kl6361 most likely
Perfect.😷
11:16 Saint Gregory 😷
Jamesburg Monterey County CalFire orders lifted😷
Caltrain Maintenance looks awesome but it has a terrible location T_T; it sits on the mainline and forces trains to swerve around it, reducing train speeds.
Hopefully Caltrain planns on moving the facility when its lifetime runs out.
It didn’t make the final cut, but the plan is likely to demolish the facility when CAHSR reaches the SF area to remove that curve.
@@LonestarTrips Oh damn, thanks for the reply man. Though considering the pace of CAHSR I could be twice my age when that happens...
Any idea on what the alt locations are?
What is the next one?
I didn’t know they had amfleets
That car's a Budd SPV-2000 (Self-Propelled Vehicle for the Year 2000). Think of an RDC in an Amfleet body. They...weren't very reliable, leading to their nickname "Seldom Propelled Vehicle". Most of them were repurposed as conventional coaches (Connecticut DOT).
Let's just hope that American Railroad companies can use Thermal-, wind and water power plants for electrification, because that could have been seen as profitable!..
The power plants are not the biggest challenge. The up-front cost of building catenary over freight lines, the sheer distances that would need to be covered, and the maintenance costs of all that additional equipment and physical plant gives them a major case of the _"Nope"_ (all of the major RR's have studied electrification at one point or another, upfront cost+maintenance has always been the show-stopper time and time again)
Why do the EMUs have so many pantographs if they only ever use 1 at any time?
They only have two and they are for redundancy.
Wait
The choice of locating CMOF exactly how and where they did is a problem that will take major political capital to fix when everyone is finally willing to admit it needs to move.
now just imagine if Metra fully committed to this on all lines...a man can dream
The Freight Railroads won't allow that
@@maas1208 i know. Theyre pussies that don't understand that India runs electrified double stack container trains all the time with extra tall pantographs.
New horns suck!
New K5LA's I don't mind at all. We have one on the GP40 at my road I used to work, before I moved to the area of a new one I'm getting on with now.
We like the old better😷
Apple and Google 😷⭐️⭐️⭐️⭐️⭐️🍀
They designed and built the cars to the US loading gauge!?!?!?! But that means it’s NOT OFF THE SHELF!!!!!! EEEEEE!!!!! My Reddit informed bullshit!!!! It’s custom!!!! Custom is American and therefore bad!!!!
6:30 if only Amtrak WiFi even held anything to that🥲
Marijuana
Those things under the cars are called "trucks" in America. You may think it sounds cool and edgy, but it just sounds ignorant. And those "European couplers" have been used by U.S. rapid transit for decades.
Yup. Thanks for noticing.
Ronald Reagan. Legacy.
Unfortunately...
Using EMUs was a mistake. 99% of Caltrain has become homogenized and boring. There's no difference between the EMUs, unlike the locomotive-hauled trains, where you could have a bunch of different locomotive and coach combinations, not to mention many of the locomotives and cab cars had unique features.
I think you misunderstand the point of EMUs.