This presentation summarizes the compelling arguments for fuel cell electrification of Caltrain rather than the traditional catenary OCS approach currently being implemented. The full study from which this presentation is summarized can be found elsewhere on this website.
This study makes a compelling case:
1) for independently-powered fuel cell electric multiple unit (EMU) trainsets rather than EMUs tethered to a catenary overhead contact system (OCS);
2) that independently-powered fuel cell electric multiple unit (EMU) trainsets would save $1.8B (billion) compared to a catenary OCS from San Francisco through San Jose to Gilroy and across the Dumbarton Corridor; and
3) that someday, the hydrogen for the fuel cells could be generated trackside from seawater from the San Francisco Bay.
Mike Forster, July 23, 2017
Advocates fully raising Caltrain tracks to achieve grade separations in Menlo Park. Two options are presented: 1) elevate above the 3 crossings in Menlo Park; 2) continue the elevated tracks through Atherton to Redwood City.
This latest version:
- Assumes “light freight” or no freight traffic on Caltrain tracks, which enables higher gradients and lighter viaduct structures. In turn, this eliminates the new road undercrossings at Chestnut and Alma / Palo Alto Ave.
- Has a max gradient of 2.41%, from Chestnut to Highway 84.
- Assumes Broadway in Burlingame and 25th / 31st Avenues in San Mateo are handled by separate projects currently in planning and partially funded.