As a side note, the development of the corridor would not only improve connectivity of Central California residents to the Bay Area and SoCal, but also to the Sacramento region. Although the Capitol Corridor does reach Sacramento via the Bay Area, this section is crowded by commuters and the train must navigate the slow curves of San Pablo Bay west of Martinez. From the thumbnail above, someone in SLO might have a quicker journey to Sacramento via Paso Robles and Hanford, bypassing the Bay Area entirely.
The inland town of Hanford is presently served by the San Joaquins but is also home to a future High Speed Rail station, as part of the first operating segment from Bakersfield to Merced. It is reasonably expected that when that high speed section is complete, travelers from the Paso Robles bus can board a high speed train north to Merced, with a cross-platform guaranteed transfer to the conventional San Joaquins train waiting at the station to continue north to its existing destinations of Sacramento or Oakland.
Though as it happens, the San Joaquins itself is pursuing an expansion to the north, beyond Sacramento towards Chico, overlapping communities which are served only by the two one-way Coast Starlight trains. This expansion will use UP’s Sacramento Subdivision that runs north-south.
An odd quirk of Sacramento is that the principal train station sits only on UP’s Martinez Subdivision, which runs west to the Bay Area and east to Reno. The only junction between the Martinez and Sacramento subdivisions is Haggin Junction east of the station. But Haggin is not a complete junction, and northbound traffic on the Sacramento Subdivision must pass north of and then reverse into the junction to enter Sacramento station to the west.
This is not ideal for the San Joaquins northern expansion, and so they’ve decided to outright skip the main Sacramento station in their plans. Accordingly, for someone in SLO heading to Chico, it is indeed more advantageous to travel inland by bus and then train, to avoid the Bay Area congestion and a connection from the Capitol Corridor somewhere in Sacramento. But for a destination east of Sacramento, the Capitol Corridor route would be more advantageous.
No plans exist to upgrade Haggin Junction, nevermind the disruption it would cause to downtown Sacramento. Instead, the transfer to Sacramento station would likely happen from a new San Joaquins station linked to SacRT’s Gold LRT line in Midtown Sacramento.
As for why San Joaquins couldn’t expand operations on their already-occupied Fresno Subdivision and has to build these new stations just to head north, it is because the Fresno Subdivision is at max capacity, and because turning north would require a brief traversal west onto the Martinez Subdivision, until turning north at Haggin Junction. This is too much impact for UP to accept, in addition to wholly bypassing the communities between Lodi and Sacramento which don’t yet have passenger rail service, even though they see freight trains on the Sacramento Subdivision.
Wouldn’t it be more energy efficient to just electrify the line rather than charging & hauling around batteries? The technology has been around since checks notes the late 1800s.
Hydrogen has a major efficiency problem. Unless the electricity to create the hydrogen is practically free (i.e. grid price is zero, you’re turning off generators) it’s not worth it. You’re at like 30% round trip efficiency whereas batteries and overhead lines are well above 90%.
Using hydrogen also prevents regenerative braking, which is one of the big advantages of battery or overhead electric.
True, but eletric overhead has significant upkeep and initial investment costs, as well as pure grid reliance. Batteries have significant weight, cost, and technical requirements combined with a relatively low lifeapan. Every energy system is going to have it’s downsides. Hydrogen fits well in train use cases because they often rely on being able to fuel relatively quickly (low downtime means less expensive engines required), operate in areas with unreliable grids (urban through shipping), and it has a relatively low initial investment cost (about on par with regular diesel). Hopefully it would be generated with on-site renewables, but we’ll cross that road when we get to it. Oh, and another thing people often forget about batteries is that once you account for losses in transmission, voltage conversion, and charging it ends up being significantly less efficient. I’ve been unable to find exact statistics for this in % though.
25kV railway electrification is normally very separate from local electric grids.
Grid ‘reliability’ issues are normally load shedding or damage at the distribution level; the 10-22kV local networks. DC networks like third rail and 1500V are often supplied from local substations.
Long distance 25kV lines are almost always fed directly from big substations on the grid backbone - here in NZ, they’re all from the 220kV substations at roughly 140km spacing; I believe in the UK it’s almost all from 400kV subs. Those are extremely reliable and well monitored because no-one wants to be doing a grid black start, and loss of a grid backbone substation gives you a pretty good chance of the whole grid falling over. 25kV railway electrification is rock solid.
NZ’s grid is roughly 93% efficient; half of that is in the transmission (long-distance) and the other half in distribution. We have one of the worst grid layouts for transmission efficiency because most of the generation is in the deep south while the load is in the north, with an underwater section in between.
Batteries and charging is IIRC around 90% efficient, round trip. Call it 75% from generator terminals to motor terminals.
If you’re not generating the hydrogen right at the generator, you’ll also be incurring grid losses to get the power to the hydrogen plant.
If you are generating hydrogen at the generators, you’ll then need to transport the hydrogen even further. I’m struggling to find exact figures for losses in natural gas networks, but my understanding is that leakage is several percent. Any large-scale hydrogen system could end up being similar, plus you now need a shipping industry to move the hydrogen to the point of consumption.
For more mountainous or thick forest areas this is understandably. It required combustion engine trains, simply because of steep mountains, where it’s difficult to put down power lines or forests with a lot of trees who can easily destroy power lines. USA however is mostly flat. Looking at some like Austria or Swiss, if I see this correctly, they also are on a good way. Here we have a lot of hybrid but in general our train transport is a mess of mixed.
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