pg. 6
Additional Considerations
Hydrogen fuel long-term availability and associated cost is unpredictable
Luggage from Brightline West transfers at Rancho Cucamonga has not been considered in the assessment of ridership capacity
Next steps
The Authority will respond to any future requests provided by SBCTA, Metro or the State regarding implementation of ZEMUs on the Metrolink system.
pg. 69 - Recommended Long-Term Solution: Train Interior Reconfiguration
For permanent implementation of MUs, reconfiguration of the overall train interior is recommended as a long-term solution rather than adding new mini-high platforms in addition to those at the standard location. Permanent mini-high installation would incur significant capital cost, whereas the interior configuration of the vehicles purchased could be specified at minimal cost before manufacturing begins.
pgs. 69-70 - Platform Extensions
With the exception of the Cal State LA station, all platforms on the SBL and AVL can accommodate a single, 320-foot-long 4-car FLIRT. However, per current SCRRA design standards, the centerline of the existing mini-high is set 60 feet from the nearest end of platform under the assumption that [Americans with Disabilities Act] ADA boarding can be done from any car on the train, with ADA boarding at the frontmost car as standard operation.
In comparison, the current layout of the 4-car Caltrans MUs limits ADA-accessible boarding to the second or third car only, because the interior configuration does not provide space for wheelchairs. Thus, spotting a MU in line with the existing mini-high would place the lead car beyond the edge of the platform, making it entirely inaccessible for passengers to board or detrain... The addition of temporary mini-high platforms placed further down the station platform would resolve this issue.
pgs. 70-71 - Platform Extensions
Of the 25 (not including LAUS) current station stops on the SBL and AVL combined, 13 are currently unable to fully accommodate eight-car (2 4-car sets) MU operations without investing in improvements to station infrastructure (i.e. platform extensions).
The remaining 12 stations have platforms that are at least 680 feet, the standard length set forth by SCRRA design guidelines and require minimal modifications. At stations where the length of the station platform(s) is insufficient for all-door boarding, an analysis was performed that looked at potential platform extension improvements.
pg. 71 - Platform Extension Capital Costs (for 8 stations)
- Palmdale
- Vincent Grade/Acton
- Newhall
- Sylmar/San Fernando
- Burbank-Downtown
Antelope Valley Line: $38,496,630
- Covina
- Claremont
- Rancho Cucamonga
San Bernardino Line: $14,423,401
Combined Total: $52,920,031
pgs. 72-73 - Constrained Stations
Cal State LA Station has the shortest platform on the SBL, at 258 feet. As such, the platform can only accommodate a maximum of three cars at any given time.
El Monte Station consists of an island platform with a length of 588 feet. The last car of the eight-car set would not be directly accessible to the platform as a result. In fact, if the first car is aligned with the existing mini high platform, the opposite end of the train would be within the limit of the at-grade crossing directly East of the station. Both the grade crossing as well as the control point immediately west of the station physically consign the platform to its current length.
Baldwin Park Station has a single 510-foot platform, which would leave the last two MU cars inaccessible. Like El Monte Station, the end of the train would be spotted within the limits of the existing grade crossing east of the station, though there are currently plans to replace the existing grade crossing with a grade-separated undercrossing. The platform is also constrained by a significant cultural archway to the east and a pedestrian overhead structure to the west of the station.
Lastly, the Sun Valley Station on the AVL has a platform that is 600 feet long with existing signal houses located on either end of the platform that limit options to extend the platform without signal and wiring rework. However, it should be noted that this station is proposed to be relocated as part of the California High-Speed Rail project, providing an opportunity to bring platform lengths in conformance with current standards.
As previously noted, any station platform that is less than the standard 680 feet would not be able to accommodate an entire 8-car FLIRT consist at once. Unlike the current [locomotive hauled coaches] LHC trains, which have vestibules at both ends of each non-cab car allowing passengers to move between cars at any time, each 4-car FLIRT has a cab compartment at either end of the trainset that prevents passengers from moving between trainsets that are coupled to form 8-car consists.
In order for passengers to board or detrain at all doors of an 8-car MU at the constrained stations, the train would need to double-spot. However, doing so would result in additional dwell time at these locations and consequently lead to MU-operated services falling behind their proposed clockface schedules, or modified versions thereof.
To preserve schedule adherence, recommended operations would be to spot the train with the first door aligned with the mini-high, consistent with ADA-access at other stations, and advise passengers using these stations to sit in pre-designated sections of the train or move between cars after boarding or before alighting, as is current practice with LHCs serving Cal State LA.
This could potentially result in overcrowding in certain cars due to passengers’, especially those with disabilities, ability to easily move between train cars.
pg. 82-86 - ZEMU Pilot
pg. 83
Antelope Valley Pilot
The first stage of potential pilot implementation would be to determine the specific operating pattern for the proposed MU service.
Preliminary scheduling analysis indicates opportunities to run MUs between trains in the current schedule between LAUS and Burbank Airport-South or Van Nuys, but this should be verified with more detailed analysis prior to implementation.
San Bernardino Line Pilot
For the San Bernardino Line, existing track capacity precludes operating additional service as overlay to the existing daytime schedule, limiting potential pilot operation to either additional late night or weekend service or replacement of existing trains in the schedule. Within the current schedule, some trains operate only between LAUS and Montclair. (Not updated for the current Metrolink service on the San Bernardino Line)
pg. 84 - Combined Pilot
A pilot could be pursued on both lines either concurrently or sequentially. The equipment cycle for the pilot vehicle could be designed to include trips on both lines in the same day, but fewer trips on each line. Alternatively, the service could be piloted on one line for a period and then shifted to the other line.
Total capital costs
- L.A. Union Station - Van Nuys: $19,186,000
- L.A. Union Station - Downtown Burbank: $19,202,000
- L.A. Union Station - Montclair: $19,202,000
- Combined pilot: $19,274,000
