Western Railroad Discussion > SMART finishes dynamic daytime testing of new CTC in Novato block

SMART put a bus bridge in place last weekend between Petaluma and Hamilton Field in order to do daytime testing of the new signals and CTC/PTC block.  Image one shows the new platform for the as yet built station is almost completed. There are two new signals at Novato.  The southbound signal is on the north side of the Grant Avenue crossing and the northbound is underneath the downtown US 101 off-ramp.  In image two, the test train passes the southbound (green) signal at restrictive speed as a signal technician checks the data readout in the signal shelter on the other side of the DMU's.. The test train continued south past the northbound signal and stops while the train crew changes ends and proceeds north to continue the testing.  



Edited 2 time(s). Last edit at 11/15/19 09:39 by weather.

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The testing included the power switches on the gauntlet tracks.  In image four, the test train moves northbound past the platform at restrictive speed. At the north end of the platform closet to Grant Avenue sits the partially restored 1914 legacy NWP passenger station. The freight station was burned to the ground is a suspicious fire in 1993. City of Novato is expected to begin construction in early 2020 in a common standard period SP Freight station. It will be built in the same footprint as the old one and will be located to the right of the platform in this picture.  Next week, SMART will be running the new schedule to Larkspur in non-revenue service prior to start-up with paying passengers next month. Text and photos by Mike Pechner



Edited 1 time(s). Last edit at 11/14/19 23:36 by weather.

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It looks like they changed the gaunlet track policy of freight trains diverging to passenger trains diverging as they slow down and enter the station, which makes much more sense.  Glad to see that.

Yes, Coach, they finally got it right.

weather Wrote:

> The freight station was burned to the ground is a suspicious fire in 1993.

The warehouse end was extensively damaged, but the remains of the building stood into the early 2000's before finally being demolished:

https://www.trainorders.com/discussion/read.php?1,1060438,1060472#1060472

If i remember right there is a Whole foods to the right of the platform. 
 

Why are they going to rebuild the freight station?  What are their plans for it?
Seems like the money would be better spent restoring the passenger station then seeing if there is a use for an additional building.

I think the only reason SMRT built the guantlet like that was because a diverging "through" track would slow down their trains while the station was under construction. SMRT is not the saint they may think they are regarding allowing freight to exist.

How many freight trains a  day are there?

What is the diverging speed at the switches?

Englewood Wrote:
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> How many freight trains a  day are there?
>
> What is the diverging speed at the switches?

One freight a day, maybe. Not on a through route. Stub ended shortline (Northwestern Pacific) handles the freight traffic.

Englewood Wrote:
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> How many freight trains a  day are there?
>
> What is the diverging speed at the switches?

2 round trips a week. Diverging speed for freight is 15MPH at the guantlets (25 for passenger), but PTC/ATC will makes freight go 15MPH miles in advance.

Thanks for the info on the freight traffic and turn out speeds.
I know of one railroad that was considering changing the layouts at their stations
to have the freight trains diverge.  The passenger trains were losing time by diverging
because the trains could no longer "charge" into the stations at higher speed.

Minimal freight traffic running only on "off hours" could wallow through the turnouts
with no negative effect on the passenger trains.

I don't know how much "charging" the SWART cars are capable of

Englewood Wrote:
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> Thanks for the info on the freight traffic and
> turn out speeds.
> I know of one railroad that was considering
> changing the layouts at their stations
> to have the freight trains diverge.  The
> passenger trains were losing time by diverging
> because the trains could no longer "charge" into
> the stations at higher speed.

This was my solution to a similar situation. The Centennial WA (OLY) station was built single side and was to remain single side. I worked out the braking curve for Talgo trains (the time-sensitive passenger traffic) and put 50 mph crossovers at the 50 mph pont in the braking curve. Passenger trains arrive from or leave to either track with no loss of runing time.

TAW

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