TEX Rail (Fort Worth - DFW Airport Commuter Rail)

[frequentflyer]

https://www.youtube.com/watch?v=TPIVDk1Nx1w" onclick="window.open(this.href);return false;

Why at the 1:08 mark are they taking out that bridge?

[electricron]

https://www.youtube.com/watch?v=TPIVDk1Nx1w

Why at the 1:08 mark are they taking out that bridge?

That’s what TexRail, TRE, and now Amtrak calls the “Hole in the Wall”!

It’s where UP tracks and US 287B (TX 280) Highway go over the ex-Rock Island track that TRE, TexRail, and Amtrak use; which is single track under those bridges. The UP bridge is being replaced and made longer by TexRail so It can double track under it. This is a signifancant choke point to passenger train traffic into downtown Fort Worth from the northeast, so the UP will end up with a spanking new bridge.

FWIW, the BNSF bridges over the ex-Rock Island corridor just a few blocks further west, but TRE has double tracked under it already, so it’s not being replaced by TexRail.

Here’s a photo article with photos from every angle.
http://fl9.com/2017/12/busy-times-at-th ... -the-wall/" onclick="window.open(this.href);return false;

[frequentflyer]

https://www.youtube.com/watch?v=TPIVDk1Nx1w

Why at the 1:08 mark are they taking out that bridge?

That’s what TexRail, TRE, and now Amtrak calls the “Hole in the Wall”!

It’s where UP tracks and US 287B (TX 280) Highway go over the ex-Rock Island track that TRE, TexRail, and Amtrak use; which is single track under those bridges. The UP bridge is being replaced and made longer by TexRail so It can double track under it. This is a signifancant choke point to passenger train traffic into downtown Fort Worth from the northeast, so the UP will end up with a spanking new bridge.

FWIW, the BNSF bridges over the ex-Rock Island corridor just a few blocks further west, but TRE has double tracked under it already, so it’s not being replaced by TexRail.

Here’s a photo article with photos from every angle.
http://fl9.com/2017/12/busy-times-at-th ... -the-wall/" onclick="window.open(this.href);return false;

Thank you for the link, and explanation.

http://fl9.com/wp-content/uploads/2017/12/9K5C0100.jpg" onclick="window.open(this.href);return false;

Looking at the pic, not sure how they are going to add a second track down there. Looks like they are going to have to modify the two newly built railroad bridges too.

[frequentflyer]

Do the FLIRTS have the propietary coupler in front or are they using the standard coupler? And if not how are they moved by a switcher?

[electricron]

They have an automatic coupler whether or not it’s proprietary. They don’t need to be moved by a switcher because they can be moved under their own power. They have two diesel generator trains within the power car and each cab car has its’ own electric power truck or bogie. Neither DCTA nor TexRail own a traditional switcher. Why would they ever need one?

[frequentflyer]

Amtrak operates switchers in LA,Chicago, Washington DC,etc. to move consists from station to yard, even though they could use the attached locomotives. Thought regional authorities would operate the same, since the yard for Texrail is not next to the Ft Worth Intermodal station.

[electricron]

The other organizations in LA, Chicago, D.C., etc. do not operate DMUs. Look at what other transit agencies using DMUs and for that matter EMUs do. Does NJT run a switcher to move River Line DMUs around? Does NCTD run a switcher to move Sprinter DMUs around? Does CapMetroRail run a switcher to move their DMUs around? Does DCTA run a switcher to move A-Train DMUs around? Does SMART run a switcher to move their DMUs around? Does WES run a switcher to move their DMUs and RDCs around? Does any light rail operator in the country use a switcher to move their EMUs light rail trains around?
If they do, it would be the exception rather than the rule.

[frequentflyer]

Good points.

[MattW]

I don't see why a switcher isn't needed, if a set of *MUs is in the shop, then you can move them around without having to fully power them up. Maybe some of these other places use other *MUs to move trainsets around. I know even Atlanta's MARTA has diesel switchers and powering up a transit EMU seems to be far faster than bringing an FRA-compliant EMU online.

[Nasadowsk]

Do the FLIRTS have the propietary coupler in front or are they using the standard coupler? And if not how are they moved by a switcher?

Looks like a scharfenberg coupler. Nothing proprietary about it.

[dowlingm]

I don't see why a switcher isn't needed, if a set of *MUs is in the shop, then you can move them around without having to fully power them up. Maybe some of these other places use other *MUs to move trainsets around. I know even Atlanta's MARTA has diesel switchers and powering up a transit EMU seems to be far faster than bringing an FRA-compliant EMU online.

In Dublin, Ireland, DMUs are used to move EMUs from other manufacturers to and from the Drogheda and Inchicore yards for wheel lathe work, because there is no wire to either.

[NIMBYkiller]

So these things are fully FRA compliant? No time share nonsense?

[electricron]

So these things are fully FRA compliant? No time share nonsense?

No, they are not fully FRA compliant. They are "Alternate" FRA compliant, and can be used in a mixed passenger and freight train environment without restrictions.

[NIMBYkiller]

Thank you. So what prevents others from using these? I'm guessing whatever waivers would be on a case by case basis?

[mtuandrew]

Thank you. So what prevents others from using these? I'm guessing whatever waivers would be on a case by case basis?

Nothing prevents their use. Any FRA Alternate Compliance equipment gets the same inspections as a piece of FRA Standard Compliance rolling stock, and they are likewise certified as a class rather than by individual waiver - no time separation or grade separation necessary. The only difference is that the Alternate Compliance rolling stock uses different technology to prevent bodily injury, so the overall compression strength is different. Most American railroads haven’t ordered it yet because they’re more familiar with traditional FRA equipment, because few Alternate Compliance vehicles are now available in America and certified by the FRA, and because the alternate refs were drafted and approved within the last couple of years.