[WIP] Los Angeles - Nippon Sharyo P865 & P2020 Metro/LRV

[NJTFAN1235!]

... True.

[luka23]

(Streetview is a year old though, they might have been scrapped since)

Surprised they were still there a year ago

[TheCh3mist92]

Lets hope RSG3 doesn't criticize that train.....

Did you know that Twins Cities Metro Transit in Minnesota also uses the Flexity Switf?
As Michiel said, same platform, different model. Every Flexity is specially customized to the authority's choice of who orders them.

Anyway, save that vehicle platforms for another topic. We're focusing on developing the P865/P2020 for a potential MSB port. I also have other object models that I have in my possession for route building assistance that I can hand over if a new American route is to be built surrounding the Nippon Sharyo's.

Wow, these look amazing. I am writing up a route description for both the LACTC/SCRTD (Metro) Blue and Green Lines for the 1990s and researching the types of street running signals used back then, This will be perfect for the mid-1994 to present MBL.

[Sgt_DeBones]

...researching the types of street running signals used back then.

They used color lights with T lenses. I think the go aspect was still white instead of green. But the other 2 T aspects were yellow and red

[TheCh3mist92]

So, there's something I should point out with both car variances, the cabs (at the front) are different, the P2020's have an altered appurtenance compared the othe original P865 fleet, If you look at the base of the roof of the cab, as well as the inner elbow of the cab's arch rail (the curve that connects the roof curvature and the cab's side beam), you can tell that they were modified.

I am treating each variant uniquely.

Here's a fact:

The P2020 fleet originated from a follow-up procurement by the Los Angeles County Transportation Commission (LACTC) in the early 1990s. Intended to support automated operations on the fully grade-separated Metro Green Line, the 15 units were built by Sumitomo Corporation and Nippon Sharyo under remaining options from the original P865 contract.

LACTC authorized the acquisition of these 15 LRVs—delivered between late 1992 and 1994—as a subseries known as the P2020, named to reflect their compatibility with 21st-century automated transit. This was due to a delay with Siemens (who would manufacture the later P2000 LRV series). The P2020s each cast $2.9 million, over double the original P865 order.

Key External Differences:

Longer-radius cab-end arch rail, resulting in a more rounded frontal silhouette

Factory-installed cyclops warning light

Rain gutters limited to above entry doors and windows

Sealed roof gutter shoots (vs. open on P865)

No initial front rain guard (later retrofitted)

Key Internal Differences:

Functional interior door indicator lights

Digitally integrated speedometer (LED-based)

ATO interface with Automatic Display Unit (ADU)

Enhanced public address (PA) shielding and waterproof speaker enclosures

Control logic designed for SCADA integration

When reassigned to the Blue Line, their ATO systems were removed and instrumentation retrofitted to match manual operation standards. Nonetheless, their core structural and electrical architecture remained distinct.

[Sgt_DeBones]

Additionally, a copy of the current ATB system recalibrated for imperial MPH would be necessary for these. Treat them like the UK stock we currently have.

[tunneltrain96]

I never knew the P2020s had ATO equipped on the green line! It's a shame they had to remove it when they had to move to the blue, but still very interesting.

[Sgt_DeBones]

It is why I mentioned ZUB as a filler protection system for the P2020 in the initial post.

[NJTFAN1235!]

That's true, but the ROZ you mentioned.... It would not really work for them, because yes, they are Light Rails, but, the fact there aren't exactly......


Wait..... Are you saying that it could be used for both Metro and Light Rail operations?

[Sgt_DeBones]

The fleet is indeed a hybrid. Think of the SG2 stock but capable of tighter turns and can run without a protection system. In reality, that's what they did. The vehicles are Tram-train/metro hybrids according to European standards but are light rail in American standards. They run on ATP when on their railroading segment but switch to Cab Cut-Out mode (essentially ROZ) when they begin street running.

On the Blue Line, ATP was (still is on the A Line) used between Washington Station in South Los Angeles and Willow Street Station in Long Beach, at the Flower/Washington Junction and inside the Flower Street Box/tunnel in Downtown LA. The line street runs with CCO (ROZ) from Pico Station to Washington Station along Flower Street and Washington Boulevard, and for the rest of the line south of Willow Street along Long Beach Boulevard and the Long Beach Loop. Before the Regional Connector, the line was 22 miles long (≈ 35.4km).

On the Expo Line, ATP was (still is on the E Line) used for most of the route at the Flower/Washington Junction, where it breaks off from the Blue Line, the Figueroa Trench, and between Expo/Western to 17th Street/SMC Station in Santa Monica with a brief break for CCO at the Expo/Crenshaw Station. CCO between Expo/Western and Expo Park along Exposition Boulevard, between Jefferson/USC and the Flower/Washington Junction along Flower Street on the LA end, and along Colorado Avenue for the rest of the line into Downtown SM (which is just one station, 4 blocks short before the famous Santa Monica Pier, same street). The rest of the way into Downtown LA from Flower/Washington is shared with the Blue Line. Before the RC, it was 19 miles long (≈ 30km).

As a traditional cost-cutting American light rail system, the ATP railroading zone has grade(level) crossings protected by standard North American railway crossing signals and half length barriers.
https://3dwarehouse.sketchup.com/model/ ... RXR-Signal
https://3dwarehouse.sketchup.com/model/ ... ng-Signals


I mentioned the Expo Line because the SNS fleet were used on it too.