Acela & Amtrak NEC (HSR BOS-NYP-WAS and branches only)

Does having the Postal Service next door increase possible fed leverage over South Station? I'd think not (in normal times), but figure it's worth asking.
 
wicked said:
Does having the Postal Service next door increase possible fed leverage over South Station? I'd think not (in normal times), but figure it's worth asking.
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It's not even on the same property, so I much doubt there's any relation whatsoever. USPS is also its own corporation, so cross-pollination with unrelated USDOT is likely problematic legally.

They can gladly have it if they want to pay to expand it. But of course investing in it isn't the reason they're bloviating about seizing it.
 
The thing I feel people are missing is that the likely federal eminent domain target would not be the real estate owned by MassDOT/MBTA, but rather the leasehold interest that Ashkenazy currently controls. Thats the case that they won in DC, where while DC union is USDOT owned, like South Station it was subject to an extremely extended lease to Ashkenazy. There, the eminent domain power was explicitly against AAC. In this respect, I feel like in the long term, Amtrak would -probably- be a better landlord of the public spaces than AAC has proven itself to be.

 
F-Line to Dudley said:
It's not even on the same property, so I much doubt there's any relation whatsoever. USPS is also its own corporation, so cross-pollination with unrelated USDOT is likely problematic legally.

They can gladly have it if they want to pay to expand it. But of course investing in it isn't the reason they're bloviating about seizing it.
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What I mean is, say: “We’re taking over South Station — and if you don’t let us, we’re shutting down the postal annex and letting X acres of downtown/Seaport property sit empty.” I understand they’re different corps, but this administration is all about the strong-arming.
 
JeffDowntown said:
Most observers think this is an investment scam. This is the same group proposing the revolutionary cross-country rail travel (New York to LA) for the World Cup -- in 72 hours! (2 hours longer than it take on Amtrak today).
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lol, anyone who understands anything about the current NEC knows these proposals are impossible under the current track config. Hourly intercity express + hourly intercity local + 2x bi-hourly branch service is like 4tph of Amtrak Acela + interlaced with local diesel CR trains on a system that (effectively) only has two tracks for a large portion of the route. Yea, right.
 
Construction photos from the Southampton Yard expansion project, which is being built to accommodate the new Airo trainsets:

https://mass.streetsblog.org/2025/1...-to-upgrade-its-boston-maintenance-facilities

Amtrak Southampton construction 11.06.2025.jpeg
 
www.trains.com

Shortage of maintenance facilities could limit Amtrak use of new equipment, report says - Trains

WASHINGTON — Amtrak could face problems in operating its NextGen Acela and Airo trainsets because some new maintenance facilities will not be completed in time, the Amtrak Office of Inspector General says in a new report issued today (Dec. 22). According to the report, if current schedules for...
www.trains.com www.trains.com
According to the report, if current schedules for those facilities hold, Amtrak will only be able to operate the first 24 of its 28 NextGen Acelas, and 12 of its 83 Airo trainsets without additional maintenance capacity. Unless it can find other ways or locations to provide maintenance, equipment may need to be idled intermittently.
The problems developed, the OIG report says, because Amtrak facilities planning lagged about 15 years behind its fleet planning. Also, dozens of facility projects are being managed separately rather than as a single, coordinated effort. The issues reflect the lack of a joint fleet and facilities plan, which Amtrak officials told the OIG it was working to complete by the end of this year. Amtrak also has not developed an overall management framework for the facilities, which could include standard elements such as risk, schedule, and resource management.
Amtrak’s initial plans call for upgrading six Level 1 maintenance and inspection facilities, where it performs inspections and major mechanical work that requires the use of a crane. While NextGen Acelas have begun entering service, and the first Airo trainsets are expected to do so in 2026, only the facilities in Seattle and Philadelphia are expected to be substantially complete in 2027. Facilities are slated to be completed in Boston in 2029, Washington and New York in 2030, and Rensselaer, N.Y., in 2031.
A timeline projects that several times in the first four years of Airo operation, the number of trainsets in service will exceed the servicing capacity for the equipment. If equipment is idled as a result, it could prevent the company from gaining the additional revenue it expects the new trainsets to generate.
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On the new Acela now and seems like there's less leg room. Am I mis-remembering or has Amtrak followed the airlines in shrinking leg room?
 
FK4 said:
On the new Acela now and seems like there's less leg room. Am I mis-remembering or has Amtrak followed the airlines in shrinking leg room?
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I sat at a table seat on the new Acela on Wednesday. It felt like the access and spacing (seat to table leg) was tighter than the old cars. Table design, though, is better (split folding sections, separate for each seat).
 
JeffDowntown said:
I sat at a table seat on the new Acela on Wednesday. It felt like the access and spacing (seat to table leg) was tighter than the old cars. Table design, though, is better (split folding sections, separate for each seat).
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Terrible. It definitely felt like the space was tighter. I really don’t understand why this is happening even on Amtrak. Americans are getting taller so why are seats getting smaller
 
Well, the trains are nice other than that issue. But I didnt notice that much of a diff inside. I guess the real benefit is they can run faster, so that's good
 
FK4 said:
Well, the trains are nice other than that issue. But I didnt notice that much of a diff inside. I guess the real benefit is they can run faster, so that's good
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Differences I noted:

Shorter cars, more cars per train set.
One entry door per car (not 2).
More luggage racks at entry.
Overhead racks versus closed airline style bins.
Racks seemed smaller than the older bins (encouragement to use the luggage racks and not clog the aisles with big luggage).
Shades on windows instead of curtains.
One restroom per smaller car.
Cafe car setup seemed nicer (new food options).
In-passenger-car cart service for food and beverage purchase (in Business Class).
In-passenger-car trash pickup service.
 
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