Do you have a link to the station layouts/study? I've never been able to track them/it down.
I'd say "kaput."Long ago there was discussion of actually making an entirely new ROW for HSR from Boston to NYC, likely via going roughly alongside I-84. Is anyone still discussing this option or it kaput?
Had there been any discussion of VA extending the wires South of DC? Richmond would seem a natural endpoint.
Just before Christmas we started discussing here that Virginia bought a large package from CSX including half of the Richmond Fredericksburg & Potomac RR, wherein CSX gets to keep the part with 2 continuous tracks, and VaDOT has bought the "other side of the centerline" which sometimes has a track or two (operationally 3rd or 4th track) but very often has no tracks at all.the DC2RVA Project does not preclude adoption of, or adjustment for, future technological changes which could include electrification.
So, i assume this means the nifty old Amfleet cars never find a home on any Midwest long distance commuter fleets. Still surprised [with so many other commuter lines being started or expanded, w/ the critical need for passenger cars] there'll be no home for them on a commuter rail [someplace] when a new Siemans train arrives on the NEC--....nothing special about the Amfleet I program initiated in '17. They were due for their next turn at an interior update, and the replacement sequence ensures that this latest refresh will hit the 8-10 year mark before the last of them are pulled from state-sponsored service.
Bog-standard WSH-BOS Regionals on full national funding will be the first recipients of new cars...
So the current cab cars (i assume/ ancient Metroliners) will never be desirable to attach to the new trains?Then it goes on a sliding scale to the overlap state/national funded runs like the Keystones (also a necessity because they'll need a little more design-build time on the cab cars vs. the straight coaches). And finally the 'pure' statie routes like the Empire pool (which, BTW, is where the Downeaster's equipment is sourced remotely from).
In addition to being old and starting to show signs of body fatigue. The vestibules, for instance, now leak like a sieve when it rains because the seals are giving way after 4 decades of being ridden hard. Stuff like that is hard to roll back in a rebuild without starting to spend a very unattractive premium. Amfleets also have a somewhat uncommon truck design that Amtrak self-fabricates some parts for because the supply chain isn't all that robust. While the frames are incredibly strong, there's very little market for rebuilding them one more time into commuter service. No one's buying single-level loco-haul cars anymore in commuter land, 8-inch boarding territory outside of the East Coast has a bumper crop of vanilla-generic used gallery cars and Bombardier BLV's to rebuild more cheaply with none of the ADA concerns, and something like the much more lightly worn Horizon cars (virtually make-identical to the T's Pullmans and Bombardier coaches, and the Comets and Shoreliners on NJ Transit and Metro North) are the better pick for rote parts supply plug-compatibility with existing stuff that's been on commuter railroads for eons.So, i assume this means the nifty old Amfleet cars never find a home on any Midwest long distance commuter fleets. Still surprised [with so many other commuter lines being started or expanded, w/ the critical need for passenger cars] there'll be no home for them on a commuter rail [someplace] when a new Siemans train arrives on the NEC--
i wonder if that's due in part to
1. they're just so freaking old.
2. re; increasingly costly to keep them going vs the punishment
they'll receive even at much lower commuter speeds.
3. that^^ + cabins being so costly to refresh & refit for commuters.
4. Transit authorities trending to [nil] demand for single level cars.
The Metroliners are the oldest equipment still in Amtrak service...older than Amtrak itself because they were ordered by Pennsylvania RR in 1968 as (extremely unreliable) EMU's and first ran on the NEC under Penn Central. The cabs were quickie conversions after they were de-motored. The only other cabs Amtrak has are the de-motored "cabbages" made out of hollowed-out hulks of old F40PH locos (also up for mass retirement after this procurement). The Metroliners, while virtually 100% identical to the Amfleet I's in everything except the operator's cab, are in very rough shape. Whatever bleeding-edge signal equipment they have is going to get stripped for spare parts and re-used elsewhere, while the fleet itself has no major historical value being a salvage job (the last couple survivors that that still have any of their original-delivery EMU guts left are already in museums as static displays).So the current cab cars (i assume/ ancient Metroliners) will never be desirable to attach to the new trains?
The block above would mean that there are 5 stations that are not Acela-ready today, and that by even 2024, the three unfunded ones will still be not ready.
There's not a problem with the Acelas sitting somewhere waiting for reuse, but they'd be nearly perfectly analogous to that other cutting edged dead end, the Turboliners which were tech marvels on many dimensions (married set, aerospace construction, compact turbine engine, 100+mph operation) but were also fuel hogs and had slower acceleration than new "regular" diesel-electric locomotives.
By 2023 Amtrak will know both when Keystone high-level platforms will be coming online and how its future fleet will be mixed between Brightline-style or Acela 2 (Avelia Liberty) fleets.
Thing is: by 2023 it is VERY likely that rather than take the Acela 1s back from Bombardier (the parts supply line will be that much more withered and expensive), they'll simply order more of whichever Amfleet 3 (with traps) or Avelias (without..if high platforms come quickly) is best suited to the Keystone and the parts being robust and the assembly lines being ready.
I'm not satisfied that we've identified an ADA-compliant way of both getting people on/off the trapless Acela 1s and not having painfully-long dwells. The stock photos of ADA access to the Long Distance bi-levels show an operation on trains--the western land cruises--where the trip is so long and the freight interference is so bad that there's no expectation of ever being on time: extended dwells are the least of the LD's problems, but are a top issue on the NEC.
Keystones require a system that keeps them on time in PA so they can catch their slot from PHL to NYP.