Alright...let's put some Weed-B-Gone spray on the irrelevant tangents that have derailed the last page-plus so there's some gravitation back to topic:
- Level Boarding & The Keystone -- Of 22 Keystone Service stops NYC to Harrisburg, exactly THREE (Ardmore, Downingtown, Parkesburg) are still unfunded for platform raisings. Middletown is funded for construction starts in 2022, Coatesville for a relocated brand new station in 2023. Three others were just rededicated at full ADA in the last 2 years. PennDOT is keeping up with this, guys. Why are we entrenched for battle over kludgy stairs, Talgo cars that can only board on 8-inch platforms, spurious comparisons with airliners, and post after post of imagespam when $20M licks the last remainders in under 5 years? Jesus Christ...it took 3 minutes on Wikipedia to verify what a nothingburger issue this is.
- Technological solves for non- level boarding: Believe it or not, Amtrak has the answer for retiring those cumbersome lifts! Read it straight from the horse's mouth. The PRIAA No. 305 next-gen single-level car specs--ratified by Congress and the NEC Region member states 8 years ago--calls for automated gap-filler door mechanisms to shoot out from each vestibule door to cover any gapped platforms. This is a feature already implemented on the Siemens Viaggio Comfort-derived coaches ordered by Virgin Trains USA (formerly Florida Brightline), for VIA Rail delivery in 2022, for the Amtrak midwestern single-levels, and as prohibitive frontrunner for the Amfleet replacements.
On regular NEC or commuter full-high platforms you don't need this because there's an extended platform edging flush with the door that's absent in the ^^Virgin Trains pic above^^. Not having the extra edging means:
-- You can build complete full-high Amtrak platforms on freight clearance routes (like the 7 Pennsylvanian intermediate stops west of Harrisburg to Pittsburgh or the 7 mini-high Downeaster stops in NH and ME) without needing to spend extra on passing tracks, and get the bridge plate with only a few seconds' delay to door-opening instead of a full minute.
-- You can build 1-car mini-high platforms at light-boarding stations without needing to have a maintenance-intensive retractable edge or more time-consuming platform-side bridge plate (
like Rutland, VT here).
-- You can retire the portable lifts at all low-platform stops that still have them in favor of cheap fixed temp metal 1-door boarding ramps without any consideration to freight clearances...and install those immediately where it may take another decade to stamp out last remainders.
-- You can square ADA on trains that pass between 48-inch level boarding territory (Northeast) and 8-inch level boarding territory...like everything that passes south-of-D.C., or west of Buffalo on the
Lake Shore Limited, or crosses internationally into Ontario like the
Maple Leaf, or any number of LD trains that originate in NY or DC. Especially valuable where there's low-boarding commuter rail overlap like GO Transit in Toronto or
Virginia Railway Express south of D.C. where you can't gobble up very much commuter low platform space to accommodate high-boarders like the VA
Northeast Regionals.
Wow...look at all that time we just wasted circular-debating the thing that this already-issued Amfleet replacement RFP totally fixes!
- ...and getting the technological solves on the property: Remember where I said ^^above^^ that these bridge plate specs for pushing systemwide level boarding were ratified way back in 2012? Yeah...that's really sad on its face, even though the RFP is out and bids will be awarded (98% likelihood to Siemens) by Summer. But that brings us back to that whole bandwidth thing. The Acelas are worlds-destroyers at sucking up funds. They are; it's not an "Amtrak says they're too expensive"...it is the letter of the Bombardier S&S contract's rates and 20 years of documented parts consumption have already cut 'dem checks. Are we to believe this is some ever-debateable "but that's, like, your interpretion maaaan!"??? That money is G-O-N-E...spent...and every extra year you try to keep that machinery working 'dem checks keep getting written at sums higher than the cost of operating any other trainset in the world.
How is this sustainable? The last several sessions of Congress and even the ostensibly pro-rail Obama Admin. who drew up all those kewl HSR maps expected and still expect Amtrak to be majority self-supporting at paying for its own equipment. So that Amfleet replacement had no funding mechanism for the longest time. They had to address the actual single-level car shortage from Chicago Hub growth with that PRIAA order (and then the reboot from bi-level Nippon-Sharyo to single-level Siemens when NS impaled itself and had the contract pulled). And it had to take out a loan on itself to buy the Avelia Liberty HSR trainsets, the only means of retiring the oxygen-suck Acelas such that they could process 400 incoming new pieces of Corridor equipment and 400 outgoing Amfleets within their shop bandwidth.
Conclusion #1: Neato. Stupid-jerky U.S. FAILrail n'er-do-wells Amtrak actually pulled themselves up by their own bootstraps for once in their lives and cleared a prohibitive funding-chain backlog with on-time/on-budget development of what they spent the loan on, have cued up the Amfleet replacement RFP, and are overwhelmingly likely to adopt coaches already in-service in Florida and 2 years from being in-service in Canada at less debugging time than a ground-up design.
Conclusion #2: WTF were the feds (and especially Obama) thinking that making Amtrak jump over hot coals to self-fund national policy initiative follow-thrus like system ADA compliance and dwell-taming to advance a federal HSR network was the path to sustainability? Both the Aveilas and Amfleet replacements could've kicked off years earlier with grant action instead of private loans, with immediate ROI and more up-front time to do things like upgrading the last Keystone low platforms. Politics is broken. But sure, OK...take the Amtrak procurement dept. out behind the barn first for not Euro'ing fast enough with no money, because somebody's got to be the asshole. That will surely fix this.
So why is it again that we are screaming "NO NEW, ONLY OLD!" at each other about repurposing cost-chewing Acelas and Amfleets and kludging airline stairs to an enormous backlog of low platforms that doesn't really exist??? Oh, right...because we want our instant gratification FASTER. Even though the very act of keeping the old stuff has already made it YEARS SLOWER and will continue to do so for as long as we prolong the agony leaving that old stuff on the road. Where you have to maintain 150 MPH-enabling tilt machinery for a branchline that can't hit those speeds, and have to build some Rube Goldberg Machine platform interface because we're keeping the old stuff that doesn't have automatic bridge plates to erector-set temp ramps that can be installed in 1 week. And we're putting Amtrak and not Congress on the hotseat for self-funding, which means we can't even allot more resources to ordering more new cars or raising more platforms because old shit's gotta stay old.
Please, people...stop taking this circular-argument bait. We just got wound up over a whole bunch of stuff that is done...fucking settled in the real world. And only because one hand was explicitly tied behind the discussion's back about the acknowledgement that (bad) Point A exists in a
process that leads to better solution in Point B. Only in a world where goalposts take superhuman leaps can you finger every party involved for being a failquitter at not being born on Point B then declare the problem implicitly solved by the
rejection of any explainable process for getting there.