It does a great job of saying:
1) Please aim higher: instead of scheming how the Acela 1s can be repurposed to Keystone Service, aim higher to demand an expanded Avelia fleet
2) And, yeah, Pennsylvania-based advocates should lobby to accelerate the rebuild of Keystone stations for all high-level boarding
3) Such that when the platforms are ready and the fleet is expanded, the goal is a Avelias to everywhere with catenary.
No, PennDOT is never ever ever ever ever ever going to be ordering Aveilas.
Damnit...if you don't chop off the foamer zombie's head it just comes right back to life with a new Crazy Pitch!
1) The Keystone is only good for 125 MPH tops so there's zero advantage over conventional equipment. It would be fiscally insane for them to pay in for share of HSR fleet maintenance costs when there's no performance benefit over spending the same money on
more conventional equipment capacity.
2) If they want first-class Keystone service, they have the option in the statie Amfleet-replacement order to offer first-class configuration coach livery if they want and to self-provide all the perks of that class. They don't have to run HSR sets to get that, so refer to #1 re: lighting money on fire for HSR fleet pay-in that gives them no benefit. While it's extremely unlikely they're going to do that, the PRIAA legislation already carves out this flex for anyone to tap if so desired.
3) PennDOT's 'vision thing' growth is all about bringing Keystone West to Pittsburgh closer to service par with Keystone East to Harrisburg by making staged investment in the
Pennsylvanian. That's on the hugely busy Norfolk Southern intermodal main, so electrification is going to be the very last thrust after it gets brought up to 110 MPH diesel with lots more frequencies. Absolutely no way in hell do they invest in statie rolling stock that'll only be captive to Harrisburg-east when the linchpin of their plans is all about bringing Pittsburgh up to greater parity. As in #2, they can offer first-class service all they want with coaches fully compatible with another 2 decades of diesel engine swaps, so paying in for Aveilas is utterly wretched value for their statewide plans. Furthermore, even if you did have electrification out there the future full-highs west of Harrisburg are going to be
gapped for freight passage. Aveilas don't have onboard auto-flip bridge plates for interfacing with a full-high that's missing the 4-inch edge gap-filler. The Amfleet replacements will have those just like the Brightline cars. So...no...they
are not able to go "eveywhere with catenary" even if we hurried up and strung 25 ft. high double-stack-under-wire compatible cat to Pittsburgh.
Substitute "Pennsylvania" for "Virginia" or "Upstate New York" and these 3 answers are basically rote- the same, with all the same exact factors in effect. There
is opportunity to order supplemental Aveilas because TGV in France has ordered brand new Aveila Horizons derived from this same exact base lineage for delivery in 2022 stretched over an 8-year deployment at 5x the number of trainsets and similarly deep vendor Service & Support contract over lifetime-of-vehicle. So not only is the parts supply chain for these ironclad-guaranteed for 20 years and (if they perform well) a midlife overhaul thanks to the unit scale France is ordering at, but Alstom's overseas factory is going to be hot for the rest of the decade pumping the extrmely similar French family variant out. So if things break right on funding the Gateway project and other capacity-expanders, Amtrak will be able to hedge on ordering some expansion trainsets at very good unit price. But make no mistake...that is
only going to be for Boston-D.C. service increases. There is simply no way the fleet buying options for state-supported services are
ever going to break in favor of pay-in for the HSR sets with the far greater flex they have available on the PRIAA coaches on corridors that at tippy-top speed will be no more than 110-125 MPH with certain number of decades caught mid-stride between fast diesel and first electrification. And baseline Acela service will always, in every NEC capacity expansion scenario, be the hungriest of all for more frequencies so Amtrak has no interest in pressuring the unwilling states to adopt either. What we have now is the HSR route configuration through 2050. Everything on the plate is for maxing that out to the hilt and the states maxing their regional services out to the hilt before there's ever a convergence of the two. There's enough on everyone's plates to take them straight through into the 2040's and past any life-extended Aveila retirement date before this ever goes into practical consideration.
A thousand "but what if. . ." message board threads getting mod-locked in the meantime isn't going to change the priorities that currently do NOT point in any way/shape/form to any state-sponsored convergence with HSR trainset adoption whatsoever for a very, very, very long time beyond scope of any current corridor planning.