F-Line to Dudley
Senior Member
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- Nov 2, 2010
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Looking at that proposed Greenbush schedule...and hol-eeee shit did the person who came up with it not have the faintest clue how G-forces work on curves. Weymouth Landing-East Weymouth in particular is the stop pairing where the puke streamers get barfed out en masse.
I don't know what to say...other than "jam the throttle and leave skidmarks" is not at all how acceleration works in a transit application. The diesel penalty (and, secondarily, the push-pull/non-self-propelled penalty) is almost entirely contained in the first 0-30 MPH, and that's where 90%+ of the improvement happens by the T adopting self-propelled EMU's. The takeoff is much more instantaneously like rapid transit and no longer that antsy first half-minute where a jogger is overtaking the train. 30-60 MPH and 60-90 MPH acceleration has a much smaller degree-of-difference by equipment type once primary momentum is established, and that's mainly because there are very common-sense rider comfort reasons not to full-on floor it:
And, well...that really isn't backed up by several decades of rider surveys. The T gets regular gripes on all modes about individual instances of rough-riding track, flat wheels, seats with shot cushioning, and Larry Leadfoot operators who hit the gas and/or brakes overzealously. All-modes, not just CR. It's pretty immaculately well-quantified exactly what the thresholds are for how much and how little rider comfort rates in the overall mix. The assumption that people are fully willing to put up with *much* rougher acceleration for a 2x faster schedule...is a hell of a claim. I'm sure it would appeal to some folks, but it's a hella polarizing take given the body of data we do have re: ride quality.
Second...the EMU RFI is closed. The reference spec was doled out, was thoroughly spec-vetted by all manner of advocacy groups who didn't find any objectionable deadweight in the requirements other than questions about whether bi-levels could run at idealized door dwells as well as the single-levels, and it attracted all the manufacturer interest it was ever going to attract. None of the cars they did receive bid packages for have the acceleration profiles to run this schedule...not a one. NJT's Bombardier MultiLevels have a high max speed cap for use on the Trenton super-expresses on the schedule that go up to 30 miles between stops on the NEC's Jersey swamp straightway (wider stop spacing than even a Northeast Regional), but that's all confined to the top gearing well above 60 MPH and (because of weight) are only a roundabout replacement to the dead-stop acceleration of the incumbent Arrows they replace. Beefier throttle at the lowest gears plus the extra G's-dampening touches requires cost escalation converging more towards intercity/HSR sets, which explains why the majority of high-speed service worldwide is always tier-priced higher than local/commuter service. The rolling stock ain't cheap at that profile for all the extra force-dampening tricks they carry, and usually requires running under the banner of a pricier service class in order to amortize itself.
So what happens now? If there's a fast-track implementation to be had within 10 years' time, how exactly do we do it without a cooperating global supply chain? That's a damn hard one to hand-wave around. So is claiming everything would just be hunky-dory if South Shore commuters would only shut up and pound more Dramamine on their work trips. What's the real-world pivot when the platonic ideal isn't available to us for reasons more complex than us being born failsons?
I don't get it. All of the evidence to-date in the Regional Rail-ification debate has more or less suggested that "495 within an hour" / "128 in half-hour" are the platonic ideals for driving major-league transit shares to the 'burbs. Some mainlines (Worcester et al.) have a lot of expensive work ahead of them for reaching that vaunted threshold, but the OC trio already snap tight even with clunky diesel ops. Laps the field on time to 128, hits it on-the-button to 495. All they have to do is make sure # of add'l infills fit inside the gains from the EMU's 0-30 acceleration advantage and stripping-out of all the slovenly single-track schedule padding...both very achievable targets. Where did it come to pass that "495 in 45" was the new no-holds-barred platonic ideal? How did Hyannis in sub-1:20 become a strident mandate when that largely hasn't been a thing readily doable in daylight hours by road in almost a generation? What compels this shorter-term oriented implementation plan to be caked in so much extra acceleration-ops "secret sauce"???
The contents of this report contain just about the most duh-straightforward possible implementation plan for integrating the OC lines into Regional Rail-ification. It's in there, and detailed comprehensively enough excepting the weird shade that got thrown at the Cape MPO's omitted preferred station sitings. The problem is that it also contains multitudes of add-ons no one has quantified a demand threshold for, stakes it to a performance standard every ounce of data and global rolling-stock markets say is going to be spectacularly expensive and infeasible for the service tier to ever implement...and seems to do so almost for provoking-argument's sake. Like...is this a setup to tar some large swath of South Shorers as quitter failsons should they not particularly want to feel dizzy or be unable to concentrate on their entertainment gadgets while riding on an already sub-hour trip to Plymouth? Or tut-tut if they question whether those above-and-beyonds are achievable in such a suspiciously low budget quote with suspiciously high number of never-asked-for infill stops??? I can't make heads or tails of what guantlet they're even trying to throw down with these requirements. Who is truly going to be unhappy with :30 to Brockton every :15, :50 to Greenbush every :30, 1:35 to Hyannis every :60-75???
I don't know what to say...other than "jam the throttle and leave skidmarks" is not at all how acceleration works in a transit application. The diesel penalty (and, secondarily, the push-pull/non-self-propelled penalty) is almost entirely contained in the first 0-30 MPH, and that's where 90%+ of the improvement happens by the T adopting self-propelled EMU's. The takeoff is much more instantaneously like rapid transit and no longer that antsy first half-minute where a jogger is overtaking the train. 30-60 MPH and 60-90 MPH acceleration has a much smaller degree-of-difference by equipment type once primary momentum is established, and that's mainly because there are very common-sense rider comfort reasons not to full-on floor it:
- Motion sickness, and prevention therein. Especially when riding in the seats-backward direction.
- Seats on purely local-oriented modes being lots less cushy than Acela 1st-class for absorbing the dead-stop acceleration G's against your body.
- The fact that majority of riders are trying to grasp their electronic devices and do some multitasking while sitting.
- The fact that stop spacing is dense enough that not-insignificant % of riders at any one time are still going to still be moving around the aisles jockeying for position compared to your average Amtrak trip.
- The fact that there can (by loading or by wholly voluntarily choice) be a significant number of standees to not-throw around on any local CR trip wheres being seated is required on most intercity trains.
And, well...that really isn't backed up by several decades of rider surveys. The T gets regular gripes on all modes about individual instances of rough-riding track, flat wheels, seats with shot cushioning, and Larry Leadfoot operators who hit the gas and/or brakes overzealously. All-modes, not just CR. It's pretty immaculately well-quantified exactly what the thresholds are for how much and how little rider comfort rates in the overall mix. The assumption that people are fully willing to put up with *much* rougher acceleration for a 2x faster schedule...is a hell of a claim. I'm sure it would appeal to some folks, but it's a hella polarizing take given the body of data we do have re: ride quality.
Second...the EMU RFI is closed. The reference spec was doled out, was thoroughly spec-vetted by all manner of advocacy groups who didn't find any objectionable deadweight in the requirements other than questions about whether bi-levels could run at idealized door dwells as well as the single-levels, and it attracted all the manufacturer interest it was ever going to attract. None of the cars they did receive bid packages for have the acceleration profiles to run this schedule...not a one. NJT's Bombardier MultiLevels have a high max speed cap for use on the Trenton super-expresses on the schedule that go up to 30 miles between stops on the NEC's Jersey swamp straightway (wider stop spacing than even a Northeast Regional), but that's all confined to the top gearing well above 60 MPH and (because of weight) are only a roundabout replacement to the dead-stop acceleration of the incumbent Arrows they replace. Beefier throttle at the lowest gears plus the extra G's-dampening touches requires cost escalation converging more towards intercity/HSR sets, which explains why the majority of high-speed service worldwide is always tier-priced higher than local/commuter service. The rolling stock ain't cheap at that profile for all the extra force-dampening tricks they carry, and usually requires running under the banner of a pricier service class in order to amortize itself.
So what happens now? If there's a fast-track implementation to be had within 10 years' time, how exactly do we do it without a cooperating global supply chain? That's a damn hard one to hand-wave around. So is claiming everything would just be hunky-dory if South Shore commuters would only shut up and pound more Dramamine on their work trips. What's the real-world pivot when the platonic ideal isn't available to us for reasons more complex than us being born failsons?
I don't get it. All of the evidence to-date in the Regional Rail-ification debate has more or less suggested that "495 within an hour" / "128 in half-hour" are the platonic ideals for driving major-league transit shares to the 'burbs. Some mainlines (Worcester et al.) have a lot of expensive work ahead of them for reaching that vaunted threshold, but the OC trio already snap tight even with clunky diesel ops. Laps the field on time to 128, hits it on-the-button to 495. All they have to do is make sure # of add'l infills fit inside the gains from the EMU's 0-30 acceleration advantage and stripping-out of all the slovenly single-track schedule padding...both very achievable targets. Where did it come to pass that "495 in 45" was the new no-holds-barred platonic ideal? How did Hyannis in sub-1:20 become a strident mandate when that largely hasn't been a thing readily doable in daylight hours by road in almost a generation? What compels this shorter-term oriented implementation plan to be caked in so much extra acceleration-ops "secret sauce"???
The contents of this report contain just about the most duh-straightforward possible implementation plan for integrating the OC lines into Regional Rail-ification. It's in there, and detailed comprehensively enough excepting the weird shade that got thrown at the Cape MPO's omitted preferred station sitings. The problem is that it also contains multitudes of add-ons no one has quantified a demand threshold for, stakes it to a performance standard every ounce of data and global rolling-stock markets say is going to be spectacularly expensive and infeasible for the service tier to ever implement...and seems to do so almost for provoking-argument's sake. Like...is this a setup to tar some large swath of South Shorers as quitter failsons should they not particularly want to feel dizzy or be unable to concentrate on their entertainment gadgets while riding on an already sub-hour trip to Plymouth? Or tut-tut if they question whether those above-and-beyonds are achievable in such a suspiciously low budget quote with suspiciously high number of never-asked-for infill stops??? I can't make heads or tails of what guantlet they're even trying to throw down with these requirements. Who is truly going to be unhappy with :30 to Brockton every :15, :50 to Greenbush every :30, 1:35 to Hyannis every :60-75???
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