Amtrak doesn't have the budget to be building new cars right now, and the cars set to be replaced by the latest Viewliners are much older than the Amfleets.
Although, Amtrak could rebuild some of the stored Metroliner shells into something similar to an Amfleet car, like the cab cars.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
Amtrak is receiving new cars as we speak. NJT (nor LIRR) Bilevels are not good long distance, inter city cars...little leg room, not comfortable compared to Amtrak. If I am going to pay Amtrak to carry me I want a roomy, comfortable, reclining seat and not a commuter salt box sardine can. Yeah, LIRR does Bi's to Montauk (over 100 miles) and Greenport (almost 100 miles) but that a can be exhausting and stretches the limit of most people (me for one).
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Double-deckers can be commuter cars with straight fixed pitch seats or more spacious, partially reclined seats for longer distance service. Witness the newer TGVs or even the very comfortable non-adjustable seats on many Regional Expresses on the DB.
C&NW, CA&E, MILW, CGW and IC fan
But the double deckers...and they are called Bi Levels and not double decker because seating is not full length on either level and they'll correct you sternly down there if you don't call them BiLevels....these cars are not designed and not useful for long distance operations even on the Corridor...or maybe especially on the Corridor. I don't think I would want to be hurtling down the main at 125 or 130 or 160 aboard one of them...even 90 is not really cool. They may be designed and designated to 100, but I'm not sure I like that having ridden them quite a few times. In fact the timetable allows only 90 for most of the Bi's but 100 on the trailers with toilets. If that makes sense..
http://www.alstom.com/transport/products-and-services/trains/very-high-speed-train-duplex/
200 mph in safety and comfort.
And the cars used in Germany (and Israel) on many trains, originated in 1935 (now built by Bombardier) and have always been called double-deckers (Doppelstockwagen or Dostos).
schlimm http://www.alstom.com/transport/products-and-services/trains/very-high-speed-train-duplex/ 200 mph in safety and comfort.
Yes...but these are not the BiLevels neither NJT nor LIRR are using. They cannot be used between Boston and D.C. with safety, comfort, nor speed.
If their vertical clearances conform, Amtrak should buy some of the TGV bi-levels for the NEC as a way to add capacity and efficiency as well as manage the platform length problem.
I think the FRA crash standards would be more of a barrier...
NorthWest I think the FRA crash standards would be more of a barrier...
Always has been, always will be. Although there are efforts to get waivers from FRA on some items. In a conversation about 10 years ago with an Alstom major executive about concepts and ideas, he said a lot of them have been put into practice and use but the US standards would not accept them nor did anyone want to talk and adapt. I have a nephew who works for one of the Big 3 automakers whose sole job at the moment is to modify several new European imports to fit USA auto standards and he says it ain't easy.
Clearances may also be a problem for double/bi-levels beyond NYP. Amtrak hopes to upgrade the south-of-NY half of the NEC to 25 kV. Cat would need double the isolation distance above and below the wire. While NYP might always remain 12 kV, they might not want to limit themselves in Phily, Baltimore, and perhaps other places.
Unless the tunnel cearances are raised, Baltimore must remain 12.5KV. I am not certan LIRR/NJT double-decks would fit now. Baltimore has older tunnels than NYC and may be even more restrictive.
Up to now US loading gauge standards have been adhered to...cost by Congress is not a leverage point.
And to clarify. I am not opposed to BiLevels on the Corridor, just not the commuter designs as used by NJT and LIRR. They would have to be reconfigured at least, of course, for passenger use and comfort and possibly for technical reasons...there is a reason they are restricted to 90 mph.
oltmanndEd Ellis's stuff is really old and nobody is claiming that's an issue.... Age is a red herring
Who is Ellis?
It seems clear that the easiest and cheapest way to increase capacity, whether intercity or commuter, has been and continues to be two level coaches.
Bi-levels in intercity service are hardly new. C&NW initiated the practice in 1958 when it re-equipped the "Peninsula 400" and "Flambeau 400" with bi-level gallery coaches. The coaches had 96 seats compared to the usual 156 seats in suburban gallery coaches.
Amtrak leased them from C&NW for a while, and they were used in Milwaukee - St. Louis service, then returned to C&NW and reconfigured for commuter use. They may still be around somewhere.
Rode the train around 1962, flew to Chicago Midway, taxi to Roosevelt Rd., Electroliner to Milwaukee, trolleybus to C&NW Lakefront Station, Penninsular 400 to De Pere.
The single-level diner (good food) had a false high roof to match the gallery cars. One car was half parlor with single seats above and below.
I don't think he meant literally the same ones as NJT and LIRR. I think he was talking about an inter city version that would meet amtrak standards. We could probably get Nippon Shayiro or CAF to make some.
They should make Bi Level Acela's
zkr123 They should make Bi Level Acela's
Highly unlikely. The Acela is mostly a business class arrangement, with larger seats and more amenities. Amtrak also charges a premium for the service. Bi-level equipment would run counter to this service.
The next single level intercity corridor car will be whatever Siemens delivers for All Aboard Florida. We shall see where it goes from there.
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