https://www.forbes.com/sites/waynerash/2021/07/28/amtrak-announces-plan-to-begin-passenger-service-between-tucson-phoenix-and-la/
Amtrak's map shows re-activation of the line west of Phoenix toward Yuma.
https://www.amtrakconnectsus.com/maps/phoenix-tucson/
I really hope it is a customized version of the DMU outfitted for long distance and is not the configuration that Dallas uses for short distance commutter. I have no complaints about the DMU for short distance it is very quiet, rapid acceleration and stop, large windows. Long distance though that trip would get pretty boring without additional accrutraments.
Even so with a DMU you cannot move very far (no moving between self-propelled cars)
Maybe just DMU's between Buckeye and Tuscon which would be OK but still rather limited. Then perhaps a LD loco hauled train from Buckeye to LA?
It used to be that people with breathing problems would head to Tucson for relief. Sad that air quality has deteriorated so.
Wonder what it'll take to upgrade the line through Phoenix?
CMStPnP: It depends on configuration. Some of the ICEs in Germany were DMUs prior to re-electrification of more mainlines. The design was similar to electric ICEs, very comfortable and obviously with fully enclosed movment between cars.
I suspect this is going to be something like FLIRTs. It connects with the Amtrak LD trains at that end, so not a through train.
Why it is not being considered as a fuel-cell/battery train, or at least mentioned as a suitable operation to use one, is a mystery to me.
Incidentally the technology chosen for this service, whatever they actually decide to use, seems like a solution for the Madison 'shuttle' to feed the extended Milwaukee- Twin Cities service...
I think it will be a 485 mile corridor. Currently that would be rather long for hydrogen cell trains, which are short haul, AFAIK.
charlie hebdo I think it will be a 485 mile corridor. Currently that would be rather long for hydrogen cell trains, which are short haul, AFAIK.
How would that distance compare with WP's RDC service ? Now if the Sunset was a daily train the transition dorm could be the Sunset rear car. Then the DMU could add / subtract at either Yuma or Welton. That is if DMU is a walk thru configuration. Either location would require IMO a sidiing for off the main track waiting. Sunset would need 90% + on time at that loocation.
Or the DMU could be a transition car itself and then couple to any regular Superliner.
It should be a corridor, with multiple trains per day operating separately from a nostalgia land cruiser which is often late. Much higher speed needed than current 9-10 hours
I think it's two services, not one.
The DMUs will operate the run between Tucson and the communities just past Phoenix... the three-round-trips daily service.
The once-a-day corridor train sharing the same route at its eastern end is likelier to be PRIIA single-level equipment with SC44 power, operating through the Coachella Valley and over San Gorgonio.
I can't imagine building one-size-fits-all DMUs for "both" services. HOWEVER it is possible that a self-powered version of the Giruno/SMILE might be built -- this is 250km/h compatible in electric form and inherently low-floor...
Presumably -- and this would be easy to check -- the new LD service would be timed opposite the existing Amtrak Sunset Route trains, but coordinated with the other services mentioned in the release. I also see some interesting opportunities between some of the intermediate points.
Unfortunately I don't see major acceleration even though the Siemens equipment would be 125mph compatible 'right out of the box'. The wonderful long thread about two-tracking the Sunset Route described most of the optimization as being for freight... and mentioned all the places that didn't get improved by the time the two-tracking capital improvements lost steam. While it would be nice to see 'renewed interest' on UP's part in improving speed on the west end of the trip, not only is that a heavily trafficked line but achingly slow in places... hard to open up a two-speed window for enough time and distance combined to give meaningfully cut end-to-end performance time and maybe even segments that would sub-benefit from high speed over them.
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