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<p>[quote user="Overmod"]I think the discussion might benefit from this article, .......<br />Some points raised in the comments are important, particularly the percentage of the contract amount reserved for maintenance and the use of some of the funds for station improvements.[/quote]</p> <p></p> <div><span lang="EN-US">Thanks for the link. It is an interesting read.</span></div> <div><span lang="EN-US">In regard to the article, I find price comparisons between apples and oranges difficult, as are Avelia with 2 power cars and 381 seats built in USA vs. Eurostar as EMU and 900+ seats built in Europe. Besides the mentioned cost driving features there are additional reasons: FRA crashworthiness standards, Buy America.</span></div> <div><span lang="EN-US">An Amtrak Siemens ACS-64 cost $6.5 million. The equivalent German Siemens Vectron 6.4 MW, multisystem costs $4.6 million, a difference of approximately 40%.</span></div> <div><span lang="EN-US">The critique of 187 mph max speed and tilt system neglects a few Amtrak necessities. As long as Amtrak is only able only to run at 160 mph on some sections the tilt system is needed. If the infrastructure improvement gets designed appropriately the tilt system won't be needed at 187 mph.</span></div> <div><span lang="EN-US">I find his discussion of the 7° tilt angle moot. When you buy a tilt train from Alstom you get the standard Tiltronix system with angles up to 8°. Software controls the tilt angle through a pneumatic lateral active suspension. </span></div> <div><span lang="EN-US">Here are descriptions of tilting: </span><a href="https://dspace.lboro.ac.uk/dspace-jspui/bitstream/2134/6006/1/TILT_SOA_Roger.pdf"><span lang="EN-US"><a>https://dspace.lboro.ac.uk/dspace-jspui/bitstream/2134/6006/1/TILT_SOA_Roger.pdf</a></span></a></div> <div><span lang="EN-US">On page 12/13 is information about Tiltronix.</span></div> <div><span lang="EN-US">I agree that Amtrak needs to push infrastructure improvements. But what does 187 mph track help if Amtrak doesn’t have appropriate rolling stock. Without the 187 mph Acela replacement there won’t be these track improvements I fear. </span></div> <div><span lang="EN-US">We see it currently in Poland which buys 160 mph trains with a current speed limit of 100mph. Track improvements are planned. Germany had the ICE-1 train before the first new-built route was ready.<br /></span></div> <div><span lang="EN-US">[quote user="Overmod"]Perhaps the arguments in the article will let y'all start discussing the points in a less contentious way -- more directed on the engineering and less on peripheral issues.[/quote]</span></div> <div><span lang="EN-US">Economical issues are not peripheral. I have provided some numbers in a previous post. The economics have to fit too.</span></div> <div><span lang="EN-US">[quote user="Overmod"]I note also Don's discussion of the refurbished HSTs in the Canterbury blerfblog post, which contains a note on their achievable speed relative to Acela.[/quote]</span></div> <div><span lang="EN-US">I have nothing against refurbishing older trains if you are just trying to extend a service. I don’t see it as a good idea to rebuilt 35 years old Amfleet cars as Acela Express replacement. Now you call a Regional train Acela Express again. Reminds me of times when HHP-8 drawn trains were called Acela. Sounds like false labeling.</span></div> <div><span lang="EN-US">I don’t see travelers paying Acela Express fares for rebuilt Amfleet service. The loss of revenue could be up to $280 million per year. I provided some numbers in a previous post.</span></div> <div><span lang="EN-US">Oltmannd’s comparison of British and NEC speeds shows that British Rail did their job and improved their tracks </span><span lang="EN-US"><span lang="EN-US">already</span>.<br /> Regards, Volker</span></div> <div> </div> <p> </p>
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