peterjenkinson1956These units are powered with a motor under each coach. They run at 125 mph and have a range of 1350 miles. Could these trains some how be used to run medium haul (1000 miles to 1200 miles) at a higher speed than the present Amtrak trains run at?*Spelling and grammar fixed*
These units are powered with a motor under each coach. They run at 125 mph and have a range of 1350 miles. Could these trains some how be used to run medium haul (1000 miles to 1200 miles) at a higher speed than the present Amtrak trains run at?
*Spelling and grammar fixed*
The current Amtrak P42s, Amfleet cars, and Viewliners used in the eastern US are capable of doing 90 (and routinely do). The Superliners can go at least 70 (possibly higher) and the Cascades Talgos can probably go 100 or more.
It's the track that restricts their speed...
And none of the European DMUs/EMUs would meet the current FRA standards. They wouldn't stand up to a collision with a regular American train. Just look at what happened to the (FRA certified but still relatively light) Metrolink F59 in the Chatsworth, CA, wreck - the UP SD70s just ripped it apart. Think of the consequenses if it had hit a light DMU instead of an EMD F59! In Europe, there's few freight trains to hit - mostly other light DMU/EMUs or lighter locomotive-hauled trains. Plus, the European rail system is a lot safer; equipped with ATC and other methods to prevent wrecks.
That brings up another question: Once all the rail lines with passenger trains in the US are equipped with ATC (I forget when the deadline is, but it's just a few years), do you think the FRA would be more willing to allow more lighter trains like the Cascades Talgos and the Acela?
MookieYou heard it here first, people! Zebras are coming to Nebraska! Before you start putting hi-speed trains or any type of "new" Amtrak trains out there, shouldn't you start with the standard basement or footings - ie. trackage and crossings? (This is saying that there is even enough $$$ to start messing in this closet) Sounds to me like it would be putting a high performance race car on a crowded city street. Let's put our horse behind the cart before we start building the new, hi-speed Amtrak.
You heard it here first, people! Zebras are coming to Nebraska!
Before you start putting hi-speed trains or any type of "new" Amtrak trains out there, shouldn't you start with the standard basement or footings - ie. trackage and crossings? (This is saying that there is even enough $$$ to start messing in this closet)
Sounds to me like it would be putting a high performance race car on a crowded city street. Let's put our horse behind the cart before we start building the new, hi-speed Amtrak.
Cliche overload! You did want the horse ahead of the cart, right?
Somewhere someone is hearing hoofbeats and looking for zebras instead of horses.
RWM
She who has no signature! cinscocom-tmw
I don't think the Budd RDC could even come close to passing the current FRA specs for new equipment.
First line of defense between the Budd and anything hit was the engineer's knees... that is why we had the Roger Willimas version of the budd car. (or if you were with the CNJ, the Budd Cah)
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
All they have to do is get out the old budd plans and update the RDC to be handicap accesible. problem solved. to get anything done in the U.S. unfortunatly take years of study, millions of dollars in "research" and alot of debating.
.....I believe the very important bit of info in the last several posts is: Amtrak equipment must meet specs. to survive accidents involving much heavier frieght equipment.
Quentin
That might be a good idea. But you must think Amtrak can't afford to upgrade it's current equipment, let alone buy new. However if Mr. Obama and Biden decide to restructuer Amtrak Then I think we could realalisticly look at the possability of using some of these D M U sets in regular service. Also like Larry said will the current rails hold up to 125mph. trains? Just some things to think about.
The road to to success is always under construction. _____________________________________________________________________________ When the going gets tough, the tough use duct tape.
Yes good idea but, like mentioned above, the FRA is too restrictive to use similar DMU's. FRA demands them to be too heavy for economic use. There has been some severe hi-speed accidents in Britain where modern types of DME/EME have coped well, older types not so well. But I think the FRA is concerned about a collision with a heavy freight train.
The RDC, aka Budd car was a DMU.
I would not think flexability would be an issue as I find Amtrak not very flexable in the first place.
The Virgin DMU vehicles are not FRA compliant -- they do not meet U.S. safety standards for carbody strength. They would have to be 100% re-engineered, and that would take a lot of money. It's the Acela problem all over again, was anyone paying attention to that fiasco?
Most railway passenger vehicles in Europe do not meet U.S. safety standards. This does not mean that European railways are unsafe, in fact they are equivalent to U.S. railways when it comes to the risk of injury to passengers: both are extremely low. But European railways and U.S. railways acquire this similar level of safety through entirely different pathways, and one cannot just mix and match equipment and methods however one wants, and still reach the same safety result. To stick a Virgin DMU vehicle into a U.S. environment would be like taking a zebra and putting it into a herd of Angus cattle in Nebraska and expecting it to thrive just like the cow, or taking the Angus cow and putting it into the African savannah and expecting it to thrive.
The market conditions in the U.S. for a passenger-car builder are extremely poor. Amtrak and several commuter agencies spoke at a talk earlier this week precisely to that point, and confirmed that point. The market is too small, too fragmented, and too feast-or-famine in terms of orders to make it viable.
Would the line(s) have to be electrified?
Not a bad idea - but subject to many of the same issues current Amtrak trains face.
- Conflicts with freight traffic
- Subject to the speed capacity of the track (the line closest to me is only 40mph)
- Inflexible, unless they're capable of towing a trailer.
- Competition from air and highway
That said, it certainly deserves consideration, even for some current Amtrak services.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
i recently read the latest issue of trains ... how to fix amtrak.... i have also just read a british magazine that featured an article about the VIRGIN 220 D M U sets these units are powered with a motor under each coach they run at 125 mph and have a range of 1350 miles could these trains some how be used to run medium haul ( 1000 miles to 1200 miles ) at a higher speed than the present amtrak trains run at.... use them in a hub and spoke style of operation just like the commuter airlines do
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