Diaspora's Greatest Hits 2

Siemens Cars: Brightline vs Amtrak & Via equipment vs State-Supported Venture Cars

https://www.trainorders.com/discussion/read.php?4,5396069,nodelay=1

When discussing Siemens equipment, please keep in mind, it is all not created equal! Sure, it may look the same on the surfaces that most people can see, but open up the equipment boxes or even look at some of the material used, and you can spot differences.

Brightline basically told Siemens “we want RailJet equipment” with customized interiors. Siemens built and maintains the Brightline equipment. If a train does not make pull out or fails in service, Siemens pay penalties.

Amtrak and VIA have Technical Support, Spare Supply Agreements with Siemens, which basically ensure there is a Siemens technician available to help Amtrak or VIA diagnose and repair the equipment. The agreement also gaurantees parts avalability and delivery to the failed equipment within a specified time. If for some reason, parts or technicians are not available, or can not resolve the issues in a predetermined amount of time, Siemens pays a penalty. For ACS64, Siemens has paid more penalties than cost of TSSSA contract in the first 5 years!

The State owned equipment was not able to leverage a TSSSA agreement from the start. This is because of the some of services the States already pay Amtrak for would be duplicated in the TSSSA costs. The States each have their own unique and kwirky accounting requirements, which has been a major nightmare to try and execute any sort of TSSSA.

 Explains a lot with the Venture Cars vs Brightline as in why the former in the Midwest keep having issues

Train Stations: Good news, bad news?

Scoop: Amtrak, MDOT eye Michigan Central for new Detroit train, bus station - Axios Detroit

A pleasant surprise is in the making because it looked as though the Motor City was going to have two non-connecting train stations. If MDOT or the city wants another station in Detroit, it could build it somewhere other than the New Center location. In the meantime, with Ford having restored MCS to its former glory, curve out a space for the station to actually serve trains.

Site selected for future Palmer train station along West-East Rail line

MassDOT Chooses “Site B” As Its Plan A to Locate Palmer’s Rail Stop…

Meanwhile in the Bay State, I just don't get this decision. The Steaming Tender Restaurant was there for the taking--not to mention, a perfect symmetry with New England Central's planned Central Corridor and potential connections galore. The platform for Amtrak could have been raised. Instead, the best-case scenario is now that the town will end up with two tiny stations and passengers would have to use rideshares or local buses if they want to change trains. So much for connectivity.

This also brings me to another point: The New England coordination has been all out of whack over the last decade and a half. Massachusetts has been receptive to restoring passenger service to the Berkshires- Pittsfield route via Housatonic Railroad but cool to the Central Corridor (it even dismissed the notion of the New London-Palmer-Brattleboro route in 2017). Meanwhile, Connecticut has welcomed the idea of Housatonic operating service while having very mixed opinions on the Central Corridor. The leaders in both states need to overcome their aversion to track-owning railroads operating intercity service. If Herzog can operate the Hartford Line, then, there's no reason that Housatonic and New England Central can't.

Tackling the Headlines 100: The Finale

NOTE: The Hoosier State situation will be covered in a future article

Sweden and Night Trains
The Scandinavian country is doing something that was endangered just four years ago: Entering the European overnight market. This is an example of the government backing up its green agenda.

The funding portion would be like the government seeking an alternative operator to run a long distance route.

Amtrak's strategy
Over the last three months or so, Amtrak has made it clear that it doesn't really care about its originally mandated mission to provide a national system, and its leaders are emphasizing corridors instead. 

Given that Charlotte-Atlanta is on the railroad's radar, it should be clear that Amtrak is on the defensive since Virgin Trains already announced its plans for the same route six months ago. A few years ago, this route was complexly off the radar of "America's Railroad" and it was little more than a long-term thing planned by NCDOT and GADOT.

The thing is, Amtrak's record with the corridors it currently has is mostly lacking and the railroad has taken next to no initiative so this idea of focusing on corridors is typical of a reactive organization. When Richard Branson took over Brightline and announced its plans to develop corridors and even challenge Amtrak in its backyard, it was reminiscent of Joe Boardman's response to foreign entities submitting their bids to operate high speed rail a decade ago. 

Boardman got a reprieve as the 2010 elections curtailed HSR fever but Richard Anderson is unlikely to be as lucky because of how unpopular he already is among the rail public for his passenger-hostile approach. 

Detroit studies the obvious
A decade after members of the City Council recommended demolishing MCS, the Motor City's leaders are studying restoring passenger service to its crown jewel. However, it doesn't necessarily have to have Amtrak trains stopping there. A Chicago-Toronto HSR route could be set up either privately or like Eurostar.

Toledo may be taking rail into its own hands
A consultant has clearly been paying attention to Florida when he was tasked with tackling the feasibility of a Toledo-Ann Arbor/Detroit route. Linking Toledo with Southeast Michigan will be something that requires innovative thinking because the historical default partners are completely unreliable

The Ohio DOT is likely to continue putting highways above passenger rail even if the new governor isn't as bad on the latter as his predecessor. Meanwhile, Amtrak would give this T-shaped route the same treatment that it gave the 3C Route that it studied a decade ago. Also, any feasibility study done by Amtrak will result in exorbitant costs.

Clearing up the CAHSR mess
Whatever the new governor's motives, at least someone from the Authority clarified what's going on in Sacramento.

The future of UK rail franchising
Great Britain's rail operators want an independent body overseeing the network. If the railroads get their way on commuter routes, then it would be like the German model in a way--and it'd allow them to focus on intercity routes. I mean what's good for the goose (London) is good for the gander (Liverpool, Manchester, etc.), right?

Virgin being forced out in Britain
It looks like Sir Branson may flourish here while unraveling on his side of the Atlantic. His and Stagecoach's joint bid was disqualified over pension issues. Obviously a complex issue and it would be a shame if an innovative operator were driven out of its homeland.

Tackling the Headlines 94

CAHSR will select DB to operate its line
Take #1 (Edited on 11/17/17): This becomes official tomorrow. CAHSR waited more than a month and made the announcement on 11/15/17.

Take #2: What a difference several years make! In early 2009, Virgin was the first operator to toss its hat into the sweepstakes. JR East expressed interest later on in the year. After playing catchup due to the Europeans and Asians garnering all of the attention for the Express HSR routes in CA and FL, Amtrak made a halfhearted effort to join the fray in the spring of 2010.

Take #3: Needless to say, Virgin eventually switched its West Coast route to Los Angeles-Las Vegas before disappearing from the U.S. radar completely, largely thanks to Rick Scott. Amtrak decided to solely focus its HSR aspirations on the NEC after the Tea Party Trio returned stimulus money to then-President Obama and the CA project became shaky. The Japanese operator may have been scared off by China Railway International.

Christie says he is confident new Hudson River tunnels will be built
Take: It's a matter of just who will be paying for it. I heard of a proposal that could make it easy on everybody.

Plans To Increase Amtrak Service Between Twin Cities, Chicago Move Forward
Take #1: Look at my previous takes on Google+ regarding the snail pace of what should already be in place.

Take #2: Also, go to the Trains Magazine forum.

Take #3: I agree with Andrew Selden about the states stifling themselves by not putting out their proposals out to private operators when the law has been in place for them to do so for nine years now. By continuing to solely rely on Amtrak, the costs go up, and long promised routes either get delayed or canceled.

Take #4: CMStPnP 's followup comment to Mr. Selden is pretty telling about the inner workings of Amtrak management and is yet another reason why companies like Virgin, Bombardier, and the AIPRO members must be given a chance to provide the public with an alternative ASAP.

Chattanooga-Atlanta bullet train could lure millions of air travelers to Chattanooga airport
Take #1: This is a plan that I could rally behind because of the backstory. A decade ago, Atlanta leaders considered building a second airport to relieve overcrowding at Hartsfield-Jackson Atlanta International Airport (aka the busiest airport in the world) but opted to go with the HSR line instead.

Take #2: Obviously, it never stood a chance during the stimulus era but it kept on going.

Take #3: If they're going to make this project come to fruition, maglev is not the answer, a Texas or California like project is.

Take #4: Anything that gets the long-stalled downtown station back on track gets the okay from me.

New station opens in Rochester, NY
Take: It might be pricey, but at least passengers actually have a real station than the old Amshack.

Port Huron, MI could be next
Take:The city not only needs a new station but more frequencies as well--and how about extending one or two of them to Toronto? Just saying.

A possible San Joaquin reroute in Sacramento
Take #1: It's doable but connections for Capitol Corridor, California Zephyr, and Coast Starlight passengers would have to be worked out.

Take #2: Multiple stations in the capital city means fewer people driving from afar and the light rail connections would make it easier for everyone.

Spanish airline getting into the rail business
Take: Amazing how things turn around in a matter of decades!

Here’s What Amtrak’s Fancy New Trains Will Look Like
Take: So after that, the company is sticking to the Acela name.

Tackling the Headlines 88

More Nippon-Sharyo Woes
Additional layoffs and a hard pressing deadline without any cars to show.

Take: How did the Midwestern states not have a viable backup plan?

Iowa Pacific to Cede the Hoosier State
In a really shocking turn of events, IPH will hand the Hoosier back over to Amtrak on March 1. There are rumors that IPH is facing extreme financial difficulties that may bankrupt it--and it canceled an overnight excursion in upstate New York--but I won't speculate on that until the source confirms or denies them. 

Take #1: All of this could have been avoided if INDOT had selected either Corridor Capital or Herzog. The former had available cars while the latter offered to operate the train, not just being a vendor while Amtrak crews still operated the train.

Take #2: This is really regrettable and I really hope that this doesn't dampen any other states seeking to use private operators.

Take #3: I see that some of the jackals are already gloating over the demise of Iowa Pacific as if it's supposed to be the example of keeping private operators out of the intercity market. You guys are just disgusting! Way to support increased passenger rail, guys!

Take #4: Indiana needs to mandate an increase of frequencies when it rebids this train. There is no excuse for Trains #850 and #851 to still be quadweekly with nothing on the horizon (no pun intended).

Addendum: Hoosier Corridor schedule

Short Term

Hoosier State 318	Hoosier State 316	Cardinal 50		Cardinal 51	Hoosier State 315	Hoosier State 317
Daily	Daily	TuThSa	Days of Operation	MoThSa	Daily	Daily
7:45	13:45	17:45	Chicago CT	10:05	13:05	18:05
8:58	14:58	18:58	Dyer	8:27	11:27	17:27
9:49	15:49	19:49	Renesslear	7:38	10:38	16:38
12:00	18:00	22:00	Lafayette ET	7:33	10:33	16:33
12:30	18:30	F22:30	Crawfordsville	F6:58	9:58	15:58
13:50	19:50	23:50	Indianapolis	6:00	9:00	15:00

The current Hoosier State route will be moved to another timeslot, renumbered #315 & #316, and converted to daily status. #317 & #318 will be an added standalone frequency.

F-Flag stop

Long Term

Name of Operator Train Name Train Number	CorrCap Hoosier State 101	CorrCap Hoosier State 151	CorrCap Hoosier State 103	CorrCap Hoosier State 153	Amtrak Cardinal 50
Days of Operation	Daily	Daily	Daily	Daily	TuThSa
Chicago-Union Sta. CT					19:15
Chicago-Millennium Sta.	7:15	10:00	13:15	16:00
Dyer	7:50	10:35	13:50	16:35	19:50
Renesslear	8:40	11:25	14:40	17:25	20:40
Lafayette ET	10:40	13:25	16:40	19:25	22:40
Crawfordsville	11:10	13:55	17:10	19:55
Indianapolis	12:00	14:45	18:00	20:45	23:59
	12:05	14:50	18:05	20:50	0:20
Louisville		16:45		22:45
Cincinnati	14:40		20:40		2:55

Name of Operator Train Name Train Number	Amtrak Cardinal 51	CorrCap Hoosier State 152	CorrCap Hoosier State 102	CorrCap Hoosier State 154	CorrCap Hoosier State 104
Days of Operation	MoThSa	Daily	Daily	Daily	Daily
Cincinnati ET	2:50		12:00		18:00
Louisville		8:30		14:30
Indianapolis	5:25	11:35	14:35	17:35	20:35
	6:00	11:40	14:40	17:40	20:40
Crawfordsville		12:25	15:25	18:25	21:25
Lafayette	7:15	12:55	15:55	18:55	21:55
Renesslear CT	7:15	12:55	15:55	18:55	21:55
Dyer	8:05	13:45	16:45	19:45	22:45
Chicago-Millennium Sta.		14:25	17:25	20:25	23:25
Chicago-Union Sta.	8:45

The Hoosier Corridor will relocate to Millennium Station since the connecting track is already in place at Harvey Junction.  Once there are more roundtrips, the Hoosier State’s numbers will be changed to reflect Corridor Capital’s operation. Also, the expanded schedule reflects track improvements laid out by All Aboard Ohio and improved Indianapolis-Louisville times.

Stations

·         All stations currently unstaffed will be handled by CorrCap

·         Columbus, IN will be the only stop between Indianapolis and Louisville

·         Joint Amtrak-CorrCap stations will be Lafayette, Indianapolis, and Cincinnati

·         In the future, Amtrak may change its stops to receive/discharge only between Chicago and Indianapolis and skip the CorrCap stations with the exceptions of Dyer and Connersville
·         Also note that the current shelter in Crawfordsville will be replaced by an actual station and that Amtrak will skip it once Corridor Capital expands service