I’m on the California Zephyr, on my way home from Denver, and the big stories back home are about the continuing lack of Silverliner Vs, and the announcement by Vice President Joe Biden that the Federal Government will be providing $2.45 billion in loans to Amtrak for the next generation of high speed trains on the Northeast Corridor. Since I saw plenty of Silverliner Vs running merrily along at Denver Union Station on RTD’s A and B lines, and conventional-speed transcontinental trains are both close cousins and as far from sleek, Pendolino-derived HSTs as you can get, I’ve definitely been feeling this weekend as though I’ve been looking at American passenger railroading through a glass, darkly.
The Acela Express has the dubious distinction of having been such a success that it removed fast train travel in the Northeast from the reach of many ordinary people, since even the Northeast Regional trains that are meant to hold the middle of the market are regularly bid up to the sky and/or sold out. The Avelia Liberty trainsets, which will be the successor to the original Acelas, are going to be an attempt to implement the aphorism that “the main problems with Amtrak can be solved with more Amtrak”. 28 trainsets (a 40% increase), and 9 passenger cars per trainset (a 50% increase), will result in a doubling of availability for high-margin HST seats. That will give Amtrak some breathing room to continue making money on the Northeast Corridor, although it may suffer from a lack of ambition (9 cars is barely into the range of respectable length by international standards, but will still require expensive alterations to Amtrak maintenance facilities in Boston). The tractive power on these new trains will be capable of 165 mph, with ambiguous mention of upgradability beyond that (although that might have been marketing targeted at the California High Speed Rail Authority), but the real trip time improvements will come from replacing the Acela’s “flying bank vault” design, and bespoke tilting mechanism, with mature European designs for both crashworthiness and tilting. The key to going fast will be not going so slow.
Speaking of going “slow”, my current location obviously indicates that I have no intrinsic problem with it. Conventional trains, whether day or sleeper, have their place, and will continue to do so even after true HSR begins to roll out across the country. But this trip has been a painful reminder of American national priorities. Crossing Iowa on the ex-CB&Q, much of the trip is within sight of US 34, a four lane divided highway with virtually no traffic. Also frequently in sight is “Old Hwy 34”, a two-lane strip of battered concrete that is nevertheless <em>entirely adequate</em> to handle the observed traffic on both roads, or would be with proper maintenance. Meanwhile, there is plenty of slack intermodal capacity on the railroad, something easily deduced from the evidence that Amtrak is suddenly and consistently running on time or early, both on 5/6 and nationwide. That’s always a morbid sign that freight traffic is down significantly, in this case from the Death of Coal.
BNSF’s track department really needs to work on their switch installations. Every one we went over west of Galesburg felt like a cannon shot fired into the bottom of the train.
I still want my 200+ mph HSR from Chicago to Omaha via the Quad Cities and Des Moines. That’s where the population is, that’s where the travel markets are. No offense to the CB&Q, BNSF, or the few, but proud, residents of southern Iowa. And being able to make the Chicago-Omaha hop in 3 or 4 hours instead of 9 or 10 would be game-changing, including for those continuing to Denver or points west. As amazing a time as I had in Denver, I don’t think it’s worth it to build HSR from there going either east or west to replace the current conventional service, although a north/south corridor along the Front Range would be promising.
The Silverliner V crisis continues; the latest measure will be express buses from select stations, to relieve pressure on crowded trains after Labor Day weekend.
Absent money for significant track improvements, it’s unlikely the new Avelia (??) trainsets will be able to reach 165 mph over much of the NEC. And absent a progressive wave this November – even more unlikely, given the current contorted electorate – funding for transit will remain as endangered as it’s been, and possibly more. In the meantime we’ll have to hope that technology that’s been available in other parts of the world for years (Pendolino, etc.) can squeeze a few more mph out of our existing, neglected railway infrastructure.
And I know that style is a very personal thing, but I really hope the final Avelia design will lose the bizarre “slant eye” look that seems to afflict everything from buses to lawn tractors. Combined with the swoopy band across the front of the loco, the artist’s conception resembles more an alien-world snake and less a train.
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