This essay offers a summary of the recent railroad financial “investments” made by the Biden administration. Spotlighting the underbelly of this quixotic quest are the ongoing challenges.
This is an interesting business model for the government. Put regulations in place that prevent anything being built, then allocate money to help the chosen few overcome the regulations. Might there be an opportunity for graft an extortion here?
Alstom, a major provider of rail passenger equipment, faces financial challenges that may extend beyond issues with the Avelia Liberty trainsets for Amtrak's Acela service. The Metropolitan Transportation Authority in New York has reportedly decided to bar Bombardier, now part of Alstom, from bidding on contracts due to past difficulties, notably with the 179 subway car contract. Amtrak has halted "progress payments" on the new Acela trainsets, and Alstom recently announced the layoff of 1,500 employees along with the sale of some corporate assets.
Among Alstom's ongoing projects is the NJ Transit order for multilevel MU cars, intended to replace the aging Jersey Arrow single-level MU cars. There is uncertainty regarding whether the new Acelas or Arrows will ever be in service. Additionally, questions arise about the progress of the 45 SEPTA multi-level push-pull cars. The former Budd Company's Plant in Philadelphia becomes a point of consideration in light of these developments.
We have the City of New Orleans run way too fast for safety through Millington, TN. very few passengers. There have been many train/car/truck accidents. None that had had toxic waste, just loss of life. The one in Ohio is still a toxic nightmare.
The environmentalists get giddy over high-speed rail. Like EVs, they are blind to the associated environmental issues underlying such contrivances. For me, it's about an integrated and safe transportation network. That includes passenger mobility and supply chain movement. But IMHO that will never come to fruition because of fiat money. The California no speed high speed is the best example. Europe is a horse of a different color for many reasons, such as geographies, and politics.
Dec 18, 2023·edited Dec 19, 2023Liked by Frederick R Smith
Your assessment makes sense in that freight is a better market for high-speed rail. Passengers who need to get from point A to point B in a hurry already have air travel, but trucks only move freight so fast, one truckload at the time. A train with 100 cars is like 100 (or more*) semis, and if it could move at double highway speed that would be a bonus.
I grew up close to one of the longest straight stretches of track in the country that ran Amtrak and freight on separate lines...those trains moved fast!
*As you probably see on many trains, cars that hold perhaps several shipping containers can be offloaded to become truck trailers. Ideally rail can bring them to a central distribution yard.
I grew up in E. Chicago, Ind. 4-to 5 tracks were running parallel to each other, which blocked the route to the big hospital when they were running several at a time. They serviced factories in the area. With the decline of American Manufacturing, I have wondered if they still exist. The big Steel Mills are closed.
Looking at it from a historical perspective, the Northeast Corridor serves as a notable benchmark. During the heyday of the Pennsylvania Railroad, freight trains and passenger trains coexisted successfully on the same tracks. This harmony existed at a time when passenger train speeds were relatively moderate, reaching around 89 mph. However, with the advent of truly high-speed rail, exemplified by the French TGV reaching speeds nearing 200 mph, the need for exclusive passenger operations became apparent, particularly for optimal throughput.
In the United States, we have yet to establish a dedicated 100% high-speed rail corridor. The ambitious but financially challenged California system is being constructed with the goal of achieving this exclusivity. Nevertheless, similar to the TGV model, there are instances, if memory serves correctly, where the yet-to-be high-speed trains in California will decelerate to integrate with slower local trains in terminal areas.
A noteworthy development is the potential realization of Brightline West, which could conceivably be completed before the California system. This marks a significant contrast, as construction on Brightline West commenced a decade after California's groundbreaking. It's an intriguing scenario to contemplate and underscores the complexities and timelines associated with large-scale rail projects.
A lot of reasons as you point out and yes frustrating. Also, the NIMBY/BANANA nexus. Too often projects are bult that really serve no useful purpose adds the mix resulting in wasted money (debt).
This is an interesting business model for the government. Put regulations in place that prevent anything being built, then allocate money to help the chosen few overcome the regulations. Might there be an opportunity for graft an extortion here?
Waste of the Day: U.S. DOT Spends $3 Billion On Private High-Speed Rail
https://www.thegatewaypundit.com/2023/12/waste-day-u-s-dot-spends-3-billion/
High Speed Rail Systems Coming To America: ‘A Milestone In Advancing Our Progress’ Among Other Nations (really?)
https://www.stateofunion.org/2023/12/30/high-speed-rail-systems-coming-to-america-a-milestone-in-advancing-our-progress-among-other-nations/
Top 10 stories of 2023, No. 8: New Acela delays
https://www.msn.com/en-us/autos/news/top-10-stories-of-2023-no-8-new-acela-delays/ar-AA1lYpjT
Alstom, a major provider of rail passenger equipment, faces financial challenges that may extend beyond issues with the Avelia Liberty trainsets for Amtrak's Acela service. The Metropolitan Transportation Authority in New York has reportedly decided to bar Bombardier, now part of Alstom, from bidding on contracts due to past difficulties, notably with the 179 subway car contract. Amtrak has halted "progress payments" on the new Acela trainsets, and Alstom recently announced the layoff of 1,500 employees along with the sale of some corporate assets.
Among Alstom's ongoing projects is the NJ Transit order for multilevel MU cars, intended to replace the aging Jersey Arrow single-level MU cars. There is uncertainty regarding whether the new Acelas or Arrows will ever be in service. Additionally, questions arise about the progress of the 45 SEPTA multi-level push-pull cars. The former Budd Company's Plant in Philadelphia becomes a point of consideration in light of these developments.
We have the City of New Orleans run way too fast for safety through Millington, TN. very few passengers. There have been many train/car/truck accidents. None that had had toxic waste, just loss of life. The one in Ohio is still a toxic nightmare.
Excelent essay!
The TGV is an excellent service but infrastructure problems remain.
Is it possible to solve with our environmental rules?
The environmentalists get giddy over high-speed rail. Like EVs, they are blind to the associated environmental issues underlying such contrivances. For me, it's about an integrated and safe transportation network. That includes passenger mobility and supply chain movement. But IMHO that will never come to fruition because of fiat money. The California no speed high speed is the best example. Europe is a horse of a different color for many reasons, such as geographies, and politics.
Your assessment makes sense in that freight is a better market for high-speed rail. Passengers who need to get from point A to point B in a hurry already have air travel, but trucks only move freight so fast, one truckload at the time. A train with 100 cars is like 100 (or more*) semis, and if it could move at double highway speed that would be a bonus.
I grew up close to one of the longest straight stretches of track in the country that ran Amtrak and freight on separate lines...those trains moved fast!
*As you probably see on many trains, cars that hold perhaps several shipping containers can be offloaded to become truck trailers. Ideally rail can bring them to a central distribution yard.
I grew up in E. Chicago, Ind. 4-to 5 tracks were running parallel to each other, which blocked the route to the big hospital when they were running several at a time. They serviced factories in the area. With the decline of American Manufacturing, I have wondered if they still exist. The big Steel Mills are closed.
Looking at it from a historical perspective, the Northeast Corridor serves as a notable benchmark. During the heyday of the Pennsylvania Railroad, freight trains and passenger trains coexisted successfully on the same tracks. This harmony existed at a time when passenger train speeds were relatively moderate, reaching around 89 mph. However, with the advent of truly high-speed rail, exemplified by the French TGV reaching speeds nearing 200 mph, the need for exclusive passenger operations became apparent, particularly for optimal throughput.
In the United States, we have yet to establish a dedicated 100% high-speed rail corridor. The ambitious but financially challenged California system is being constructed with the goal of achieving this exclusivity. Nevertheless, similar to the TGV model, there are instances, if memory serves correctly, where the yet-to-be high-speed trains in California will decelerate to integrate with slower local trains in terminal areas.
A noteworthy development is the potential realization of Brightline West, which could conceivably be completed before the California system. This marks a significant contrast, as construction on Brightline West commenced a decade after California's groundbreaking. It's an intriguing scenario to contemplate and underscores the complexities and timelines associated with large-scale rail projects.
High speed rail goes all over China. I watch train videos for fun. China’s rail network looks like its second to none. I’m no fan of the CCP. But.....
I too like high speed trains. The TGV is my favorite. The USA has problems as demonstrated by my essay.
A lot of reasons as you point out and yes frustrating. Also, the NIMBY/BANANA nexus. Too often projects are bult that really serve no useful purpose adds the mix resulting in wasted money (debt).