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A question. Could the lack of a restroom and the top speed restriction of 110 mph on the SEPTA locomotives have any affect on MARC’s preference for AMTRAK ACS-64s?

An example 31 minutes into this video.

I was more concerned with the lack of an axle in the Talgo suspension allowing two level passage. If you had a permanent trainset then only the ends might need standard couplers. https://www.serina.es/empresas/aecientificos/talgo/Foto8gran.jpg

Does the Talgo’s suspension system make this possible? Operationally you always want as much power and redundancy as you can get. Trying to keep with HHP-8s and Chargers on the highest speed lines instead or MP36s indicates this desire. I was just pointing out that at times MARC has explicitly...

Beyond Superliner and Superliner derivatives (and specialized Canadian/Alaskan tourist trains) are there any bi-level passenger cars that don’t go down (and up) to the vestibule level at the ends? I’m racking my brain for any bi-level cars on the East Coast or in Europe where you walk between...

Just as a data point. MARC has said that HHP-8s and Chargers are preferred for the higher speed stretches on the NEC. Remember that MARC is the 125 mph commuter railroad. MARC often has 8 cars as shown here. http://www.railpictures.net/photo/665091/ . Seven Kawasaki bi-levels and a single level...

It just seems like Brightline didn’t do this. Not that Via couldn’t do it. I’m looking at pictures that seem to indicate that the Brightline nose hangs on a pole across the top of the opening. And doesn’t seem to retract. http://www.rrpicturearchives.net/showPicture.aspx?id=4701505 I’m just...

https://cmgpbpmalled.files.wordpress.com/2017/05/green-and-orange.jpg

FWIW. At 9:15 they are installing a nose.

Having a cover over the coupler makes it difficult to combine trainsets at will. Canada may want that ability to create trains of multiple trainsets. This is common in Europe. Covered couplers are more for emergency retrieval. That is why I suggested the Brightline nose wouldn’t work well. ...

And, I suspect that any requirement to combine trainsets easily makes the sloped Brightline nose a non-starter. The revised snowplow might not like a sloped nose either. Snow is not a big Florida concern. Does anyone know if lightning requirements pushed for a revised nose design?

Another note is that the reports have been saying 4000 hp (SCV-40?) for the Via Chargers like Brightline’s Chargers (SCB-40). Not 4400 hp like the many SC-44s. Very few reports mention the option for 16 more trainsets, but a few do...

The NJT Bombardier Multilevel III order and the Caltrain Stadler KISS order (including the recently exercised option) indicate that the desire for increased people/comfort/amenities can result in multiple level cars when there are length restrictions. Two level TGVs are becoming the norm in...

The new Via Chargers are reported to be 4000 hp like the “streamlined” Brightline SCB-40 locomotives and not 4400 hp like the other SC-44 Chargers. And, they probably will have their own unique front style. SCV-40? Also, they appear to have a revised snowplow. No tumbleweeds in Canada.

A very short corroboration from the October MARC Riders Advisory Council Minutes: “Initial reports are that the Chargers (newest locomotives) are working well and are quiet.”

The details of this story are properly over in the Via thread. However, another railroad buying into Siemens Charger propelled Siemens single level trainsets can’t be a bad sign. https://www.railwayage.com/passenger/via-rail-selects-siemens-for-fleet-renewal/?RAchannel=news

How about another real world example that is close. MARC has four trains coming into Baltimore on the Camden line in the morning and three leaving in the evening. Yes, there is the Penn Line option but that is a treck to another train station. Often a light rail ride. Arrive in morning at 7:43...

And additional capital investment is welcome. Camden Station seemed pretty kludged. https://www.progressiverailroading.com/passenger_rail/article.aspx?id=55798&utm_source=featuredrightcol

These minutes from the MARC Riders Advisory Council discuss a lot of what I have been hearing. CSX interference and weather being problems. https://mta.maryland.gov/sites/default/files/MARCRAC_Minutes_2018-08-16.pdf

They continue to make progress with building the car shells and in design. http://www.highspeed-rail.org/Documents/305%20activities%20report%20-%20monthly%209-30-18.docx