Bi-level Long Distance (LD) fleet replacement RFP discussion H2 2024

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Since Stadler makes mostly aluminum trains, does this fact make them less likely to win (since Amtrak is requesting a stainless steel trainset)?

Also, I wonder how likely it is that Hitachi or Kawasaki win this contract since they do, in fact, make quality vehicles but it is also true that Amtrak has never ordered any equipment from them.
 
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This sleeper situation is very confusing to this person. For a full single level sleeper, the median fares bucket seems to be 3 - 4 + times what a full coach brings in. Now if Amtrak would get all its single level sleeper in service and order more the revenue potential would seem very pro passenger. That probably means that the additional costs do not penalize the present bonus system. Realize that Amtrak got burned on the V-2 deliveries, but it should take the lessons learned and buy another 150 - 200 single level sleepers. That makes it possible to have 6 - 7 sleepers on each single level LD train with possibility that another single level train can be started. That IMO would be a DFW - Meridian -ATL - NYP round trip.

We have to wonder how many last many sleeper passengers would ride if space was able 1 - 7 days in advance at more reasonable fares. Of course, that means aggressive marking of the various routes and cut off cars on some routes especially the Crescent.

At present , it appears that last minute sleeper requests go no where due to presnt sell out. So many potential riders probably say "why even try"
 
In August 2023, I discovered what I thought was the low bucket sleeper fare on 6 from EMY to Chicago about a week out. IIRC, it was around $670. When I got to San Francisco, I realized I had booked it for the wrong day. I had intended to spend one night in San Francisco, but I had it for the day after the day I wanted to leave. I went into the app to change it and got a roomette for $610, which was less than what I paid. I agree that finding such low fares is much more difficult now.
 
Re my earlier comment about Kawasaki, if they would toss in a bar car with snacks, I'd happily ride in a transit car for trips under 200 miles if it was cheap, fast and frequent. Would be nice if they faced the seats forward, though, and the FRA would probably make them take out the standee straps.

I believe this used to be called an interurban...
 
They're not part of the Siemens monoculture that's been growing and they haven't recently fumbled/helped fumble a major Amtrak contract (Viewliner 2 and Avelia come to mind as "maybe you should deliver someone else's trains as promised before we try you again" programs). That puts them in rarified company.
 
Well I'm back on the Stadler hope train. They just won UTA's LRV replacement with a steel designed vehicle meaning they plan to have steel car capacity in the US. I know well they are bidding, but solid plans for their expanded factory will help their bid quite a bit.

Congratulations to Stadler! (And I know that their Caltrain EMU trains have received great reviews).

It turns out that Hitachi is building a new rail factory in Maryland--which is a relatively short drive to Amtrak's headquarters in Washington DC. Does this possibly make it more likely that Hitachi could win the Superliner replacement contract, since Amtrak executives could frequently visit the new factory and check out the manufacturing of the new coaches?
 
Congratulations to Stadler! (And I know that their Caltrain EMU trains have received great reviews).

It turns out that Hitachi is building a new rail factory in Maryland--which is a relatively short drive to Amtrak's headquarters in Washington DC. Does this possibly make it more likely that Hitachi could win the Superliner replacement contract, since Amtrak executives could frequently visit the new factory and check out the manufacturing of the new coaches?
I think it would take much more than being near headquarters. They would have to submit a bid to address the needs expressed in the original order.

That original order was a pie-in-the-sky request. Have there been any changes since there have not been any bids?
 
Congratulations to Stadler! (And I know that their Caltrain EMU trains have received great reviews).

It turns out that Hitachi is building a new rail factory in Maryland--which is a relatively short drive to Amtrak's headquarters in Washington DC. Does this possibly make it more likely that Hitachi could win the Superliner replacement contract, since Amtrak executives could frequently visit the new factory and check out the manufacturing of the new coaches?
Amtrak executives visiting a factory? Surely you jest. Or did you just forget to add a smiley? :D
 
Jis,

Which two companies do you think are the most likely to win this contract?
I tend not to speculate on such. I try to share concrete information (that I am not constrained from sharing due to confidentiality agreements) and at present there is none that I have.
 
I’m just curious and this is an honest question without trying to start a ruckus. How many people at this point really think management will (and wants to) place a long distance order?

Now unfortunately we have the variable of next week’s election coming into play too. I think evrything will be ok there, but you never know.

I’ve said it before and as time goes on I think it’s more relevant. Why wasn’t the FRA given the task for the LD order as well. Congress knew (knows) Amtrak management doesn’t think highly of LD routes and gave LD route planning to the FRA. Now we find ourselves in a dire equipment shortage and management continues to keep the V1’s parked and if recent reports are to believed management plans to keep them parked.

There’s a huge disconnect the current system is about to implode and won’t be able to be run as is 3-5 years from now yet the FRA is spending millions on studying new routes.
 
I’m just curious and this is an honest question without trying to start a ruckus. How many people at this point really think management will (and wants to) place a long distance order?

I do.

I’ve said it before and as time goes on I think it’s more relevant. Why wasn’t the FRA given the task for the LD order as well.

FRA is a regulatory authority. For one reason (out of several), there would be major conflict of interest if it was responsible for procuring new equipment that it also had to certify.
 
FRA is a regulatory authority. For one reason (out of several), there would be major conflict of interest if it was responsible for procuring new equipment that it also had to certify.
I agree. It might be better to give that responsibility to the GSA, which specialises in procuring new equipment for various government agencies, if taking that away from Amtrak mgmt…
 
First a caveat. At the present time it is already too late to change this procurement process that is in progress. So whatever we are discussing here can apply only to future procurement projects. At present our primary worry relative to this project is to make sure that the whole thing does not get cancelled or the can kicked down the road.

Having made that clear ....

I’m just curious and this is an honest question without trying to start a ruckus. How many people at this point really think management will (and wants to) place a long distance order?
I do. I wish they had taken an approach which minimized the time for placement of actual order and delivery. The attempt to invent new types of accommodation and rolling stock is a formula for getting everything delayed by a few years. But as they say it is what it is. The current delay is substantially due to the complexity of what is being asked for in the RFP and the price that Amtrak is willing to pay for it.
Why wasn’t the FRA given the task for the LD order as well.
And how do we know that this would accelerate anything? Afterall eventually it is the operator, i.e. Amtrak which will have to accept whatever comes out of the process.
There’s a huge disconnect the current system is about to implode and won’t be able to be run as is 3-5 years from now yet the FRA is spending millions on studying new routes.
That there is, but giving the procurement process to FRA or GSA or any other alphabet soup is not going to speed up anything. For one thing any such will take a couple of years to get set up with the technical expertise before they could meaningfully start a procurement process. Or I suppose they could simply contract the whole thing back to Amtrak, effectively just adding another layer of bureaucracy.
 
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