The station would be in the tunnel, which would be of course designed to withstand expected water situations. Not like this has not been done all over the Netherlands even in land that is below sea level. Heck, even Miami has an underwater road tunnel.
Not every trip surealy. More accurately whenever they go back to the yard. So they don;t get a wash at Miami where they turn at the platform. They do get a wash at WPB if they do not run at the platform. I suppose it will be the same in OIA.
Roaming Railfan, in his in-depth tour of Basecamp, said each train would be washed nightly when it was put to bed.
Right. Not after each trip. It is logistically impossible to do that. That was my point. Since mostly they turn trains at platform AFAICT.
I am mistaken in my original statement. I’m not sure what I was thinking. Iirc the washing facility is at the Orlando yard. In any event having ridden bright line in and out of Miami I should know that it’s impossible to wash trains or do anything else except prepare for the return trip.
I guess typically platforms are built on the level and not on an incline, so the presence of a station would further add to the overall length of the tunnel approach ramp. This could be quite a huge thing.
Does the booking system reflect this?
Did they paint over the numbers on the added cars with a "5"?
They use Vinyl printed stickers for everything these days anyway, so they are easy to modify without worrying about the complexities of painting.
It does, with some of the 5th cars showing more availability than the rest of the train.
The cars look to be renumbered today but yesterday they weren't.
Not necessarily, The WMATA platforms in the underground stations are on a 0.35% grade. You cannot see that it is there when standing on the platform. No vertical curves, however. The intent was to prevent standing water in the trackbed area.
The time horizon on that is substantial (and the turnaround would probably be fairly quick). If I had to guess, it would come probably after the Tampa extension if the ridership numbers keep rising. I don't think you need a second track until you're past 2tph (and you can probably make a bit more work with "fleeting").
"IF" passenger demand is ever greater than what 8 - 10 coach trains cannot handle during peak travel times on many days of the week then Brightline might then consider the need. If only maybe certain days, then might fleet and use the siding to fleet 2 trains each way to pass together.
From what I have heard at FECRS Meetings, there is no significant change in seed limits for Intermodals/freight, which according them were already running at optimal speed on their already excellent track
