6 Replies to “Podcast #78: 110 Million Dollar Train”
Good podcast guys. Thanks for sharing with the world some critical thought.
I’m not too jazzed about another ST3-esque effort for Cascades. I feel we’d easily lose that one at this time. Ask me again in 2021…
That said, I really wish Bolt Bus or somebody could please run coach buses up & down I-5 so one could arrive in Vancouver BC by 8:30 AM. Would save me a lot of headaches.
With that, thanks for keeping the podcasts alive.
They actually have the new 2 Siemens Locos that can run at 125 mph. Not a lot but a start.
They’re too heavy for that. BNSF only allows 3 inches cant deficiency due to track damage. The Talgo trains ability to take curves at a faster speed won’t really be too useful until they get a locomotive in the 80 ton range or something along those lines.
I guess what makes Washington’s long range plan and HSR so difficult compared to California’s is that California is electrifying their 110 type systems (Caltrains and eventually Metro) so that you can run both HSR and slower speed rail on same track. If we did the same then we would have a lot more options for US made trainsets (Acela’s new Alstoms, Caltrains Stadlers and etc). It seems to me we’re heading for a train wreck while everybody else will be building for electric.
It’s probably possible to do what is needed with diesel power. Probably the best starting point would be the Nippon-Sharyo DMU built for California’s SMART and get a compact higher horsepower diesel package to fit inside the passenger area. The ultimate goal would be something like the 1970s British Rail HST 125 locomotives.
However, since we really should be moving away from diesel power anyway, an effort towards alternatives would be best.
If we want a serious system then emus makes sense.
Good podcast guys. Thanks for sharing with the world some critical thought.
I’m not too jazzed about another ST3-esque effort for Cascades. I feel we’d easily lose that one at this time. Ask me again in 2021…
That said, I really wish Bolt Bus or somebody could please run coach buses up & down I-5 so one could arrive in Vancouver BC by 8:30 AM. Would save me a lot of headaches.
With that, thanks for keeping the podcasts alive.
They actually have the new 2 Siemens Locos that can run at 125 mph. Not a lot but a start.
They’re too heavy for that. BNSF only allows 3 inches cant deficiency due to track damage. The Talgo trains ability to take curves at a faster speed won’t really be too useful until they get a locomotive in the 80 ton range or something along those lines.
I guess what makes Washington’s long range plan and HSR so difficult compared to California’s is that California is electrifying their 110 type systems (Caltrains and eventually Metro) so that you can run both HSR and slower speed rail on same track. If we did the same then we would have a lot more options for US made trainsets (Acela’s new Alstoms, Caltrains Stadlers and etc). It seems to me we’re heading for a train wreck while everybody else will be building for electric.
It’s probably possible to do what is needed with diesel power. Probably the best starting point would be the Nippon-Sharyo DMU built for California’s SMART and get a compact higher horsepower diesel package to fit inside the passenger area. The ultimate goal would be something like the 1970s British Rail HST 125 locomotives.
However, since we really should be moving away from diesel power anyway, an effort towards alternatives would be best.
If we want a serious system then emus makes sense.
https://www.slideshare.net/alevin/diesel-vs-eleclocovsemu.