Amtrak: Integrated Trainsets for Long Distance Fleet?

Anyone see that RA article on Amtrak reviewing both single level and bi-level plans for an integrated LD train set concept (permanently coupled cars). While I am sure the benefit here is that Amtrak Management won’t lose or imbalance locations of critical one of a kind cars like Sleepers. The whole concept of a single trainset is for high frequency corridor use not once or twice a day long distance use. I understand previewing the plans is just looking and not really deciding but the article also makes a good point. Amtrak only has three years left to commit funds for a major LD car order before it loses the funds entirely and so far they have no real tested LD car design replacement nor have they attempted to modify any existing manufacturer designs yet for LD use. It’s like the clock is ticking and not much action or care on the LD front. I know they submitted a kind of RFP of sorts for concepts from manufacturers but that is preliminary at best and results are not due until next year? Not sure on that.

According to a Trains article, it seems the permanently coupled trainset is to keep together a set with interconnected ADA compliant coach, diner, longe and sleeper cars. They would include passage on the upper level of bi-level cars.

Many of the early streamliners were integrated trainsets, but the downside of having one bad car taking the whole train out of service eventually led to going back to a train being made out of independent cars.

mu understanding is that the set will consist of a 3 car “UNIT” of lounge - diner - cafe. So, to that unit add coaches on one end and sleepers on other. All ADA access will be in “UNIT” with an ADA coach first on one end and ADA sleeper on the other end. Then aadditional coaches and sleepers as needed connected to respective ADA cars .Amtrak will need of course some additional “units” For all "UNITS: will be installed at least 2 lifts on each side for boarding ADAs to respective passage levels of cars

As welll will be compatible with Amfleets, Viewliners, & for bi-levels Superliers. Now if this is the configuration then it should work. That works only if dedicated PM is done on the “UNITS” to prevent most enouroute failures. Much like was done at one time on AX-1s.

Although not entirely sure this will work worth a try. Worse case if does not work run the separate cars and just always dispatch with individual cars always to make a “UNIT”. This does allow each train not have all cars ADA accessible gtom ground at boarding or alighting.

If you have a lot of ADA using lift(s) then station dwell time will increase,

A big problem will be those station that split trains. SAS, Spokane, Albany, future Meridian. Spare “UNITS” will be needed at those stations. As well some way to switch revenue cars onto various trains. Idealy one switch unit at each end. If it can be worked out just a couple track mobiles to move cars.

En route passenger switching is going to require something with a little more speed than a Trackmobile or Shuttlewagon unless you’re only adding or removing one car.

I hope readers have had the chance to read Jim Tilley’s superb Railway Age critique of Amtrak’s plan to acquire fixed consist train-sets in conjunction with the re-equipment of the cars in the National Network. If not it can be read at https://www.railwayage.com/passenger/intercity/amtrak-ld-service-why-integrated-trainsets-wont-work/

I hope you will indulge me if I share some historical context into why the private American railroads once tried this approach, but ultimately went to use almost exclusively individual cars to equip their trains–especially on long distance trips.

In the 1934-40 era the first streamliners appeared. The Union Pacific, the Burlington Lines and the Boston and Maine in particular were early adapters of new speedy train-sets with fixed consists. The earliest examples were short trains–typically made up of just three or four cars.

The most famous example was the Burlington’s “Pioneer Zephyr”, which remarkably survives to this day as a unique (underground) exhibit at the Museum of Science and Industry in Chicago. The train-set was three cars, but one of those was also the locomotive. That cab/power/storage car was permanently coupled (and shared a truck/wheel-set) to a true “Jack of All Trades” second car with a baggage-room/Railway Post Office/kitchenette–dinette area and coach seats. That in turn was permanently coupled to a combined coach/observation-lounge car (the lounge seats could be sold as First Class parlor seats if desired). Regular “revenue” seat capacity was for 72 riders.

The train made a remarkable dawn to dusk nearly non-stop run from Denver to Chicago, covering 1015 miles in 13 hours and 5 minutes, averaging just short of 78mph. As a generator of positive publicity the train was a

Thisn "new idea’ might sound good around the water cooler, in the Main Shed HQ in Washingtoni, D.C. among the folksthat may really want to ‘kill’ all those

AMTRK LD trains, but out where the Operational ‘Wheels hit the rails’ they will become an Operational nighmare;for not only AMTRK , but its ‘host’ railroads, when the various varieties of operational ‘issues’ arise… hEADACHES, WILL also ARISE.

Have some questions about unit trains. However it can work even with some cut and add trains. A prime example would be the Crescent loosing cars at ATL. Using the stadard way the front would have to disconnect with layover cars and plug them into a siding. Then locos back onto train. Loco would have pulled mid portion off back cats Then train pulls out and switcher woud recover all cars and put them in Steel siding.

Or have loco, baggage coaches, mid unit . sleepers both thru and drops, then drop coaches. Then drop those cars and pull out. That could work at any drop and add location.

Now if DFW train is added and dropped at Meridian then same senerio at Meridian instead of ATL. However, all these switching moves may be slowed due to transferring ADA passengers to the mid units with elevator lifts. The ADA problem really calls for high level platforms to speed boardings and alightings espececially at drop and add stations such as ATL or MEI.

OK, three mile long Amtrak LD trains with distributed power? They should blend right in plus Amtrak already misses the scheduled time with many of it’s LD trains…soooooo…

Maybe a small silver lining to this might be finally Amtrak will purchase a large centralized sewage holding tank where they only have to service it at either end terminal instead of all the insanity with that in the past.