Have not heard anything on Colorado Railcar DMU’s in a long time, are they still planning on building them or have they givin up on that and are just sticking to building passenger railcars? Do they have any orders for the DMU?
Hi - there’s a demonstration set on Tri-Rail in Florida and I believe that same set went up to Orlando for another demo run recently.
Art
I believe TriMet (Oregon) has purchased one for their new line, currently under construction, between Beqaverton and Wilsonville
I don’t think that we’ll see too many of the bi-level DMU’s because of their size. They are taller than Metra’s bi-level gallery coaches, which knocks them out of the Chicago market and probably most other existing operations.
I could be wrong, but I was thinking the double decks cars were the same height as the normal double deck cars.
I believe that Dallas Area Rapid Transit (DART) is considering purchasing some. I know the Demo units were out here working on the Trinity Railway Express (TRE). If anyone around Dallas gets any it will be these two companies. I know for a fact that DART is looking at them for the Cotton Belt Express trains. The TRE is looking at them for replacing the current BUDD RDC cars. We currently have and operate all 12 cars on commuter trains.
The CRC bilevel DMUs are 19 feet 6 inches tall (new brochures cite a height of 19’ 9½" above top of rail) and 89 feet long (four feet longer than standard). The first deck of these cars (the power cars) is 51 inches above the rail, which means that they share floor height with the gallery cars. Most likely, the height is to accommodate its second level with a full floor instead of a “gallery” or balcony.
Where would there be height restrictions for cars this tall around Chicago? Doesn’t look like there would be at any of the terminals in the Loop area. Certainly, most of the main lines and freight terminal areas need 23-foot clearance for double stack freights.
The extra height would keep them out of Chicago Union Station, especially with all of the postwar construction over the station approaches and the station tracks themselves. The extra height and length would keep them off of the former IC due to high-level platforms and 1500 volt DC catenary.
I don’t think they’re targeted at existing operations. I understand that they are targeted at opening up new lines of commuter rail.
New lines for commuters are needed. It can take me two hours to get home in my Explorer. And it’s not a pleasant drive. A lot of it is under 15 MPH while maintaining concentration so I don’t tag the stop 'n go vehicle ahead of me. I’m tired from the drive every night.
Now if there was just the rail capacity to handle the trains…
Colorado Railcar has definitely NOT given up on the DMU.
They have recently completed several more new bilevel DMUs for South Florida Regional Transit (the Tri-Rail operation between West Palm Beach and Miami) and have begun working on an order of five single-level Aero DMUs and trailers for TriMet in Portland, Ore. These will operate on the regional rail line between the Portland suburbs of Beaverton and Wilsonville, which is scheduled to open in September 2008.
There is also a possibility of them building several Aeros for the State of Vermont, which would operate them in “Vermonter” service between St. Albans, Vt. and New Haven, Conn., replacing the current P42/Amfleet consists used in the service.
If I read the article correct. The state of Vermont who funds Amtraks Vermonter is buying 3 train sets.
Not yet. The State of VT is looking for grant funding so they can buy them.
LC
rode tri-tail DMU’s. Terrible acceleration
Metra is also considering them for a new circle route around Chicago but don’t hold you breath on that one.