NEC HSR future AMTRAK studys

Trains Magazine General Discussion
1

NEC HSR future by ARRA and PRIIA reports

Now that the ARRA awards for the initial MSR projects have commenced; a review of the NEC proposals and the effects of the awards announced Jan 27th need comparing. Since almost 25% of all AMTRAK revenue comes from ACELA the NEC needs not to be forgotten. All of the below comes from AMTRAK documents or other entities.

By train miles the NEC is at 100% + of capacity NYP – Newark, NJ. No mention was made of the ARC NJ Transit tunnels to NYP and their possible effects on capacity mainly because of dates of publication; except that are needed. Capacity is above 75% Stamford – Trenton, plus sections into BOS, Wilmington, and Baltimore. Train miles are now 19M/yr & 26M by 2030. 1975 was about 10M the year AMTRAK took possession. By 2030 2 dozen NEC segments are expected to be over 100%. If the number of trains are limited or will be limited then trains need to be lengthened.

FY 08 &09 had about 10.9M passengers on the NEC and it is expected to increase 60% to 17M+ by 2030. These figures are only the NEC spine and do not take into account any feeder traffic increase whether Maine, Springfield, Albany, Harrisburg, or any of the commuter lines. Further any additional trains added that may feed into the NEC such as Harrisburg. Also the Lynchburg & additional RIC trains were not counted so there may be even more than the 60%. The next problem; capacity constraints at many stations on the NEC. Many stations cannot even take the length of two ACELAs coupled (not enough ACELA train sets built is another factor) together. Only solution is if regional

2

Very nice, although it is rather lengthy, and difficult to understand at times.

Please note the following:
ARC and THE Tunnel will be used only by NJ Transit. The 34th Street Station (NYPSE) will be stub-ended, and therefore can not be used by Amtrak. However, it will remove some trains from NYP, which will increase capacity.

PORTAL will be replaced in the near future. It is very old, and seemingly gets stuck every other day. IIRC, it will be replaced by two bridges, one with two tracks, and another with three.

Amtrak seriously needs to find replacements for the AEM-7s. They are showing their age, and will not last forever. I have heard discussion of Amtrak possibly looking at the ALP-46As that NJT is buying, although no official word has come out confirming or denying this. The 46As, upon completion of testing in Pueblo, will be valid for 125mph operation, and have plenty of power.

This is only a start, but again, thanks for the report.

3

Yes i agree but that was an attempt to cut down on the AMTRAK report that was way too long and also confusing.

4

[quote user=“ns3010”]

Please note the following:
ARC and THE Tunnel will be used only by NJ Transit.

Only a thought but since fed funds will be partially used maybe since some north bound regional trains already terminate NYP as early as 07:30 maybe they could stub end there if cleaning could be accomplished. However the report hints that more trains thru NYP are desired if the MNRR restriction of 2 trains per hour is lifted?

The 34th Street Station (NYPSE) will be stub-ended, and therefore can not be used by Amtrak. However, it will remove some trains from NYP, which will increase capacity.

do wonder if NJ Transit will want to have some thru trains with MNRR proposed service and will not want to give up any of their north river tunnel’s slots? Big item that can take a whole thread by itself. Maybe if the old water tunnel issue is resolved by 2020 then the stub end can be addressed?

PORTAL will be replaced in the near future. It is very old, and seemingly gets stuck every other day. IIRC, it will be replaced by two bridges, one with two tracks, and another with three.

As I mentioned it is already under some contract and the announced awards sent some more money towards it.

Amtrak seriously needs to find replacements for the AEM-7s.

Yes - AMTRAK delayed the mid life overhauls too long and the failures are increasing especially with the AEM-7DCs which are not scheduled to be overhauled.

They are showing their age, and will not last forever. I have heard discussion of Amtrak possibly looking at the ALP-46As that NJT is buying, although no official word has come out confirming or denying this. The 46As, upon completion of testing in Pueblo, will be valid for 125mph operation, and have plenty of power.

Believe AMTRAK is looking for a higher speed replacement but 46As a possibility. The higher speeds

5

New Rochelled - NH remains a big bottleneck. I wonder with increased business, will we ever see a push for a Boston - Phila - Wash service that bypasses New York completely, possibliy the old Air Line through Wilamentic (almost all the route is either in service or railbanked) rejoining the the existing NEC at New Haven and then using the Maybrook line with changes and south through New Jersey through Bound Brook, West Trenton, and Jenkintown?

6

It is absolutely essential in all this sort of discussion to remember that in the present funding environment the several States are required to a) have a plan and b) pony up some funding of their own. The various above projects are all wonderful, and I for one really hope that something comes of them. However, it would appear that our enthusiasm for them is not shared by the various State legislatures and DOTs; until that happens… Nice to think about, though.