A well-run rail company buys rail cars that are secure, productive, and healthy demand at the very best expense. For Connecticut native train service, the state needs off-the-shelf trains to hold costs down. short acceleration is additionally vital, above all for the steep, curvy rail lines that connect Connecticut’s inland communities with the brand new Haven Line.
as it stands, the state plans to acquire an inappropriate rail vehicle. It has written its RFP to all however specify the Siemens task, which is optimized for express runs the place properly velocity supersedes acceleration and braking. moreover, the price paid, $5 million apiece, is outrageous for any motor vehicle, principally ones so as to still require a locomotive.
Half that amount should be buying dissimilar instruments (MUs), which have a self-contained diesel engine (DMU), electric motors (EMU), or each sending vigour to every motor vehicle. MUs accelerate and brake method more nimbly than average trains composed of vehicles hauled by way of a locomotive.
The explanation why the state is on the right track to pay double what it’s going to for inferior gadget seem to be inside resistance to the unfamiliar and/or misunderstanding. however the Federal Railroad Administration (FRA) has had suggestions allowing European vehicles for two years, the state’s RFP specifies the historical rule, a requirement to stay inflexible below an 800,000 pound have an impact on, for no discernible cause. the brand new federal rule, essentially a clone of the longstanding Euronorm, requires trains to withstand lower than half that drive and by way of all measures offers trains that are just as safe.
furthermore, the state RFP specifies a hundred twenty five mi/h ability, which is well in extra of the maximum velocity trains would obtain on department line carrier. that’s additionally smartly past that necessary to achieve the governor’s 30-30-30 crusade plank; sustained travel at ninety – a hundred mi/h, speeds the latest New Haven Line can guide with minimal work, will suffice.
there’s apparently no area-large effort to procure a standard car for the whole of enhanced manhattan. whereas LIRR and Metro-North have thankfully stuck with single-degree EMUs, NJ Transit is on course to buy Bombardier Multilevels, which can be very heavy, have slender interior stairwells, and wish locomotive vigor. Their sluggish acceleration and gradual turnover of passengers provides more than satisfactory trip time to cancel out the small increase in seats per motor vehicle. Their sluggish efficiency seemingly charges NJ Transit top slots and would have equivalent detrimental effects if procured for LIRR and Metro-North provider.
When it involves buying the right trains, the chaos brought about by using COVID-19 generally is a blessing in conceal. Connecticut may still ditch the car procurement that it accredited in April. instead, it and its neighbors deserve to buy MUs in a couple diverse flavors. the eu crashworthiness suggestions make it more straightforward to healthy assorted vigour sources onto MU automobiles devoid of adding too a whole lot weight, giving nimble acceleration and braking. The Connecticut department strains and other outlying strains in new york and New Jersey may still acquire electro-diesel bi-mode MUs.
within the brief time period, it is ultimate not to continue branch line trains on the new Haven Line. The junctions should not have flyovers, unlike somewhere else in stronger ny, and the performance gap between a straight electric MU and a dual-mode one drawing electric powered vigour is probably going to make a change to run instances and reliability. Closing that hole is another excuse, on true of slicing working fees and emissions, to use diesel engines as a stand-in pending eventual electrification via overhead wire.
For trains going to new york, it makes feel to double down on third rail-overhead twin-mode trains. a visit from Connecticut to Grand important already requires use of each sorts of vigour. an identical vehicle would facilitate one-seat rides between ny, whose rails are electrified with third rail, and New Jersey, which uses overhead wire. better than the M8 would be a evenly modified class seven-hundred, which is lighter and can fit the tightest tunnel in new york, unlike the M8.
Now more than ever, Connecticut must choose its investments accurately. The DOT should set its rail equipment up with 21st century cars, no longer dangle to historic junk out of nostalgia and luxury.
Robert Hale lives in New Haven.
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