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cirdan

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  1. I understand that sometimes remanufacturing is selected because if a locomotive counts as older, it can worm its way aroun having to fulfill newer emissions standards. This is what RENFE did with their rebuilds of the 333 class. The new 333 was virtually a new locomotive but they somehow managed to include a token quantity of original parts. If you include the examples built for non RENFE customers, they are even numerically more of them now than there were before. So the concept of a rebuild was stretched to extremes.
  2. Interesting reading on this topic from Snopes https://www.snopes.com/fact-check/loco-motive/
  3. Separate platforms? Separate tracks? Separate waiting and check-in area and separate passenger flow plans? In fact you could almost call that two operationally separate stations that just happen to be located side by side, and just happen to connect to the same line and thus need common dispatching. And all that was planned as such from day one. At least that's my understanding of what I've seen, although I'm happy to be corrected.
  4. The article makes some interesting points. The whole crowd handling and crowd flow side needs to be re-thought if passenger numbers are to increase, and just adding commercial space and ad-hoc passages is not the solution. Just wondering though, how great a problem is it really not having thru tracks connect between the North and south sides. Is this being overstated? All trains presently terminate. Would there be a significant number of trains running thru if this was possible, and would this genuinely open new markets, or is this just a wish disconnected with reality?
  5. True, yes, but then maybe the hotel could run something that is more aligned with their own clientzele,, such as an up-market wine bar or piano bar or a dignified and classy restaurant that could be out to attract both their own guests and people using Amtrack.
  6. absolutely, but that would have to be part of the design from day one. Trying to shoehorn that in afterwards can be quite disruptive and costly. I don't interpret the present plans for Orlando as featuring different platform heights on the same platform.
  7. That is, if the question of platform heights can be resolved. It might be easier if Sunrail just had its own platforms at Orlando airport. Whether or not the approach tracks are shared or run parallel will have to be defined by questions of priority and expected additional congestion caused by junctions, versus costs saved.
  8. My main quibble with Virgin's trains, such as the Vovager, is that the interior design reminds me of IKEA emulating a retro-soviet theme, the bathrooms seem to be broken quite a lot, and you can't see out of the windows very well. I always go 1st class if I can afford it because the 2nd class is just so awful. But then I don't know if it was Virgin that specced those trans or they just got to operate what was handed over to them.
  9. Absolutely. Virgin's whole modus operandi is to leverage other people's capital but bring in their own brand and style of management. I don't think they're really interested in owning anything outright, just in running it.
  10. This. And moreover typical driving technique for high speed trains involves accelerating up to highest speed and then allowing train to coast until speed drops by about 10kmph to 15kmph and then accelerating upward again. You can observe this for example on German trains that have speed displays in the passenger cars. You're much more efficient on fuel / electricity that way. It also creates some slack so that if you really need to make up for lost time you can stay on the throttle and to hell with what it costs. I've observed this a couple of times on the Frankfurt to Cologne run and you can easily recover 5 minutes.
  11. Not exactly ana mazing feat of architecture in my opinion, but at least it's sufficiently respectful of the old Union Station, so that's one thing to be please about, and also an improvement on the hotchpotch of concrete that's on that site now. What i don't get is that these modern office towers all have massive ground floor lobbies with esentially wasted space, which essentially leads to the streets feeling like a ghost town if you're a pedestrian outside of office hours. I would have thought with the proximity to Union Station and all that, they could easily find tenants for some eatery or take out or convenience store on at least one part of that otherwise wated floor area.
  12. I think it has nothing to do with Siemens but all to do with what the customer put in the specs. Seats are typically manufactured by sub-contractors anyway, so you can basically spec any type of seats that you want, regardless of who builds the rest of the train.
  13. Technically, clearances in the UK are so tight that they use the available space to the maximum. Thus even leaning out a little can be dangerous.
  14. However, when ABB divested its rail traction business, certain parts were kept within the ABB fold due to synergies with other (non transportation) parts of the business that shared research and manuafcturing resources. For example ABB continued to make transformers and also auxiliary converters, and also some other things. At the time of the divestment, ABB and Bombardier signed an agreement, I think for a 10 year duration, that they would not compete in these areas and this essentially barred ABB from going back into the train buiness. Now that that grace period has expired, ABB are again making converters and drive chains and also motors and supplying these to both Bombardier and Bombardier's competitors. Stadler trains (at least the more recent deliveries) for example almost all use ABB converters. Siemens' ICE-3 has an ABB transformer. Some of the ICE-1 trains were recently retrofitted with ABB converters, as were the Swiss Re460 locomotives. ABB has also succesfully tendered for and acquired contracts to do maintenance, retrofit and repairs on Swedish locomotives including the Rc4 and derivatives.
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