Acela's suspension another blow to rail

The Boston Globe ^ | April 17, 2005 | Jenn Abelson

[Semper Paratus]

The Acela Express was supposed to be the driving force behind a new Amtrak: a high-speed train that could travel between Boston and New York in three hours and attract millions of new customers to turn around the struggling national railroad.

But since its maiden voyage five years ago -- a trip that ended 12 minutes late -- it has not worked out that way.

Amtrak's decision on Friday to suspend the Acela Express service after cracks were found in almost 20 percent of the train's brakes marks the second time in four years that Amtrak had to shut down its entire high-speed fleet. Meanwhile, Acela is struggling to hold onto its share of the market. Railroad analysts say Acela's passengers are being lured away by low-cost competition, including airlines and buses, and its inability to shake a reputation of delays and breakdowns.

The latest troubles have raised new questions about Acela's survival and renewed calls to privatize Amtrak, which operates in the red and requires at least $1.2 billion this year in federal subsidies.

[Semper Paratus]

Socialism sucks.

[MikefromOhio]

SLAmtrak.....

[Mark was here]

The Acela Express was a crock from the beginning. Amtrack had plenty of cash to buy champaign and caviar to give away to some people during the trains inaugural trip. If Amtrack was careful with public funds they would not be partying with the money.

The real problem with the Acela is the pricing of the tickets, they did not take into account their expenses and add a certain amount for a profit, they looked at what the airlines were charging for the same routes and charged a little less.

The prices they were charging had nothing to do with running a railroad.

[proxy_user]

From another website:

"In making its final, long-awaited choice, Amtrak was able to play off the three bidders against each other in order to get the best train for the least amount of money. Amtrak freely admitted that Bombardier's attractive financing package swayed the decision more than the relative technical merit of the American Flyer. Bombardier's experience with North American railcar construction was also a factor. This explains why the X2000, which had been a popular favorite after appearing on U.S. soil, was dropped from consideration when ABB raised its price excessively.

[Piquaboy]

Hellava way to run a railroad!

[pageonetoo]

I travel to Providence, and Long Island, every couple of months. I took Acela one time. I figured that, for the same ticket price, I could take the regular train in bizness class.

I usually had a full bench to myself, and quite often a table, as well, since it wasn't as crowded with the "suits" (I travel in shorts and a T-shirt, or slacks and a chambray long-sleeve, in the winter. I don't dress to impress!). I could bring my PowerBook along, plug it in, and watch DVD's, or actually work (God forbid).

The scedule allowed the Acela to get there much earlier, IN THEORY, but I usually got there within a few minutes of it, most of the time!

I enjoy trains, over planes to some destinations, simply because it is more accessable, and you get to see into backyards! It's amazing the scenery, trash, junk, and treasures that appear before your eyes!

[NonValueAdded]

What is our favorite tank driver in all this?

_{Counting the posts until the tank pic is posted with the caption "Hey, this is easy, I think I'll try a train next!"}

[NonValueAdded]

train ping

[Willie Green]

cracks were found in almost 20 percent of the train's brakes

Actually, this is a good reason to consider construction of Maglev instead.
Sure, Maglev is more expensive initially.
But maglev propulsion eliminates this kind of mechanical maintenance difficulties.
Plus, high-tech maglev can travel a lot faster than any steel-wheeled trains!!!

.

Magnetic levitation (Maglev) is an advanced technology in which magnetic forces lift, propel, and guide a vehicle over a guideway. Utilizing state-of-the-art electric power and control systems, this configuration eliminates contact between vehicle and guideway and permits cruising speeds of up to 300 mph, or almost two times the speed of conventional high-speed rail service. Because of its high speed, Maglev offers competitive trip-time savings to auto and aviation modes in the 40- to 600-mile travel markets–an ideal travel option for the 21st century.

Both the Pennsylvania and Baltimore-Washington plans utilize maglev technology developed by Transrapid International. The German design is based on a conventional non-superconductingelectromagnetic/attractive magnetic configuration, and has received extensive testing at a full-scale test track in Emsland, Germany. The latest design represents over 20 years of design evolution and 15 years' testing of full-scale Transrapid prototypes, including safety certification by the German government for passenger-carrying revenue service at speeds of 250 mph or higher.

Highlights of the Transrapid system are:

• High cruising speeds of 200 to 300 mph (320 kph to 480 kph)
  
• Fast acceleration and braking with outstanding passenger comfort
  
• Can climb 10% grades at full speed
  
• Safe operation on dedicated grade-separated track, or guideway
  
• Vehicle wraps around guideway to reduce risk of derailment
  
• Low electromagnetic field emission and interference potential
  
• Standard superelevation, or tilt, of 12 degrees (max. up to 16 degrees) to navigate curves
  
• Proven and tested automatic operations control system
  
• Minimal guideway maintenance with small footprint
  
• High system capacity
  
• Guideway energized sequentially for dynamic vehicle "block" control and reduced power demand
  
• Improved aerodynamic vehicle design for minimal turbulence
  
• Multiple levels of redundancy built in for safe operations at all speeds
  
• Final safety approval anticipated in Germany for commercial operations
  
• Prior evaluation and safety analysis by the US Department of
  Transportation accepted Transrapid for deployment in Orlando, Florida in 1992

The Transrapid is suitable for transporting goods as well. For high-speed cargo transport, special cargo sections can be combined with passenger sections or assembled to form dedicated cargo trains (payload up to 18 tons per section). As the propulsion system is in the guideway, neither the length of the vehicle nor the payload affect the acceleration power.

If you would like more information about Maglev, visit the Transrapid International website or Maglev of Pennsylvania or the Baltimore-Washington Maglev Project

[ken5050]

The time issue is incorrect..Going from NYC to DC..if you factor in the schelp to the airport, and the cab $$ the security delays, going from midtown Penn Station to Union Sta in DC..Amtrack is a joy..and you can spread out..walk around...read a book..I do it about once a month..I'd never fly again..The REAL problem is that Amtrack doesn't own the roadbeds..they can't repair and close them off to local traffic..the ACELAs could go almost twice as fast with the proper infrastructure.compare it to France's TGV..

[csvset]

Progress on ODU maglev still bumpy
By DEBBIE MESSINA, The Virginian-Pilot
© April 15, 2005
Last updated: 7:44 PM

The maglev train sits on the guideway on the Old Dominion University campus Thursday.
martin smith-rodden / the virginian-pilot.

Background Coverage:
train hits bumps with station demolition

---

NORFOLK — A year after receiving a $2 million federal grant to fix an experimental maglev train on campus, Old Dominion University and its partners have not yet achieved the “magic carpet ride” promised by its inventor.

While some progress has been made toward smoothing bumps and vibrations, more work is needed to produce a working prototype, said Jeremiah F. Creedon , ODU’s director of transportation research.

With about $250,000 remaining on the grant, ODU is seeking to extend its one-year contract with the Federal Railroad Administration through September .

The delays and dwindling cash mean there is no chance of meeting the contract’s stated goal – levitating and propelling the vehicle across the elevated guideway at 40 mph for 1,100 feet – before the money runs out.

Now, Creedon hopes to move the magnetically levitated train about 200 feet “at some reduced speed” by September .

He said the setbacks are disappointing but added, “We’re hopeful the new controls will work.”

ODU’s main partners are American Maglev Technology Inc. and Lockheed Martin .

Tony Morris , president and chief executive officer of Georgia-based American Maglev, would not comment. Morris, who is the inventor and owner of the train, has promised to remove the elevated concrete guideway that spans the campus if the project fails.

Arnold Kupferman , manager of the maglev program for the Federal Railroad Administration, said his agency is working to grant the extension.

“It’s not unexpected,” he said, adding that delays and setbacks are characteristic of research and development projects.

“By its very nature, you cannot guarantee the results,” Kupferman said. “You’re not buying an established technology that you expect to run as advertised.”

Hyped as the nation’s first passenger-carrying maglev when announced in 1999 , the project met its lofty goals early on. Private investors anted up $7 million , the state loaned another $7 million , a Florida test facility was opened, and a 3,200-foot -long elevated guideway was built in 37 days . The project was on track for a 2002 debut.

Then, problems set in. The train levitated and moved, but it bumped and rattled instead of floating on a cushion of air. Money was quickly consumed trying to find a fix. Contractors were not paid and eventually sued American Maglev for nearly $800,000 . The train sat idle on campus for two years awaiting an infusion of cash.

“This is more of a research effort than some believed at the beginning,” Creedon said.

Once the federal money came through last April , the original goal of creating a working campus transportation system was scaled down to producing a demonstration project that would require millions more dollars to get it ready to carry passengers.

ODU assumed the management of the project and involved the university’s engineering professors and students in finding solutions. Models and simulations were devised. Laboratory test beds were established at ODU.

As ODU worked with American Maglev and Lockheed Martin, the computer control system was changed to try to fix the vibrations.

Creedon said the new controls worked when the vehicle was levitated over a solid column. When it was moved to a section of track between columns, the vehicle still maintained stable levitation, but the guideway vibrated.

Once again, scientists are making adjustments.

A preliminary run was “ promising enough that we want to try it again,” Creedon said. “To make it work in a manner with an acceptable ride quality, it may require a secondary suspension system” – kind of like shock absorbers in a car.

Creedon said major modifications to the guideway are not being considered because the money is nearly depleted and, more importantly, more changes would increase the cost of building the maglev system.

“We don’t want to lose sight of the ultimate goal: coming up with an economically viable maglev,” he said.

The only passenger-carrying maglev in the world, a high-speed train in China, cost billions to develop and $1 billion more to build. Morris’ vision is for an affordable system that costs less than $20 million a mile.

“We need it to work at a price that communities are willing to pay for them,” Creedon said. “That leads us to make some choices, and it doesn’t make the job easier.”

Reach Debbie Messina at 446-2588 or debbie.messina@pilotonline.com. Source

[cloud8]

> Socialism sucks.

Yes, it does. Passenger rail service won't be profitable because it's quicker and cheaper to drive an intermediate distance or take a plane the long distance. Of course the Interstates and airports are built and maintained by the government...or is that "good" socialism? :-)

Amtrak was never more than a band-aid solution, and its days are numbered. The NE corridor could prolly make it on its own with reliable rolling stock and a modern road bed capable of sustained high-speed travel. But where will the capital come from? Would you invest in the railroad? Do we want the government to do so?

When I have to go to NYC, I drive to New Haven and take the train from there. Never been on the Acela...too expensive, although with the price of gas these days, it may become worth it...if they can fix the brakes.

[JOE6PAK]

Am "SCAM" trak.

[em2vn]

Let it sink or swim. It will swim with private ownership.