RAILROAD.NET

Alstom has this project timed down to the day. Previous IG Reports indicated they were taking a 90 day schedule slip of the initial delivery very seriously. Hard to.imagine the same response from other vendors.

900 days would be more like it for some of the other vendors...

For those of you that have said that AX-1s would be retired the five year service plan differs. As of the plan date Amtrak expects all AX-2s to be in service by 2022. Amtrak expects AX-1s to be retired by end of 2025. If the AX-2s are delayed then Amtrak can certainly delay the AX=1s further out ! WhatAmtrak expects to do during the overlap is not stated as far as we could find.


https://www.amtrak.com/content/dam/proj ... 8-FY23.pdf" onclick="window.open(this.href);return false;

That is a significant change. Nice catch.

I recently spoke to a contractor on the Acela 1 program that i know well. He indicated it’s likely the Acela 1 gets retired and disposed of, but there is still a bit of discussion of moving it to some other assignment to be determined such as Regionals, Keystone... I don’t believe he is a sub for Acela 2, so perhaps he is doing some wishful thinking.

He would probably know better than most. It's not as if the Alstom people are going to know anything. Thanks for the post. More mud in the water but certainly catches my attention and would also be more in line with the current "airline" management style.

I'm sure it is in Amtrak's interest to keep it *looking* like the AX-1 would/could be continued in service, the better to negotiate price & delivery for additional AX-2 rolling stock if the initial units look promising. Everyplace you'd dream of repurposing an AX1, I dream of deploying additional AX2s (which would probably be superior on capital costs, operating costs, performance, and customer satisfaction)

Arlington wrote: Everyplace you'd dream of repurposing an AX1, I dream of deploying additional AX2s (which would probably be superior on capital costs, operating costs, performance, and customer satisfaction)

That thought is inportant but there might be a break in manufacturing between the last AX-2s now ordered and additional cars or sets being ordered and delivered ?

The AX-1s really could be a great bargain for an operator that wants one single, captive fleet, has high platforms & fast track, and who’s willing to work hand-in-hand with BBD/Alstom. They would be a nightmare for anyone else.

And yes, Amtrak itself ought to just buy another round of AX-2s (or MUs or corridor coaches) rather than try to rehab the AX-1s again, but they could always operate them for PennDOT, CDOT, RIPTA, or DelDOT.

Las Vegas?

Bramdeisroberts wrote:Las Vegas?

Extremely doubtful. No track for years, no guarantee of wire, and Brightline has an existing and strong relationship with Siemens. Same goes for CAHSR, except Alstom is also a strong competitor.

If they run after the AX-2s hit the property, it’ll be on the NEC (or an extension thereof), and regardless of the operator it wouldn’t be on Amtrak’s dime. Or else, they’ll be a big tourist train fleet

Bramdeisroberts wrote:Las Vegas?

Definitely not. Brightline has made it clear they want to operate a common fleet company wide.

Also would complicate other options.

Arlington wrote:Everyplace you'd dream of repurposing an AX1, I dream of deploying additional AX2s (which would probably be superior on capital costs, operating costs, performance, and customer satisfaction)

Well made point that I think rightfully calls into question the future of NEC captive Northeast Regional service.

The Acela I's should become a surge fleet for the NEC,used during peak travel periods,worse case build/adapt some extra Acela II power cars to replace the
Acela I power cars.

Neither proposal is financially feasible.