AMTRAK NEC: Springfield Shuttle/Regional/Valley Flyer/Inland Routing

For any of the shuttles to be extended into Vermont, more cars would have to be added to the Amtrak trains-probably at least five cars. Amtrak is short on Amfleet cars right now and they don't even have enough to make longer trainsets on the existing New Haven to Springfield shuttles. In the beginning, running a bus to and from Brattleboro connecting to the trains in Greenfield wouldn't be a bad idea. That would be like when Amtrak started running a bus connection to and from Lynchburg to Roanoke when the NE Regional started terminating in Lynchburg.

For the foreseeable future we suspect that inland service ( increasing total NYP <> BOS service ) will only be possible when operating on the New Haven <> New Rochelle segment during non rush hours. That is due to the ongoing bridge construction at Walk bridge and then Devon Bridge. Both projects are going to require mostly planned and unplanned 2 track operations across the bridges until they are complete. That is a serious problem for more Amtrak rush hour service as MNRR even now wants to increase rush hour services.

All official Inland talk theses days (mostly by Massachusetts DOT) is focused on the Springfield hub, which, in turn, is all about spokes to NHV, BOS, and VT/Montreal, (and various extensions up the CT River valley and L-,shaped routings.to Boston).

Except for a second daily Vermoter, all imply a connection at NHV rather than hoping for thru to NYP.

That's right, the infrastructure issues on the New Haven Line will definately prevent Amtrak from running additional NE Regional trains west of New Haven. In fact, I don't think Metro North will be able to add many more trains on the New Haven Line, especially east of Stamford. They already run a very busy operation on the New Haven Line. Many of the bridges on the New Haven Line must get replaced-the Walk Draw which is next. The Devon should be happening very soon and the Mianus River is, I think, in the planning stages. The trains crawl across Mianus and I think they can go a little faster. Devon Bridge is literally on a straighaway although there is a small curve just west of the bridge. Even if there are additional Amtrak trains running the Springfield Line and Inland Route, even if they terminate in New Haven for the time being while having people connect to other Amtrak trains, that is fine too.

njt/mnrrbuff wrote: ↑Sun Aug 18, 2019 8:40 am Even if there are additional Amtrak trains running the Springfield Line and Inland Route, even if they terminate in New Haven for the time being while having people connect to other Amtrak trains, that is fine too.

We worry about capacity of trains coming from BOS on the shore line connecting at New Haven. BOS station has the train length limit that limits Regional trains and even Acela-2s if additional cars are added in the future to -2s. A poor solution would be for inland trains to split combine at New Haven but then there is the delays doing that for HEP and brake tests.

Yes, Boston South Station needs additional capacity.

Of all the places to have a transfer ... New Haven isn't a bad option. Station inside has "good enough" options and the track configuration is relatively flexible. Spare power available as well.

west point wrote: ↑Sun Aug 18, 2019 4:18 pmWe worry about capacity of trains coming from BOS on the shore line connecting at New Haven. BOS station has the train length limit that limits Regional trains and even Acela-2s if additional cars are added in the future to -2s. A poor solution would be for inland trains to split combine at New Haven but then there is the delays doing that for HEP and brake tests.

What train length limits at BOS? Couple of the high tracks are short, but they are generally not used by Amtrak. There is a capacity problem until they buy out the USPS "General Mail Facility"

west point wrote: ↑Sun Aug 18, 2019 4:18 pm

njt/mnrrbuff wrote: ↑Sun Aug 18, 2019 8:40 am Even if there are additional Amtrak trains running the Springfield Line and Inland Route, even if they terminate in New Haven for the time being while having people connect to other Amtrak trains, that is fine too.

We worry about capacity of trains coming from BOS on the shore line connecting at New Haven. BOS station has the train length limit that limits Regional trains and even Acela-2s if additional cars are added in the future to -2s. A poor solution would be for inland trains to split combine at New Haven but then there is the delays doing that for HEP and brake tests.

Track 9 at BOS has a platform length about 1200 feet...how long are the Liberty trainsets?

BandA wrote: ↑Mon Aug 19, 2019 6:28 pm What train length limits at BOS? Couple of the high tracks are short, but they are generally not used by Amtrak. There is a capacity problem until they buy out the USPS "General Mail Facility"

...or build the North South Rail Link, which would reduce the demand on South Station by allowing trains to run through to destinations on the north side.

gokeefe wrote: ↑Sat Aug 17, 2019 8:43 pm When's the last time anyone did a study on service to St. Johnsbury?

Dunno, but personally, I would love that-provided there is a stop in Wells River-as I have a second home just across the river near Woodsville, NH.

If anything, I think a DMU shuttle from WRJ to STJ would be more appropriate (or even a connecting bus). The towns on both sides of the Upper Valley and Northeast Kingdom are small, but compact enough that it just might work...

charlesriverbranch wrote: ↑Wed Aug 21, 2019 12:43 pm

BandA wrote: ↑Mon Aug 19, 2019 6:28 pm...There is a capacity problem until they buy out the USPS "General Mail Facility"

...or build the North South Rail Link, which would reduce the demand on South Station by allowing trains to run through to destinations on the north side.

NSRL will probably take > 20 years. South Station Expansion (SSX) would probably take > 3 years from the start of demolition - How long does it take to design a station addition plus designing the track interlock & complete replacement of the control "tower" equipment?? Amtrak Inland Regional or shuttles will probably happen within 20 years, and South Station is already at or over capacity with current procedures, so it's a problem and the long-term solutions won't be in place in time.

Speaking of switches and tower equipment ...

Massachusetts – South Station Expansion Tower 1 Early Action Project
Up to $41,183,845
Massachusetts Department of Transportation (MassDOT)

The proposed project will replace and upgrade signals, switches, track, power systems, and related infrastructure at Tower 1 interlocking, a major rail network junction at the entrance to the Boston South Station terminal area. The current interlocking is a major source of delay at a location used by almost 60,000 daily rail passengers. The project provides resiliency benefits to protect Tower 1 from the risk of flooding and providing redundant power systems in the event of power loss. Operability through the interlocking will be enhanced via upgrading the interlocking signal and communication systems to more technologically advanced systems.

FRA announcement.

The problem is getting the Post Office sorting center to relocate,seems they want to STAY PUT.

charlesriverbranch wrote: ↑Wed Aug 21, 2019 12:43 pm

BandA wrote: ↑Mon Aug 19, 2019 6:28 pm What train length limits at BOS? Couple of the high tracks are short, but they are generally not used by Amtrak. There is a capacity problem until they buy out the USPS "General Mail Facility"

...or build the North South Rail Link, which would reduce the demand on South Station by allowing trains to run through to destinations on the north side.

Idiots removed that 50+ years ago.
Make a surface connection now, running at grade level, promise a tunnel in another 100 years. 35 mph between N and S stations and if you play chicken with the train it doesn't stop until the station. Don't punish the passengers for someone's need to show off.