A Brighter Future?

So it's been ages (well, months) since I last wrote anything, but that is good in a way, as it means I have lots to talk about. Much is changing at the MBTA, or so it seems. Maybe it's just an effect of an election year, but the (T) is starting to do a lot of things right, or at least better than in the past. I find it remarkable just how focused the MBTA seems to be on improving at least some aspects of their customer service, and their operations. The MBTA started a pilot program of three-car trains several times a day at rush hour on the D Branch of the Green Line, following the completion of modernization/accessibility renovations at Copley station. After a number of years, the (T) was finally able to lengthen the GL trains, providing much-needed extra capacity on the longest line. After less than a week of the program, it was announced that three car trains would begin serving the overcrowded B line the very next week. Imagine that, a week after beginning the test on one line, they expand it to the one line that needs 3-cars the most. I think that were this test to have happened only a year or two ago, it would have been judged a failed experiment, not the successful necessity it seems to be. I have noticed further evidence of change at the (T). For instance, the MBTA certainly seems to be doing more rider surveys, and actually seems to be listening to them for once, surely a good sign for the future of Boston[s subway service, I hope. One such survey on the Commuter Rail concerns the issue of whether the MBCR (contract operator for the MBTA) should create Quiet Cars on the Commuter Rail. I know that on Amtrak those who utilize the Quiet Cars are quite fond of the calm, cellphoneless atmosphere, which might be well received on the longer distance CR trains. But, there is much more change abounding at the Commuter Rail. As I write this, there is a pair of mockups of the new series of bilevel commuter rail coaches from Hyundai Rotem currently parked on Track One at North Station, open for public viewing all this week. This demonstration is certainly another excellent idea, giving passengers a chance to view and experience the future of the Commuter Rail. But, I have even better news. These mockups of two bilevels aren't the only ones up north. That's right, THE NORTHSIDE HAS BILEVELS! Beginning only this past Monday, a small but increasing number of 900-series bilevel K Cars are entering Northside service on various lines. I personally rode the 922 on Tuesday morning on the Haverhill line, and all of the comments I heard from other passengers were quite positive, liking the extra seats and space provided by the larger cars, which for too long were kept exclusively to the South Side. It seems, thus, that the MBTA really is committed to improving all aspects of its customer service, and it certainly is a welcome change for the often-reviled MBTA. More on this and other topics later.

And so it goes, another day riding [a bilevel] forever 'neath the streets of boston.

An Update

Well, I was wrong, and I was right. I'll go with the failure first. So a while ago I kinda changed things, retiring the Daily Report in favor of the Weekly Ramble, expecting not to be able to provide daily content as I thought I wouldn't be riding the (T) much anymore. Well, I was wrong about that, so there will be further changes. Specifically, the 'retirement' of the Daily Report is like the the 'retirement' of Brett Favre, short and not very realistic. I will be keeping some of the ideas of the Weekly Ramble, namely talking about more than just standard MBTA rides. Such will commence probably within the next week or so.
Now, on to the thing I was right about. I figured, in the case of the MPI-GE partnership to build the HSP46 locomotives, that GE was primarily interested in getting an order for similar locomotives from Amtrak, to supplement or replace their fleet of aging GE GENESIS locomotives. Well, it seems that this theory is correct, and that GE would very much like an Amtrak order, in which case GE, not MPI, would take the lead in the production contract, building the engines at its Erie plant, and probably cornering the market for Tier III passenger engines, assuming that they work in the first place. If not, oh well, GE would probably use their own design to fill the order. Smart.
Anyway, some changes to come around here, but I'll be sure to keep you posted.

And so it goes, many more days riding forever 'neath the streets of boston.

The (belated) Weekly Ramble

Hiya again peeps, I'm really quite late with getting this out, but I've been busy. Anyway, since my last description of misadventures, I have accumulated a neat little pile of stuff to talk about. First, let's talk about my most recent trip on the MBTA. The Orange Line, the forgotten line of the (T) was slower than usual, not in speed but in getting a train into Oak Grove, but I guess that's standard off-peak speed. After taking said train, I changed at NoSta to the Green, and got a E-Line T7 with the reset issue. That's when the train doesn't realize the doors are closed, and has to be reset to move again. After the reset we proceeded to Haymarket, where it took THREE resets to make the thing move again. It seems that after having sat in the sun for a while, the electrical stuff had all melted. Just kidding. Maybe. Anyway, a later trip on the 4:49 train to Reading was sorta late, though I saw a backwards Downeaster, which was interesting. And, at South Station a couple of times, I saw an Acela leave, a Northeast Regional come in, and two private cars just sitting there. Pretty cool. Last night I also saw a Northeast Regional come in to a cold, windswept South Station. Not a great entry to Boston for those passengers.

Anyway, moving on now to the subject of the (T)'s ordered MPI HSP-46AC locomotives. I little real information about them, but do have some personal theories. It is relatively obvious that the General Electric GEVO diesel prime mover unit will be one of the few able to survive the implementation of EPA Tier III and further standards, thus making it a necessary and acceptable choice for new locomotives. However, GE Transportation is not making the locos themselves, rather they are supplying the prime movers to MPI to install themselves. GE will probably also provide much of the internals of the engines, such as the electrical systems, the traction motors, the alternators, and so forth. Essentially, GE is likely to be making all of the working innards of the HSP-46 and selling such to MPI as a subcontractor, who will subsequently put them all in a nice cowled package, and give them to the MBTA. There are many advantages in this contract. The MBTA gets much-needed new engines, particularly ones capable of appeasing the EPA, not generally a great friend to the (T). MPI benefits in a very obvious way, they get paid by the MBTA for building the locomotives, and GE gets some money for their components. But, there is more to it, methinks. GE stands to benefit a great deal more from this contract. GE gets to demonstrate an example of an AC-traction, GEVO-based, new generation of passenger locomotives, without spending company money on a prototype demonstrator, and without retooling an Erie production line for a new type of engine. GE probably wants Amtrak to make a new order to supplement and indeed replace some of their aging, though not ancient, GENESIS engines. GE, naturally, would like to build those engines, as a big order like that would bring in a great deal of money. Further, the arrangement of the MBTA order presents GE with great potential benefits at relatively low risk. If they succeed GE shows off their technology and MPI shows off their new HSP locomotives, and the MBTA improves their service. But if, like some new types of railroad tech, these HSP-46s turn out to be lemons, GE will be rather safe. They could easily walk away with the money for their components, having suffered no real loss. MPI would take much of the blame as primary contractor and builder, they would have to fix the engines and take the hit to their reputation, and the MBTA would be faced with running trains with unreliable locomotives-again. There are risks for the (T) and risks for MPI, but very much fewer for GE, who could corner the market, or make some money on a one-off order. Only GE can know their real plans, and only time can tell the fate of the HSP-46s, but it seems possible that while this could be good or bad overall, it could be great for GE, and so much less dangerous. We'll see.

And so it goes, another week(or three) riding forever 'neath the streets of boston.

The Weekly Ramble

Time for this week's ramble and buy is it ever a ramble. Only a few little things of note have happened in the world of rail vehicles in the past week, at least things that interest me. There was a T-Alert (well, more of a banner headline on the MBTA website) to the effect of bustitution on the Blue Line due to a disabled train at Orient Heights. Funny, the real situation is more often called a 'track problem' by the (T). Hint to the MBTA: Disabled Train ≠ Derailed Train. Yes, that's right, there was a derailment on the Blue Line. Not sure why, but it was an out of service train (going through a switch I believe) coming in from the Orient Heights yard. Caused some delays, probably put more strain on the Silver Lie for all the people going to the airport. Like I was, but not by train. On a side note, Terminal A is really nice, but creepy when it's really empty. Anyway, in national news everyone's favorite National Railroad Passenger Corporation has ad-wrapped a train again. With an ad for the TLC show "Cake Boss". Yeah, great, except for one huge problem. It's an Acela, and they wrapped the windows too. So, you now have a 5% chance of getting an Acela at standard price that features obscured windows. Some would argue that most Acela passengers are businesspeople who are not interested in the view, and that Amtrak needs the money. Maybe so, but some people, even businesspeople, appreciate either a nice view, or just a great amount of natural light. Instead, they get the microwave door effect, if they can see out at all. Amtrak has a bunch of Amfleets, or better yet Horizons, which can be wrapped, with windows so small that they wouldn't need covering. Instead, they tarnish their premier train and brand by covering with an ad that I think would be hard to read at 150 mph. Or maybe that's just me. Not very much else to discuss at this point in the week, saw a few trains, saw a few kinda cool planes. Anyway, that's it for now, be seeing you.

And so it goes, another week riding forever 'neath the streets of boston.

The Weekly Ramble

So, time for this week's bit of lunacy. Today, I went on a now relatively rare trip on the MBTA. This was some time around the early then late-middle afternoon, so I didn't really experience the glory of the Orange and Green Lines at rush hour. Anyway, the Orange Line was fine, a bit slow through the Wellington tunnel (both times), and each stop featured the now-customary lag between the train stopping and the doors opening. On the plus side of the OPTO switch, last trip it seemed that the announcement chimes were identical to the door chimes, a slight problem which seems to have been remedied. Just like the slight problem with 3247's electrics were fixed, so I got to see that old Geep up close today, as it was right near that annoying overpass near Sullivan Square. At North Station I switched to the Green Line, naturally, and elected to skip the waiting E Arborway Heath Street train, as like all Huntington Ave trains, it was crowded. Fortunately it was promptly followed by an empty C Cleveland Circle train led by Breda Type 8 3841, with a hideously worn-looking Type 7 trailing, still in the peeling green scheme. I rode uneventfully to Park Street where I got off, but I did notice that, oddly, the Brattle Loop was completely empty. Really, totally, completely empty. Usually at that time it's full of off peak stored E Line trains, but maybe they're all out at Riverside getting their ACs fixed. Park Street itself was hot, with a lot of rude, impatient people, and not enough fans. On the plus side there was a Type 7 sitting on track 3 above the pit, just like last time I was there. After leaving the subway I eventually made my way down to South Station, which contained MBTA Cab Car 1700, which looks terrible, with many chunks of purple paint having come off. There were also some other (T) trains in, and what has to be one of the last unrefurbished Acela trainsets, led by AMTK 2026. Later I saw more MBTA stuff, namely some buses and then a ferry. Even later I went home, beginning that trip at Government Center. After getting to the platform I again elected to skip the waiting train, a (you guessed it) crowded E Lechmere train. The Brattle Loop was still empty, but I didn't get to see if it was in use, as another Lechmere train arrived shortly, with less people on it. At the oddly-lit North Station, I switched to the Orange Line with only a short wait, and got a seat on the somewhat crowded train near the beginning of rush hour. A Commuter Rail train led by a noisy Geep passed us, slowly, at Sullivan, and then stopped just past the station, maybe due to a fire causing a large plume of smoke near the power plant near the tracks on the Newburyport/Rockport Line. Or, maybe it was just waiting for something else, I really don't know. Eventually I got back to Oak Grove (no thanks to the again-slow Wellington tunnel) and proceeded out of the station. And, as always, someone a few people in front of me stopped and stood on the left side of the escalator. THAT'S JUST WRONG PEOPLE! In four years of leaving that station every day not once has there been a completely clear path up the side of the thing meant for walking. Then, if that wasn't bad enough the stairs out were filled with slow, touristy people who didn't know how to walk quickly, get out of the way, or understand what the words 'excuse me' meant. It cannot be that difficult to NOT take up the entire staircase. Such rude people. Anyway, that's about all of my ramblings for now, so bye.

And so it goes, another week riding forever 'neath the streets of boston.

The Weekly Ramble

So, today's a notable day, as I've decided to start a new item, which I call "the Weekly Ramble". Previous readers, i.e. nobody, will know that I used to do a little piece called the Daily Report, which has since been discontinued. This was originally due to boredom, lazyness, and occasionally other things to do. That won't be coming back, as I no longer ride the (T) or any trains regularly. Instead I have decided that I will write about some train-related topic every week near the beginning of the week. Like today, but not today. I may also interject some other random pieces at other times, but I haven't decided yet. Anyway, you should expect to see the first Weekly Ramble tomorrow or so, unless you count this one as a ramble, in which case you are already reading it. See you then.

And so it goes, another day week riding forever 'neath the streets of boston.

The Ex-Federal (and other such ramblings.)

For those who don't know, the Ex-Federal is not a warped spelling of FedEx, it's my name for Amtrak Northeast Regional trains 66 and 67, which formerly had sleepers and other LD amenities, and were therefore named. The service was once known as the Night Owl, and later as the high-quality and semi-luxurious Twilight Shoreliner. Eventually the train was changed to run only Washington to Boston and vice-versa, becoming The Federal. And then in 2004 or so problems with the Viewliner fleet, as well as other issues, caused the removal of the sleepers from the Federal, though it was thought to be temporary. Just as 'temporary' as the MBTA's infamous E Arborway line I suppose. The name stuck around for a bit, though the train returned to going to Virginia, and currently the only remnant of its former glory is a loooooong schedule and a baggage car. A pity that it's gone, it was a viable route, the sleeper and other cars often had/have passengers, and it was something of a night alternative to the Acela. Amtrak has never been much for utilizing the Viewliners well, especially not on a very viable route with a good potential market. But, this lousy situation could all be changed. Amtrak has just announced an order for Viewliner IIs, including diners, baggage cars, dorms, and most importantly 25 new sleepers. I would think that with a new chunk of cars, Amtrak could spare a couple of them for the Federal. Add back the sleepers, some of the other amenities like some food service (use a surplus diner-light car?), rework the schedule a bit, and the NRPC could have a viable, revenue-generating new iteration of the current cattle-car of the Corridor. We shall see if they decide to restore the sleepers and the status of the Federal, or if they think it is time for the return of the Twilight Shoreliner. It's time for something to change, and it's hard for it to get worse, so hopefully it'll get better.

On the Orange Line

Ah, the Orange Line, the creaky, poorly-rerouted, mildly decrepit remnant of the Main Line Elevated. A truly unique example of a distinctive Boston subway line. And not really in a good way. The Orange Line, as in cars, has followed the example of the Blue Line, this time in terms of operations. The line recently switched from the longstanding operating policy of having a two-person crew, one to operate the train and another for doors and announcements, to One Person Train Operation. In some places, a switch like this would reduce costs, by decreasing train crews and therefore the required wages for said crews. To prevent layoffs, the former guards/attendants could be given customer service jobs, negating the need to hire and train new employees. But this is the world famous MBTA, home of the oldest and least logical transit system in the nation. So with OPTO on the Orange Line, as with many projects, they've bungled it. Again. The (T) seems not to have done much in terms of training, the trains are slower to fully enter the stations, with a notable, if understandable, lag from then till the opening of the doors. Additionally, it takes longer for the doors to close, and then for the train to leave the station, not a concern in normal operations, but what about for an already delayed train? Furthermore, many stations now have personnel on the platforms assisting the operators in door closing, despite the presence of purposely-installed cameras and screens for viewing the doors. All of this combines to form an unpleasant picture. The costs of the OL have not been reduced, the trip times have not been improved, the safety level may have gone down, and there is next to no upside to the transition to OPTO. It really shouldn't be like this. Washington's Metrorail has run with OPTO on every line since its creation. Their stations lack the video monitors positioned near the operator's cab, and most lack even simple mirrors, and many have less lighting than the OL stations. Metro runs many trains with six cars that are each longer than the OL cars, with one operator and few aids. Plus they run eight car trains with the same one-person crew, and they run pretty efficiently, even since the switch to full manual operation. And they accomplish this without legions of platformed employees waving flashlights to indicate the doors are clear. The (T) seems to have transitioned to OPTO on the OL rather carelessly, not bothering to make it efficient, and certainly not exploiting the potential upsides, such as more frequent service. Yet again, the MBTA has proved that while they can make progress in what they do and how they do it, such progress is usually slow, poorly-executed, badly planned, and downright horrifically illogical, and something of a disgrace to the first subway in America, though by no means an unexpected one.

And so it goes, another day riding forever 'neath the streets of boston.

Oh Boy! (Think like that Baltimore weatherman)

We have breaking news tonight, the MBTA Board has approved a rather expensive contract with MotivePower Industries for twenty new diesel locomotives for the Commuter Rail. Really, it's about time they got around to doing that. Finally, something logical is done by the world's most illogical transit authority. Oh, wait, never mind. Nope, as usual all logic is banned from being associated with the (T). Instead of the logical purchase of an MP36PH or maybe an MP40PH, the (T) has gone for a custom design. Because that worked so well for the Bredas. They have ordered 20 MPI HSP-46 locomotives. No, I haven't heard of them either. Essentially, instead of going with a proven locomotive type powered by prime movers closely related to those in their entire existing fleet, the MBTA has gone with some powered by the GE Transportation GEVO diesel prime mover. Which has never been used in a passenger, let alone dedicated commuter, locomotive. With the state of the Commuter Rail fleet the (T) should, but doesn't, think about more than just what any given equipment purchase will cost in and of itself. These new engines may well be like the coming (late) Rotem bilevels, the cheapest deal the (T) could find for their equipment needs. However, their current fleet has its own issues, such as aging cars and locomotives, especially the standard F40PHs, that are almost falling apart. The new engines are expected to be delivered starting in 2013, and it seems with some maintenance the current locomotive fleet can hold on till then, but how much longer? It took the (T) ten years to get the entire Breda fleet into service on the Green Line. The F40s can survive till the new ones get here, but especially with a custom, untried design, there is no guarantee they will work, and work well, the first time. If they turn out good, the MBTA will have made the right decision, and gotten a good deal from the lowest bid. If, however, the HSPs have a lot of problems or are lemons, the MBTA could be forced to rebuild the F40s again to keep the trains running, another huge cost. That doesn't even take into account that all the current engines are very similar, while the new ones will be unique, not just to the (T) but in the whole country. That's reassuring twenty years from now when there won't be a good parts supply. Same for the Rotem cars. The MBTA thinks that given their financial situation they have to take the lowest bid, yet they can't afford to buy custom, untested designs given the state of all their fleets, because it could cost them so much more if their experimental units turn out to be failures. Great, logical thinking, MBTA. Not.

And so it goes, another day ranting forever 'neath the streets of boston.

ENGINES!!

The MBTA, as a crazy entity of state bureaucracy, has a necessary tendency to announce all of what is scheduled to be discussed at their board meetings, to keep people from being able to say that the MBTA did stuff behind people's backs. That's ok, but sorta irrelevant, as a side effect is that I found what they'll be discussing verrry soon. Engines. New engines. It seems the board will be voting on a rather expensive contract with Motive Power Industries to purchase 20 NEW diesels. Unfortunately the MBTA site doesn't bother to say what kind of engines they will be. Could be MP36s, or maybe some extra-powered MP40PH locomotives. Regardless, it's good that this time the generally logicless (T) goes with the established manufacturer, and doesn't go about things in a way that will cause even more lawsuits. More info will be posted as I get it, so it may take some time. In other news, it seems some flash flooding may have redirected the Downeasters to the Western Route, so that's different. Well, that's it for now.

And so it goes, another twenty locomotives riding forever 'neath the streets of boston.