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.

Equipment Updates

So it looks like the MBTA and Amtrak will be acquiring some more locomotives in the near future, I just have to say WOW! The MBTA will be buying/leasing some MP36-3C diesels from Utah Frontrunner, who seem to have bought engines for more lines than exist at present. Ah the beauty of young transit agencies, not jaded and deluded by years of having their circulation cut off. Circulation here meaning money. And for that matter common sense. Anyway, the MBTA will probably be able to actually keep only two or so, but the good news is that they will start out on the Northside! We get some actual, really new equipment up here. Mostly that's 'cause the newbies won't have ACSES, and are therefore banned from the Southside. Funtimes, eh? So, those should hopefully hold the (T) over until they can work out their exacting, bureaucratically-stalled, negotiations for 20 new engines from an as yet unspecified manufacturer. More on this particular subject as events warrant. Track warrant that is. Ha Ha... railroad joke...not a very good one either... Now then, on to the NRPC (also known as Amtrak). AMTK has been looking for some new motive power, specifically electrics to begin to replace the older AEM-7DC motors. Owing to the increasing unreliability of this aging fleet, Amtrak has taken to doubleheading the DC toasters to try to keep the train moving. Apparently they subscribe to the philosophy that if one of the toasters breaks down, the other one, of similar reliability, can be counted on to keep the train going. That's sorta weird logic, but it beats the general illogic that governs the (T) operations around here. So, rumor has it that Amtrak is seriously considering buying some new Bombardier ALP-46A units, similar to those in production for New Jersey Transit, and based off the highly successful NJT units, the ALP-46. Incidentally, the NRPC has run a few original ALP-46s, in the last years of the Clocker service, and it seems they were well regarded by the NEC crews charged with their operation. Reliable unit, in production, good crew reviews. Win-win-win situation. Probably, anyway, at least it isn't the MBTA, where they would take that information and believe it to be nothing more than lies, or diversions. Never underestimate bureaucracy, especially transit bureaucracy. It might seem at times like there's a vast, anti-passenger conspiracy trying to use terrible customer service to drive away passengers. Most of that can just be attributed to inane bureaucratic requirements designed to keep the generally uninformed, but powerful, politicians happy. So, maybe it will be the ALP-46A, maybe something else if Amtrak and their bureaucrats can find a better deal, more on this later. But now, sleeping.

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

Renovations

So, how long's it been since I last posted? Oh, that's right. Months. Yeah, plural. Like with an 's'. I got bored and then busy, and then lazy. Now however, it's the summer which means not much in the way of regular MBTA rides. But, that's the way it's going to be for a while, so I thought I'd move to a more generalized subject area of the MBTA and other trains, such as Amtrak. I don't know whether I'll be changing any of the settings or the appearance to better suit the new purpose, but don't count on it, at least not anytime soon. Maybe when the (T) gets around to restoring Arborway streetcar service, then I'll make some changes. Yeah, right, I know. Fat chance of that. Anyway, some changes are definitely in store, though probably just in subject matter for now.

And so it goes, another quarter-year riding forever 'neath the streets of boston.