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| Re: American Railcar gone (1006016) | |||
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Re: American Railcar gone |
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Posted by WillD on Tue Nov 23 00:11:28 2010, in response to Re: American Railcar gone, posted by Jersey Mike on Mon Nov 22 17:37:52 2010. Did you ever think that persons who pay commuter rail prices want to ride up high in a commuter rail vehicle? Transit type vehicles, which Europeans like to pass off as real trains, simply provide a lower class of space and comfort than full sized rail coaches.I fail to see how the Siemens FRA compatible DMU concept for SMART, with 51 inch floors and an arrangement exactly like the CRC DMUs is in any way related to their Desiro or DMU offerings from Stadler, BBD or Alstom for the European (and intelligent US operator) market. Incidentally, most of the new transit systems in the US are operated with Bombardier Bilevels which place the passengers at exactly the same height as the GTWs. Ditto the NJT Multilevels, and pretty much every other double deck railcar other than the Gallery Cars. The British Rail Networkers came in both EMU and DMU configurations. ...which completely lack any capacity for walk-through capability, even though they are operated in four, six, and eight car sets . If we can self-propel standard looking railcars with electricity we can propel them with diesel engines... There is no reason why someone couldn't dieselize a Comet V coach or an M-7 type coach. BBD tried that and found no ready buyers for their product. Despite appearances to us foamers, and as the SPV ably illustrates, building a DMU is not a simple matter of bolting a diesel onto the underbody of a passenger railcar. That is nothing more than a recipe to so glibly dismiss the complicated integration of railcar and powerplant. |
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