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NorthPennLimited wrote:it took a decade to propose, design, finance, award a contract, build, and take delivery of the Silverliner 5's.Don't forget...NJT's new fleet plan just committed to buying a motherlode of new bi-level EMU's stuffed inside the MLV coach carbody. Frequency-agile bi-level EMU's. If SEPTA isn't anal-retentive about having its own unique design it can bypass the Silverliner VI design phase almost entirely by tacking +250 cars onto the 300 or so NJT is likely to order. Simply refrain from doing too much of their own customizations and NJT's design work, which initiates much sooner, likely shortens the time from RFP to new vehicles on property by several years. It wouldn't necessarily get them on the property faster from today because NJT isn't expecting them before 2020, but partnering up on a reallyreallyreally big order like that with their next-door neighbors buys them a few more years to go fishing for funding sources before they have to make their decision. Whereas if it takes them the same few more years to find funding sources and then they initiate a from-scratch SL6 design process they'll be holding their breath until 2025 to get vehicles on the property.
By the time they jump through all those hoops to acquire "what if" diesels, the substations will be replaced.
Worse case scenario, if there is a major substation failure, they might be able to get the board of directors to vote on financing emergency leasing of diesels from MBTA or MARC. Both are in the process of modernizing their diesel fleets and have surplus.
F-line to Dudley via Park wrote:I have a feeling SEPTA might do this....last i heard SEPTA expects to have five-six more years of the Silverliner 4's and i think it would make sense for them to tack on the Bi-Level MU order that NJTRANSIT IS IN LINE TO DO.....I guess that would be our own Multi-Level order that is planned or something. They may have asked NJTRANSIT this already when SEPTA decided to take height and clearance tests for MLV's .....and has NJTRANSIT released any artist renderings of the planned new order of cars ?. And how would that tacking on to their order work would both agencies split the cost or would they cost just be specifically how many cars go to that agency ?NorthPennLimited wrote:it took a decade to propose, design, finance, award a contract, build, and take delivery of the Silverliner 5's.Don't forget...NJT's new fleet plan just committed to buying a motherlode of new bi-level EMU's stuffed inside the MLV coach carbody. Frequency-agile bi-level EMU's. If SEPTA isn't anal-retentive about having its own unique design it can bypass the Silverliner VI design phase almost entirely by tacking +250 cars onto the 300 or so NJT is likely to order. Simply refrain from doing too much of their own customizations and NJT's design work, which initiates much sooner, likely shortens the time from RFP to new vehicles on property by several years. It wouldn't necessarily get them on the property faster from today because NJT isn't expecting them before 2020, but partnering up on a reallyreallyreally big order like that with their next-door neighbors buys them a few more years to go fishing for funding sources before they have to make their decision. Whereas if it takes them the same few more years to find funding sources and then they initiate a from-scratch SL6 design process they'll be holding their breath until 2025 to get vehicles on the property.
By the time they jump through all those hoops to acquire "what if" diesels, the substations will be replaced.
Worse case scenario, if there is a major substation failure, they might be able to get the board of directors to vote on financing emergency leasing of diesels from MBTA or MARC. Both are in the process of modernizing their diesel fleets and have surplus.
Frequency-agile cars, BTW. If Reading substation work is likewise in hold-your-breath mode that might not get started until decade's end because of all the special design work chewing up years in advance...maybe the same motivations for keep-it-simple-stupid parasitic car order off NJT affects a likewise keep-it-simple-stupid motivation to finally take the 60 Hz plunge with standardized substation components. It'll no longer matter to any cars in their circa-2020 fleet what parts of the system are what frequency if they lead with a split order like that. Frequency agility will matter if it takes till 2017 to scrape up enough money for an RFP for Silverliner VI's, then takes another 7 years to manufacture to a fresh design and get the SL4's off the road before any/all substation work must take place or else. If they were smart they'd be seeing right about now that their whole universe (including what's going on with their neighbors in NJ) is interrelated like that.
Jersey_Mike wrote:Split level coaches are a scam. Without bathrooms a single level coach can seat almost as many people with 3-2 seating and end doors.Your contention clearly shows that you know more about seating than both Bombardier, SEPTA, and NJT combined.
Jersey_Mike wrote:No, I'm not afraid to tell riders that a train is not an SUV and if they don't like a middle seat or "holding it in" they are free to drive.Good thing demographics aren't trending older (to cohorts with greater tendency to bladder control issues) isn't it? Oh wait...
Jersey_Mike wrote:Split level coaches are a scam. Without bathrooms a single level coach can seat almost as many people with 3-2 seating and end doors.Two aisles = twice as many standees....
