by dowlingm
Could be that Nippon-Sharyo have decided to put a pin in pushing more DMU sales until they sort out the mid west bilevel order?
Railroad Forums
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dowlingm wrote:Could be that Nippon-Sharyo have decided to put a pin in pushing more DMU sales until they sort out the mid west bilevel order?I doubt it. They're such a huge conglomerate that collateral damage from that fiasco shouldn't be spilling over into other product lines like all manner of self-powered xMU's and subway cars.
ohalloranchris wrote:Per http://www.transithistory.org/roster/" onclick="window.open(this.href);return false;:That link (which has not been updated since) has been posted already to this very thread.
<<New Diesel Multiple-Unit (DMU) cars:
The MBTA has requested proposals to purchase 10 three-car sets (30 cars) of DMUs. Trains would be composed of A/C/B cars with A and B cars featuring cabs and C-cars featuring restrooms but no cabs. Cars would be designed to only board from high-level platforms. Cars would be designed to operate in trains up to six cars (two three-car sets).
Proposals are due 12/09/2015. This is a competitive negotiation procurement. The contract will also include options for up to 30 additional three-cars sets (90) cars that can be exercised for up to five years of the initial contract signing, for a grand total of up to 120 cars if all options are exercised. Update: Funds to continue the DMU procurement are not included in the proposed FY16 MBTA and MassDOT capital plans, however the request for proposals has not been canceled but has been extended. Update: The request for proposals was cancelled in late November 2015.>>
MBTA3247 wrote:It wouldn't be a flyover - they'd be restoring the long-removed at-grade connection from the Fairmount Line to Track 61 under the bridge that now carries the Red Line into Cabot Yard. There's no reason they couldn't add a connection from the loop; they'd have to rearrange a lot of the tracks in that area anyway.All this seems like a pipe dream at this point given the $ capital constraints, but if this thing ever does see life, perhaps the most beneficial would be a shuttle line from South Station via the loop to the Seaport. That way, all lines could benefit, and maybe it would remove some burden from the Silver Line. Although someone did raise a good point earlier in the thread: perhaps the easiest fix is too simply increase capacity on the Silver Line via more rolling stock.
TomNelligan wrote:I know that the Seaport District is a booming employment market and probably underserved by the T, but Fairmont Line and all other South side services go to South Station, where there's an easy transfer to the Silver Line. Would the money required for stations and track improvements be better spent on simply buying more bendable electrobuses and expanding Silver Line capacity and perhaps extending its route coverage? The Silver Line is jammed at rush hours but closer headways would fix that problem.Perhaps the best option at this point would be to light rail-ify the silver line tunnel service with an eye towards building a South Boston/Seaport streetcar network while building a covered bus station on Summer Street from which a dedicated Massport airport bus can embark, calling at the BCEC along the way.