Fair points, but WSDOT actions are still ridiculous here. Let's review the facts:A few quick thoughts:
- Talgo, who had a lot to lose in the ruling, claims that the report was filled with errors and baseless claims. The NTSB has rejected that claim.
- The Coast Starlight has significantly more planned station dwell time as it accepts Amtrak Express shipments at Tacoma, Centralia, and Vancouver. If it's a pallet load, it can take a few minutes to load with a forklift.
- Once the Pt. Defiance Bypass is in service, it removes one of the curviest parts of the route, which is where the Talgo's speed difference comes into play. That bypass will also cut travel times down.
- Add those two points up and non-tilting equipment will only add a little time to the Cascades (presumably less than the 15-30 minutes Chris cited).
- Talgo is the ONLY manufacturer making passive tilt trains in North America.
- Brand new trainsets from Siemens or whoever Amtrak chooses will feel just as premium, if not more premium, than the aging 22-year-old Talgo Series VI trainsets.
-WSDOT and Sound Transit develop a new route
-WSDOT and Amtrak fail to properly train drivers and launch service before PTC is implemented
-The very first train crashes into a bridge at 60mph and 3 people die
-NTSB concludes that primary fault is in the development of the route and training issues
-NTSB states that survivability of Talgo VI is subpar
WSDOT actions after crash:
- Return trains to old route, finish PTC implementation
- Get ride of series VI cars
Problem solved, right? Should we trust WSDOT to develop any kind of passenger rail in the future?