2022 Rail News Recap - This Year on the Railroad
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- Опубліковано 31 тра 2024
- Hi. I'm Sam, a railfan based out of Eastern Massachusetts. I film trains from all around the world and make narrated videos explaining how the railroad works. Thanks for watching and I'll see you out on the mainline!
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0:00 - Intro
0:22 - Number 10
1:19 - Number 9
2:22 - Number 8
3:08 - Number 7
3:36 - Number 6
4:11 - Number 5
4:48 - Number 4
5:18 - Number 3
5:52 - Number 2
6:30 - Honorable Mentions
7:31 - Number 1
8:22 - Outro
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Overhead wires are superior to Hydrogen. I really wish we would get with the times...the times being the early 1900s.
Seconded! Hydrogen as currently built is a boondoggle at best and equally as bad as new diesels at worst.
@@daniellewis1789 All current hydrogen is made directly from fossil fuels. It is literally more energy efficient to just burn the diesel in an efficient modern engine than to make natural gas into hydrogen and use that. “Clean hydrogen” appears to be dead in the water completely.
The only advantage that hydrogen has is the completely absent local emissions. But the rolling stock is a lot more expensive and you need a ton more expensive and proprietary fueling infrastructure. This is especially true for the systems that actually produce the hydrogen at the rail yard. Surprisingly, that is the only hydrogen model that makes any kind of sense. You basically have to produce your hydrogen locally from (hopefully) clean grid electricity, and just use the fuel cells as batteries. But that is also the most expensive way to do it and the very first thing that gets cut!
In other words, hydrogen is slightly better than batteries, which are almost completely useless. But it’s still a waste of money long term.
Amtrak’s approach, surprisingly, is actually the most sane for our current conditions. Their electric Vectron-derived Chargers that can be run off catenary power with a pantograph car are actually the best solution. And the fact that in addition to a pantograph car you can also add some batteries to bridge any small breaks in electrification is just *chefs kiss*.
That’s exactly what we should be doing until we can electrify more trackage!
Germany has BANNED (or in the process of banning) the use hydrogen fuel cells for transit due to their adverse health and environmental impacts! The US is so ignorant of worldwide railroad standards that it indulges in GREENWASHED alternatives instead of proven real electrification! America will never learn!
@@toadscoper4575 Well, that's not quite true. The US is learning. CAHSR is electric. Amtrak is at least trying to electrify as much as it can and upgrade what is already electrified to modern standards.
US rail was almost completely abandoned for car infrastructure. Now that trains are becoming popular again and rail ridership is actually growing, a lot more attention is paid to rail.
If this continues to be an topic of interest than the US will catch up and surpass you. It's just a matter of time.
@@toadscoper4575 Okay, that's completely news to me since I live in Germany. Do you have any sources for that?
Look, i love trains. And not many people do AND post their railfanning videos on youtube. But Sam has brought so much knowledge, curiosity and - just really good videos!- to youtube. Now that 2022 is basically over, I just wanted to say thank you so much for doing this. I love your videos and i hope this channel skyrockets in subs. Have an amazing day! :)
Yeah I don't post often but I have a good one w crew interaction.
Thank you for your support! Here’s to more videos in 2023!
I cant wait to see those chargers and the Venture cars on the northeast corridor! I just hope they come to the Boston area so I can see them. I cant wait for TMOTRR for December. I feel like every time I watch on of those videos, I completely forget about it until I get surprised and delighted that I get to see the one of the month! I wouldn't've had a clue about any of this if you weren't here. Thanks so much for the amazing content Sam, and happy holidays! 😄
The new Arrow train from San Bernardino, Cal to Redlands University already Started running this fall 2022.
Awesome video! this year has certainly been a big change especially in the northeast! time to see what 2023 has in offer!
Im starting to have a silly fear of these big batteries catching fire under my feet. Hopefully amtrak goes the overhead wire route. So my funny airline like fear does not expand much haha.
Railroads will probably use Lithium-Iron-Phosphate (LFP) or Sodium-Iron-Phosphate (Na-F-P) cells for their battery-electro equipment, due to the lower costs, which are much less combustible.
the Amtrack Airo train interior at Number 4 kinda reminds me of the CAF push-pull trains we have here in Saudi Arabia.
VIA Rail's new fleet replacement program really should have been on this list, especially with 4 separate entries on Amtrak modernization.
I completely forgot that the new trains entered service! They’ll get a mention in this months TMOTRR
Well, those were two completely different projects too. One was the already ongoing long-distance upgrade to Chargers, and the other was the literally just announced Siemens AIRO train upgrade for the intercity Amtrak services.
I’d also actually focus more on the regional Amtrak subsidiaries upgrading to the Charger+Venture combo too. For example, just Amtrak California is much larger than all of VIA Rail. Amtrak Midwest is also larger than VIA rail. Just those two upgrading to Chargers en masse over the last decade and now adopting Venture cars is a monumental improvement in North American passenger rail! Those are massive passenger rail carriers in their own right. They are 50/50 joint ventures with the state DOTs, so they do things differently and oftentimes better that Federal Amtrak.
@@WorldwideRailfan Another thing that should get mentioned is that CSX and CP new paint scheme.
And the Ontario Northlander
@@WorldwideRailfan Ah no problem, glad you mentioned them in TMOTRR!
Nice work, Sam. Great recap of a positive-news year for North American rail. Have a wonder-filled Christmas.
Metra would you electrify
I am wishing that 2023 will be a better year for Texas Central.
me too, but the lack of news articles on google news worries me.
Merry Christmas all!!
Thanks for all your work on this throughout the year. Merry Christmas, Sam!
Hopefully the US will soon embrace real, proven overhead electrification instead of GREENWASHED alternatives. With the completion of high speed rail projects (such as brightline west and CHSR) it will hopefully encourage and reveal that overhead catenary is the only way to go for a sustainable future for railroads nationwide…
Brightline West appears to be just marketing for Brightline. They want to have at least one HSR project that is supposedly "upcoming any day now" so that they can market their conventional speed services in Florida as HSR.
CAHSR though is making very solid progress. They're completing construction on their first sections in 2023 and starting construction on two more extensions. It's finally looking good for CAHSR after so many years of obstructionism and frivolous lawsuits! Exciting times!
@@TohaBgood2 I can understand that, I’m not particularly a fan of brightline since privatization is not to solution to improving rail in the US. I do think brightline west has some weight to, with it being a private company it’s under constant pressure from investors. Likewise, fortress investments (brightline parent company) has already made some pretty large land acquisitions. Honestly brightline west has more to show than Texas central
@@toadscoper4575 Definitely more progress than Texas Central. Texas Central had the entire troll team move from opposing CAHSR to opposing TC. Those people are extremely well funded and are now very experienced in creating cascading delays and cost overruns. CAHSR had the backing of the state for the most part and those people still did enormous damage. Texas Central looks like it's immediately cracking under that troll pressure.
Sad to see it go, especially since it's not gone yet! But it looks like some pretty heavy guns are determined to tear it to shreds.
@@TohaBgood2at this point, North Atlantic rail (which is not even a project, it’s purely conceptual) has more going for it than Texas central…
Except that this is totally wrong. See my other comment, in many use cases hydrogen powered trains would likely be much better for the environment. The fright railroads don't avoid electrification for fun and dollars a proxy for certain kinds of environmental costs. Electrification only is green in the highest density routes.
For the things you listed here Sam, here's what I think about most of them:
Metra SD70MACH's - It definitely is interesting but will feel weird again to see 6 axle locomotives on passenger routes even since Amtrak no longer favors anything with 6 axles on their trains, although hopefully these will ride smoothly and reliably on Metra because like the SD40F's and P30CH's for Amtrak they were dreadful to run with the issues they had even since they were 6 axle units.
Hydrogen Fuel Cell ZEMU's - It definitely will feel great to see them on other routes in America, but I'm probably not gonna be happy seeing them on Amtrak prior to them ordering them for the San Joaquins. I agree on the emissions, but looking at their design, I feel like it will not be enough capacity for the amount of passengers travelling. The San Joaquin also now has a rule by BNSF requiring all trains via the Bakersfield and Stockton subs to have at least 28 axles because of some crossing conflicts.
ALC-42's Entering Revenue Service/Siemens Chargers - While it feels great to see this amazing paint of Phase VII come into service, I think it looks much better than Phase VI. Although I think some other type of locomotives would be great to see along with some multiple units, but also being able to comply with the EPA Tier 4 standards even for the state sponsored services especially in California. I personally think an MP54AC along with a Tier 4 version of the Genesis (using 4 axles and AC traction) would be great to see on Amtrak as well, with the MP54AC being used for Amtrak California services along with a Tier 4 Genesis, although I think the F59's that are in service right now for AmCal are gonna get rebuilt for Tier 4 Emission Standards if possible.
Amtrak Siemens Airo Train Renderings - I definitely love what I'm seeing although in reference to them being used with ALC-42E's, I'm not really impressed with the results as to how the ALC-42E's being dual mode but also having a power generator car behind them, I do not really think that's a good combination as they could have maybe made the ALC-42E's be diesel powered for some of the route but ALSO have a pantograph along with/and/or third rail shoes for the electricity, with the coaches being provided and the locomotives being dual mode without a generator car.
GO Transit Modernization for Electrification - While electrification is definitely a big improvement and would be much better, I think we could definitely use more of that around other sections in the USA and Canada with regional rail and/or intercity Amtrak/VIA Rail routes ALONG with any other commuter rail agencies no matter if they are electric or not and more frequency including with light rail and metros for cities that don't have them like Phoenix, Tucson, Mesa, St. Louis, Kansas City, Jefferson City, Independence, Fresno, Roseville, Oakland, Martinez, Berkeley, Bakersfield, Sacramento, Both Vancouvers, Edmonton, Calgary, Winnipeg, Victoria, Detroit, Battle Creek, Jackson, Salisbury, Raleigh, Durham, Charlotte, Milwaukee, Green Bay, Madison, Springfield (IL), Altoona, Pittsburgh, Harrisburg, Erie, Indianapolis, Fort Wayne, Cincinatti, Columbus, Lafayette, Charleston, Myrtle Beach, Greensboro, Spartanburg, Atlanta, Savannah, Mobile, Birmingham and more places.
Honorable Mentions - Siemens Venture Coaches - I definitely think the Siemens coaches are a great thing that Amtrak needed, but I think they may be in need of some other new coaches as well even for doubledeckers and I think Alstom would be a good fit even for the California and Illinois services since Nippon Sharyo's contract failed. In addition to it, I think they should also get to work on thinking about new Superliner coaches too.
It doesn’t look like the San Joaquins is getting the Hydrogen Stadlers. After all, the San Joaquins just got 7 full trainsets of Chargers+Ventures. They’re all getting branded with the San Joaquins logo and that’s exactly the amount of trainsets that are needed for a fully “AIRO” San Joaquins service.
The four Stadler trainsets seem to be going to ACE which runs 4 trains per day and runs on parallel non-BNSF track to the San Joaquins. Plus, the ACE “competes” with Caltrain which will use similar Stadler KISS EMUs.
I love how much money these companies are spending on unproven, experimental technologies to avoid the cost of proper electrification, which would save millions in the long term
Nice video
If the railroads did go fully electric what do you think would be different between the American railroads and other electric lines in the world like the ones in Germany and Austria?
👍👏
1:54 they are using these locomotives in Texas right now for the Texas metro it runs up to down town Fort Worth and DFW airport and old town grapevine I rode on it, it was pretty nice
SIUUUUU
New Brightline stations are not available in google nor apple maps, let’s fix this asap!
Are you some kind of a paid Brightline troll? This is all I see you posting about.
@@TohaBgood2 No, I'm not, I just think it's very important!
There is nothing wrong with using hydrogen for instance over electrification for long haul routes, and it may be greener (less environmentally damaging) to do so.
There are two costs to installing overhead lines, initial build cost and maintenance costs, each maintenance input has a carbon footprint and other ecological effects. A more complex train such as a hydrogen-electric motive unit can be lower impact in some use cases.
Consider the use case where the hydrogen is produced by electrolysis (not normal right now but possible) from low carbon electricity (I guess people are assuming that all grid electricity is low carbon; which it isn't for overhead lines). Then on a fair basis the trade is the transmission cost of the electricity + maintenance cost of the lines and loco vs the maintenance cost of the hydrogen-electric loco and the generation cost of the hydrogen. This easily could be a win for hydrogen in the middle of the US; while high density services in CA it is not likely to win on an absolute basis but is a shorter time path than the logistically complex task of electrification.
It would be better for Low frequency routes but for long distance electrification is far better better
What about the Ontario Northland? They started to order Siemens Charger trainsets
Battery powered doesn’t work yet, but with batteries getting better it will likely be the future because the infrastructure behind electrification is very expensive.
Battery powered works very well for local lines with relatively light traffic already. But I don't think "proper" electrification will ever go away for the heavy mainlines.
A Amtrak p42 runs by a restaurant near me called sidetracks (it’s like 30 feet from the tracks) i hope they don retire the p42 on thatline
We all understand the nostalgia and most of us feel it too. But Amtrak needs to upgrade to modern standards and at least match if not exceed modern passenger rail quality levels. Modern passengers are picky. 80-year-old rolling stock won’t cut it any more!
I’ll miss all this old equipment too. But Amtrak needs to grow or they’ll just try to kill it again! The opposition pundits are already saying that the fact that the AIRO project went through will prevent Congress from killing Amtrak for another 20 years. If they don’t like it then that’s exactly what we need to do more of!
@@TohaBgood2 yea I know the end is comming for the p42. Let’s just hope that Amtrak doesn’t anounce a absolutely hideous locomotive to go alone with there new locos
@@micoasters I am resigned to something looking foreign to me and I will find a way to like it or at least appreciate it.
I don't actually like the new Chargers, the way they look. They look OK for a modern locomotive, I guess, but I don't love them. I would have preferred that they went full duck nose/HSR lookalike, like VIA and Brightline did with their Chargers. Or something much more stylized and "American", more angular.
But I am not the target audience for this design and neither are you. This thing needs to look the way most Americans think modern rail should look like. And I've gotta say, it does that. No matter who I ask, the normies love it. As long as more and more of them keep switching to Amtrak, I'm satisfied!
@@TohaBgood2 Pretty certain I heard railfans took a while to warm up to the p42 when it was new ...
@@TohaBgood2 The Airo project has multiple flaws. One huge flaw is it is a semi-permeant set which isn't very smart since if one car has a minor problem the whole set has to be shopped which isn't very reasonable.
No battery power train and only one hydrogen powered train has ever been fully successful. There have been stories of it, but they always end up using their diesel engine most of the time
You forgot about the Union Pacific donation special
While that was pretty significant, it didn't make the list of top 10 rail topics of the year. Sam likes to focus on the innovations, which happens to be the most popular news.
why is metra the most outdated pile of hand-me-downs ever like holy cow
*sad CPKC noises*
me- *wondering where is brightline*
Brightline didn't do much on their own this year. Almost everything they've built this year was from taxpayer money.
@@TohaBgood2 Really-could you please elaborate in detail?
@@kennethhanks6712 90% of their station construction funding came form the taxpayers.
This isn't actually all that unusual for Brightline. They are, as they like to point out "privately-owned", but they're publicly funded. They feed on Federal, state, and local grants and all of their debt is subsidized by the government. The way that they are planning to pay off the debt is also enabled by the land permissions that they obtain from local governments. Basically, the government allows much denser condo development than they normally would have in exchange for this subsidized train service.
It's kind of a scammy "fake it till you make it" model with a ton of taxpayer money and even more bravado. Seems to work out for them so far, but I doubt that they are hanging around much past their last condo sale. This more of a real estate development play than railroading.
@@TohaBgood2 I believe you need to do a bit more research into this subject. Though the stations do have significant public investment it is a benefit for both parties. Increasing rail passenger usage decreases need for investment in highway, etc infrstructure and rail is also more environmentally friendly. Also these stations will handle local commuter services which absent Brightline long distance operation the total cost of development, construction, etc would have to be public born. Most significantly those stations are on FEC/Brightline property and if you wanted a commuter system the government agency would have to acquire bearing the entire cost.
The biggest issue here is that the stations, not counting Miami which is a separate matter, are relatively a small percentage of the total cost of the system. The FEC and Brightline are privatly financing 3+ billion dollars in the expansion and improvement of the rail lines Miami to Orlando and probably on to Tampa. Not only is this business generated investment but in all likely hood will be a taxpaying entity in the years ahead and not a continuing cost to the taxpayers.
@@kennethhanks6712 Yeah, I've heard all of those excuses. The point stands, Brightline is funding its supposedly "private" rail project primarily with public money. All the money that they are spending is raised through government subsidized debt and will be paid back via sales of land real estate allotments that did not exist prior and were created for Brightline. In effect, this line is funded exactly like a public project would be, but for some reason, Brightline and FEC get to keep all the infrastructure after it is built!
You can say that there is this or that benefit but that isn't at all what is in question here. The question was if this is a private project or not. This is not a privately funded project. It is in fact funded almost completely with public money.
I think hydrogen could actually have a place in north american railroading: imagine trying to electrofy the empire builder for 450 miles across Montana; probably doable, but it might make sense to use hydrogen instead.
it seems like hydrogen might be a pretty good fit for trains; large volumes of storage are more doable than cars, so the low density is less of a problem, and fuel can be moved to depots by rail, further decreasing the cost of a new fuel.
I think electrification would be good, but apparently the class I railroads think it isn't economical; if they could electrify it's lines and grab and extra 10% profit margin, why wouldn't they?
Electrification is not only doable but has already been done on US freight railroads. The Milwaukee Road has done electrification at the scales that you're talking about and in the exact part of the country that you're talking about. The problem is that most American rail died in the 60s and 70s after the government switched from subsidizing rail to subsidizing auto transportation. They simply have no reason to invest in infrastructure. Heck, they barely maintain what they are using right now and they have abandoned a ton of track already!
Hydrogen doesn't make any sense. The only reason to implement hydrogen is to reduce emissions. It's not better than diesel in any way, it's actually worse in every way. But all hydrogen is made from fossil fuels via a process that is more energy intensive than just burning diesel in a modern engine. It's a complete scam.
In order for hydrogen to start to make sense we need to move to "clean hydrogen" on the production side. But that would take decades if we started right now and we've actually abandoned that idea since about 2016. There's no clean hydrogen coming, that's also why the oil lobby absolutely loves pushing hydrogen.
@@TohaBgood2 I should have included the caveat about needing green hydrogen, but I wouldn't be so pessimistic.
8:10 Curious, why don't you support the idea of hydrogen fuel cell or battery powered trains?
1. They waste more energy than they store.
2. All the hydrogen is actually “dirty” hydrogen made from natural gas.
3. It’s more efficient to just burn the diesel in a modern engine than to make hydrogen from natural gas.
In other words, it’s just marketing. It doesn’t actually work as advertised. Better to just get a ton more good, modern diesel-electric locomotives and wait for electrification. Then we convert the diesel-electrics to pure electrics.
Well...
HYDROGEN: That's soooooooooooo dumb idea because of it's men existing efficiency. You loose power while creating it, you loose power while transporting it, you loose power while generating electricity from it and finally, you loose power WHILE CHARGING BATTERIES whit it. Whit the trains running on hydrogen that comes as a waste from another (green) industry, it's kind of reasonable, otherwise it's greenwashing, because the power used in this process could save much more CO_2 emissions somewhere else.
BATTERIES: One of the biggest downsides to this technology are the metals. The toxicity produced especially in the developing countries while mining and transporting the material is alarming and using batteries in places where we don't need them doesn't help it. Another downside to batteries is the time spent by charging, but this problem can be greatly reduced by regenerative braking and short sections whit electrification throughout the line and in the end stations. Another downside are the weight and quite short life expectancy.
Electrification is expensive while building, but in the long run, it's the cheapest of these three.
I am no expert and correct me, if I made any mistake, but I think it's pretty reasonable to prefer electrification, especially if it had such a great potential all those years ago.
@@vojta3657 What he said ^^^
When it comes to HSR, can we just go to MAG-LEV already and bypass the normal HSR trains, please? We're so behind the times, MAG-LEV is already proven and that's where it's headed anyway. How about skipping a step?
Maglev is definitely not proven, there is only one passenger line right now and it is very short
@@darthmaul216 Fine. Regular HSR it is, then.
I still think those sd70’s need down bodys
Paint? Number seven? Really?
I don’t understand why people are so against battery / hydrogen powered locomotives. The US’s railroads are VERY different from other countries. Electrification can only work in some areas of the US. Even if we were fully electrified like other countries, our rail infrastructure would look vastly different. Electrification isn’t always the damn answer to literally everything. Maintenance on overhead wires is incredibly expensive, not to mention your trains are absolutely useless if power plants go down, in which case diesels are used to help save them. Better to have a locomotive that doesn’t depend on overhead wires like a baby for its mother. I think battery / hydrogen locomotives have a big future here and I’m excited to see it!
I’m sorry, dude. That’s just not accurate. The US freight railroads are not electrifying purely due to how their profit structure is built. Since the 70s they’ve basically just been mining the infrastructure that they inherited from the pre-Grand Rail Bankruptcy railroads. They know that auto freight is prioritized with subsidies and they’re just waiting for death. That’s why investing in electrification, which will only start paying off in a decade or so, just doesn’t make sense to the freight leadership. Why take a short to medium term hit and sacrifice your bonuses for a decade if you’re retiring way before that?
Hydrogen is made from fossil fuels so it just doesn’t make sense in terms of emissions reductions. Burning diesel directly is more energy efficient than turning natgas into hydrogen and then using that. It’s a pointless step that does nothing until “clean hydrogen” arrives. Which it looks like is going to be never since all those projects gave up since 2015.
Batteries are nowhere near the energy densities to be useful beyond very limited applications. They only work in slow and low-range shunting locomotives or as regen capture power banks. Everything else is fantasy until we see a 5x+ increase in energy densities.
So basically, there are very objective reasons why a ton of us, a majority, were briefly very excited for hydrogen and batteries and are not anymore. The marketing hype for these nonexistent and often impossible products just didn’t come true or was never true.
Catenary is still the vastly superior option. It works in much larger and more complex networks that ours. And poorer countries seem to afford it just fine. The only reason we’re not doing it is because of the idiocy of our freight execs.
Russia has a humongous railway that is electrified. Size is not an excuse in the US
@@AndrewTheRadarMan Many Americans have no clue how the rest of the world works, so it's easy to sell absurd arguments that collapse as soon as you look at the rest of the world. Stuff must be done this one way, anything else is impossible! Don't look behind the curtain and see that the other way is what works just fine in a large part of the world.
@@AndrewTheRadarMan Russia's trackage is very small compared to the U.S....
@@danielchou5895 The Trans-Siberian Railway is 5,772 miles and is electrified. The longest electrified route in the US is the NEC at 457 miles.
1. This was overly heavy on passenger rail news and "green" technology curiosities
2. There was nothing about the major projects in NYC, which have been all over the rail news
3. No mention whatsoever of CPKC, the largest railroad merger in decades (although CSX-Pan Am was rightfully included)
4. No mention at all of the Union Pacific heritage donations. Possibly the biggest event in rail preservation since the Big Boy first returned to steam, entirely ignored.
Why does Stadler presenting prototypes in Germany for a line that won't enter service for several years make the list but none of these do?? Sam, you really need to realize how absurdly hyper-focused you are on certain specific subjects. It gets kind of annoying.
Even within the 'beloved' subject of passenger rail, Brightline has just opened one (soon to be two) new stations in south Florida. Is that not worthy of attention either?
Because he already covered that stuff.
@@BLDR_2023. That's not really relevant. Most of the stuff that was included has already been covered, some of it multiple times. If this video really is meant to be a "biggest news of the year" compilation, it has some major issues.
Boo the ALC-42s 💩
Yay the P42s 😎
Years later:
P42s: 💀
ALC-42s: 🥳
look a foamer 💀👍
the recap is amtrak is getting ugly with the Shitmens-44 chargers, and hideous hydro trash is coming everywhere soon. the recap is trains will be ugly in 10 years
Not sure what happened to my comment and TohaBgood2's comment, but that's just like your opinion and you are certainly entitled to it. To me, the Siemens Charger reminds me of the LNER Mallard.
My view is quite the opposite of yours. I think American passenger locos have been getting better in looks, since we've moved away from making them look like boxy freight locomotives like the F40PH. I have no problem with the utilitarian look of freight locomotives, but come on, passenger locomotives ought to have at least some level of streamlining!!