how did he even know where to find it?

And depending on the time of day, the NJ Turnpike can be SUPER busy. So the fact that he risking traffic too earned him a subscription from me

@@FalconsEye58094 my guess is: first he's a railfans and do a research Two he work in Amtrak

Google maps is super helpful

@@emperorpalpatine2531 Yes especially in that area lol

It could happen but you know NIMBYs

But that’s more expensive and won’t look as good as a spanking new train. Funny thing is the formula to successfull high speed rail is already known but let’s keep putting half effort into American “high speed” rail.

Up and down the east coast

@@Michaelpai1230 its mainly because there isn't anyway to put it due to many owned private land, and a dedicated rail line is perfect, less stoping for freight and higher speeds and the US is rich it's a matter of funding

If this is how Yankees get around, it explains a lot. A whole lot!

There’s a video of it going about 90 at croydon and other stations

jack can you comment the link ?

@@jackpez Considering they claim it will run at 160mph in service thats still not very impressive..

@@soundseeker63 there is a video of it going 140 mph

@@soundseeker63 you shouldn't be worrying about the speed the train can reach but the railing, the train can reach a maximum speed of 220 mph, faster than most trains in europe, if the railing were to be adjusted

@Nicholas Ryan agreed

As funny as this comment is it's also untrue.

At least it's unique. Over here in portugal, we have some canadian locomotives (MLW and Bombardier) which sound close to an american locomotive horn. Do we care? NO

I can’t stand it! They need to put an American horn on that thing now!

thats funny coming from an american, trains here at my county has a dual tone horn, and it came from america, you guys are such jokers.

@@amtrak1214 then cry

Literally most of the trains on the NEC are European

The legend of minecraft trains has come

FOXE!

I agree but the problem is that our American rail infrastructure was never built for high speed trains. Hence why there's no fencing or that much corner tilting at all on the NEC. Building fences along the whole NEC would cost another few million and tearing up all the corners to replace them with tilts would not only cause massive delays, (this is because many parts of the journey are two tracks only) but would also cost millions to billions more.

Chicken and egg scenario: Cant have fast trains because of the track Dont need fast track because we dont have the trains... Well. now they got the train. Track improvement will be billions but can happen piecemeal.

@@AstroGoalHorns Well, if everyone paid their fair share of taxes and we quit giving enormous tax breaks to Wall Street we would have the money.

Its the American way LOL.... Commuter & HS Rail just isn't in the American DNA.... Its all so backwards here.

You can't just build a giant fence

It probably is the same engine or a similar one, the trains were built by the same company

That horn sucks big time!!!

@@kevinmcdowell7540 no

Th power in German ICE trains are in som of the boogies so no locks ICE = intercity express👍😉🇳🇱🇪🇺👋

REMEMBER THE TURBO TRAIN

they're talking to build one .... since the 1980's

and they look like BR Rail 125 Class Diesel and Coach trainsets only without the mandatory yellow front end

No they absolutely do not look like them and the horns aren't similar in my opinion

Looks nothing like, Sounds nothing like.

Yes

Actually it’s a good thing, just think about ppl living next to grade crossings...

I like the horn.

I don't have a problem with it either,i don't geilt it why lot of people are asking for a freight train horn on a passenger train.

I don't have a problem with the horn; in fact, the horn change signals a CHANGE from the Acela. (And I've heard worse - and from AMTRAK, no less; the Budd Metroliners and the Turboliners - both in 1979.)

There definitely is fencing. They wouldn’t leave it open for people to get run over.

They need culling.

Actually many high speed lines in Germany aren't fenced. You can walk wall the way onto the tracks. You could enter tunnels if you'd be that mad. A train even crashed into a flock of sheep :)

Well fuck Europe. And that comes from a Democrat. Pretentious fucks the lot of ya

It won't be able to go faster than 160 in the US, but the kids are arguing about the horn.

@Lazys The Dank Engineer And all nine are in CT or north - two are in New London at the station itself. (The two @ New London are obvious/obvious/obvious; you can se them!)

Its a test lol the aveila is faster

@@MrSuperpiff4 yea Ik but I’d rather have the k5la hybrid and go 14 miles slower

So you'd rather have a better train horn then arrive at your destination at time? That's pretty dumb

As far as I know, yes. May come out again as early as Monday evening.

@@FanRailer, great to hear! I keep tabs on it via the Facebook group. That's how I managed to catch it a couple weeks ago at Princeton Junction after some confusion between being told to go to Bristol and Princeton simultaneously. Finally got my video up this past week, so feel free to check it out. My videos aren't quite as nice as yours though. 😉

The last one. The power cars are an off the shelf European design, hence the buffers.

Railfaner 232 read the description

Cab signal dropped on them; ATS, as you would call it, stopped the train.

It needs the wires.

The sloped vehicles at the ends were made to assist with aerodynamics and speed of the rest of the train.

Whatchu talkin' 'bout? The tire pressure light came on and I pulled over to check it out ;)

They probably would do it if they owned the tracks most of amtrak lines run on private freight tracks

@@slumpdogyt except for the Northeast Corridor which is owned by Amtrak and where this video was filmed. The answer, as usual, is $$$

@@slumpdogyt Not these

yes

90

the asians and the europeans: pathetic

@@timlilijinsheng4070 agreed, but I think the new Acela uses European trains. Probably because they’re not willing to pull a Japan or China and build a whole new line for it, so this train’s probably more tailored to older tracks.

@@fangabxyfangabxy8563 i think it's due to the fact that the US has had a history with using european trains in the US the acela btw was built by alstom

@@austinandthatgreen2310 Alstom (and Bombardier) have been building trainsets in the US for *how long*? (It was Bombardier that built the Acela Express.) Siemens *also* builds trainsets in the US; lest we forget, the ACS-64 and Charger are built by Siemens. Unlike Alstom, both Bombardier and Siemens are known for things OTHER than ground transportation in the United States (Bombardier for aircraft, and Siemens for intelligent buildings; it is why Bombardier sold their US ground transportation division to Alstom in the first place).

I realise this is a bit of an essay, sorry! In modern European Electric Multiple Units, it is quite common for there to be 25Kv distribution along the length of the train, as seen here on this British class 800 unit which is designed to run up to 140mph, but currently limited to 125mph ( c8.alamy.com/comp/P93M59/hitachi-class-800-intercity-express-locomotive-train-at-paddington-station-london-uk-P93M59.jpg ) - the cable that looks like a curly fry above the gangway/walkway between the two cars. This means that long 8-12 car trains can draw power from a single pantograph and have all motors in all carriages operate. It adds some additional weight, risk and complexity in having to distribute high voltage AC power along the length of the train, but it's more and more common. You can see a similar 'curly fry' on the Avalia at 4:31, and it looks like there is the same connection between all carriages, and again when stationary at 7:14 and 8:23. Even though the Avalia is not an EMU, but rather a train with two locomotives, the design makes sense. Operating a train with multiple pantographs on older, lower quality overhead lines means the second pantograph has a far worse connection to the wire because of the first pantograph, which can cause arcing, potentially damaging the overhead wires, pantograph, lineside electrification equipment and on train equipment. Some work has been done - successfully - to design pantographs that use airflow at higher speeds to hold themselves against the overhead wires more tightly, but this can actually damage overhead electrification equipment by putting too much tension on it. So, if you can get by with using a single pantograph, and then distribute the required current along the train, on the train, it's preferable because that single pantograph will have a very good connection to the overhead equipment. It also means you can run the train with the last pantograph up, which gives the driver a precious extra few seconds to lower it if they spot damage to the overhead lines. It seems Alstom has used a lot of lessons learnt building high speed trains for the European - and specifically British - market, such as dealing with trains operating at high speeds over non purpose built lines. Here in the UK, we run trains at 125mph over alignments which are practically identical to how they were built in the 19th century, because historically there has been no money to build purpose built modern high speed alignments like in Spain, Germany, Italy and France. I suspect that to reach its full promised speed of 200+mph, it will need to use both pantographs, but the presumption is for that it will be operating on a new, purpose built high speed alignment with properly designed 21st century overhead electrification equipment that can easily take the stress of two pantographs moving at that speed.

@@JacobDicker I was under the impression that FRA regulations didn't permit both power cars to operate, which was what was the case with the previous Acela Express which effectively dragged the rear power car as dead weight.

Ah I see because the older Acela sets operated with both Pantograph’s one on each power car.

@@vaska00762 ah, 'fraid I know nothing about FRA regs and both locos being active being British, but it certainly looks like the Avalia Liberty design includes high voltage on train distribution. I also vaguely remember the Acela I got from NYC to Providence in about 2015/6 had both pantographs up when I got off there.

This is the standard design for HSR equipment including the TGVs, from which the Avelia is directly derived; a high voltage cable connects both power cars, so only one pan has to be up for both power cars to be active. The original Acela power cars were completely independent locomotive units, so therefore, both locomotives had to have their pans up to both be functional.

It needs to run faster like close to 175 to 200 MPH. If Japan Rail were to run the Northeast corridor, the trains would be running at 200 MOH, and the line would be electric all he way to Norfolk, VA, Newport News, VA & Charlotte, NC and there would be a lot more high speed trains running and high speed lines being built.