What's happened to the diesel railcar revival?

The short-term outlook for DMUs is modest. Long-term prospects are more promising.

By William D. Middleton,
Contributing Editor

	Trinity Railway Express, Dallas, is one of several agencies that have revived Budd's RDC of the 1950s. So far, the RDC is the only DMU in North American service. Photo by William D. Middleton

Less than a decade ago, when all but the last few passenger services operated with aging Budd Rail Diesel Car (RDC) equipment were phased out, the day of the diesel multiple-unit, or DMU, appeared to be about over on North American railroads. But hardly had the diesel railcar been declared dead when it came back to life in a flurry of proposals for new passenger rail starts with DMU equipment, together with supplier proposals for a variety of new designs for the North American market. Lying behind this new interest were the same potential cost advantages and operational flexibility over conventional locomotive-hauled equipment-particularly in applications for which the required passenger capacity is relatively low-that had made such a success of the RDC almost a half century earlier.

This was manifested first in a modest revival of rehabilitated RDCs in new-starts at Syracuse, N.Y., and Cape May, N.J., during 1994 and 1996. A far more significant example came on line at the beginning of 1997, when Trinity Railway Express began operating regional passenger service over a 10-mile route between Dallas Union Station and South Irving with a fleet of 13 Alstom Canada-remanufactured RDCs. Well satisfied with their operating performance, flexibility, and reliability, and anticipating a growing role for RDCs as full Dallas-Fort Worth operation grows and other planned services develop, TRE is now looking for another six RDCs for eventual rehabilitation.

Equipment choices
The revival of interest in the DMU, however, is owed in large part to a variety of new designs, most of them based upon successful recent European equipment. Siemens Transportation, for example, is marketing three options, all based upon successful German designs. For short-haul "diesel light rail" services, Siemens is marketing the RegioSprinter, an articulated diesel-hydraulic design, while the larger VT-642 diesel-electric railcar is being offered for commuter and short intercity markets. Neither of these vehicles complies with FRA Tier 1 crashworthiness standards, and can be used only in services separated from other railroad operations. The third Siemens option, however, is an FRA-compliant version of the VT-605, a diesel-electric vehicle available in tilting or non-tilting versions and capable of 125 mph maximum speed for extended commuter or intercity services.

Adtranz is offering an FRA-compliant version of the Flexliner DMU for both commuter and intercity services, and a diesel LRT design based upon the firm's GTW vehicle developed in Switzerland. Bombardier and Alstom are jointly marketing a modified version of Alstom's 125-mph XTER diesel-hydraulic trains built for the French National Railways. Bombardier is also marketing the Talent, a European articulated diesel light rail vehicle design.

Extensive U.S. and Canadian tours of the Flexliner and RegioSprinter during 1996-1998 showed the potential for DMU equipment, helped some prospective projects gain the acceptance they needed to move ahead, and undoubtedly encouraged the initiation of others. With two new-starts for DMU equipment firmly committed and several others close to moving ahead, a new era for the DMU in North America may be at hand. While the initial market, at least, is likely to remain modest, long-term prospects could be substantial as new light rail, commuter rail, or regional intercity services continue to develop.

Diesel light rail transit
Ottawa-Carleton Regional Transit Commission (OC Transpo): The first diesel LRT project likely to begin service is a five-mile light rail pilot project that will operate over a Canadian Pacific line between terminal stations on OC Transpo's extensive Transitway bus system. Bombardier is supplying three diesel-hydraulic Talent BR643 DMU trains for the project. These are three-car, low-floor, articulated trains seating 135 passengers and capable of a 75 mph top speed. Service is expected to begin in the summer of 2001.

Southern New Jersey Light Rail Transit System: Construction began in May for this 34-mile line being developed by NJ Transit on a Conrail Shared Assets line between Trenton and Camden. Adtranz will supply 20 GTW multiple-unit diesel-electric vehicles for the line, which should be ready for service by the end of 2002.

Tampa, Fla., Regional Rail System: The Hillsborough Area Regional Transit Authority (HART) is completing environmental studies and preliminary engineering for a 30-mile regional rail system that will operate in three corridors radiating from downtown Tampa. About two-thirds of the system will be on existing CSX tracks, where time separation will permit operation of diesel LRT equipment. Another five miles in one corridor will operate in shared right-of-way with a 32-foot distance separation.

Grand Canyon National Park: The National Park Service (NPS) has pre-qualified five consortia to compete for a concession to finance, design, build, operate, and maintain a light rail and bus system transporting visitors to Grand Canyon National Park. Vehicle suppliers include Adtranz, Siemens, Kinki Sharyo, and Goninan. DMU equipment is specified for the 8.3-mile line, although the NPS will also entertain proposals for alternative-fuel vehicles. Eighteen vehicles will be required to transport up to 47,000 daily visitors to the park. A draft prospectus was due out to the five teams for review late last month, with the final prospectus expected to go out for proposals by late this year. The system is expected to be in operation by late 2003 or early 2004.

Northern San Diego County: The North County Transit District (NCTD) plans to begin operating a DMU service over a 26-mile former Santa Fe branch between Oceanside and Escondido in 2004. NCTD plans to use diesel LRT, and will separate operations from other rail traffic by confining freight operations to hours outside those for passenger service and by building separate tracks between the Oceanside Transit Center and the junction of the branch with the Los Angeles-San Diego main line. Final design is now in progress, and NCTD expects to go out for bids for an initial ten vehicles by year-end.

Commuter and intercity rail
Pennsylvania Department of Transportation: Several years ago PennDOT initiated procurement for a fleet of seven 150-passenger DMU trainsets to operate intercity service in the 104-mile Philadelphia-Harrisburg Keystone Corridor. While improved service in this corridor will now be provided by Amtrak's Acela Regional electric equipment, PennDOT has completed negotiations with Adtranz for a reduced fleet of three Pennliner (based on the Flexliner) trainsets for operation in other corridors-most likely the 249-mile Harrisburg-Pittsburgh route. The number of trainsets, however, is too few to warrant the engineering and production start-up costs for an FRA-compliant Pennliner, and the deal will go ahead only if Adtranz can solicit other orders to make the project viable.

Oregon Department of Transportation: A solid prospect for an additional Flexliner order is the Oregon DOT, which is considering an add-on to the PennDOT procurement for a pair of two-car trainsets, with a possible third set at a later date. These would operate in state-supported Amtrak service over the 124-mile Portland-Eugene corridor, supplementing the present Talgo service.

Portland (Oregon) Commuter Rail: Another prospective Flexliner market is a planned Portland area commuter service operated with DMU equipment over a 15-mile route between Williamsville and Beaverton connecting with Tri-Met's West Side light rail line. More than half the required funding has already been identified, and the project is currently in an environmental studies/preliminary engineering phase. Four trainsets will be needed. September 2004 is the target start-up date.

Midwest Regional Rail Initiative: In 1998 a coalition of nine states, Amtrak, and FRA completed the Midwest Regional Rail Initiative plan, which proposed a 3,000-mile, 110-mph network of 11 routes radiating from a Chicago hub and suggested DMUs and other equipment options. Amtrak is currently taking a major step toward that ambitious goal with an initial procurement of 15 110-mph, 200-passenger trainsets that will operate in corridors from Chicago to Detroit, Milwaukee, and St. Louis. Suppliers are expected to propose both locomotive-hauled trains and DMU options, which are likely to include FRA-compliant versions of both the Adtranz Flexliner and the Siemens VT-605 tilting DMU. A request for proposals was expected to go out late in June or early this month to pre-qualified suppliers, with responses due this fall. A procurement decision could come as early as the end of the year.

Raleigh-Durham-Chapel Hill (North Carolina) Regional Rail: Triangle Transit Authority (TTA), the regional transit operator, is nearing the end of environmental studies and preliminary engineering for a 35-mile first phase of a planned regional rail system that will link Durham with Research Triangle Park, downtown Raleigh, and North Raleigh. The service will operate on its own tracks within existing freight rail corridors, and TTA plans the use of two-car trainsets of FRA-compliant DMU equipment. Following approval of a final EIS and record of decision (expected in summer 2001), TTA expects to initiate procurement for 10 to 26 two-car trainsets.

Longer-term prospects
While none of the above projects are close to the procurement phase, there are others that represent future potential. Several possible commuter rail new-starts have considered DMU equipment, while several existing operators have evaluated DMUs as an economic alternative for off-peak services. Still other opportunities are likely to develop in new intercity services involving intermediate distances and limited capacity needs, including expanding services in the Pacific Northwest, and California, and such new initiatives as proposed state-supported Amtrak services in Florida's Miami-Orlando-Tampa corridor.

The recent announcement of $400 million in new capital funding for VIA Rail modernization over the next five years offers the possibility of a new DMU market in Canada. No equipment decisions have been made, says a VIA Rail spokesperson, but the carrier is looking worldwide at what's available for its range of transcontinental, corridor, and regional passenger services, which still include one RDC-operated service on Vancouver Island.