* metal pipe falling sfx *

@notarotomwithhair5637

Жыл бұрын

* fart sfx *

There really needs to be a purchasing initiative for lines Amtrak runs on outside the NEC. If Amtrak could own or co-own the routes they run long distance trains on, that would help prevent the ridiculous scheduling and maintenance issues the freight railroads impose on passenger rail. Just imagine a railroad actually having dual track and/or sidings long enough to accommodate trains so that passing could... you know... be a thing. Oh and let's not forget actually making sure the track isn't so bad trains are derailing all the time.

@dantem4119

Жыл бұрын

you’re going to need a governmental level of purchasing power that AMTRAK currently does not have. Until people start to see the advantages of good rail, ir calhsr when it opens, it’s gonna be rough

@nickberry5520

Жыл бұрын

This is one of the reasons (possibly a leading reason) why Alan advocates for nationalizing the railroads

@toadscoper4575

Жыл бұрын

The US is allergic to rail nationalization and electrification (as well as public transit investment), so it’s going to be a long while before that would happen

@OuijTube

Жыл бұрын

States are buying up trackage, and that might help. In Virginia, the state government has acquired a lot of track-miles with an eye to increasing passenger train frequency between DC and Richmond…and eventually Re-opening disused tracks to serve the Richmond-Raleigh route

I feel that harsh criticism of Alstom or any other modern rolling stock manufacturer is a bit too much. Because in terms of awfulness, nothing, and I mean NOTHING pales in comparison to *shudders* AnsaldoBreda. Here in Norway, they delivered the SL95 trams which were extremely heavy and rusted worse than a 1970's Fiat, as well as the innovative Type 72 local trains, which were famous for having a local team of Italian engineers staying in Norway to fix issues for so long that some of them even decided to reside permanently and get a family here. In the Netherlands, they delivered the Fyra V250, which was so bad that the Dutch called it ALDI-train, which apparently made the management at ALDI mad because they didn't want to be assosiated with such a bad train. In Denmark, they delivered the IC4, which was so riddled with issues that it became like a Shakespearian tragedy for the Danish rail network. Also, Berlusconi gave away one of the trains to Gaddaffi (!), so the Danish actually even got one less than they asked for.

@counterfit5

Жыл бұрын

Boston had issues with AnsaldoBredo trains too

@RTSRafnex2

Жыл бұрын

*Bombardier has entered the chat *

It might be worth mentioning that Alstom is NOT one company, and the constituent bodies that make it up (ex-Bombardier UK, ex-Concarril, ex-Bombardier Monreal, ex-GEC, etc.) still have quite a high degree of independence from one another.

Would love to see a video on the “Buy American” thing you mentioned, especially in how public transit plays a role in how manufacturing policies go about.

@toadscoper4575

Жыл бұрын

The “Buy America” premium for rolling stock is a double edged sword: on one hand it’s single-handedly keeping the rolling stock industry alive in the US; however, it’s also a very expensive and restrictive policy that more often than not holds many transit projects back (not to mention the US is roughly 30 years behind the rest of the world in terms of rolling stock technology). Combine it with horribly restrictive and archaic FRA regulations and it’s no wonder that Buy America makes rolling stock so difficult and time consuming to produce here

@adambubble73

Жыл бұрын

@@toadscoper4575 read about the MBTA / CRRC rail cars that required them to be built in Springfield MA which has caused many issues, delays, excessive costs etc and the whole order probably wont be fulfilled for a similar state-level issue

point about sleeper trains is very interesting considering China has sleeper trains on its hsr network. also good to acknowledge that most people in these companies are trying their best, nobody wants Alstom to fail we just wish their trains worked better.

@alanfisherextras

Жыл бұрын

Yes agreed, I don't want Alstom to disappear, I'd just like for them to take accountability instead of just solely blaming Amtrak and the infrastructure

@Donnie67654

Жыл бұрын

@@alanfisherextras You can say yes Alstom do have their issues like any manufacture. But lets be honest. Amtrak was being stupid in the first place for buying brand new never before tested TRAIN SETS, and expecting it to run on century old track. Lets not act like that wasn't the dumbest decision.

Inb4 Well There's Your Problem: Alstom

I’m hoping the new REM opening on the 31st goes well, they have actual and better testing with the light metro trains made by Alstom. Also for sleeper trains seeing Via Rail and Amtrak having an RFI to replace their aging coaches for their sleeper trains, especially Via Rail. Though wish it goes the same route as Nightjet with new single level coaches made by Siemens. They seemed to be derived from the Siemens Viaggo Comfort which is used by Railjet as well and influenced for the Venture cars

Alstom is known for building reliable trains. So much so that the "you'll be going nowhere" meme spawned from a First Great Western training video on dealing with faults on the Alstom Class 180.

This feels like one of those mental breakdown videos

ROCHESTER MENTIONED Hard agree, the Empire Service could definitely use a Buffalo-Rochester-Syracuse-Albany express train

I'm biased. I like Siemens and I heavily support them, but even Siemens runs into issues over and over again. Not as much as Alstom, but still a lot. The best train manufacturer right now is probably Stadler, the Swiss are just good at creating high quality products and their trains seem to be flawless. So if you want reliable trains, buy Stadler I guess

@toadscoper4575

Жыл бұрын

I agree, and I really wish more US transit agencies would actually pay attention and embrace the DMUs and EMUs they’ve created for the NA market. I think the main issue with Stadler rn is that their current manufacturing operation is far too small and limited in the US atm, meaning it takes much longer for them to complete rolling stock contracts

@RTSRafnex2

Жыл бұрын

Don't get me started about Siemens... They completely botched the trains for 2nd generation of Zurich S-Bahn. There is a reason why SBB switched to Stadler KISS afterwards. Siemens was completely incapable of building a double-decker multiple unit. They had to do a lot of rework and warranty work afterwards. There was a new problem every damn week. And they were unable to deliver on time.

@RTSRafnex2

Жыл бұрын

@@toadscoper4575 The main problem is that they have to ship every single bodyshell from Europe to the US.

@ft4709

9 ай бұрын

@@RTSRafnex2 To be fair, that was almost 20 years ago, back when the FLIRT was still in its infancy and Stadler's primary business was tailor-made rolling stock. Current generation Siemens double-deck EMU work reliably and are delivered on time. Besides, if we're talking true high-speed trains it's pretty much up between Alstom and Siemens, with Stadler only opting for 250 kph.

@RTSRafnex2

9 ай бұрын

@@ft4709 Siemens has not built any full double-deck multiple units since then...

PRASA (which is Amtrak for South Africa) has also had problems with alstom trains but part of that is due to run down infrastructure and cable theives

I don't think too much on Budd. Budd was a good company don't get me wrong. my grandfather use to work there as an engineer. But Budd died out because they tried to do too much when building new equipment. Not to mention their trains were seriously clunky. They weren't all that stylish and when they tried to go sleek. It still look like a massive stainless steel soda can with a backwards shovel. They lacked vision and when they tried to experiment they went all over the place or stayed too safe.

@toadscoper4575

Жыл бұрын

Budd was a product of its time, and I truly do believe their overly utilitarian design philosophy did contribute to their downfall in later years. I also think the downfall of Budd also contributed to the obsolescence of multiple-unit (whether it be diesel or electric) rolling stock in the US in the late 20th century. To this very day EMUs and DMUs are extremely rare in the US for mainline passenger services despite the fact that the rest of the word has almost entirely moved away from locomotive hauled trains for passenger services (especially in Europe and Asia) in favor of EMUs

@Donnie67654

Жыл бұрын

Budd could have done well. But as we all stated. They just look. Outdated and old. It was just nothing. Looking at their old picture n I’m like man…. Even with their EMUs and DMUs. They were riddled with issues as well.

Acela? I hardly know ya.

I think overnight train services here have good potential, especially if they are priced cheaper than flights.

I watched the June board meeting of CAHSR and the part when they talk about the interior design of their trains and board members ask questions about how to get the train sets on time, even tho they are planning to order them this year for 2030 service. I was really glad that the CAHSR seems to be in close ties to Amtrak and are learning from Amtrak and taking steps not to suffer delays like Amtrak. Two things CAHSR have going for them is that the tracks in CA will be new, and since service hasn't started yet when the tracks are built they can test over the whole network without waiting on scheduled revenue trains. And the chief of the rolling stock alluded to that they are only going to recommend to the board, a train set that is currently in use. That would avoid being the test bed like Amtrak has been. Even tho I think that limits them slightly

Another thing I’ve always wondered is why the US did not adopt DMUs and EMUs like the rest of the world. Even countries with poor intercity rail systems like Australia and Ireland have utilized DMUs; meanwhile, the US continues to invest in locomotive hauled passenger trains which have become entirely obsolete in certain parts of the world… I think this might also tie into Budd’s downfall and the stagnation of the US rolling stock industry in the late 20th century..

@katherinespezia4609

Жыл бұрын

MUs kind of suck for low/moderate speed long-distance service. There's a good case for them on some Amtrak services, but then you need a whole extra logistics chain to support them, and up until recently Amtrak wasn't offering enough services suited for MUs to justify the cost. You'll notice that a number of commuter operators (not as many as there should be, but some) do operate multiple units, and I suspect the reason the remainder don't operate them is there just aren't any available for cash-strapped agencies that frequently buy secondhand equipment.

@seprishere

Жыл бұрын

@@katherinespezia4609Why? What would be wrong with the Lake Shore Limited being 2 x 6-car, joining/dividing at Albany, using 6-car sleeper DMUs?

@MarioFanGamer659

Жыл бұрын

@@katherinespezia4609 In fact, locomotive trains are still used in long-distance operations here in Europe even today. ÖBB Railjet is the most notable example but SNCF also never used multiple units (that is, one with distributed motors, not with two centralised power cars) for its high-speed operation while Talgo trains (used by AVE in Spain and soon DB in Germany) also only come with power cars.

I’m interested to see what your take on sleeper trains is. Every time I’ve looked on Amtrak a roomette seems to be more of a luxury than a practical way to get to a long distance destination. I always have the mindset of “why would I pay more to get there slower” when comparing long distance Amtrak to air travel

I think you really underestimate how much of an effect a good bashing video can have on “ experts with buying power”. Before becoming a transit nerd I was a rocket and space nerd. The Air Force was carried kicking and screaming to use SpaceX for launches. Eventually, Congress shamed them into using them. Watching Lockheed Martin and Boeing lose truly warms my heart. To be clear Elon can suck it, but I still appreciate the company.

@eirinym

Жыл бұрын

The fan boys for Elon always seem to forget the massive of team of engineers actually making the company work. He doesn't do anything on his own.

I reckon this is the way the entire industry is going - it’s cheaper to have your customers do testing for you then contract more work for you to fix them or retrofit systems. In the UK there’s been lots of issues with door sensors, emergency brake sensors in some cases, and stuff like that. Often a full electrical rebuild ends up occurring. The trains run fine in the end but take a long time getting there, while people experience subpar service. Even the APT experienced that kind of development cycle tbh. This is a big neoliberal market thing.

Albany and Rochester probably deserve their own regional rail and Amtrak I think rents some of the trackage in that area from CSX or something

My bigger problem is that they are only 386 seats in a 9-car set. The newer UK Hitachi ones are about 600 seats. Even the (then) Virgin Alstom Pendolinos were 450 seats, extended to 550 seats as 11-car.

@Cloudrak

Жыл бұрын

You do have to admit the class 80x by Hitachi are very cramped inside and have no buffet car. Pendolinos are great though, no excuse for Amtrak to have such little seating.

If Budd still exist Canada would likely still be ordering from them as well. My plan is to try and get on the RDC served VIA 185 sometime later this year and see the autumn colours in northern ontario. I have a feeling that service is going to be canned sometime soon and I need to do it once before it bites the dust. We desperately need a mass produced successor to the RDC. Stadler makes some decent offerings but it would be great to have something on domestic soil. Even though it hemoraged money, I think keeping Bombardier Transportaion alive was a good idea. We still have the production facilities but as you've discussed, Alstom has proven themselves...complicated. Thanks for another great video.

@abcdeshole

Жыл бұрын

It’s wise to assume that anything Via, esp non corridor, can and will be canned at any time. 2020 showed us that anything can be turned upside down without warning. The Ocean is down to twice a week, it and the Canadian were once daily. Just go.

This while the acela is on trial in France... At this rate it might start operating in France before it does in the US which is totally not what was planned

More and better sleeper trains sounds like a really good idea. I hope you do a video on that!

I’m kind of curious to see a brief review of North American/European rolling stock companies current and defunct. I rarely hear anything particularly negative about Alstom. Typically, AnsaldoBreda, Bombardier, Skoda and sometimes CAF are often brought up as problematic.

Because USA and Canada refused to adopt UIC standards for trains, the FRA has its own custom USA standards so they require any train in North America that operates on train tracks to meet those old standards and thus we can't get any standard train and must get customised models for North America with very few customers. Siemens converted its old Viaggios to meet north american standards (since they were steel it was possible to convert to FRA standards) and once converted, then sold to Brightline, VIa Rail and Amtrak (various flavours). But even though they are all ordering "Venture" cars, they are all done differently with different doors, stairs, couplings etc. And they have different software inside to meet the operator's needs. Siemens has newer Viaggios in Europe made of aluminium, lighter and much modern, but with orders already placed for fleets lasting 50 years, there would be no market to transform modern Viaggios into more modern Venture since there is nobody to but any with both Amtrak and VIA having placed their orders for the old steel versions. So making sure these new cars for customer X meet customer X's needs takes time to debug everything. With regards to Budd (and Pullman). Last ditch attempt at keeping passenger rail alive happened in mid 1950s with railways making their last purchases for trains. And once purchased and with demand going down, railways had surplus of rail cars that were modern and didn't need replaced. The Turbo Train was United Aircraft, not Budd or Pullman. But federal funding also went to Budd for Metroliners to try to conventionally speed up the NE Corridor. And there were prototypes for the superliners for Santa Fe before Amtrak with the later getting inspirarion to place order for Superliners. And Amtrak also placed a large order for Amfleet cars in 1970s that only now are getting replaced. So once Budd was done delivering Amfleet 1 and then Amfleet II, there wasn't much left for it t do except for subways. Of note: Budd was a steel company and pioneered working with stainless steel and also made car frames and had high level of technology for welding STEEL. It was not versed in modern aluminium to make modern trains. (so no interest in exporting those trains outside of USA/Canada) By 1987, Budd was part of Thyssen Krup group and making car parts and sold off the intellectual property for rail car stuff to Bombardier Transportation. Bombardier also got a part of Pullman. Bombardier got to build Comet cars as well as an order for Superliner II cars fro that purchase but not having inherite any facilities, it build those at its Plattsburg NY plant and parts in its Canadian facilities. (so this is now part of Alstom). Alstom is primarily a French company catering to SNCF. It's had financial difficulties a number of times throughout its life (used to be partly onwed by GE and back then was GEC Alsthom. I don't think they care much about exports where stuff isn't designed/built in France. The Ottawa amusement ride was a very interesting project management disaster movie (they had hearings where much dirty laundry was aired). (as an example, the builder of tracks laid the track section needed to test vegicles with the wrong gauge). But primarily: the mayor o Ottawa requires a low floor tram with capacity that could only be met wit high floor metro, and speed requirements you,d expect for a train (100kmh between 2 station stops. CAF bid but its bid was rejected because unproved product, Alstom then pretended to bid Alstom Citadis and won, but by the time they implemented all the requirements in the RFP, it was totally new untested vehicle. It has motors too strong for the roller bearings in wheels so bearing prematurely wear (motors need strength due to high density of passengers and need to accelerate to reach mayor's dictated speeds). And the PPP model where the governmentw as happy to not worry about debt ended up with corportate structure where RTG signed a contract with city. RTG signed a contract with another cimpany to run the project, and that company then signed contracts with various companies such as Alatom, Thales and construction companies. Only problem' Alstom had no communication path to Thales and that middle company didn't do project management to instuitude communicatiosn between the cvarious players. Meanwhile RTG was oblivious to this and papered over problems it saw so the city woudl continue to make payments since its only job was accepting payments from cuty and paying debt. In the end, RTG was almost bankrupted and the city took on the debt but is still stuck with RTG as only contact and RTG clueless on what actually goin in the subcontractor,s subcontrators and there is no communication between city and Alstom for instance. OC Transpo as to go to mayor who has to go to RTG who then goes to the middle company who then goes to Alstom. Oh, and to same money, the builder (they could not exceed allocated budget) decided to shorten platforms on above ground stations, but that required Alstom pack more people into the trams that had much space wasted by bogies being inside the tram instead of below it). This is what at those stations, the control cabs at either end bo beyond the platform ends.

@RTSRafnex2

Жыл бұрын

Agree. one of the biggest problems in North America is overspecification. Most American operators have zero idea about modern rail operations (this is not an insult, just the reality), but at the same time they think they have to tell foreign manufacturers how to work. Manufacturers who have decades of experience.

Basically every single Bombardier/Alstom locomotive or train does have problems here in Germany. And I know that about Switzerland as well

You should do a full video on the empire corridor and improvements that can be done to make it what I feel can be the busiest Amtrak line in the US outside of the NEC services.

Level the same critique at Siemens, the Amtrak Chargers keep breaking/won't start, and the new Amtrak Venture coaches also suck and are broken.

Common Amtrak L

Heck, Albany to Rochester needs another station in my book... right in the middle between Rochester and Syracuse. To make matters worse, there have been plans for a station to be built in the middle for decades now, and it even got partially funded... Which is right when CSX went from supporting the new station to blocking the new station. That said, express services along the route would be very nice.

It's kind of fitting that Alstom acquired Bombardier, of all companies. The two most problematic manufacturers.

I’m not a huge fan of Alstom or their trains and I do understand the frustration; but, they do produce trains without issue to many operators (most operators?) in Europe. All manufactures have minor issues with new rolling stock. Imo, a lot of the issues arise when small operators make orders for custom unproven new rolling stock that require lots of deviations from the standards. Amtrak in the NEC is both operator and infrastructure manager, and it’s astonishing to see the lack of homogenisation in the NEC in terms of electrification. In the EU we like to complain on how different standards are a roadblock for establishing services between countries, and we have 4 electrification systems across mainland Europe, just the NEC alone has 3 different systems. I love the Siemens Velaro, but for example DB has just had to replace the units previously operating services to Belgium and the Netherlands and restrict them to 15 kV/16.7 Hz Germany. Multi-system trains are more prone to problems than other trains

@ft4709

9 ай бұрын

I guess you're referring to the class 406 ICE 3 which are not part of the Siemens Velaro fleet and where in fact designed by a consortium including several companies that are now part of Alstom. These trains have yet to be replaced and still operate (albeit with varying degrees of success) to Bruxelles and Amsterdam. Meanwhile, Siemens delivered new Velaro MS units to DB within less than two years without any issues or delays, despite all of them being designed to handle four different voltages and a countless number of signalling systems. Except for the slightly delayed order of new Viaggio cars for ÖBB, I cannot recall a single Siemens train having had any major issues in recent years. The same is true for Stadler as well. Looking at Avelia Horizon, Coradia HC, iLint or pretty much everything they've inherited from Bombardier I for sure can't say the same about Alstom.

The Piedmont is adding (or has added? not sure of the start date) a 4th daily RT and the service pattern will change so that two trains per day will skip stops between Raleigh and Charlotte. So if even our measly 4 trains a day (+ 1 Carolinian) can have limited stop services, I don't see why the Empire Corridor can't have it as well. I don't know the current service pattern up there, but it's got to be better than NC.

Have you heard anything about Amtrak bringing back the DC to NYC nonstop?

I completely don't understand why Amtrak needs a model... They've had 3 years to test actual equipment on the actual service route. That is all you need for safety. You want to plan wheel truing or other work? That's nice not necessary.

Also add in the NJT PL42AC locomotives.

I see your point but after 2 years the trains are still not working as ordered. Why not have Siemens train. They are working. .

Alstom top management and some French officials may or may not hold a grudge because of the time General Electric took over the Energy branch, responsible for making turbines for the French nuclear power plants. Some people in upper management were detained for mounths for corruption charges, despite having nothing to do with it. In France this was treated like a very hostile moove despite the fact that Macron brokered the transfer deal.

You made up for the lack of (correct) criticism of Alstom during your layover in Pittsburgh. 🤣

Would love express service from Albany to Rochester but yeah maybe first run more than three trains per day :')

I'm very curious why you think that tourist-focused sleeper trains which offer little value in the way of public transportation would be a "silver bullet" for America's problems

One of the coolest things I ever did was participate in a locomotive freeze test at Budd's test facility. We were looking for solutions to protect engine cooling systems if an engine shut down in cold weather. Specifically a drain valve that would dump the coolant before anything froze. We did this in July 1982 or 83.

@Donoltmann

Жыл бұрын

Budd had a great technical test staff and facility.

Sleeper trains would be great but the pricing structure is bad. I shouldn’t have to buy the whole roomette if it’s just me. On every other railroad, the default rule is that you will share a second or third class sleeper with a stranger. It would really be something if Amtrak bought a bunch of new sleeper cars as all-roomettes to maximize the number of passengers. Or do it like the Russians and run third class plaskartny compartments on the long distance routes.

an alstom issues video would be awesome

Would it help to downgrade or reduce power output? Amtrak does not need 220 mph locos! I would have said sell them to Cal HSR but who knows when they will actually need them given the glacial construction pace.

I encourage you to make a video on the "Buy American" issue. And one on how we can support a domestic manufacturer.

Regarding the buy American thing... There are way too many New Fliers and Giligs on the roads; I want some more competition. Throw in some Volvo's and Mercedes' every once in a while (and some asian brands too while we're at it).

I don't understand why Amtrak decided to go beta test a train designed to go so much faster than it ever will in real life on the NEC. Something like what germany uses for the ICE 4 would've made much more sense. It's the transit agency equivalent of buying a lamborghini just to drive it to work every day. My guess is that it was some sort of political favor done to the french, perhaps as a recompense for the deal that the US scuttled bettween them and australia. Or the people in charge of Amtrak are just complete idiots.

@toadscoper4575

Жыл бұрын

It’s a bit of everything you mentioned. Amtrak’s insistence on a new tilting train system at a time when barely any new high-speed trainsets were being produced with such features certainly bogged things too.

she al on my stom til i acela? [EXTREMELY LOU

We seriously need an american company that could build our trains.

Acela broke but Budd don’t.

I understand why you complain about Alstom, especially in North America where they've managed to mess up badly on some projects because of bad management. However, they're still a very good company and other companies like Siemens have had their fair share of issues as well. Alstom's had their issues, but many of them can also be found with other companies.

Creeping X’Trapolis…

It was a cool vid

Sadge

In recent years, Alstom has gained a reputation of unreliability and lack of responsiveness to problems. Amtrak made a bad choice not going with Siemens.

should i go to hungary?

acela? i hardly know her!

"Promo SM"

Rotem for the win!!!

I wouldn't expect that from you. I'm not going to defend Alstom as I don't have the exact details, but don't have them either. With all due respect to your friends in Amtrak, they tell their side (I'll assume they worked directly with Alstom on the Avelia Liberty, otherwise your story comes fro, someone without direct information) but not Alstom's side. If Amtrak has problems with Alstom and believes they are at fault they can sue. Renfe, the national train operator in Spain sued Talgo for 130m Euro for very late delivery of their new high speed trains (and they still work together). When you've decided that they are at fault you start with the stories, like the O-Train, they had some problems with the cars, something that happens all the time with all manufacturers and they fixed the problems, but the major problems had nothing to do with the trains. As for Budapest, did your friend tell you what's the problem? Did he mentioned it's spare parts that were manufactured in Ukraine, that I hear has a few small problems, something with Russia, i believe. Alstom trains run operate all over the world without major problems and every manufacturer has sometimes problems and an adaptation period and, they can mess up Again in Spain - CAF made a huge designed error with the new meter gauge trains for Cantabria and Asturias. They built it (not the full manufactured trains) in the wrong dimensions so they don't fit the tunnels and this caused a 3 years delay. I know of problems in the past in the US with GE locos and I'm sure the US companies you miss made a few mistakes when they existed. I like your videos and it seems that you do your research and actual facts supported by actual data, not hearsay and unchecked claims.

@eirinym

Жыл бұрын

It is important to look at all the facts. Problem is a there were these widely spread around news stories about delays to the new Avelia trains and for whatever reason the people who started the news story decided to say that it was all the fault of the NEC just not being perfect enough for the new trains. Seems a bit of a misdirection when as you've said there are so many things going on it's impossible to point to one issue and lay all the blame there. Amtrak has been working for years improving track on the NEC, and if they had more cash they'd do a lot more. But it being a new trainset, there are bound to be issues, and I'm sure Alstom is learning from mistakes as well as Amtrak making changes that should be made. It's just Alstom, and even Amtrak, should have foreseen more of the potential complications with the train to rail interaction. Rarely does one company admit fault, and in this case I think it'd be great if we got a complete transparent picture of all the issues. I'm not sure we'll get that though.

@ft4709

Жыл бұрын

Speaking of facts: The CAF trains for Cantabria were built to the exact specifications as ordered. CAF did not screw up, it was Renfe that did.

Now hearing all of this about Alstom, given what Alan has mentioned one would have to wonder if these could be the reasons why BART chose Bombardier over Alstom?🤔 I certainly remembered that whole controversy 🫢

@Bauer-ke6lp

9 ай бұрын

They are the same company. But Bomardier had a lot of issues when it was still on its own too, maybe even a bit worse