by MCL1981
Policy for what and why?? I can't imagine every new Charger now has to be operated as a double head with an MP36.
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MCL1981 wrote:Policy for what and why?? I can't imagine every new Charger now has to be operated as a double head with an MP36.They will be run with a second engine as insurance until everyone is satisfied they can run alone. No point in being able to go fast if you're dead on the main somewhere.
CNJGeep wrote:Yes, should have clarified that. All Chargers will go through the same break-in. 81 has passed the test and ran solo this afternoon.MCL1981 wrote:Policy for what and why?? I can't imagine every new Charger now has to be operated as a double head with an MP36.They will be run with a second engine as insurance until everyone is satisfied they can run alone. No point in being able to go fast if you're dead on the main somewhere.
KTHW wrote:Well maybe if Amtrak dispatchers were a little more cooperative :D All jests aside, it's got 4400 base HP disregarding HEP, I guess if you give them enough time under green, they'd get there eventually. This compared to a 3600 HP MP36, which can barely hit 85 with 8 MARCIIIs, I'd say the two expresses between WAS and BWI in the afternoon have the best chance of hitting 125. If I'm lucky enough to get one of these new guys on my evening train I'll update with a max speedSTrRedWolf wrote:I take it then that the belief is that a single Charger will be able to hit 125mph on the Penn line pulling a rush hour consist? I saw the video of them testing at Pueblo pulling 3 K-Cars, but I’d be interested to see how 6-8 fully loaded bi-levels will affect the Charger’s performance.KTHW wrote:The picture above shows a Charger leading an MPI-36, is this just as backup while the Chargers get all their quirks ironed out, or MTA policy? IIRC MTA was looking for equipment that it could run between all three lines but still achieve speed (125mph?) on the Penn Line. I don’t think the MPIs can run above 100, so I’m hoping that if they do have to double up MARC will use 2 Chargers.I think more than likely that they accepted delivery at the Riverside MARC yard, and they're putting the Chargers on the consists there. They'll be out on the Camden line for a while (which I think is max 79 mph CSX line) until they can get a few Chargers out to DC and then back on the Penn Line to really push 'em.
What else is being done to address Penn Line On-Time performance?So my thinking is that once all the Chargers are fully solo, the MP-36's get put on Camden/Brunswick only duty, where the speed is tops 79 MPH.
We will be introducing several of our eight new Siemens SC-44 Charger locomotives into Penn Line service in the very near future. Revenue testing of the Chargers started April 5th on the Camden Line and the first revenue test will occur on the Penn Line during the week of April 16. During revenue testing, a Charger is paired with one of our current MP-36 locomotives for redundancy and testing/calibration purposes. Chargers will be prioritized for assignment to seven and eight car rush hour trains – especially those operating north of Baltimore -- as they are released for solo revenue service. The higher horsepower and higher maximum speed of the Chargers will help with on time performance and reduce occurrences of MARC trains having to stop and wait for Amtrak trains to pass. Until all Chargers are fully deployed, there will be days when Perryville trains operate with one of our current locomotives and that may result in delays.
STrRedWolf wrote:8 Chargers alone will not be enough to run the Penn Line, but I agree that's where they should be run. MP36s on the Penn line should probably be used on shorter consists.
So my thinking is that once all the Chargers are fully solo, the MP-36's get put on Camden/Brunswick only duty, where the speed is tops 79 MPH.
D40LF wrote:Alone, no. The six HHP-8's will still be running Penn line service. I'm more thinking that the MP36's will not be long on the Penn line.STrRedWolf wrote:8 Chargers alone will not be enough to run the Penn Line, but I agree that's where they should be run. MP36s on the Penn line should probably be used on shorter consists.
So my thinking is that once all the Chargers are fully solo, the MP-36's get put on Camden/Brunswick only duty, where the speed is tops 79 MPH.
STrRedWolf wrote:Alone, no. The six HHP-8's will still be running Penn line service. I'm more thinking that the MP36's will not be long on the Penn line.How long will the HHPs operate? I haven’t heard how the BBD program is faring.
mtuandrew wrote:Word from the conductors is that they're happy with the rebuilt hippos, but I'd give it this summer to see how they fare.STrRedWolf wrote:Alone, no. The six HHP-8's will still be running Penn line service. I'm more thinking that the MP36's will not be long on the Penn line.How long will the HHPs operate? I haven’t heard how the BBD program is faring.
MelroseMatt wrote:Hello from SEPTA land. I only recently read about MARC's purchase of diesels to run on the electrified NEC, and I'm still trying to figure out what lead to this apparent non-sequiter. It sounds like MARC was tired of dealing with Amtrak for maintenance, and tired of unreliable catenary power. I'm curious if there was much pushback on environmental grounds? Or people are too busy trying to get to work to even notice the change? I wouldn't be surprised if most 'civialians' never ever realize the chargers don't have a pantograph raised.I haven't heard of any complaints. As you mentioned, the SC-44s are very quiet and they also don't produce as many harmful emissions when compared to MARC's other diesels. Overall, they will be an improvement for air quality along the Penn Line once they displace some of it MP36s.