IDOT readying RFP for high(er) speed locomotives

[Fan Railer]

Siemens has announced it's competing design:
http://www.railwayage.com/index.php/mec ... channel=35" onclick="window.open(this.href);return false;

Siemens Rail Systems and Cummins jointly announced a partnership on Dec. 3, 2013 that they said "will bring one of the most modern and efficient passenger rail, diesel-electric locomotives in the world to the U.S. marketplace."

The companies said Cummins QSK95 diesel engines will be used in Siemens' diesel-electric locomotives in the U.S., "resulting in one of the most energy-efficient, lightweight, smart, diesel-electric locomotives available today in North America...

...The locomotives will be built and assembled at Siemens' solar-powered transportation manufacturing facility in Sacramento, Calif. Cummins diesel QSK95 engines will be made in Seymour, Ind. The 95-liter prime mover is the most powerful high-speed 16-cylinder diesel to be installed in a locomotive generating more than 4,000 hp (2,983 kW), the companies said.

[dowlingm]

hopefully Siemens won't have to fall back to 2 x QSK60 as Metrolinx did with their repowered MP40s.
http://www.railwaygazette.com/news/busi ... ngine.html" onclick="window.open(this.href);return false;

[NH2060]

I must say I really like the design on this one. Looks more akin to the HST125 (only with a better front).

EMD you have met your match

[mtuandrew]

I am really curious whether GE will find it worthwhile to design a new Genesis with GEVO power, since that would be the only contender for this bid with a traditional (for North America) medium-speed diesel prime mover. Otherwise it's all Cat, Cummins, or potentially MTU 4000-series power.

[Backshophoss]

Other then Genset and HEP engines,Cummins has yet to build a PROVEN prime mover for RR service,
Cat as a prime mover has been a mixed bag(some good,some bad,and real BAD),
GE EVO series is a proven prime mover for freight service,about to be used on commuter service(MBTA).
The MTU prime mover is a proven engine in Europe and UK,still a mixed bag in the US (MNR).
Hopefully the Siemens/Cummins partnership can make it work.

[DutchRailnut]

I am really curious whether GE will find it worthwhile to design a new Genesis with GEVO power, since that would be the only contender for this bid with a traditional (for North America) medium-speed diesel prime mover. Otherwise it's all Cat, Cummins, or potentially MTU 4000-series power.

They did, its called HSP-46a with carbody build by MPI

[RickRackstop]

The original specification missed the latest fashion in not specifying LNG fuel. If you are going whole hog on untried technology - why not.

[Fan Railer]

From "Afigg" over at Amtrak Unlimited:
EMD is protesting the contract award to Siemens. Lengthy Railway Age article with specifics on EMD's argument that the Siemens' proposed loco won't meet the 125 mph speed requirement: EMD protests locomotive contract award. Don't know enough to determine how much merit EMD's protest has, but a lengthy dispute could delay the contract award to where the September, 2017 funding deadline becomes a serious issue.
 
Excerpt of the first 2 paragraphs:
 

Electro-Motive Diesel has filed a formal protest with the Illinois Department of Transportation over the Multi-State Locomotive Procurement contract for up to 35 125-mph diesel-electric locomotives, for which Siemens Industry received a Notice of Intent to Award on Dec. 18, 2013. IDOT, in conjunction with the California Department of Transportation and the Washington Department of Transportation, issued the procurement and formed the joint purchasing entities (JPEs).
 
The 19-page protest letter, addressed to IDOT’s Chief Procurement Officer and State Purchasing Officer, Bill Grunloh and Gretchen Tucka, respectively, and signed by EMD Vice President Passenger Locomotive Sales Gary Eelman, says that the proposed award to Siemens “does not meet the Illinois Procurement Code requirement that ‘[a]wards shall be made to the responsible offeror whose proposal is determined in writing to be the most advantageous to the State, taking into consideration price and the evaluation factors set forth in the request for proposals.’ In short, Siemens is not a ‘responsible offeror’ and its offer is not ‘responsive’ with respect to the Procurement. EMD is confident that after IDOT reviews the facts presented in this protest, an award to Siemens will be deemed to be contrary to Illinois law, in addition to being inconsistent with the interests of the taxpaying public and the JPEs. . . Pursuant to Illinois General Assembly [law], any award for this Procurement must be stayed until this protest is resolved.”

My response:
Once again, the "lack of HP" of the Siemens locomotive necessary to sustain 125 mph operations (according to EMD) can be easily solved by specifying a 5200 hp QSK120.

[RickRackstop]

They would have to rebid it with an engine that exists only on paper. Jn any case they may not get anybody else to agree with that and the Siemens proposal will have to be thrown out as not meeting the requirements.

[Fan Railer]

Full protest letter here: http://www.scribd.com/doc/205490917/HSR ... 4-Original" onclick="window.open(this.href);return false;

[BandA]

wow

[David Benton]

Fiqure 4 shows the Siemens train taking over 13 minutes to reach 120 mph. A British hst 125 (4500bhp ) does it in just under 7 minutes.
The emd train will take just under 11 minutes.The emd unit will take 13 minutes to reach 125 mph.The HST125 took 8 min to reach 125mph. of course, according to EMD the Siemens unit will not reach 125 mph.The British unit with 300 more hp can hit 130 mph.Of course the train weights and aerodynamics in each country are vastly different, but lets see ,maybe Siemens can prove their train will do 125 mph.
The amount of time it will take either train ( EMD or Siemens ) to actually hit 125 MPH in service makes it a largely academic (or in this case legal) exercise anyway.

[Fan Railer]

You can't exactly compare a ~476 metric ton train (HST 125; two diesel heads an 8 mark-three cars) to an ~871 metric ton train (two american diesels and 8 bilevel cars).

[NH2060]

You can't exactly compare a ~476 metric ton train (HST 125; two diesel heads an 8 mark-three cars) to an ~871 metric ton train (two american diesels and 8 bilevel cars).

Not to mention that a Mk3 coach is roughly 75' long. Multiplied by 8 that's a lot less train than 8 85' bilevels.

I do wonder though if there will be any (standard?) consists over 4 or 5 cars for the Midwest corridor services. With 35 locos up for bid and 130 bilevels under construction (before any options) that equals only 3-4 cars per locomotive (not including spare units). Certainly current and future ridership and service levels could warrant a minimum of 6 cars per locomotive and perhaps at least 10 additional units.

As for the letter itself I still say it's no more than an attempt by EMD to get another chance at scoring what might be the only other contract they will likely have a chance to bid on with the F125; the Metrolink contract is a go, but for only 10-20 engines at this point.

[electricron]

You can't exactly compare a ~476 metric ton train (HST 125; two diesel heads an 8 mark-three cars) to an ~871 metric ton train (two american diesels and 8 bilevel cars).

Not to mention that a Mk3 coach is roughly 75' long. Multiplied by 8 that's a lot less train than 8 85' bilevels.

I do wonder though if there will be any (standard?) consists over 4 or 5 cars for the Midwest corridor services. With 35 locos up for bid and 130 bilevels under construction (before any options) that equals only 3-4 cars per locomotive (not including spare units). Certainly current and future ridership and service levels could warrant a minimum of 6 cars per locomotive and perhaps at least 10 additional cars.

Each Horizon coach has 68 seats. The nominal Superliner (California) coach has 90 seats.
68 x 8 = 544, 90 x 6 = 540, 68 x 7 = 476, 90 x 5 = 450, 68 x 6 = 408, 90 x 4 = 360, 68 x 5 = 340, 68 x 4 = 272, 90 x 3 = 270
A 4 car Superliner train capacity is equivalent to a 5 car Horizon train.