Commuter Rail Electrification

Because the routes that use dual-modes should just be electrified, except for the oddballs. You've got the daily Wassaic train, which should just be turned into a switch-at-Southeast and eventually run as diesel/DMU/HMU from White Plains when the line is triple-tracked from NWP all the way down. You've got the oddball Montauk trains that should just be diesel from LIC and use Jamaica to make connections with the city terminals. Everywhere else, just electrify. Poughkeepsie. Danbury. Patchogue. Oyster Bay. Port Jeff.

The dual modes for MTA are usually only used for short distances from GCT to out of the Park Avenue tunnels. Only electrical only used all the way when diesel has failed. They are incapable of maintaining the MTA schedule.

On the other hand, the ALP45 can run full electric all the way.

R36 Combine Coach wrote: ↑Wed Apr 03, 2024 9:41 pm On the other hand, the ALP45 can run full electric all the way.

That is because they are using overhead CAT. The MTA dual modes cannot draw enough electric juice from third rail shoes. Current draw is too high at 600 Volts VS 12 kV AC from CAT with much lower currents.

mbrproductions wrote: ↑Tue Apr 02, 2024 7:19 am ARTICLE: "Goodbye diesel, hello electric. Battery-powered, improved service could be coming to MBTA’s commuter rail in 2027."

Link: https://www.bostonglobe.com/2024/03/24/ ... l-in-2027/[

At least we know that Keolis wants to continue operating the Commuter Rail. Submitting this proposal keeps their foot in the door

The Keolis proposal for electric service on the Fairmount Line was unsolicited, Pesaturo said, and does not include a price tag. Pesaturo did not say how much the T plans to spend on the electrification pilot. Other companies have until April 12 to respond with better offers than Keolis.

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Just like when MBCR promised to build a brand new S&I for the Southside to make well for the then, upcoming contract....

Looks like this is it, the MBTA is officially buying electric equipment for the first time in history, although only for the Fairmount Line (as of now).

The image in the link provided also features an ALC-42 on the top left for some odd reason.

I read that the equipment was going to be leased and not purchased.

Where does it say that they are leasing them? I thought they were going to buy them to start in 2028. Btw, will it look like the stadlers that Caltrain is currently getting?

Battery or regular electric? The photos show a mix of diesel and regular electric. Battery electric trains are a dumb idea except for yard/industrial switchers or other narrow niche uses. Just put wire up!

I assume wiring the line requires an environmental impact statement and getting permits to build at least one new substation. You can’t snap your fingers and do that today.

It will also take time to get new equipment. Given how frequently they want to run the electric trains, they'd be better off putting up catenary and getting some M8s or Silverliner Vs rather than messing around with BEMUs.

I hope that these BEMUs work. However, there are way too many unknowns that will only show under normal and some abnormal operating conditions, How the system works in say 5 years might be different than brand new equipment. The only long term experience may be NY Central's experience with battery freight locos. That was an entirely different type operation,
1. Battery. The sweet spots for charge and discharge for most EV vehicles is the 20% - 80 % range. Will the battery installed follow that or maybe range will be greater?
2. Will there be enough CAT capacity when an Amtrak substation goes off line? What provisions will there be in that case for isolating a BEMU that is Un attendant?
3. What acceleration difference using just battery VS using CAT? If different then maybe short sections of CAT at some station to get max speed quicker?

west point wrote: ↑Sat Jul 27, 2024 12:25 pm 3. What acceleration difference using just battery VS using CAT? If different then maybe short sections of CAT at some station to get max speed quicker?

Probably similar to the difference between diesel electric and catenary (or third rail, for that matter), and for the same reason: catenary provides effectively unlimited power, so it can provide as much power as the traction motors can possibly draw. Batteries, like diesel engines, can't do that.

wicked wrote: ↑Fri Jul 26, 2024 2:13 pm I assume wiring the line requires an environmental impact statement and getting permits to build at least one new substation. You can’t snap your fingers and do that today.

Iirc,
Chicago is getting BEMU for the rock island line, also so they dont have to wait years for nepa.