Delivery/status of the Metro North Siemens SC42-DM

That seems short-sighted. Operational flexibility for NYP service would be nice.

RearOfSignal wrote: ↑Sat Oct 26, 2024 3:59 am

SRich wrote: ↑Fri Oct 25, 2024 2:02 pm @Jeff perhaps merge with post1653952.html#p1653952?


Just a small question. Rhose 3rd rail shoes, do they have the capability to switch between LIRR style 3rd rail and MNRR style 3rd rail or just the MNRR style?

Just MNR style.

RearOfSignal wrote: ↑Thu Oct 24, 2024 9:37 pm

west point wrote: ↑Tue Oct 22, 2024 9:44 pm With Amtrak and MNRR both using 300 numbers could this possibly cause a misunderstanding by crews or dispatchers?

Doubtful since trains are identified on the radio and paperwork by their railroad, even if an extra train using the lead unit number.

WP - I will add to RofS reply this thought: Amtrak's 300 series diesel Chargers are highly unlikely to be
used south of Albany on Empire Service trains on basically the one routing that their respective usage
"territories" would overlap...ALB-NYP trains require the use of Amtrak 700 series dual-mode Genesis as
currently used until Amtrak Empire gets their replacement Siemens DM units - number series TBD...

The only other possibility that I can think of is if Amtrak's Chargers are used on CT NHV-HFD-SPG trains.
In this instance the MNCR or Amtrak 300 series unit territories could "meet" but remain on either side
of New Haven in terms of service...MNCR DM trains run: GCT to Poughkeepsie, Wassaic and Danbury.
(the three prime DM routes/destinations). RJ could further confirm this subject...MACTRAXX

RearOfSignal wrote: ↑Thu Oct 24, 2024 3:46 pm The 301 and 302 have been delivered to MNR and are tucked securely away in Harmon shop unlikely to see daylight for the next few days. Test trains will begin at earliest by end of next week.

What is the testing timeline? Is there a general program they'll follow? Obviously, they'll have to cover all the MNRR territory, but is there a mileage goal? How many hours of operation are required for Engineer qualification on a new piece of equipment.

So many questions...ha

MACTRAXX wrote: ↑Sat Oct 26, 2024 7:30 amThe only other possibility that I can think of is if Amtrak's Chargers are used on CT NHV-HFD-SPG trains.
In this instance the MNCR or Amtrak 300 series unit territories could "meet" but remain on either side
of New Haven in terms of service...MNCR DM trains run: GCT to Poughkeepsie, Wassaic and Danbury.
(the three prime DM routes/destinations). RJ could further confirm this subject...MACTRAXX

They were running some P32AC-DMs up to NHV for a while when the M-8 cars were first coming in, as they were way short on M-2/4/6 cars, but I believe that is rare now, and that service is pretty much entirely M-8s. It's is theoretically possible, however, especially for a late night weekend run if they need to shut the wire down for maintenance.

L'mont wrote: ↑Fri Nov 01, 2024 10:14 am

RearOfSignal wrote: ↑Thu Oct 24, 2024 3:46 pm The 301 and 302 have been delivered to MNR and are tucked securely away in Harmon shop unlikely to see daylight for the next few days. Test trains will begin at earliest by end of next week.

What is the testing timeline? Is there a general program they'll follow? Obviously, they'll have to cover all the MNRR territory, but is there a mileage goal? How many hours of operation are required for Engineer qualification on a new piece of equipment.

So many questions...ha

Still a ways away from test trains, they haven’t even started up the engines since they’ve been delivered. They will be tested on all of MNR territory, but will start their revenue service on the Hudson line early next year. No hour requirement for qualifying an engineer on this kind of locomotive, just a training class. Training for T&E and MoE has only started this week once locomotives arrived.

https://new.mta.info/press-release/mta- ... ocomotives

MTA Unveils New Modern Metro-North Locomotives




New Locomotives Will Enhance Train Reliability While Reducing Air Pollutants By More Than 85%
Improve Environment as They Replace Aging Diesel Fleet
Testing Underway, with Passenger Service Expected to Begin in Early 2025

The Metropolitan Transportation Authority (MTA) today unveiled new state-of-the-art 4,200-horsepower locomotives that will upgrade and replace Metro-North Railroad’s existing fleet of locomotives used for trains serving Poughkeepsie, Southeast, Danbury and Waterbury. Known by the model number SC42-DM, the new locomotives will provide customers with more reliable service and will be friendlier to the environment.

The new locomotives will travel much farther under electric power that the current fleet of locomotives they will replace, the P32s. Those operate under electric power only in the four miles in the tunnel in and out of Grand Central Terminal, but the new locomotives are expected to operate in electric mode the entire 102 miles of Metro-North’s third rail territory, which extends to Croton-Harmon, Southeast and Pelham. The new locomotives are rated Tier IV compliant, slashing airborne pollutants by more than 85% while they are operating in diesel mode.

Enhanced reliability is made possible by new state-of-the-art monitoring and diagnostic systems that allow crews to spot any possible problems quickly.

“These beautiful new locomotives are part of creating the best customer experience every day on every ride on Metro-North and reaffirm our commitment to run the most reliable service possible,” said Metro-North Railroad President Catherine Rinaldi. “Taking public transportation is one of the best ways to address climate change, and I look forward to the environmental benefits that will result when these locomotives go into service early next year.”

“These are the first of many new locomotives that will further improve Metro-North's service and reliability,” said MTA Chief of Rolling Stock Program Tim Mulligan. “Replacing our rolling stock is a major priority of the 2025–2029 Capital Plan, and we're using innovative methods in a competitive market to purchase 2,000 new cars across the MTA.”

“The 85% reduction in pollutants is huge,” said New York State Senator Pete Harckham, Chair of Committee on Environmental Conservation. “The more cars we take off the road, the more reliable we make MTA service, that’s how we are going to clean the air and reduce carbon emissions.”

"The arrival of these greener, more flexible locomotives is such good news. Next stop: cleaner air, along with continued increases in the reliability of train service!” said Assembly Member Dana Levenberg. “New York State is on the right track, continuing to invest in the infrastructure we need for a more sustainable future."

“We are thrilled to be joining with our friends at Metro-North to welcome the first two Siemens locomotives at Croton-Harmon in Westchester. These two locomotives are the first step towards replacing a fleet of older locomotives with a more environmentally-friendly option, resulting in a significant reduction of airborne emissions and pollutants,” said Westchester County Executive George Latimer. “Today is an exciting day, and we know this change will provide cleaner, more reliable transportation to our commuters and visitors for years to come.”

“As the first dual mode offering from Siemens Mobility in North America, these locomotives for Metro-North are a sustainable alternative to transform rail in New York,” said Marc Buncher, CEO, Siemens Mobility North America. “With our partners at the Metropolitan Transportation Authority, Metro-North Railroad, and our Siemens Mobility team across the country, including our team in New York City, I look forward to seeing these modern, sustainable and innovative locomotives connecting passengers across the New York Metropolitan Region and Connecticut.”

The first two locomotives unveiled today are part of an eventual fleet of 33. Commensurate with levels of service in the diesel segments of the railroad, 27 of the locomotives are funded by the MTA and six are funded by the Connecticut Department of Transportation. All will undergo testing and the first two are expected to be placed into passenger service in early 2025.

The locomotives are being built by Siemens Mobility, Inc., in Sacramento, California, under a $414 million contract awarded by Metro-North in March 2021. The procurement of the locomotives, design reviews, test coverage and vehicle inspection services were supported by STV.

The arrival of these first two locomotives, Nos. 301 and 302, is a significant milestone in the new locomotives program, marking the second phase of the locomotive qualification testing. Phase 1 takes place in Pueblo, Colorado, where the overall dynamic performance of the locomotive is validated. In Phase 2, the locomotives’ performances will be tested in the Metro-North operating environment.

Do not understand how these new locos can work off 3rd rail farther. There is still the current draw of just 2 shoes.

It's entirely possible that the electrics in this engine are just that much more efficient with the current they do draw that MNRR thinks they can use the third rail more extensively with them (I don't know one way or the other).

west point wrote: ↑Mon Nov 04, 2024 1:10 am Do not understand how these new locos can work off 3rd rail farther. There is still the current draw of just 2 shoes.

The P32s have a few limitations when in electric mode. The SC42-DMs don’t have those same limitations, thus it is planned that they can operate in electric mode for a greater distance.

I recall seeing a graphic showing the SC-42DM's would be able to switch to electric mode at Croton/Harmon, Southeast, and Pelham and run on electric power from there, in. Is that still the hope?

Does the Hudson Line have 3rd rail on all 4 tracks from Spuyten Duyvil up to Harmon? I seem to recall seeing the 3rd rail removed from one of the tracks for a distance. If so, that would hamper operations in an all-electric operation.

shadyjay wrote: ↑Tue Nov 05, 2024 6:04 pm I recall seeing a graphic showing the SC-42DM's would be able to switch to electric mode at Croton/Harmon, Southeast, and Pelham and run on electric power from there, in. Is that still the hope?

Does the Hudson Line have 3rd rail on all 4 tracks from Spuyten Duyvil up to Harmon? I seem to recall seeing the 3rd rail removed from one of the tracks for a distance. If so, that would hamper operations in an all-electric operation.

Yes, that is the plan.

Hudson Line is getting 3rd rail installed on track 1, CP 19 to CP 33 (where currently there is none, except for a portion between CP 25 and 26 which is equipped). The installation is not really to accommodate the SC42-DMs, but to increase overall operations.

I notice that the new SC42-DM has an Amtrak ALC-42 style head instead of the regular chargers... is that the new "face" for al new state chagers or just an MTA MNRR request?

SRich wrote: ↑Thu Nov 07, 2024 10:20 am I notice that the new SC42-DM has an Amtrak ALC-42 style head instead of the regular chargers... is that the new "face" for al new state chagers or just an MTA MNRR request?

If I recall correctly, the MTA Metro North, LIRR and Amtrak put out a joint/collective tender for a large number of locomotives between them all to a common standard.

It will be good to see these out and about soon.

I wonder how they satisfied the need for a front escape egress on these, seeing as they don't have a visible nose hatch like the P32's have. Unless they changed the requirement?

i believe that the crew onboard can escape thru the backdoor, now the electronic parts are smaller then their predecessor