Not that anyone asked, but I found it interesting that in all the Google searches in regards to the GP49's, no mention has been made about the fact that the original 2,800 horsepower rating of the 12-645's were de-rated after the rebuild to 2,400.
Considering this fact, it is little wonder that they're double heading them just to get adequate speed our of them (especially over the New River).
I do not know if they were re-geared during the rebuild or not - that would obviously have an effect on their performance as well, I would expect.
This said, with all the experimentation TRCX has done over the years with their units, these GP49's are, in a way, an indirect testimonial to the original F40PHL-2's and the later F40PH-2C's.
While the F40PHL-2's have required some additional maintenance in the last few years, they have held up remarkably well, considering their age, and their 3200 HP rating does well to give the TRCX consists a sharp 'get-up and go'. The shaft-driven HEP is probably the only drawback to these units, and I dare say a similar CAT generator conversion as done on ex-AMTK F40's 810 and 811 would ideally suit these units in the years to come (even though the few feet of extended carbody over the rear anticlimber would ruin the sharp aesthetics of these machines - but railroads aren't about aesthetics, are they?)
Likewise, the three F40PH-2C units on the roster have shown their worthiness as well, and I dare say, the MKO/MPI PH-2C and 3C locomotives themselves have shown themselves to be excellent performers on every commuter line they've run on. Considering that Alamont Commuter Express recently succeeded in having MPI produce a new F40PH-3C for their service, I do not see why TRCX did not try to do so as well. Even the new MP36/40PH units would have been better choices over the 49's.
That said, the brainchild of the 49H-3s was the same fellow who conjured up the GP39H-2's for MARC. "Buy what you know about" applies here, I gather. Anyone know about the track record of the GP39H-2's at MARC?
Take care,
-Kurt
Considering this fact, it is little wonder that they're double heading them just to get adequate speed our of them (especially over the New River).
I do not know if they were re-geared during the rebuild or not - that would obviously have an effect on their performance as well, I would expect.
This said, with all the experimentation TRCX has done over the years with their units, these GP49's are, in a way, an indirect testimonial to the original F40PHL-2's and the later F40PH-2C's.
While the F40PHL-2's have required some additional maintenance in the last few years, they have held up remarkably well, considering their age, and their 3200 HP rating does well to give the TRCX consists a sharp 'get-up and go'. The shaft-driven HEP is probably the only drawback to these units, and I dare say a similar CAT generator conversion as done on ex-AMTK F40's 810 and 811 would ideally suit these units in the years to come (even though the few feet of extended carbody over the rear anticlimber would ruin the sharp aesthetics of these machines - but railroads aren't about aesthetics, are they?)
Likewise, the three F40PH-2C units on the roster have shown their worthiness as well, and I dare say, the MKO/MPI PH-2C and 3C locomotives themselves have shown themselves to be excellent performers on every commuter line they've run on. Considering that Alamont Commuter Express recently succeeded in having MPI produce a new F40PH-3C for their service, I do not see why TRCX did not try to do so as well. Even the new MP36/40PH units would have been better choices over the 49's.
That said, the brainchild of the 49H-3s was the same fellow who conjured up the GP39H-2's for MARC. "Buy what you know about" applies here, I gather. Anyone know about the track record of the GP39H-2's at MARC?
Take care,
-Kurt
