they have blended brakes it uses dynamics as part of total brake system, there is no separate dynamic brake.
Moderators: GirlOnTheTrain, mtuandrew, Tadman
ApproachMedium wrote:You only like them because you dont have to deal with running them, fixing them, or the damage and destruction they do to the tracks after they pound over them.Switching to 60Hz across NJT and transformer core replacement would make them a smidge lighter tho
BandA wrote:Is there a phase break between every substation feed? If so, then you theoretically could switch from 60hz-25hz-60hz-25hz-60hz etc.No, the entire corridor from Gate interlocking to harrisburg and DC is fully phase synchronized. There is only one section break down by Perryville but it is always hot and does not require any action from the engineer unless the north and south half of the railroad go out of phase sync. Otherwise, they stay completely the same. The level of complications involved in breaking down the NEC would be massive and expensive and frankly if we had that money to spend we have bridges ready to fall in the water and a tunnel that needs to be built. Theres nothing wrong with the current power delivery system, it works.
Backshophoss wrote:Believe any chance to covert the PRR/Amtrak grid to 60hz power has sailed for now,you need to change too many substations and generating stationsActually all transformers that are now being replaced are dual frequency transformers. As the 25 hZ equipment becomes obsolete or more likely not financially repairable that equipment is replaced with dual frequency equipment. However do not get up your hopes very high. Most of the PRR equipment was overbuilt and is very reliable. Also some early Amtrak replacements were 25 hZ only. Expect that it will take 40 -50 years for everything to become 60 hZ compatible. Much switch gear is still only 25 hZ. A small advantage when finally going to 60 hZ is the 500 nominal increase in CAT voltage. Nominal would be 12.5 kV +/- 10%.
from 25 hz,and trying to get SEPTA to upgrade is a lost cause $$$$$$$ wise.
gokeefe wrote:An interesting question came up in the Auto Train thread which to my knowledge has not been answered here regarding the Chargers.I'm pretty sure existing units don't, and the national options won't because the only major hardware differentiator is larger fuel tank.
Will/Are they able to run with multiple units providing synced HEP?
DutchRailnut wrote:no need to synchronise hep, the HEP is rated at one megawatt which is the maximum for HEP cable system .While the 1000 kW HEP capacity is an option, the corridor spec'd locomotives only come rated for 660 kW HEP.