dowlingm wrote:What is this "I hope they fail" nonsense. If anything this should make EMD and GE being forward better offerings in specification and pricing terms - EMD has made an F125 sale which means there will be a running locomotive to compare vs the Charger. Also Siemens assemble in California rather than a race to the bottom state which cares little for advancing passenger rail (Indiana). That said, Cummins are placing a big bet here, having already had to substitute on Metrolinx' MP40 repower. Given their importance to rail (in the DMU space particularly) and non-rail transit engines a bad outcome for this contract could have significant wider implications.
I really don't like these engines. Pardon me for being stupid and selfish, but I think their best bet would be a Tier IV compliant GEVO locomotive vs. an unproven combination of manufactures, some of whom have never built an American road diesel. The reason we don't run european equipment is because we run under different conditions. (Grades, constant idleing etc.) Check out the SP 9010 project, you will find that the German engines were not well suited to the conditions abroad. Also, my understanding is stationary generators don't make good locomotive engines right off the shelf. This is because generators run at a constant output while locomotive engines are much more variable and are often run harder. Good day to you sir.
Fact check: both engine manufacturers are American
companies... aside from the stipulation that high speed diesels have yet to fully prove themselves in the rail application. So far, I have not heard any major problems from the CAT engines in the ALP-45DPs running for NJT, nor have I heard of any major problem with the CAT engines running in the NS PR43C. Cummins has not seen any major rail action here as far as I know, but I don't doubt their ability to perform in the long run considering their track record in other applications.
Your citation of the SP 9010 project is hardly relevant considering the locomotive is not even a diesel-electric; it is a diesel hydraulic manufactured back in the 1960s from an obscure company (Krauss-Maffei) that has not manufactured locomotives in decades, as far as I can find. You're judging something that hasn't even left the drawing board yet as of this posting, while at the same time coming from an apparently limited knowledge standpoint while doing so, which I find to be quite amusing.