I was wondering if that the EP-5s were kept in good condition would they still be operable today? I heard that they could run 3rd rail(under running) and the standard 25kv catenary. I was thinking that this could have happened because they were greatly superior to the FL-9s which according to many reports were underpowered,and that NH were to replace the EP-5s with FL-9s. And now time tells a FL-9 can barely pull 2 Shoreliners . But a Jet to me was a dual mode HHP-8 or ALP-46 in power . It would be a great sight to see a EP-5 running express with 8 Shoreliners in tow on the Shoreline itself or maybe all Amfleets!
NortheastTrainMan wrote:I was wondering if that the EP-5s were kept in good condition would they still be operable today?
Given that they'd be over fifty years old at this point, it's pretty doubtful. The only reason the rebuilt FL9s hung on as long as they did was their dual-mode capability that for decades represented the only way to haul a train from Grand Central to points beyond the former NH and NYC electric zones without an engine change. Additionally, the EP5's GE rectifier design was highly specialized and ultimately troublesome, while the FL9s were basically just standard EMD F-units with an elongated frame, a six-wheel trailing truck, and third rail gear.
I heard that they could run 3rd rail(under running) and the standard 25kv catenary.Third rail yes, but not 25 kv catenary since it didn't exist in their day. The New Haven's electrification was 11 kv.