• Amtrak ALC-42 Procurement (Long-Distance LD Charger Variant)

  • Discussion related to Amtrak also known as the National Railroad Passenger Corp.
Discussion related to Amtrak also known as the National Railroad Passenger Corp.

Moderators: GirlOnTheTrain, mtuandrew, Tadman

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  by electricron
 
bostontrainguy wrote:With this big an order, maybe Amtrak could get Siemens to throw in aerodynamic noses.
For most long distance trains, Amtrak usually runs two locomotives on the front end coupled together in the elephant arrangement (nose to tail), at least over America's great mountain passes. So having hoses and cable connectors easily accessible is more important to Amtrak than it is Brightline, which is why Amtrak wants a non-aerodynamic nose.
  by SRich
 
Is that still necessary when 1 charger produce 4400 kW ?
  by Tadman
 
BNSF requires a third unit in winter for the Builder as a protection issue.
  by Matt Johnson
 
electricron wrote:
For most long distance trains, Amtrak usually runs two locomotives on the front end coupled together in the elephant arrangement (nose to tail), at least over America's great mountain passes. So having hoses and cable connectors easily accessible is more important to Amtrak than it is Brightline, which is why Amtrak wants a non-aerodynamic nose.
VIA's units seem to have a more aerodynamic nose sans coupler shroud based on the drawings, but eh, not a huge deal either way. I am a little curious to know how easy these will be to repair after the inevitable grade crossing collisions.
  by bostontrainguy
 
electricron wrote:
bostontrainguy wrote:With this big an order, maybe Amtrak could get Siemens to throw in aerodynamic noses.
For most long distance trains, Amtrak usually runs two locomotives on the front end coupled together in the elephant arrangement (nose to tail), at least over America's great mountain passes. So having hoses and cable connectors easily accessible is more important to Amtrak than it is Brightline, which is why Amtrak wants a non-aerodynamic nose.
This info was recently posted on another website for what it's worth:

Trains that can operate with one locomotive:

-- California Zephyr (Chicago to Denver)
-- Capitol Limited
-- Cardinal
-- City of New Orleans
-- Crescent
-- Lake Shore Limited
-- Piedmont
-- Silver Star
-- Silver Meteor
-- Texas Eagle

Trains needing two locomotives:

-- California Zephyr (Denver to Sacramento)
-- Coast Starlight (northern part)
-- Empire Builder
-- Southwest Chief


Poster also mentioned that the new very reliable Chargers might be capable enough to allow Amtrak to convince host railroads to drop the backup locomotive requirement.
  by chuchubob
 
SRich wrote:Is that still necessary when 1 charger produce 4400 kW ?
That's 4400 HP, 3300 kW.
  by Matt Johnson
 
chuchubob wrote:
SRich wrote:Is that still necessary when 1 charger produce 4400 kW ?
That's 4400 HP, 3300 kW.
Or a mere 200 hp more than a P42.
  by DutchRailnut
 
except the charger has AC propulsion and gets far more out of that 4400 hp.
a P42 in HEP mode is only 3800 hp max minus its hep load due to reduced rpm.
the charger will produce hep no matter what rpm so uses entire range of speed and HP.
  by east point
 
If I was a freight RR would require to always have at least 2 locos pulling trains. Do not need a broken down passenger train in the middle of the boonies with no road access on single track section ! Even around here no matter how short a train CSX always has at least 2 locos pulling consist !
  by bostontrainguy
 
east point wrote:If I was a freight RR would require to always have at least 2 locos pulling trains. Do not need a broken down passenger train in the middle of the boonies with no road access on single track section ! Even around here no matter how short a train CSX always has at least 2 locos pulling consist !
Don't know where "around here" is, but "down here" (Florida) CSX is now running incredibly long trains with just one locomotive.

I have read many reports that Amtrak is doing whatever it can to cut trains to only one locomotive. The most recent is removing the baggage car from the Boston section of the Lake Shore Limited.
  by frequentflyer
 
Matt Johnson wrote:
electricron wrote:
For most long distance trains, Amtrak usually runs two locomotives on the front end coupled together in the elephant arrangement (nose to tail), at least over America's great mountain passes. So having hoses and cable connectors easily accessible is more important to Amtrak than it is Brightline, which is why Amtrak wants a non-aerodynamic nose.
VIA's units seem to have a more aerodynamic nose sans coupler shroud based on the drawings, but eh, not a huge deal either way. I am a little curious to know how easy these will be to repair after the inevitable grade crossing collisions.
Yeah, split the differnce between the state's pug nose and Brightline's beak and get the Via nose with a functioning front coupler.

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  by Alex M
 
You can add the palmetto as a LD train using only one locomotive.
  by bostontrainguy
 
Matt Johnson wrote: VIA's units seem to have a more aerodynamic nose sans coupler shroud based on the drawings, but eh, not a huge deal either way. I am a little curious to know how easy these will be to repair after the inevitable grade crossing collisions.
Absolutely! Much better looking and a great compromise.
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  by John_Perkowski
 
Admin note:

Unless you’re a corporate officer of Amtrak, and/or unless Amtrak offers a contest for the final paint scheme, you’re not getting a vote in how these locomotives will look at delivery.

Let’s move along, please.
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