NaugyRR wrote: ↑Sat Dec 14, 2019 9:17 amThe Brookvilles barely handle their shuttle assignments and are already in the process of getting an overhaul including prime mover replacement. They would not be able to handle the longer consist required for the larger passenger load involved, and especially not with the multilevels that the MTA is considering procuring. You'd still need to use a locomotive with the horsepower of the dual-modes, and at that point you might as well just have a new dual-mode design and continue the current service pattern.
The SC-44 Charger would be a great pick, and it would have significantly more horsepower than the gimpy P32ACDMs that can't get out of their own way after you subtract out HEP load. Amtrak already uses it, and with any necessary modifications for MN or LIRR, it would be a good fit for a few through from Montauk, and Greenport through Jamaica to LIC, as well as Wassaic to White Plains. All other through services should be fully electrified.
The current plan to replace the three flavors of the dual modes (Amtrak, LIRR, and MN spec) with a common current design is a good idea. Builders have had forty years of the FL9 and almost 30 of the Genesis to learn from, along with access to modern high efficiency super low emissions diesel and lighter-weight compact electronics to work with.
It's a less terrible plan than the current locomotives, but not a great one. Amtrak's DM needs would be better served by something like an ALP-45DP, as that would open up all sorts of possibilities for service on and off the NEC without an engine change, and would adapt to electrifying the Hudson Line to Albany in phases. Virginia Beach, Newport News, Atlantic City, Inland NEC, Cape Codder, Maine via Worcester, Empire Service, somewhere on Long Island, the possibilities are endless.
The one main problem with my plan is that at MTA pace, it would take a decade or more to get the electrification done that would be required to get rid of dual-modes, and I'm not sure how long they could make the P32s last.
The dual-modes are not junk, they are tired. Round trip after round trip after round trip in the morning, day, and night, in the severe cold and deep snow and the high humidity and Summer heat. I'm surprised that so many FL9's are still around after a life like that across multiple ownership, it's no wonder that the P32's are getting worse for wear.
Dual modes are junk. The FL9s were running as diesels at GCT for a long time because their third rail capabilities didn't work, even though they were good diesels for the time. The whole idea is fundamentally flawed, in that you can't get enough third rail horsepower to run in third rail mode for more than the tunnels, so you're left running underpowered diesels through electrified territory. The dual-mode trains have far less capacity than electric MUs, so LIRR loses a lot of capacity that they could have to diesel trains clogging up the line. There should be a couple of peak direction full-size 8-car ML diesel push-pull trains from Greenport to Jamica/LIC, Montauk to Jamaica/LIC, and Wassaic to White Plains, and that's it. Wassaic, Greenport, and Montauk should all see increased service from DMU scoots that connect to full-size EMU trains at Southeast and wherever LIRR decides to electrify to. The rest should be electrified. Oyster Bay, Port Jeff, Poughkeepsie, New Milford, Yaphank/Riverhead, Patchogue/Speonk, etc.
LIRR, MN, and CDOT should get together to find a good DMU that can clear the various third rail systems, handle high- and low-level platforms, and run in 2-car or 4-car sets and then share the same design for Greenport, Montauk, Wassaic, Springfield/Greenfield, Waterbury, etc.