Irish Rail's 141, 181 (GMD La Grange) and 071, 201 classes (GM/EMD London) are all North American built twin cabs. Irish practice (though receding with the advent of DMUs and push pulls) was to run around rather than wye.
bostontrainguy wrote:So would using double-cab diesel locomotives on the Cascades lessen the damage? How much carnage occurred because there was a heavy trailing locomotive to push those cars off the bridge? Another reason to reconsider the way we do things here maybe?None. The Talgo coaches are too lightweight to run with any unprotected ends, so for FRA head-on/rear-end crashworthiness they must run with any of the following:
F-line to Dudley via Park wrote:Is there a regulatory reason why Amtrak NPCUs/Talgo cabs don't have a HEP engine, like this CAF example? https://www.youtube.com/watch?v=SfpLi0ASPCk" onclick="window.open(this.href);return false;bostontrainguy wrote:-- With one of those ridiculous-looking "lego brick" Talgo cab cars that are basically just a giant overbuilt paperweight with a cab.
mtuandrew wrote:And as for the NPCUs, Amtrak has apparently decided there isn't a need since it's more efficient to supply from the Genesis' prime mover. As far as I know, 406 is the only F40 with a HEP generator installed, so it can power the Exhibit Train without using as much fuel as a conventional prime mover (whether 16-645 or 7FDL-16.)
F-line to Dudley via Park wrote:WRONG. (like a lot of your info)
The Exhibit Train's HEP generator is of special design for plugging into extremely old cars incompatible with the standard loco-supplied hookup. That's the only reason why they rigged up that special cabbage. With any post- A-Day built/rebuilt rolling stock they don't need anything and just run off the loco's inverter.