Indeed! There are so many ways to skin the cat that has been specified so farIt says dual power, not dual-mode, for what it's worth. I think this still could end up being a charger on one end and a ACS64 on the other.
Indeed! There are so many ways to skin the cat that has been specified so farIt says dual power, not dual-mode, for what it's worth. I think this still could end up being a charger on one end and a ACS64 on the other.
However diesel can't get into NYP...Dual mode trainsets will probably mean a diesel on one end and an Electric on the other.
They can. They just require a bit of special dispensation, and of course if the prime mover is simply turned off then even that is not necessary. NJT ALP45-DPs and LIRR DMs get into Penn Station all the time.However diesel can't get into NYP...
Just to highlight NYS could run trains into NYC using the overhead catenary. The overhead wires and the third rail are extended to the same area. Which I would think would be a preferred solution. Sure would be safer if you could remove all the third rail inside the Amtrak section of NYC. Not going to happen on the Long Island Railroad section, but should be a long term goal.Yes they need dual modes, it is actually also possible that they'd simply use catenary dual mode, coming to think of it.
I am wondering whether the catenary dual mode will be able to change power on the fly or if they will have to be stationary when the change happens like is required for ALP45-DPs. I think changing on the fly would be much preferred even if it takes extending the catenary a little further on the Empire Connection.Just to highlight NYS could run trains into NYC using the overhead catenary. The overhead wires and the third rail are extended to the same area. Which I would think would be a preferred solution. Sure would be safer if you could remove all the third rail inside the Amtrak section of NYC. Not going to happen on the Long Island Railroad section, but should be a long term goal.
The diesel does not have to be running.However diesel can't get into NYP...
Cost vs TimeI am wondering whether the catenary dual mode will be able to change power on the fly or if they will have to be stationary when the change happens like is required for ALP45-DPs. I think changing on the fly would be much preferred even if it takes extending the catenary a little further on the Empire Connection.
Changing on the fly would not be of much relevance for trains headed south of Washington DC though, sicne all of them will stop at Washington Union Station, or for the Pennsylvanian, which will stop[ at Harrisburg.
As do the Amtrak operated P-32DM that go up the Empire cut...They can. They just require a bit of special dispensation, and of course if the prime mover is simply turned off then even that is not necessary. NJT ALP45-DPs and LIRR DMs get into Penn Station all the time.
Are the diesels actually shut down, or are they just idling? Seems to me, whenever I see them at NYP, they are idling. Either that, or they have very noisy blowers....They can. They just require a bit of special dispensation, and of course if the prime mover is simply turned off then even that is not necessary. NJT ALP45-DPs and LIRR DMs get into Penn Station all the time.
Or a Sprinter with a dual-mode Charger?What? Siemens won? But, but Stadler.
Dual mode trainsets will probably mean a diesel on one end and an Electric on the other. The Venture coaches should be cheaper with the states putting in a big order before Amtrak. I don't believe I am going to say this but "smart move" Amtrak letting the states order the cars first in mass to get a better deal on their cars.
I don't think there would be an issue if they have a standard AAR Coupler on them. The Surfliners pull PVs on a regular basis with one direction the PV trailing the locomotive, and on the other way it trails the cab car.A very significant question is what will happen to PVs in the areas served only by train sets? Maybe Amtrak will allow pickup drop off of cars from LD trains at more locations to compensate? Assuming of course that it is difficult to attach stray cars to train sets. @Seaboard92 ? Any thoughts on the matter?
can't be that recent, hasn't been a heritage bag in a whileNot much has changed. See the photo below at Croton-Harmon - not a P32 in sight.
View attachment 21849
Arbitrary choice of illustration. Just confirming @railiner post that non-electric engines do run into Penn.can't be that recent, hasn't been a heritage bag in a while
I would say it was before 2006 as there is a Pacific or a Pine series in there as well. My Pacific was retired in 2006 along with the rest of the fleet.can't be that recent, hasn't been a heritage bag in a while
No. Replacing Amfleet I cars only. Surfliner will continue to use the California Cars/Superliner railcars.So is the Surfliner getting these new cars? They are replacing Amfleets right, or also the California cars
That's what I thought. Personally, I love our California Cars, don't get rid of them!No. Replacing Amfleet I cars only. Surfliner will continue to use the California Cars/Superliner railcars.
Will the fact that these new diesels will be Tier-IV compliant make any difference?They can. They just require a bit of special dispensation, and of course if the prime mover is simply turned off then even that is not necessary. NJT ALP45-DPs and LIRR DMs get into Penn Station all the time.
Voltage change "on the fly" proven technology?!?!Cost vs Time
Let’s stay with the simplest solution and have the train stop while change modes. Unless it proven technology someplace else? The K.I.S.S. rule is in effect.
ALP45-DPs are Tier IV compliant.Will the fact that these new diesels will be Tier-IV compliant make any difference?
ALP45s are shut down in E-mode. P32ACDMs are sometimes idling.Are the diesels actually shut down, or are they just idling? Seems to me, whenever I see them at NYP, they are idling. Either that, or they have very noisy blowers....![]()
Enter your email address to join:
Register today and take advantage of membership benefits.
Enter your email address to join: