Chargers looking sharp in that shot!Being four hours late was annoying (and they had to repair a busted air hose after leaving Ottumwa) but it was a good trip otherwise. Can confirm Siemens and Amtrak folks were onboard the entire time. Crew was the best I’ve ever had and they didn’t run out of anything except the lemon cake.
?? This thread is about the Chargers. The Sprinters (ACS-64) are on the NEC.I may be missing something so please correct me where I am wrong, but it appears Amtrak is replacing the Sprinters (~6700HP) for trains that have around half of that (4200 or 4400HP). Given how young the Sprinters are, can someone tell me why they are doing this? Wouldn't this result in a train with much less performance as a result? Someone please help me out with what I am missing.
Yes, this thread is about the Chargers, which are being purchased to replace the Sprinters on the NEC (as well as other Amtrak locomotives). I'm asking about the Chargers having only ~4200HP and how effective they will be able to do the job of the Sprinters, which had much more HP.?? This thread is about the Chargers. The Sprinters (ACS-64) are on the NEC.
I think he is talking about the ALC42Es which are Chargers with a Panto and HV electric gear plus a powered truck on an attached trailer. It is quite possible that in the E-mode they may produce more HP than in the D mode. I am not sure about those details since it has been a bit fuzzy.?? This thread is about the Chargers. The Sprinters (ACS-64) are on the NEC.
Do we know if the the non electric/diesel version of the trainsets will even have that extra powered truck?"IF" The ALC-Es meet proposed designs then they may be able to have more acceleration than een a sprinter. But there are a lot of ifs.
1. They have the same truck, traction motors, and gear ratio.
2. The trailing passenger car has a powered truck . What the effective HP will be is unknown at this time.
3. Additional HP of the ALC-E and powered passenger car may end up applying more HP for acceleration than just a Sprinter.
4. How traction power is provided to the passenger car truck will detemine total train HP.
5. when in diesel mode if passenger car trailer can use battery power for acceleration then the total HP for acceleration can allow for quicker time to max track speed.
6. Recharging battery can come when running at track speed not needing full traction power from diesel. Also regeneration braking to charge battery.
7. If train set lays over at a station off cat power a short section of Cat could keep battery fully charged for leaving station after layover. Also could allow diesel to be shut down exccept maybe start up when diesel gets close to freezing. Connection at these station(s) might work with 480 volt HEP connections but amp draw might be higher than desired. Nott having to plug in HEP connections would seem to be quicker . Also engineer not having to go thru procedures to switch the HEP lines speeds up things if llocal CAT is vailable..
EDIT" As we can see there an awful lot of ifs to make this concept to