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CHTT1 wrote:I'm also confused. How come Bombardier is suddenly working to make the HHP-8s operable? Amtrak has given up on them and has more than enough Sprinters for current operations. MARC has given up on electric operations. And Bombardier doesn't seem to have paid any attention to all the previous problems with the Hippos. So why put any effort into them now? There's not many options for locomotive hauled passenger trains in North America. This seems like a lot of effort for not much reward.
gokeefe wrote:If BBD's "fix" turns out as well as Alstom's conversion on the AEM-7ACs we could be seeing these engines on the NEC for decades more to come.
I am both surprised but also pleased at the attempts being made to recover value out of these assets. It bodes well for Amtrak if it all works out.
I think they are going to need the power in the future if the NEC continues to expand service.
east point wrote:CalTrain's biggest problem is how they run their schedule. At last check all trains run from San Francisco to San Jose with 5 continuing to Gilroy. If a section of electrification is complete the trains would still need the diesel power to go all the way to San Jose. That is unless a way to MU a diesel and motor such as Amtrak does. to operate electric on completed sections. It could also be the EMU delivers will be over a 1 - 3 year period. So if Hippos or some other electric motor is obtained on a short term basis the benefits of electrification can be begun sooner ?
Wonder what will happen to the surplus loco hauled coaches. Some of course will remain at CalTrain for Gilroy and future further south service.
EDIT: Remember the problems Amtrak had with the electrification New Haven <> BOS. Some one who knows actual figures can elaborate but believe it was more than a year before service to BOS could start even though most was almost complete for at least one track. Believe that it was over 2 years until the last one track section was activated ?
8th Notch wrote:gokeefe wrote:If BBD's "fix" turns out as well as Alstom's conversion on the AEM-7ACs we could be seeing these engines on the NEC for decades more to come.
I am both surprised but also pleased at the attempts being made to recover value out of these assets. It bodes well for Amtrak if it all works out.
I think they are going to need the power in the future if the NEC continues to expand service.
I highly doubt we will see the HHP8's in Amtrak service again....
east point wrote:We should all be looking into our crystal balls with the thought that we cannot see thru them. MARC and Amtrak now carry more on the PRR Penn line than in WW-2. Marc is now often posting that such and such trains are overcrowded. MARC needs more equipment and longer trains but longer trains need more loco power. A single Charger will not be able to meet Amtrak's acceleration metrics. So MARC needs both more power and more cars. Is MARC's growth on the Penn line going to continue ? my crystal ball is opaque. How much population growth ? Who knows ?
"IF" Amtrak could get the car capacity for the NEC it might mean more locos needed ? Look how quickly the ARRA rebuilds were absorbed into the fleet's capacity. When the 39 trains a day restriction New haven - BOS is lifted there is a possibility for more demand there. Will Acela-2s decrease regional demand , keep it level, or increase it ? Who knows ?
mtuandrew wrote:We're pretty far off the AMTK topic, but as long as we're here...
a) are there MARC IIAs left to run?
b) why 8 cars - platform length, HEP, or another reason?
I don't get to Union Station much, but I'm looking forward to seeing these vaunted SuperHippos.
STrRedWolf wrote:So capacity is coming, and MARC will need more cars and more engines... which is more money needed. If the HHP-8 experiment works, that means not as much money is needed, because you're saving it on engines. You replace 4 toasters with 8 diesels, and you keep 6 now reliable hippos. This means you got a surplus to run the MARC IIA and IIB cars with, until you get a surplus on the MARC IV's.
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