MARC HHP-8

Discussion related to DC area passenger rail services from Northern Virginia to Baltimore, MD. Includes Light Rail and Baltimore Subway.

Moderators: mtuandrew, Robert Paniagua, therock

Re: MARC HHP-8

Postby ApproachMedium » Tue Jan 29, 2019 12:51 am

That phase brake is not active. Its only active if there is a difference in phase sync between the systems, and if safe harbor has the backup online to feed the corridor.
No good deed goes unpunished.
User avatar
ApproachMedium
 
Posts: 5887
Joined: Wed May 31, 2006 9:44 pm
Location: From here to There

Re: MARC HHP-8

Postby dt_rt40 » Tue Feb 05, 2019 4:00 pm

Some MARC miscellany since I was last here:

I have now seen ACS-64s pushing MARC trains 3 times. Interesting.

The Chargers are now fairly common on trains north of Baltimore, in fact might now be more common than the Wabtecs, but for some reason they often only run them at 110 mph.

The first 'express' to Perryville is still typically an HHP-8.
dt_rt40
 
Posts: 221
Joined: Sat Jan 13, 2007 11:45 am
Location: MD

Re: MARC HHP-8

Postby amtrakhogger » Tue Feb 05, 2019 8:52 pm

dt_rt40 wrote:Some MARC miscellany since I was last here:

I have now seen ACS-64s pushing MARC trains 3 times. Interesting.

The Chargers are now fairly common on trains north of Baltimore, in fact might now be more common than the Wabtecs, but for some reason they often only run them at 110 mph.

The first 'express' to Perryville is still typically an HHP-8.


Amtrak has been rotating ACS-64's in MARC service for over a month now.
His train? It's MY train! I know what I'm doing, do you?
User avatar
amtrakhogger
 
Posts: 1953
Joined: Sun Jun 25, 2006 12:16 am
Location: "F" on the Camden and Amboy

Re: MARC HHP-8

Postby STrRedWolf » Wed Feb 06, 2019 7:40 pm

amtrakhogger wrote:
dt_rt40 wrote:Some MARC miscellany since I was last here:

I have now seen ACS-64s pushing MARC trains 3 times. Interesting.

The Chargers are now fairly common on trains north of Baltimore, in fact might now be more common than the Wabtecs, but for some reason they often only run them at 110 mph.

The first 'express' to Perryville is still typically an HHP-8.


Amtrak has been rotating ACS-64's in MARC service for over a month now.


They're probably down one or two HHP-8's for repair/refurbishment, as well as some diesels.
"The last and final stop is BALTIMORE PENN STATION." I can has MARC V?
User avatar
STrRedWolf
 
Posts: 1198
Joined: Sat Oct 24, 2015 5:18 pm
Location: Baltimore, MD

Re: MARC HHP-8

Postby ApproachMedium » Wed Feb 06, 2019 10:50 pm

Its for lack of ACSES equipt leaders
No good deed goes unpunished.
User avatar
ApproachMedium
 
Posts: 5887
Joined: Wed May 31, 2006 9:44 pm
Location: From here to There

Re: MARC HHP-8

Postby TheOneKEA » Sat Feb 09, 2019 7:44 am

RRspatch wrote:
ApproachMedium wrote:Its very possible. the NEC subsations are good for 25 miles. Theres one pretty much a lot less than 25 miles between each. There used to be one down on the other side of CP Viriniga but instead of fixing the corroded wires in the tunnels they forced high speed trains to not be able to full throttle out of dc. Till they finally caved and installed one in Ivy City. There should be more than enough capacity down that way. The penn overbuilt their stuff. The Reading, not so much.


The Pennsy electrification was built for both passenger AND freight. Old farts like me remember electric freight trains running on the corridor pulled by GG1's, E33's and E44's. The Tropicana Juice train was the heaviest electric freight train on the corridor and it used three E44's. Back in my tower days I would watch the amp meter on the power board at Landover as a heavy freight train climbed Lanham hill. Conrail dropped electric freight operations in March of 1981. So yes, there's plenty of capacity for what Amtrak and MARC are running on the south end.

As for the power situation on the south-end, yes the substation at Virginia Avenue was decommissioned due to the rebuilding of the Virginia Avenue tunnel and the fact that CSXT wanted the high voltage cables out of the tunnel. Power for Union Station and the Ivy City yards was sent down the freight line from Landover to the sub station at Virginia Avenue. From there underground cables delivered the power to Union Station. To replace this setup Amtrak erected new poles carrying transmission lines between Landover and Union Station (Magruder Branch).


I remember reading in this online paper that one of the reasons for the construction of Ivy City Sub 25 was to eliminate the voltage sag and brownouts which were contributing to the HHP-8’s misbehavior; the paper states that the HHP-8’s main circuit breakers would spuriously trip and kill the locomotive. I had also read an anecdote on Wikipedia which stated that the 25MW cycloconverter installation at Jericho Park in Bowie was derated due to bad harmonics and other electrical misbehavior at the south end of the NEC. With Ivy City Sub installed and operational, I’ve always wanted to know if the electrical supplies south of Baltimore are stable enough to allow the HHP-8s to become more reliable and better behaved despite their well-known fragility.
TheOneKEA
 
Posts: 144
Joined: Mon Apr 04, 2011 7:37 pm

Re: MARC HHP-8

Postby gokeefe » Sun Feb 10, 2019 9:07 am

That's really interesting. I never realized that the electrical problems with the HHP-8s were related to it's sensitivity to low voltage conditions and/or other power related issues from the overheard wire.
gokeefe
User avatar
gokeefe
 
Posts: 11210
Joined: Sat Feb 16, 2008 12:28 pm
Location: Winthrop, Maine

Re: MARC HHP-8

Postby TheOneKEA » Sun Feb 10, 2019 9:46 am

gokeefe wrote:That's really interesting. I never realized that the electrical problems with the HHP-8s were related to it's sensitivity to low voltage conditions and/or other power related issues from the overheard wire.


That’s why I still think the MTA’s inability to figure out how to roster some of their HHP-8s for the busier/heavier weekend Penn Line services is so puzzling. In theory the lower electrical load from Amtrak services combined with the increased reliability brought by the availability of Sub 25 in Ivy City should allow the MARC H-8s to be equally as reliable if they were rostered for a limited number of weekend services. I certainly understand the maintenance concerns, the lack of electrified yards, and the crew rostering permutations that would be needed to bring HHP-8s to weekend services, but every time I see a pair of MP36s running in multiple at the head of a double-decker formation I really do wonder.
TheOneKEA
 
Posts: 144
Joined: Mon Apr 04, 2011 7:37 pm

Re: MARC HHP-8

Postby STrRedWolf » Sun Feb 10, 2019 7:02 pm

I think it's that institutional memory of having those HHP-8's break down at any time. It's going to take some time for Bombardier to convince MARC management that the rebuilt HHP-8's are much better.
"The last and final stop is BALTIMORE PENN STATION." I can has MARC V?
User avatar
STrRedWolf
 
Posts: 1198
Joined: Sat Oct 24, 2015 5:18 pm
Location: Baltimore, MD

Re: MARC HHP-8

Postby gokeefe » Sun Feb 10, 2019 7:06 pm

Give it a year or two of steady operation and see what happens.
gokeefe
User avatar
gokeefe
 
Posts: 11210
Joined: Sat Feb 16, 2008 12:28 pm
Location: Winthrop, Maine

Previous

Return to DC - Maryland - Virginia Area Passenger Rail: MTA(MARC), VRE, WMATA(Metro)

Who is online

Users browsing this forum: No registered users and 4 guests