by Allen Hazen
In the past few days therre has been a lot of talk about NJT (New Jersey) and AMT (Montreal) placing a big (several dozen units) order for dual mode (diesel/overhead AC) locomotives for commuter service with Bombardier.
(One has to applaud at least the willingness of two agencies to order a common design: this is the only way to bring the price down to the believable!)
Apparently the diesel to be used is the Caterpillar 3512: light-weight, high-speed (1500 or 1800 rpm). This makes sense: you want to keep the weight down on a passenger locomotive, and after all this one has to carry the innards of a straight electric about in addition to its diesel-electric workings. But wait: ONE 3512 doesn't have the oomph needed, so the design apparently incorporates TWO diesel-generator sets! And, on the basis of about a minute's web-browsing, it seems to me that two 3512 gets you a total weight not too far short of, say, a 12-710 (though it apparently CAN get you more power).
I have a feeling that the detail design process for these locomotives is going to be a strugggle to shave ounces....
(One has to applaud at least the willingness of two agencies to order a common design: this is the only way to bring the price down to the believable!)
Apparently the diesel to be used is the Caterpillar 3512: light-weight, high-speed (1500 or 1800 rpm). This makes sense: you want to keep the weight down on a passenger locomotive, and after all this one has to carry the innards of a straight electric about in addition to its diesel-electric workings. But wait: ONE 3512 doesn't have the oomph needed, so the design apparently incorporates TWO diesel-generator sets! And, on the basis of about a minute's web-browsing, it seems to me that two 3512 gets you a total weight not too far short of, say, a 12-710 (though it apparently CAN get you more power).
I have a feeling that the detail design process for these locomotives is going to be a strugggle to shave ounces....