BM6569 wrote:Could they run with an Amtrak pilot? (crew member on board)Yes however Thanksgiving is the busiest week of the year and there may not have been any manpower available.
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BM6569 wrote:Could they run with an Amtrak pilot? (crew member on board)Yes however Thanksgiving is the busiest week of the year and there may not have been any manpower available.
mtuandrew wrote:Dutch: if I follow Mr. Nasadowski’s thoughts, I think he suggested that Amtrak *gasp* pay LIRR or even NY&A to move the train once the wire was clear and AMTK Mechanical had removed the offending pan. The outside switching charge has to be less than the total reimbursement the passengers will have rightly demanded - possibly including dry cleaning
How about this:
Is it possible to install a back-up generator on the engine or ONE car and back feed the entire system? The generator could be used for the HVAC and battery charging. The lights would remain on the battery.
The reason I'm hell bent is 97 was out there for 3 hours with a dead HHP-8. 2257 was out there until 2259 pulled alongside of it for a transfer. Fortunately, the weather wasn't extreme. However, this could have been a mess, and I've seen this show before. If you could keep some of the amenities for the passengers as they are stranded, the cost would pay for itself in customer service.
I remember when we had strategically placed diesels for such emergencies. We could hop on a train and rescue ourselves. Now, you attempt to scramble an engine and hope for the best as passengers sit in a silver shell.
Something has to be done.
mtuandrew wrote:I don't understand the necessity either. On corridor trains, a backup motor or locomotive is only an hour (at worst) away. For long-distance trains, there are almost always more than one HEP-equipped locomotive for just such an eventuality, sometimes as many as three. Besides, a freight locomotive can pull a train to the nearest heated station if all else really does fail, and the crew can bring everyone into a warmer car in the meantime.It was nice of Mr Nelligan to have my back:
Amtrak has run the numbers and decided that it is more economical (and most likely safer - no flammables on the passenger cars) to have a single source for HEP. That said, feel free to convince one of the solar companies to install panels on every passenger car's roof as a low-power backup.
TomNelligan wrote:The bottom line is this was situation with a lot of trains involved. Unless you're going to have a chase engine of a different class surrounding a live train, break downs take time to remedy...no matter their location.On corridor trains, a backup motor or locomotive is only an hour (at worst) away.You're being very optimistic. Remember that a crew is also required and they're probably not going to be just sitting around waiting for something to do when a backup engine is suddenly needed.
I'm not sure individual car generators are practical, but I certainly appreciate Mr. ThirdRail7's concern. I can say from personal experience on a stalled NEC train a couple summers ago -- dead HHP8 -- that due to the lack of ventilation, the conditions inside sealed, powerless Amcoaches on a 90-degree sunny summer day can quickly become a physical hazard for folks who can't handle extreme heat. At some point it's not just a comfort issue but a safety issue, especially for seniors.