Ive read several articles that cover the extended use of the 3rd rail. The P-32 had an issue with arching above 60mph, no? how will that be solved
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Amtrak Empire, LIRR, MNRR/CTDOT Dual Mode Procurement - Charger Variants
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The South West Main Line in England has regularly scheduled 100 MPH services using third rail electrification. Don't know why the P32s can't handle those speeds under electrification, since equipment built in 1980s handles those speeds in England.
I'm wondering the same thing. On that line, for "regularly scheduled" read rapid-transit frequencies hour after hour, over long distances, every day; no way they could do that if they had any kind of chronic problem.
A sudden thought: afaik that SW Line operation is all emu, with multiple contact shoes throughout the train. Any reason why that could make a difference?
A sudden thought: afaik that SW Line operation is all emu, with multiple contact shoes throughout the train. Any reason why that could make a difference?
RandallW wrote: ↑Wed Sep 20, 2023 4:07 pm The South West Main Line in England has regularly scheduled 100 MPH services using third rail electrification.The LIRR M-1s were intended for 100, but were always kept at 80.
Since my friend continues to chain smoke nonstop, she is probably an Alco.
Option for 6 more exercised: RailwayAge.com
More Siemens SC-42DMs for Metro-North
Siemens Mobility on Sept. 26 reported that it will supply six additional SC-42DM dual-mode (diesel-electric/third-rail) Charger locomotives to MTA Metro-North Railroad, building on an initial 27-unit order placed in 2020 for the New York-Connecticut commuter railroad. The Connecticut Department of Transportation (ConnDOT) is funding these six.
...
Metro-North’s base order was for 19 units, expanded to 27 (all funded by the Metropolitan Transportation Authority/MTA) with exercise of a first option. This second option brings the total to 33. Options remain to purchase 32 additional units, along with 14 more for ConnDOT, 25 for NYSDOT and 60 for LIRR.
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Next stop, Willoughby
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The maximum number of dual mode Chargers for the LIRR has now dropped from 65 to 60.
This second option brings the total to 33. Options remain to purchase 32 additional units, along with 14 more for ConnDOT, 25 for NYSDOT and 60 for LIRR.https://www.railwayage.com/mechanical/l ... tro-north/
NH2060 wrote: ↑Wed Sep 27, 2023 8:05 am The maximum number of dual mode Chargers for the LIRR has now dropped from 65 to 60.Maybe they are thinking about electrifying parts of the LIRR.
This second option brings the total to 33. Options remain to purchase 32 additional units, along with 14 more for ConnDOT, 25 for NYSDOT and 60 for LIRR.https://www.railwayage.com/mechanical/l ... tro-north/
Rails are better than roads!
Keep in mind, this is up from 48 DE/DMs.
I read recently that the first two units are in production. They ran a Charger test train in MetroNorth territory iry a copy weeks ago and the commentary said it was to check 3rd rail clearance.
We know that Amtrak/NYS use the new Airo ICT for corridor IC services. What will Amtrak use for the LD after the retirement of the P32?
Greetings from the Netherlands
SRich wrote: ↑Mon Dec 11, 2023 4:38 am We know that Amtrak/NYS use the new Airo ICT for corridor IC services. What will Amtrak use for the LD after the retirement of the P32?P42 and Charger engines. Day trip will use the ICT's. For overnight LD service, Viewliner/Amfleet and Superliner equipment still until those replacements are pushed.
west point wrote: ↑Fri Oct 21, 2022 2:22 am This is not the correct thread but more about these dual modes. I cannot see Amtrak ordering Battery - Diesel locos to power the west side trains. The ALC-42E has a better chance of proving reliability. What Amtrak probably needs is to add CAT from the present end of the wEST side tunnel to the MNRR connection.Metro North's 3rd rail power bill to Amtrak, is paying mortgage interest and depreciation on substations, 3rd rail steel, copper feeders, lost MN ticket revenue from weekend maintenance service outages, wages, and retiree benefits from the 22nd century. Hence battery hybrids for empire service. Amtrak does the same for SEPTA and MARC. Ask MBTA what Amtrak's power fees are.
However, it may be NY State is dictating this hybrid to prevent NEC interchange and to allow for running Amtrak to NYG?
Seems that first of the new Metro-North chargers are moving along at siemens. One seems to be already painted at 2:29
RB - Thanks for the update - It is going to be interesting to see this new dual-mode Charger prototype when
it is released and shipped to Metro-North for testing and evaluation...Has there been any possible time line
mentioned about building the other units in the fleet remembering that Siemens has a order backlog?
MACTRAXX
it is released and shipped to Metro-North for testing and evaluation...Has there been any possible time line
mentioned about building the other units in the fleet remembering that Siemens has a order backlog?
MACTRAXX
EXPRESS TRAIN TO NEW YORK PENN STATION-NO JAMAICA ON THIS TRAIN-PLEASE STAND CLEAR OF THE CLOSING TRAIN DOORS