Amtrak ALC-42 Procurement (Long-Distance LD Charger Variant)

John_Perkowski wrote:Will WABCO even be interested in building a B-B unit?

Most of their new production is C-C.

And if they do, would they have to switch from the Blomberg trucks used under the MPXpress series? WABTEC could probably revitalize the entire MPX series with the lessons learned from the HSP-46, plus the GETS staff.

Andrew:

I changed my question, but left your quote alone. That's a viable question as well.

John_Perkowski wrote:Will WABCO's merged GE business even be interested in building a B-B unit?

Is the any GE new production not C-C?

MPI created a new B truck for the HSP46. I bet they'd like to get more use out of the tooling and I'd assume it'd work on an Amtrak unit if they somehow got the contract for it.

chrisf wrote:

John_Perkowski wrote:Will WABCO's merged GE business even be interested in building a B-B unit?

Is the any GE new production not C-C?

MPI created a new B truck for the HSP46. I bet they'd like to get more use out of the tooling and I'd assume it'd work on an Amtrak unit if they somehow got the contract for it.

It would be nice to see a HSP-46A. Would be very difficult to fit the third-rail gear for a NYSDOT/CDOT order, but it would make a fine Amtrak and VIA LD/Regional engine.

HSP-46 would need total revamping , besides not enough room for third rail gear , the locomotive does not fit in NY area clearance diagram, it exceeds 14'6".
and front would need redesign for a emergency egress hatch or door.

HSP-46 is Tier-III emissions. New locos will need to be Tier-IV, which is about 1/10 the pollution of Tier-III

The MPI B truck used on the MP-36's is a design variant of the Blomberg B truck.

BandA wrote:HSP-46 is Tier-III emissions. New locos will need to be Tier-IV, which is about 1/10 the pollution of Tier-III

DutchRailnut wrote:HSP-46 would need total revamping , besides not enough room for third rail gear , the locomotive does not fit in NY area clearance diagram, it exceeds 14'6".
and front would need redesign for a emergency egress hatch or door.

Ah, so a HSP-46A would be too much sausage, not enough casing.

Amtrak has closed the RFP for new locomotives and issued an RFI for “integrated trainsets/DMUs”. Companies are invited to sign up for a 90 minute meeting with Amtrak leadership in DC to pitch their product. Amtrak gave the following specs:

1. 79-110 miles per hour (MPH) capable, with provisions for a 125 MPH option for operation on Amtrak’s Northeast Corridor.
2. 85’ maximum length per car
3. 165,000 pounds as maximum weight per car
4. A minimum seating capacity of 60 seats

A second RFI is being issued on Wednesday.

the specifications hardly reflect specifications of a locomotive. 60 is a lot of seats in cab .
165 000 lbs would make it a Genesis with pinto engine and fuel tank.
Locomotives of 85 foot would not be able to make a lot of switches with tank configuration.

DutchRailnut wrote:the specifications hardly reflect specifications of a locomotive. 60 is a lot of seats in cab .
165 000 lbs would make it a Genesis with pinto engine and fuel tank.
Locomotives of 85 foot would not be able to make a lot of switches with tank configuration.

A DMU isn’t designed to be a locomotive in the traditional sense. It’s supposed to be a self-propelled coach.

Thag being said, there’s a reason DMUs never took off in the US, and Anderson is wasting his time looking at them.

Look for Stadler to win the DMUs. Stadler is building an intercity set for the UK. These will most likely be used in the NEC. Think regional NEC service that can run down to Richmond with minimum fuss in DC switching to Diesel. Smart idea.

As I stated before, the DMUs of today are not the Metroliner, SPVs, or Turboliner of yesteryear. Things and technology do progress. Can't look to Europe for an Acela replacement and think their intercity DMUs are junk.

https://procurement.amtrak.com/irj/port ... 6565a217df" onclick="window.open(this.href);return false;

frequentflyer wrote:Look for Stadler to win the DMUs. Stadler is building an intercity set for the UK. These will most likely be used in the NEC. Think regional NEC service that can run down to Richmond with minimum fuss in DC switching to Diesel. Smart idea.

As I stated before, the DMUs of today are not the Metroliner, SPVs, or Turboliner of yesteryear. Things and technology do progress. Can't look to Europe for an Acela replacement and think their intercity DMUs are junk.

https://procurement.amtrak.com/irj/port ... 6565a217df" onclick="window.open(this.href);return false;

They may not be junk, but they don’t conform to FRA standards. The FRA requires higher coupling strength standards than European regulators do, which effectively bars the intercity DMUs (like Stadler) from operating on US mainlines with freight traffic. There are several examples of DMUs in the US, but they are on dedicated “closed circuit” tracks. Those circuits are the only places where the Stadler GTW operates. Only Colorado Railcar and Nippon-Sharyo build FRA-compliant DMUs.

WesternNation wrote:

frequentflyer wrote:Look for Stadler to win the DMUs. Stadler is building an intercity set for the UK. These will most likely be used in the NEC. Think regional NEC service that can run down to Richmond with minimum fuss in DC switching to Diesel. Smart idea.

As I stated before, the DMUs of today are not the Metroliner, SPVs, or Turboliner of yesteryear. Things and technology do progress. Can't look to Europe for an Acela replacement and think their intercity DMUs are junk.

https://procurement.amtrak.com/irj/port ... 6565a217df" onclick="window.open(this.href);return false;

They may not be junk, but they don’t conform to FRA standards. The FRA requires higher coupling strength standards than European regulators do, which effectively bars the intercity DMUs (like Stadler) from operating on US mainlines with freight traffic. There are several examples of DMUs in the US, but they are on dedicated “closed circuit” tracks. Those circuits are the only places where the Stadler GTW operates. Only Colorado Railcar and Nippon-Sharyo build FRA-compliant DMUs.

True, thats why if ordered these MUs will be relegated to the NEC and a few branches off it. You never know, Amtrak may get a FRA waiver.

WesternNation wrote:

frequentflyer wrote:Look for Stadler to win the DMUs. Stadler is building an intercity set for the UK. These will most likely be used in the NEC. Think regional NEC service that can run down to Richmond with minimum fuss in DC switching to Diesel. Smart idea.

As I stated before, the DMUs of today are not the Metroliner, SPVs, or Turboliner of yesteryear. Things and technology do progress. Can't look to Europe for an Acela replacement and think their intercity DMUs are junk.

https://procurement.amtrak.com/irj/port ... 6565a217df" onclick="window.open(this.href);return false;

They may not be junk, but they don’t conform to FRA standards. The FRA requires higher coupling strength standards than European regulators do, which effectively bars the intercity DMUs (like Stadler) from operating on US mainlines with freight traffic. There are several examples of DMUs in the US, but they are on dedicated “closed circuit” tracks. Those circuits are the only places where the Stadler GTW operates. Only Colorado Railcar and Nippon-Sharyo build FRA-compliant DMUs.

Alternative Tier 1 compliance also now exists, which Stadler does comply with. So they wouldn't need a waiver anymore. That being said, I don't know if CSX would let alternative tier 1s run on their rails, so who knows.