andegold wrote: ↑Sat Jul 11, 2020 9:48 am Weren't the ALP45-DPs created for the concept of using the pans as the primary source and the diesel for last mile? If true, that would mean fuel efficiency was secondary, almost immaterial. Yes, I understand "last mile" here is a bit of a misnomer particularly on the Raritan Valley line or for future service on West of Hudson lines if a loop was ever built. However, whether on those lines or on the NJCL where there is more electric mileage than diesel the point is that electric power needed to be either the primary focus or equal to diesel power. Amtrak, MetroNorth, and LIRR only need electric for true "last mile" service and, therefore, much lower power requirements and, presumably, weight.If you read the RFI they basically look at Bombardiers bid they basically propose the ALP45-DP. However, it is too heavy and doesn't meet Tier 4, not to mention I hear they are maintenance and reliability nightmares.
Could a pan-equipped motor make sense for Amtrak and LIRR? It would need enough power for a slow slog through the tunnels and for HEP, not for any type of high speed acceleration (other than to clear out of the station in a timely fashion and not become a bottle neck). What are the speed limits within the electric only zones of Penn and Sunnyside?
Metro North would be much more difficult because of different clearance issues and lack of AC catenary to begin with. Since that would make a single spec joint purchase impossible perhaps it is either (A) not worth it at all or, (B) more worth it to examine routing all MN diesel trains via West Side or Hell Gate to Penn and require a transfer somewhere for NYG.