by Nasadowsk
<i>Assuming roughly equal horsepower, drawbar pull, acceleration, and deceleration...
At this time (2004), are there operational or cost advantages, aside from infrastructure, in running Diesel or Electric?</i>
Yes, to get equal HP and acceleration, you need at least 2 diesels for every electric, meaning a LOT more weight, plus 2 times as much rolling equipment to maintain. An HHP-8 will outdo a P-42 in virtually every way. It's got a higher HP by far (more than 2 times), it can sustain it's TE (which is about the same anyway) to a higher speed (better acceleration), it's significantly lighter (better on track), it's quieter (Better to neighbors and passengers). Even the AEM-7 used to outperform the F-40 by good margin.
So, in order to approach electric performance, you need more locomotives. Which means more axles to maintain, more track damaging and useless weight, more equipment, etc etc etc.
On an HP to HP bassis electrics are quite less expensive to operate, provided the track gets decent utilization.
Electrics also last longer - the AEM-7s and E-60s both outlasted their diesel contemporaries - I'll predict that the AEM-7s will be running in one form or another 10 years from now (at least). More like 15 - 20. Look how long the notoriously bad E60s held on, not to mention how long the GG-1s lasted. Of course, when your fleet power lasts longer, it means lower costs over the years.
Plus, currently, there are no passenger diesels that meet the EPA's phase II emissions. GE's offering such a unit, but with such a flood of surplus power out there, there's no reason to order new locomotives.
What Amtrak needs before another diesel order is another order of electrics, either HHP-8 or ALP-46. I suspect when NJT starts adding trains, they'll want theirs back...
At this time (2004), are there operational or cost advantages, aside from infrastructure, in running Diesel or Electric?</i>
Yes, to get equal HP and acceleration, you need at least 2 diesels for every electric, meaning a LOT more weight, plus 2 times as much rolling equipment to maintain. An HHP-8 will outdo a P-42 in virtually every way. It's got a higher HP by far (more than 2 times), it can sustain it's TE (which is about the same anyway) to a higher speed (better acceleration), it's significantly lighter (better on track), it's quieter (Better to neighbors and passengers). Even the AEM-7 used to outperform the F-40 by good margin.
So, in order to approach electric performance, you need more locomotives. Which means more axles to maintain, more track damaging and useless weight, more equipment, etc etc etc.
On an HP to HP bassis electrics are quite less expensive to operate, provided the track gets decent utilization.
Electrics also last longer - the AEM-7s and E-60s both outlasted their diesel contemporaries - I'll predict that the AEM-7s will be running in one form or another 10 years from now (at least). More like 15 - 20. Look how long the notoriously bad E60s held on, not to mention how long the GG-1s lasted. Of course, when your fleet power lasts longer, it means lower costs over the years.
Plus, currently, there are no passenger diesels that meet the EPA's phase II emissions. GE's offering such a unit, but with such a flood of surplus power out there, there's no reason to order new locomotives.
What Amtrak needs before another diesel order is another order of electrics, either HHP-8 or ALP-46. I suspect when NJT starts adding trains, they'll want theirs back...