Passenger Trains > Amtrak Equipment Procurement Update

Amtrak Procurement and Program Update. early 2019

PDF file, download at:

https://www.dropbox.com/s/1l9mm1yu2e8myrt/Amtrak%20Procurement%20and%20Program%20Update.pdf?dl=0

 

The Charger problems chart is interesting.

Very interesting and informative! I hope that other state sponsored services like in the Northeast can use Charger Power and Siemens coaches, cafes, and cab cars. Being that the Siemens locomotive hauled sets will probably run as extensions of NEC trains down the Virginia and Central Massachusetts, that would probably help keep the equipment uniform. The Chargers would do great on Empire Service, Vermonter, Ethan Allen, and Adirondack trains. The Pennsylvanian would benefit from them as well.

I saw that they are considering some sort of MUs which would probably be nice for routes like the Springfield Line(shuttles), the Keystones, and the Piedmont.

For the Siemens locos for long distance service, my reading of the specification left me unclear:  Is the HEP provision using electricity from the main generator, or a separate HEP generator set?

The existing Siemens engines in Amtrak service: it was noted that the front end is difficult to repair, when there is any kind of collision.   Then the long distance locos talk about a front piece that can be replaced.  

The diesel engine - QSK95 - should be replaced after 55,000 hours of use.  What does that equate to in years?  

Very encouraging report in so many ways!

You have to assume when they get some of this complete the long distance fleet will be next.

Was happy to see that the first completed Acela-2 train set will start testing at the plant in May, this year, and actual testing on the NEC in Dec. of this year.

I didn't realize they were this far along.  Hope this schedule holds.

Looks like the Charger delays took quite a leap there in November and December. Hope this isn't a sign of things to come.

irhoghead Wrote:
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> Looks like the Charger delays took quite a leap
> there in November and December. Hope this isn't a
> sign of things to come.

Which is why they're doing a mod to the Dynamic Brake equipment to keep snow and water out.
It's right there in the report.

A quick calculation based on continuous operation.

365 days x 24 hours per day = 8760 hours

55,000 hours/8760 per year = 6.28 years

OCV

The Charger problems chart was also predictable.
All you gotta do to avoid this sort of thing happening again is have some operating employees involved at the early design stages.
(Heaven Forbid).

PHall Wrote:
-------------------------------------------------------
> irhoghead Wrote:
> --------------------------------------------------
> -----
> > Looks like the Charger delays took quite a leap
> > there in November and December. Hope this isn't
> a
> > sign of things to come.
>
> Which is why they're doing a mod to the Dynamic
> Brake equipment to keep snow and water out.
> It's right there in the report.

One would think that a German-derived locomotive would be designed for snow conditions.

Then again, both the Acela and GG-1 had issues with snow.  Both required modifications.  The G had relocated air vents, the Acela trailing unit is often deactivated in light, blowing snow.

Snow varies widely from place to place. The snow you get in Germany can be very different then why you get in Delaware, Colorado or California.
You need to adjust the equipment to fit the conditions it operates in.

CharlesVarnes Wrote:
-------------------------------------------------------
> A quick calculation based on continuous
> operation.
>
> 365 days x 24 hours per day = 8760 hours
>
> 55,000 hours/8760 per year = 6.28 years
>
> OCV

Actual usage (under soime sort of load)  maybe a third to half of that?   So 12 to 18 years...

Thanks for the update. Plenty of facts to chew on!