I don't know what the NJT practice is, but in the Chicago area, Metra will double-head power on certain suburban schedules as a way of positioning protection power.
They're not quite what I would call "double-headed"... more like "Dead-In-Tow!" But in the winter, they had two of them pulling the "Santa Claus Special"- That was pretty cool to see and hear!
And they have also been having some trouble with the P40s.
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I thought one of the advantages of electric locos was longevity.The oldest ALP 44s are not quite 20 years old. the GG1 lasted almost 50 years.The ALP 44s therefore should have at least another 25 years before retirement.Could it be that NJT is a government agency that doesn't have to be fiscally responsible have anything to do with it ?
espeefoamer I thought one of the advantages of electric locos was longevity.The oldest ALP 44s are not quite 20 years old. the GG1 lasted almost 50 years.The ALP 44s therefore should have at least another 25 years before retirement.Could it be that NJT is a government agency that doesn't have to be fiscally responsible have anything to do with it ?
Maybe...just.....a little. They could rebuilt those ALP44s for a heck of a lot less - even upgrade them to AC ala Amtrak so they could take the longer trains into Penn that is the justification for buying the new locos in the first place. $8M for a commuter locomotive that makes 1 or 2 round trips a day is absurd. Actually, what NJT paid for their latest diesels is absurd, too. Those GP40PH-2s could go on for a few more decades even if you did have to upgrade them for Tier II.
If you've ever seen the grandious Secauscus Jct or Neward Airport stations, you can tell that NJT spends like it's "other people's money".
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
The ALP-44s are being rebuilt, although nobody (heck, I don't even think NJT knows when!) this will actually happen or any details.
As much as I would like to see the Jersey Geeps last, I think they probably only have a few more years left.The members of Trains.com should raise money to buy and restore one!
It like
ns3010 Awesome!I don't understand our thinking process!Welcome to the world that is called New Jersey Transit! There were some cases where Transit made a decision because it was the right one and/or they were forced to, such as:Multilevels (no other two-level car could fit in the North River TunnelsDual-Modes (no locomotive offered diesel and catenary power) And then there were some bad ones:PL42ACs (could have easily bought other "proven" locos) The only good thing is that we know that this is money well spent, because the ALP-46s are reliable and have proven so in the past 8 years.
Awesome!I don't understand our thinking process!
There were some cases where Transit made a decision because it was the right one and/or they were forced to, such as:Multilevels (no other two-level car could fit in the North River TunnelsDual-Modes (no locomotive offered diesel and catenary power)
And then there were some bad ones:PL42ACs (could have easily bought other "proven" locos)
The only good thing is that we know that this is money well spent, because the ALP-46s are reliable and have proven so in the past 8 years.
Its like Austin Metro buying this stupid light rails locomotive that can't able to work in the rails. Problems with the signals system etc.
If a freight ES-44AC (4400 hp) costs $2.2 mil., then an electric equipped for specialized transit service producing 7000 hp. (effectively equal to
2 of the ES 44's) doesn't seem so out of line.
C&NW, CA&E, MILW, CGW and IC fan
schlimm If a freight ES-44AC (4400 hp) costs $2.2 mil., then an electric equipped for specialized transit service producing 7000 hp. (effectively equal to 2 of the ES 44's) doesn't seem so out of line.
The should have bought F69PHAC or F59PHI or rebuilt F40PH for less the of money. The sad part of the story they are using the "Stimilus Package money".
beaulieu Here is a big part of the problem 6/13/09 $8,000,000 = € 5,680,000 6/13/01 $8,000,000 = € 9,360,000 Understand?
Here is a big part of the problem
6/13/09 $8,000,000 = € 5,680,000
6/13/01 $8,000,000 = € 9,360,000
Understand?
Not to pick nits or anything, but 8 million $US = about $EU 5,740,00.
oltmanndMaybe...just.....a little. They could rebuilt those ALP44s for a heck of a lot less - even upgrade them to AC ala Amtrak so they could take the longer trains into Penn that is the justification for buying the new locos in the first place. $8M for a commuter locomotive that makes 1 or 2 round trips a day is absurd.
Maybe...just.....a little. They could rebuilt those ALP44s for a heck of a lot less - even upgrade them to AC ala Amtrak so they could take the longer trains into Penn that is the justification for buying the new locos in the first place. $8M for a commuter locomotive that makes 1 or 2 round trips a day is absurd.
Rebuilding the ALP-44 to something like the ALP-46A would be similar to the challenge of rebuilding a MLW M636 into a ES44AC.
doghouse Not to pick nits or anything, but 8 million $US = about $EU 5,740,00.
And it will be different again on Monday.
HI
WHAT ARE THE COMPLAINTS ABOUT THE GE LOCOS. THE ENGINES OR THE ELECTRICAL
I THINK THE NEW GEVO ENGINE SHOULD BE TERIFIC BUT WOULD LIKE TO HEAR THE PROBLEMS.I THINK THE EMD ENGINE WAS THE GREATEST BUT THANKS TO THE GOVT THEY WANT TO DO AWAY WITH IT.BUROKRACY RUN AMUK.
HERBYD
Awesome! schlimm If a freight ES-44AC (4400 hp) costs $2.2 mil., then an electric equipped for specialized transit service producing 7000 hp. (effectively equal to 2 of the ES 44's) doesn't seem so out of line. The should have bought F69PHAC or F59PHI or rebuilt F40PH for less the of money. The sad part of the story they are using the "Stimilus Package money".
Transit has plenty of diesel powered trains. They need electrics to run into New York Penn, and once ARC is built, to power the extra trains. Electrics are needed because 1) All of the diesel locomotives (save the ex-Amtrak P40DCs) have clearance issues the North River Tunnels (Either too long, too high, or both), and 2) Diesel locomotives are illegal in NYC.
beaulieuRebuilding the ALP-44 to something like the ALP-46A would be similar to the challenge of rebuilding a MLW M636 into a ES44AC.
I was thinking of a DC to AC rebuild like Amtrak did with some of their AEM7s. After all ALP44s are just AEM7s by a different name...more or less.
You could pull longer trains, stall the capacity crunch and try to find a cheaper supplier!
ns3010 Awesome! schlimm If a freight ES-44AC (4400 hp) costs $2.2 mil., then an electric equipped for specialized transit service producing 7000 hp. (effectively equal to 2 of the ES 44's) doesn't seem so out of line. The should have bought F69PHAC or F59PHI or rebuilt F40PH for less the of money. The sad part of the story they are using the "Stimilus Package money". Transit has plenty of diesel powered trains. They need electrics to run into New York Penn, and once ARC is built, to power the extra trains. Electrics are needed because 1) All of the diesel locomotives (save the ex-Amtrak P40DCs) have clearance issues the North River Tunnels (Either too long, too high, or both), and 2) Diesel locomotives are illegal in NYC.
trainfan1221 I have heard that the diesels have had trouble on spots on the NEC too.
I have heard that the diesels have had trouble on spots on the NEC too.
I believe that Amtrak has speed restrictions on the GP40PH-2s (ex-CNJ, 4100-4112). It has something to do with their weight.
Update? Did anyone heard anything on the locomotives?
ns3010 trainfan1221 I have heard that the diesels have had trouble on spots on the NEC too. I believe that Amtrak has speed restrictions on the GP40PH-2s (ex-CNJ, 4100-4112). It has something to do with their weight.
trainfan1221 ns3010 trainfan1221 I have heard that the diesels have had trouble on spots on the NEC too. I believe that Amtrak has speed restrictions on the GP40PH-2s (ex-CNJ, 4100-4112). It has something to do with their weight. For a 4 axle diesel they are very heavy. I also heard that one of the models, GP40FH? I think, actually would foul the wires in some spots.
I wonder why they used a heavy locomotive in the first place?
I think just the extra frame legnth and equipment on it made for the extra weight, they approach the legnth of a six axle unit.
Awesome!I wonder why they used a heavy locomotive in the first place?
They wanted a 3000hp. locomotive with a separate HEP generator. The alternative would be to replace the EMD diesel with a lighter Cat, Cummins, or MTU diesel of similar power, and shorten the Overhaul cycle.
Thats interesting, I remember when they first started showing up on other NJT lines. They added a bunch more rebuilt from GP40s by Conrail I believe.
trainfan1221 Thats interesting, I remember when they first started showing up on other NJT lines. They added a bunch more rebuilt from GP40s by Conrail I believe.
In NJ they have the famous U-Boats they should bring them back!
Trainfan- None of the models specifically foul the wires, although the 4112 once hit the wires in Summit and had the horn replaced (have a photo of it, have to find it). In addition to the ex-CNJ units, there are also GP40PH-2As (4145-4150, except 4148) and GP40PH-2Bs (4200-4219; 4219 was re-rebuilt from 4148, which was wrecked in Secaucus in 1996), both rebuilt from GP40s by Conrail
Awesome- The U-Boats were retired in 1994. Last anyone knew, all but 2 have been scrapped, and the status of the 2 that were most recently owned by Alstom is unknown.
Actually, one is sitting on the NY&GL property in Passaic. I believe it is the one that was used on the Farewell to the U-boats excursion.
Oh, I was talking about in operation. But yes, there is that one in Passaic.
Did anyone follow up with the locomotive purchases?
There is nothing to follow up on. The first 27 ALP-46As will be delivered 2010-2011, with the extra 9 following that.
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