MNRR Dual Mode Chargers discussion

Amtrak Unlimited Discussion Forum

Help Support Amtrak Unlimited Discussion Forum:

This site may earn a commission from merchant affiliate links, including eBay, Amazon, and others.
If I recall correctly, 80 mph operation on 3rd rail power is possible, which would be consistent with the M-7 EMU operation.
IMO there are 2 separate factors for max speed.
1. the actual mechanical limit when shoe is contacting the third rail. Have no idea but over running and under running might have different values. the design of the shoe will be determined by the current draw.
2. Electrical draw is the other. The number of amps each of 2 shoes can draw. EMU shoes draw much less amps since each car is drawing only power for its car. So, MNRR locos current draw is much greater per shoe. The max current draw may depend probably on amount of surface contact that the shoe places on the rail. the post that says the shoe design is different and only 4 are on 301 (2 each side) since more have not been delivered. It may be that they are just prototypes subject to change.

What could really complicate the use of 3rd rail is if one shoe fails out of the 4
 
Last edited:
IMO there are 2 separate factors for max speed.
1. the actual mechanical limit when shoe is contacting the third rail. Have no idea but over running and under running might have different values. the design of the shoe will be determined by the current draw.
2. Electrical draw is the other. The number of amps each of 2 shoes can draw. EMU shoes draw much less amps since each car is drawing only power for its car. So, MNRR locos current draw is much greater per shoe. The max current draw may depend probably on amount of surface contact that the shoe places on the rail. the post that says the shoe design is different and only 4 are on 301 (2 each side) since more have not been delivered. It may be that they are just prototypes subject to change.

What could really complicate the use of 3rd rail is if one shoe fails out of the 4
I'm basing my numbers on the published specs
 
Little update, so far all test runs are for Siemens to dial in and set the electronics. No Metro North accepance runs yet.
one unit had a truck change to put an instrumented truck in for testing but that was switched to its own truck.
No MDBF testing or Crew training yet on them. may start in April if nothing changes.
303 and 304 are believed to be ready for shipment but on hold as not to plug up Harmon.
 
Frebr minutes from NGEC committee : Metro North Dual Mode Locomotive Procurement as of 2-27-25 : Locomotive 301 and 302 are undergoing dynamic testing in Croton. Locomotive 303 has completed its Q40 inspection. Locomotive 304 – production is complete with testing to begin Locomotive 305 is in final assembly.
Metro-North announced this week that it has engaged Siemens for an electric battery locomotive which will take power from overhead catenary or an on-board battery.
 
Frebr minutes from NGEC committee : Metro North Dual Mode Locomotive Procurement as of 2-27-25 : Locomotive 301 and 302 are undergoing dynamic testing in Croton. Locomotive 303 has completed its Q40 inspection. Locomotive 304 – production is complete with testing to begin Locomotive 305 is in final assembly.
Metro-North announced this week that it has engaged Siemens for an electric battery locomotive which will take power from overhead catenary or an on-board battery.

If the PSA ones are to be 60-MHz + battery, I assume no diesel (?), why are they called Chargers as opposed to Sprinters ?
 
Back
Top