ACS-64 Heads Up

[Anderson]

Ryan,

I'll let you start the thread, but I'd be more than happy to engage in a discussion on economics over in the open discussion forum.

 

[jis]

I find it truly ironical that some people are sitting in a thread on ACS-64 complaining about over moderation while talking about things that have nothing to do with ACS-64.

So getting back to topic, now we are hearing that the 18 car contract verification special may be pulled by either 601 or 602. So we won't know for sure which one until it happens I suppose.

Meanwhile 601 is still scheduled to enter service on the 20th.

 

[engr08]

605 is in SSYD, I'm guessing for mechanical training.

 

[Acela150]

I find it truly ironical that some people are sitting in a thread on ACS-64 complaining about over moderation while talking about things that have nothing to do with ACS-64.

So getting back to topic, now we are hearing that the 18 car contract verification special may be pulled by either 601 or 602. So we won't know for sure which one until it happens I suppose.

Meanwhile 601 is still scheduled to enter service on the 20th.

IINM the 18 cars will come from the NJ COC train. They're just tacking on an extra 4 cars. From the original 14.

Sent from my iPhone using Amtrak Forum

 

[Fan Railer]

Lol this sucks... news from the Amtrak NEC railfans page as conveyed by Budd:

Due to the cancellation of the New Jersey Chamber of Commerce train, the 18 car testing with ACS-64 #601 has been annulled indefinitely.

The scheduled shakedown tests will go forth as planned.

On Wednesday, February 19th, ACS-64 #601 will be conditionally accepted and released into revenue service after successful testing BOS-WAS.

On Tuesday, February 25th, ACS-64 #602 will be conditionally accepted and released into revenue service after successful testing HBG-WAS.

 

[Choo_choo_cat]

I wonder how many places there are on the NEC that could support testing to 125 mph with an 18 car train. Such a train would need a little over 8 minutes and 12 miles to reach 125 mph using the maximum short-term horsepower rating. Are there any places without speed restrictions or grades? Remember, the specification is on the level--the slightest grade would cause the train to fall short of 125 mph. That's why they normally run shorter trains.

 

[ACS-64]

ACS-64 Heads Up on 130/129 for Thursday

 

[Choo_choo_cat]

I wonder how many places there are on the NEC that could support testing to 125 mph with an 18 car train. Such a train would need a little over 8 minutes and 12 miles to reach 125 mph using the maximum short-term horsepower rating. Are there any places without speed restrictions or grades? Remember, the specification is on the level--the slightest grade would cause the train to fall short of 125 mph. That's why they normally run shorter trains.

Sorry, I meant 125 mph stretches of a dozen miles without slow orders or grades.

 

[Acela150]

I wonder how many places there are on the NEC that could support testing to 125 mph with an 18 car train. Such a train would need a little over 8 minutes and 12 miles to reach 125 mph using the maximum short-term horsepower rating. Are there any places without speed restrictions or grades? Remember, the specification is on the level--the slightest grade would cause the train to fall short of 125 mph. That's why they normally run shorter trains.

The new electric is designed to haul 18 cars at get upto 125MPH in 8 Minutes. Distance doesn't really matter. The "racetrack" in NJ between Trenton and New Brunswick holds trains at upto 135MPH everyday. There's the trackage in RI and MA where AE hits 150MPH everyday.

 

[Acela150]

ACS-64 Heads Up on 130/129 for Thursday

So 600 will be on 130 and 129?? I thought that from previous 184 turned for 129??

 

[ACS-64]

ACS-64 Heads Up on 130/129 for Thursday

So 600 will be on 130 and 129?? I thought that from previous 184 turned for 129??

184 is canceled Thursday. 600 departs WAS at 6:30AM on 130, turns in NY and departs at 4:42PM on 129. Subject to further cancelations/adjustments of course.

 

[Acela150]

Thanks.

 

[Fan Railer]

I wonder how many places there are on the NEC that could support testing to 125 mph with an 18 car train. Such a train would need a little over 8 minutes and 12 miles to reach 125 mph using the maximum short-term horsepower rating. Are there any places without speed restrictions or grades? Remember, the specification is on the level--the slightest grade would cause the train to fall short of 125 mph. That's why they normally run shorter trains.

The new electric is designed to haul 18 cars at get upto 125MPH in 8 Minutes. Distance doesn't really matter. The "racetrack" in NJ between Trenton and New Brunswick holds trains at upto 135MPH everyday. There's the trackage in RI and MA where AE hits 150MPH everyday.

Distance does matter up to a point. If the train enters a 125 section that is shorter than the distance it would take for the train to reach 125 from whatever speed it was traveling, the train would not hit 125.

 

[Fan Railer]

From Rendon; 600 flying through the snow towing 130 past Jersey Ave:

 

[engr08]

This motor has a nice sounds when it takes off, something kinda like the Alp46a.

 

[jis]

This motor has a nice sounds when it takes off, something kinda like the Alp46a.

It's the IGBT power inverters in action.

 

[Ziv]

Was that a "howdy" toot? It wasn't a grade crossing horn sequence.

I think the engineer saw Rendon/videographer but the train was going so fast his "I see you" toot happened after the locomotive was past him. LOL!

I thought the ACS-64 looked kind of industrial plain at first, but it is growing on me. Being shot at speed in the snow didn't hurt either. Kind of a railroad beer goggles effect.

From Rendon; 600 flying through the snow towing 130 past Jersey Ave:

 

[Acela150]

I wonder how many places there are on the NEC that could support testing to 125 mph with an 18 car train. Such a train would need a little over 8 minutes and 12 miles to reach 125 mph using the maximum short-term horsepower rating. Are there any places without speed restrictions or grades? Remember, the specification is on the level--the slightest grade would cause the train to fall short of 125 mph. That's why they normally run shorter trains.

The new electric is designed to haul 18 cars at get upto 125MPH in 8 Minutes. Distance doesn't really matter. The "racetrack" in NJ between Trenton and New Brunswick holds trains at upto 135MPH everyday. There's the trackage in RI and MA where AE hits 150MPH everyday.

Distance does matter up to a point. If the train enters a 125 section that is shorter than the distance it would take for the train to reach 125 from whatever speed it was traveling, the train would not hit 125.

I think that Amtrak would be smart enough to start attempting 125MPH on a stretch where they know the unit could attain the speed.

This motor has a nice sounds when it takes off, something kinda like the Alp46a.

It's the IGBT power inverters in action.

I'm gunna sound a bit stupid but, what exactly is "IGBT power"?? I really don't understand what it is.. TIA.

Was that a "howdy" toot? It wasn't a grade crossing horn sequence.

I think the engineer saw Rendon/videographer but the train was going so fast his "I see you" toot happened after the locomotive was past him. LOL!

I thought the ACS-64 looked kind of industrial plain at first, but it is growing on me. Being shot at speed in the snow didn't hurt either. Kind of a railroad beer goggles effect.


From Rendon; 600 flying through the snow towing 130 past Jersey Ave:

Rendon is frequently out and about on the NEC taking pictures and videos of Amtrak, NJT, and CSAO trains. His son is a huge train fan and engineers toot at them where ever they are. In some of his videos are NWK you can hear crews talking to them. I've met them once and are great rail fans!

 

[Fan Railer]

http://en.wikipedia.org/wiki/Insulated-gate_bipolar_transistor

 

[George Harris]

Do electric locos have less traction, ie, only able to start a shorter length consist, a lighter consist? The thought being: a diesel/electric loco has a large/heavy engine plus the weight of the fuel to feed it, a large heavy generator and the traction motors + the mass to support such; an electric only has the traction motors... and I assume (I know, dangerous), that the ability of a engine to get a consist moving is a function of both its hp + its ability to get that hp to the rails (traction)... or is this a moot point in that 602 et al will only be motivating lighter commuter trains?

The ability of an engine to get a train moving is entirely weight on powered axles. However, that is of no significance in passenger service after a couple of miles per hour. It can be of a good deal more significance in heavy haul freight service where maintiaining any particular speed is not considered important and on steep grades where you would be moving at low speeds.

 

[Choo_choo_cat]

Do electric locos have less traction, ie, only able to start a shorter length consist, a lighter consist? The thought being: a diesel/electric loco has a large/heavy engine plus the weight of the fuel to feed it, a large heavy generator and the traction motors + the mass to support such; an electric only has the traction motors... and I assume (I know, dangerous), that the ability of a engine to get a consist moving is a function of both its hp + its ability to get that hp to the rails (traction)... or is this a moot point in that 602 et al will only be motivating lighter commuter trains?

The ability of an engine to get a train moving is entirely weight on powered axles. However, that is of no significance in passenger service after a couple of miles per hour. It can be of a good deal more significance in heavy haul freight service where maintiaining any particular speed is not considered important and on steep grades where you would be moving at low speeds.

Another factor to consider is that the diesel-electric locos sold in north america have NA manufacturers, whereas the electric locos have all been derived from European units, where the axle load is about 22t, compared to 35-39t in NA. Even in the NA versions of the electric locos (where they have to have stronger frames due to FRA regulations), the axle load is 25-27t, about 30% less than the diesel locos. If you compare diesel and electric locos in Europe (or Asia), they have comparable weights.

 

[PerRock]

Early on in a thread here about the ACS-64 (probably this one) it was mentioned that it looks weird with the trucks set so far back from the front of the engine... Now the ACS-64 is based off from the Eurosprinter line (ES64-U4/6) however I don't think that those look odd with the position the trucks are at.

Today it dawned on my why; it's the plow. The ES64 plow is located just in front of the trucks, kinda filling in that area. The ACS-64 on the other hand has it's plow located all the way out on the nose, giving the undercarriage a sort of open spot in between which looks odd. Here are some comparison shots. The first is an ES64-U6, which I've repainted to look like ACS-64 #602. The second is an actual ACS-64.

http://i68.photobucket.com/albums/i6/PerRock/PerRock_20140214_0003.jpg~original

http://bostonherald.com/sites/default/files/media/ap/ca4a33541f8c437db756b9cc7e1d09fe.jpg

peter

 

[Acela150]

IINM some components are based off of Eurosprinters.

 

[Fan Railer]

IINM some components are based off of Eurosprinters.

Yep, components based off of the Eurosprinters and the Vectron (the truck is derived directly from the one used on the Vectron).

 

[Ziv]

George, is there a way to spray sand on the tracks to increase traction? It sounds stupid but I thought that there was a way old Great Northern locomotives could do that, but in retrospect, it sounds odd.

On edit: Google is your friend, Ziv. So they do have sand sprayers on most locos. Will the ACS-64 use sand in rainy conditions when the rail is slick to keep their acceleration close to normal? How often do locos use sand to improve traction? I would like to see it done, or rather, perhaps, hear it done.

Do electric locos have less traction, ie, only able to start a shorter length consist, a lighter consist? The thought being: a diesel/electric loco has a large/heavy engine plus the weight of the fuel to feed it, a large heavy generator and the traction motors + the mass to support such; an electric only has the traction motors... and I assume (I know, dangerous), that the ability of a engine to get a consist moving is a function of both its hp + its ability to get that hp to the rails (traction)... or is this a moot point in that 602 et al will only be motivating lighter commuter trains?

The ability of an engine to get a train moving is entirely weight on powered axles. However, that is of no significance in passenger service after a couple of miles per hour. It can be of a good deal more significance in heavy haul freight service where maintiaining any particular speed is not considered important and on steep grades where you would be moving at low speeds.