I understand what you mean. I've ran both modern GEs and classic EMD E8s in my engineer training at a museum that uses both. There is nothing quite like those old EMDs. They load well, I like the control stand, and and they respond well. However the C40-8s I've also learned on do have the better visibility and nicer cab (hvac). But nothing compares to the vintage EMDs.Re: those F125's...
As an old fan of the former General Motors, Electro-Motive Division, I have a very hard time accepting a locomotive powered by a Caterpillar prime mover, and a body designed in Spain, as a genuine "EMD"
At least I would recognize the "chant" of the two-stroke prime mover...This is what a modern EMD Passenger Diesel looks like. This is the dual cab version. IR Class WDP-4D, Though currently geared for 80mph, they can be upped to 110mph, but there is no need for such in India, since all trains faster than 80mph are Electric hauled. currently being deployed extensively in India: The article linked to below is from 2014. Since then more than a couple of hundred have been deployed.
Details and Copyright info at:
https://tractionmech8.wordpress.com/2014/07/16/wdp4d/
One car body, one set of spare parts, would yield significant savings for Amtrak. It would be politically easier for Amtrak to get the California congress coalition behind a huge appropriation for made in California Siemen cars.This just provides further verification that Siemens could provide modern single level sleeping cars in addition to “day” cars. http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/siemens-chosen-to-build-day-and-night-fleets.html
One car body, one set of spare parts, would yield significant savings for Amtrak. It would be politically easier for Amtrak to get the California congress coalition behind a huge appropriation for made in California Siemen cars.This just provides further verification that Siemens could provide modern single level sleeping cars in addition to “day” cars. http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/siemens-chosen-to-build-day-and-night-fleets.html
But if the rumors are correct that Amtrak is looking at single level cars to replace the east and west LD cars, what happpens to the over 400 Amfleet, over 100 Horizons, over 400 Superliner cars on the secondary market?
To bring some perspective: Boeing lists the 787 at $239 million (for the -8) to $325 million (for the -10).On the matter of the "I don't want unproven planes" comment, remember that a pair of 787s cost as much as the entire Viewliner II order. The order was something like a $4 billion dollar deal. Your decision threshold is in a very different place when the numbers are that high.
Apples to Oranges, the V2s where ordered long before current management and they fit that management group's vision. This management group will purchase equipment that fits with their vision of where they see Amtrak, it might not fit the vision of future management. That's the problem with the constant management turnover that Amtrak has.I still dont trust this management with any order at all. Look how theyre using the V2 diners, or not using them. A order for the wrong equipment could hamper Amtrak for years to come. Amtrak gets to place a new car order at the most once a decade. Andersons idea of Amtraks future isnt all of what Americans want even though he claims hes going after the young, hip, demanding, crowd. Obviously we need corridors but not at the expense of long distance trains.
The article does say asynchronous motors. My best interpretation is they are based on a generation or two newer designs than the AEM-7s, but still in the family. This is doubly interesting as it is Swedish derived designs made in Romania sold to a Swedish railroad.I hope they are actually using technology that is more modern by a couple of generations than what was used in AEM-7s. They are ancient. Even Amtrak upgraded a subset of them with AC drive, before they decided to replace them entirely, and NJT replaced them earlier than Amtrak.
Which leaves me wondering what is actually used from the previous design other than the name, car body and perhaps trucks, though those are probably significantly different too. I would be surprised if the engineer's stand has not been modified significantly too.The article does say asynchronous motors. My best interpretation is they are based on a generation or two newer designs than the AEM-7s, but still in the family. This is doubly interesting as it is Swedish derived designs made in Romania sold to a Swedish railroad.I hope they are actually using technology that is more modern by a couple of generations than what was used in AEM-7s. They are ancient. Even Amtrak upgraded a subset of them with AC drive, before they decided to replace them entirely, and NJT replaced them earlier than Amtrak.
As an old car pool mate used to say: “it’s my grandpa’s axe. It’s had three new handles and two new heads. But it’s my grandpa’s axe.”Which leaves me wondering what is actually used from the previous design other than the name, car body and perhaps trucks, though those are probably significantly different too. I would be surprised if the engineer's stand has not been modified significantly too.The article does say asynchronous motors. My best interpretation is they are based on a generation or two newer designs than the AEM-7s, but still in the family. This is doubly interesting as it is Swedish derived designs made in Romania sold to a Swedish railroad.I hope they are actually using technology that is more modern by a couple of generations than what was used in AEM-7s. They are ancient. Even Amtrak upgraded a subset of them with AC drive, before they decided to replace them entirely, and NJT replaced them earlier than Amtrak.
Though different from this case since the question here is about a specific instance of a design rather than the class, still it reminds me of an eternal discussion point. If you start with a Ford Mustang (say) with a specific VIN and then replace everything in it, except its ash tray, is it still the same Ford Mustang that you started with?
equipment development is both about revolutions and evolutions.I hope they are actually using technology that is more modern by a couple of generations than what was used in AEM-7s. They are ancient. Even Amtrak upgraded a subset of them with AC drive, before they decided to replace them entirely, and NJT replaced them earlier than Amtrak.
Yeah it certainly claims lineage to the RC family and boasts of Romanian innovation in doubling the power or some such too..And it is not me but the article that says it is derived from the EA locomotive family built in Romania decades ago under license from ASEA. Looking up the EA family gets you close to the AEM-7.
Sounds like a modern day Ship of Theseus.As an old car pool mate used to say: “it’s my grandpa’s axe. It’s had three new handles and two new heads. But it’s my grandpa’s axe.”
And it is not me but the article that says it is derived from the EA locomotive family built in Romania decades ago under license from ASEA. Looking up the EA family gets you close to the AEM-7.
https://en.wikipedia.org/wiki/British_Rail_Class_800New Bi-modal DMU-electric high speed trains have started non-revenue testing in England. The new Hitachi built British Class 802 trainsets can operate at 125mph using a Rolls-Royce engine and quickly change to electric power to operate at 140mph. These trainsets could offer single-seat service connecting the NEC to other places such as Richmonds, VA; Newport, VA; Springfield,MA; replace the Empire Service trainsets and other trains.
Here are some links to these brand new trainsets.
https://www.railmagazine.com/news/fleet/transpennine-express-class-802-starts-main-line-testing?image=27037
http://press.hitachirail-eu.com/pressreleases/first-of-nova-1-bullet-train-inspired-fleet-leaves-japan-on-its-way-to-transform-journeys-in-the-north-and-scotland-2483541
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