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About jrud

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  1. I was more concerned with the lack of an axle in the Talgo suspension allowing two level passage. If you had a permanent trainset then only the ends might need standard couplers. https://www.serina.es/empresas/aecientificos/talgo/Foto8gran.jpg
  2. Does the Talgo’s suspension system make this possible? Operationally you always want as much power and redundancy as you can get. Trying to keep with HHP-8s and Chargers on the highest speed lines instead or MP36s indicates this desire. I was just pointing out that at times MARC has explicitly tried to make it seem unimportant. It depends on what they are trying to prove at the time.
  3. Beyond Superliner and Superliner derivatives (and specialized Canadian/Alaskan tourist trains) are there any bi-level passenger cars that don’t go down (and up) to the vestibule level at the ends? I’m racking my brain for any bi-level cars on the East Coast or in Europe where you walk between cars on the upper level. Even most West Coast commuter trains have that layout. Surfliner Chargers appears to be push/pulling up to 7 cars. . The ten car train had a locomotive at each end. Finally, I wish I could find the reference, but I remember a claim by MARC that substituting an MP36 for a (healthy) HHP-8 actually only added a few minutes to the schedule. They still preferred the faster accelerating electric, but it didn’t kill the schedule. To me MARC is the train on the Camden Line paralleling my MetroRail train, so I’m watching and not riding. Though my subway train appears to accelerate pretty quickly when it wants.
  4. Just as a data point. MARC has said that HHP-8s and Chargers are preferred for the higher speed stretches on the NEC. Remember that MARC is the 125 mph commuter railroad. MARC often has 8 cars as shown here. http://www.railpictures.net/photo/665091/ . Seven Kawasaki bi-levels and a single level bike car appears to be a common setup. I read that the Kawasaki cars are getting bike racks which, I presume, would lead to 8 bi-level car trains.
  5. jrud

    $Billion VIA Order to Siemens?

    It just seems like Brightline didn’t do this. Not that Via couldn’t do it. I’m looking at pictures that seem to indicate that the Brightline nose hangs on a pole across the top of the opening. And doesn’t seem to retract. http://www.rrpicturearchives.net/showPicture.aspx?id=4701505 I’m just trying to figure out why Via went with a new design. And as you said, Europe does have quick coupling. TTFN
  6. jrud

    $Billion VIA Order to Siemens?

  7. jrud

    $Billion VIA Order to Siemens?

    FWIW. At 9:15 they are installing a nose.
  8. jrud

    $Billion VIA Order to Siemens?

    Having a cover over the coupler makes it difficult to combine trainsets at will. Canada may want that ability to create trains of multiple trainsets. This is common in Europe. Covered couplers are more for emergency retrieval. That is why I suggested the Brightline nose wouldn’t work well. Again my note about the sloped nose was specifically about the Brightline nose that had been suggested as an option. The snowplow ends up well back under the locomotive with the Brightline nose. That would appear to be a problem in a snowy climate. Finally, as people noted, many Siemens locomotives across the world show a family resemblance. So do iPhones, BMWs, etc. as branding is considered very important. In spite of the fact that MARC Chargers look fine IRL to me, the Via Chargers may appeal to more people. I still wonder if they just designed a Siemens looking nose that accommodates all the lights. TTFN
  9. jrud

    $Billion VIA Order to Siemens?

    And, I suspect that any requirement to combine trainsets easily makes the sloped Brightline nose a non-starter. The revised snowplow might not like a sloped nose either. Snow is not a big Florida concern. Does anyone know if lightning requirements pushed for a revised nose design?
  10. jrud

    $Billion VIA Order to Siemens?

    Another note is that the reports have been saying 4000 hp (SCV-40?) for the Via Chargers like Brightline’s Chargers (SCB-40). Not 4400 hp like the many SC-44s. Very few reports mention the option for 16 more trainsets, but a few do. https://www.ttnews.com/articles/bombardier-loses-siemens-canadas-1-billion-rail-deal.
  11. The NJT Bombardier Multilevel III order and the Caltrain Stadler KISS order (including the recently exercised option) indicate that the desire for increased people/comfort/amenities can result in multiple level cars when there are length restrictions. Two level TGVs are becoming the norm in France. So, even high speed trains are not limited to single-level when passenger demand is high. The length restrictions do vary. NJT said they are limited to 14 cars. A lot of passenger railroads wished their limit was that long.
  12. jrud

    New Siemens Charger locomotive.

    The new Via Chargers are reported to be 4000 hp like the “streamlined” Brightline SCB-40 locomotives and not 4400 hp like the other SC-44 Chargers. And, they probably will have their own unique front style. SCV-40? Also, they appear to have a revised snowplow. No tumbleweeds in Canada.
  13. jrud

    New Siemens Charger locomotive.

    A very short corroboration from the October MARC Riders Advisory Council Minutes: “Initial reports are that the Chargers (newest locomotives) are working well and are quiet.”
  14. The details of this story are properly over in the Via thread. However, another railroad buying into Siemens Charger propelled Siemens single level trainsets can’t be a bad sign. https://www.railwayage.com/passenger/via-rail-selects-siemens-for-fleet-renewal/?RAchannel=news
  15. jrud

    Three in, Three out.

    How about another real world example that is close. MARC has four trains coming into Baltimore on the Camden line in the morning and three leaving in the evening. Yes, there is the Penn Line option but that is a treck to another train station. Often a light rail ride. Arrive in morning at 7:43, 8:12, 8:48 and 9:08 Depart in afternoon at 3:40, 5:20 and 6:15 BTW - I work in DC and DC seems to start earlier in the morning than Baltimore.