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| Re: Usage of Arrow III (1113504) | |||
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Re: Usage of Arrow III |
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Posted by Olog-hai on Sun Oct 30 21:00:58 2011, in response to Re: Usage of Arrow III, posted by Osmosis Jones on Sun Oct 30 19:32:20 2011. Yeah, but you can't blame them, they didn't expect that Amtrak would back out for whatever reasonSure they could have expected it; they knew what kind of games were going on in DC with Amtrak. And even barring that, the MUs that GE were offering still could have been bought with on-the-fly multi-voltage switchover capability; certainly the single-unit locomotives have them, and the MU precedent always existed on the New Haven Line. can't the M2/M4/M6/M8 all run on two power currents too? Exactly my point. The Arrow III is one of a kind in the tri-state area apparently, built like a commuter car, but almost accelerates and brakes as fast a subway car yet still smoothly, I'm not sure if it's because of the different power sources or different company operating procedures, but they're also much quicker than the M7. It's too bad that they can't operate the Midtown Direct locals where they'd be most ideal, and that NJT prefers to operate push-pulls on the NEC over them for whatever reason. I also don't know why NJT decided not to use the external electric destination signs they had anymore. Who knows what goes on at NJT. They junked the Arrow IIs after 23 years without rebuilding them too. The IIIs should have had the voltage-switchover capability built in during the '92-93 rebuild (it's not a new thing), and not left one truck on the MUs without traction motors (don't know if that is the primary cause of the IIIs no longer being able to run at 100 mph, but it seemed to contribute); and since the Comet IIIs proved that the "long door" concept worked (which got retired after 20 years for no good reason), they should have had those installed on the Arrows as well so that they could have had push-button door operation at low platforms as well as high. |
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