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Posted by
Olog-hai
on Sun Feb 10 07:38:52 2008
I was seriously looking for "theonion.com" in the URL. However, it's on Findarticles.com, which lends it legitimacy. I never heard of this at all. Anyone?
Metro-North prepares to say farewell to the e.m.u - Metro-North ends purchases of electric multiple-unit railcars - ColumnRailway Age, August, 1996 by William C. VantuonoMetro-North and its predecessor railroads have been operating multiple-unit electric railcars for years, and so have sister northeastern agencies NJ Transit, Long Island Rail Road, and SEPTA. M-N, however, says it is now radically shifting gears in its approach to rolling stock, effectively deep-sixing electric multiple-units for future equipment purchases.
M-N's new strategy calls for increased use of dual-mode locomotives, push-pull coaches, and single-unit electric cars. Such a strategy, says M-N, "streamlines maintenance procedures, minimizes the financial investment required, increases operating flexibility, and addresses needs resulting from ridership growth."
Says M-N President Don Nelson: "With over $200 million earmarked to purchase new rolling stock through the end of this century, and the impending need to replace approximately half of our [third-rail electrified] Hudson and Harlem line electric fleet early in the next century, we decided to review the strategy governing past equipment procurements. What has resulted is a more thoughtful, comprehensive approach to purchasing railcars, not by territory, but by versatility and cost effectiveness."
The old approach had been to purchase railcars based upon where they were slated to operate. If more cars were needed in electrified territory, the railroad bought electric multiple-units. The same principle applied to diesel territory.
The new approach, with its emphasis on dual-mode locos and coaches, says Nelson, "allows us to create a more balanced fleet." Right now, M-N's fleet of about 900 railcars and locomotives includes 700 electric multiple-units. Of these, 238 (all used on the Hudson and Harlem lines) are a minimum of 23 years old, and some date back to 1962. Fairly soon, they'll be ready for retirement. And as Amtrak has learned, it's very expensive to keep old rolling stock rolling.
Abandoning electric multiple-units makes a lot of sense, says M-N, and for several reasons:- Initial purchase price for an electric multiple-unit can be nearly twice that of a push-pull coach. NJ Transit, for example, opted to purchase 95 Comet IVB cars from Bombardier for $111 million (RA, Feb. 1995, p. 8) rather than spend nearly $2 million per unit rebuilding 70 ancient Arrow II electric cars. Although the Comet IVBs will use a $4.8 million ALP44 electric locomotive for power, the cost saving is still substantial for a ten- to twelve-car trainset.
- M-N operates six different classes of electric cars, which creates something of a nightmare for the folks who maintain the cars and manage their parts inventory. And most of the cars are configured in married pairs that cannot be separated. Trainset length, therefore, cannot be adjusted as readily.
- Electric cars "are more vulnerable to severe winter weather and cannot operate at all during power outages"--a fact all too familiar to M-N and LIRR after the past two winters.
- M-N's system is not fully electrified, and ridership is growing in areas where third-rail doesn't reach. Why purchase equipment that can't go where the customers are? Also, extending electrification would be cost-prohibitive (especially in these days of lean, mean capital budgets doled out by cut-conscious legislators). Dual-mode power is far more flexible, and can provide customers with an oft-preferred one-seat ride.
M-N has proposed a yet-to-be-approved capital investment plan through 1999 that includes adding 15 push-pull coaches to an order of 34 now under construction by Bombardier. To power them, the railroad plans to order 20 dual-mode locomotives, 15 of which will operate in electrified territory. (M-N recently acquired five dual-mode Genesis units from GE identical to those purchased by Amtrak, and already has considerable experience with its older fleet of FL9 dual-modes inherited from the New Haven.)
By going this route, M-N says that it will save an estimated $2.3 million annually in operating and maintenance expenses beginning in 2003. However, the railroad has not ruled out purchasing new electric railcars, and intends to procure 21 single-unit vehicles.
A similar revamping strategy is being applied to the ticket selling process. In a joint, three-step program with LIRR, M-N will be replacing its entire ticket selling system with new technology.
Proposals are now being sought for a replacement system for ticket office machines. The next step will be to develop a replacement for the automated ticket vending machines currently in use. A third program will establish a pilot project to test hand-held onboard ticket vending machines for train conductors. The new ticket selling system will be able to accept credit, debit, or "smart" cards, and will be integrated with MTA New York City Transit.
COPYRIGHT 1996 Simmons-Boardman Publishing Corporation
COPYRIGHT 2004 Gale Group
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