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| PHOTOS: Edison (1140793) | |
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| (1140793) | |
PHOTOS: Edison |
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Posted by kp5308 on Sun Feb 19 21:24:49 2012 Passenger:      Freight is on the other side of town:  |
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Re: PHOTOS: Edison |
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Posted by salaamallah@hotmail.com on Sun Feb 19 21:30:26 2012, in response to PHOTOS: Edison, posted by kp5308 on Sun Feb 19 21:24:49 2012. excellent photos |
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Re: PHOTOS: Edison |
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Posted by dt138 on Mon Feb 20 00:40:02 2012, in response to PHOTOS: Edison, posted by kp5308 on Sun Feb 19 21:24:49 2012. nice picture |
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Re: PHOTOS: Edison |
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Posted by Fred G on Mon Feb 20 07:54:36 2012, in response to PHOTOS: Edison, posted by kp5308 on Sun Feb 19 21:24:49 2012. Great stuff, K and a super vantage point.your pal, Fred |
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Re: PHOTOS: Edison |
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Posted by cortelyounext on Mon Feb 20 08:35:05 2012, in response to PHOTOS: Edison, posted by kp5308 on Sun Feb 19 21:24:49 2012. What Fred said. |
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Re: PHOTOS: Edison |
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Posted by Olog-hai on Mon Feb 20 15:27:25 2012, in response to PHOTOS: Edison, posted by kp5308 on Sun Feb 19 21:24:49 2012. Nice shootin'.Funny how NJT got some clunkin' MLVs. Ten with one ALP-46(A) is their max, but you've got GO Transit apparently hauling twelve bilevels with a single MP40PH-3C . . . (if you don't mind me comparing one of your pix)   |
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Re: PHOTOS: Edison |
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Posted by chud1 on Mon Feb 20 16:51:29 2012, in response to Re: PHOTOS: Edison, posted by Olog-hai on Mon Feb 20 15:27:25 2012. powerful locs there are. excellent pics.chud1 |
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Re: PHOTOS: Edison |
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Posted by kp5308 on Mon Feb 20 21:53:31 2012, in response to Re: PHOTOS: Edison, posted by Olog-hai on Mon Feb 20 15:27:25 2012. I think those GO cars are heavier too....& thanks! |
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| (1140900) | |
Re: PHOTOS: Edison |
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Posted by WillD on Tue Feb 21 00:46:29 2012, in response to Re: PHOTOS: Edison, posted by kp5308 on Mon Feb 20 21:53:31 2012. The Bilevels used by GO, Metrolink, and pretty much everyone else who isn't MARC, MBTA, Metra, or NJT are lighter. They're between 110,000lbs and 134,000lbs as compared to 139,000lbs through 142,000lbs for the Multilevel variants (cab, restroom, and neither). I say 'between' because the Wikipedia entry on the subject disagrees with the purported source for the 134,000lb figure. Transit Toronto states that GO's Bilevels are 110,000lbs (really 49.5 tonnes, but close enough). Pretty sure both numbers are technically correct as the original Bilevels were on the order of 110,000lbs. But Metrolink's frequent in-situ, high fidelity crashworthiness demonstrations caused BBD to perform a number of revisions that added around 20,000lbs to the Bilevels which rolled off the production line toward the end of the last decade. |
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| (1140901) | |
Re: PHOTOS: Edison |
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Posted by WillD on Tue Feb 21 00:57:22 2012, in response to Re: PHOTOS: Edison, posted by Olog-hai on Mon Feb 20 15:27:25 2012. It helps that GO's express trains barely manage to eek out 33mph average over the 40 miles of the Lakeshore East making eight stops to Hamilton while even NJT's all-stops NEC locals manage to keep it above 35mph. For example, NJT's 3843, which these days is likely a toss-up between an ML and an Arrow set, is scheduled to do the 58 mile, 15 station trip in 94 minutes. If NJT were willing to accept the sort of pathetic performance GO is only now trying to rectify with their electrification proposals then we probably could have the ALP haul another eight MLs, but performance and passenger accessibility would of course suffer. |
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| (1140902) | |
Re: PHOTOS: Edison |
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Posted by Olog-hai on Tue Feb 21 01:44:49 2012, in response to Re: PHOTOS: Edison, posted by WillD on Tue Feb 21 00:57:22 2012. Electrification isn't a solution if your top speed remains down. Remember, NJT's supposedly doing all that with 100-mph certification on a 125/135-mph railroad (top speed of the MP40PH-3C is 93 mph), and of course shorter trains (lengthwise) than GO Transit. For diesels that have 3,000 fewer horses than even the ALP-44, the MP40PHs are doing impressive work. (Over on RRNET, the NJT clones insist that train length is limited by HEP requirements, with the MLVs; and shorter NJT diesel trains don't have a significant advantage over even the 12-car GO trains.)Further remember that the average speed of NEC Trenton locals used to be 47 mph. |
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| (1140903) | |
Re: PHOTOS: Edison |
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Posted by Olog-hai on Tue Feb 21 01:49:25 2012, in response to Re: PHOTOS: Edison, posted by Olog-hai on Tue Feb 21 01:44:49 2012. BTW: GO Transit's Milton Line features those 12-car diesel-hauled trains and no expresses; their local trains do an average speed of 32.3 mph. Not impressive? Beats a lot of NJT diesel lines very handily. |
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| (1140911) | |
Re: PHOTOS: Edison |
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Posted by WillD on Tue Feb 21 03:49:59 2012, in response to Re: PHOTOS: Edison, posted by Olog-hai on Tue Feb 21 01:44:49 2012. Electrification isn't a solution if your top speed remains down.Sure it is. An electric train will get to whatever that track speed is much faster than any equivalent diesel train. Electrification is an excellent way to shorten travel times when maximum allowable speed may be constrained by some other element. The difference can easily amount to ten minutes or more by the end of a long local run. Throughout a day of operation you're easily talking about requiring a train or two which isn't required to fill out the schedule and consequently significant savings compared to operating a schedule with diesel equipment. You can read GO Transit's electrification reference case operational plan, but suffice it to say, by simply electrifying they're looking at 6 to 15 minutes saved on most lines. Remember, NJT's supposedly doing all that with 100-mph certification on a 125/135-mph railroad Mostly because it makes it easier to run the 3900s on time if they can slip them in to Amtrak's traffic south of Rahway without throwing CTEC for a loop. And it keeps the passengers happy not to have the brakes thrown on around Metropark to poke along on the outer track behind some Jersey Ave Local. For diesels that have 3,000 fewer horses than even the ALP-44, the MP40PHs are doing impressive work. It is also quite likely that NJT has a bit more padding in their schedule than GO. If a GO train is late because another train interfered with its trip it would probably be a freight train and the delay resulting from that would be such that the railroad would be brought to a standstill by any attempt to make allowances for that occurrence. On the other hand, an NJT train will have to contend with any number of interfering trains, none of which will make the train late by themselves, but which can combine to make the actual travel time something difficult to quantify. I know I've certainly been on NEC trains which arrived at Trenton quite early. (Over on RRNET, the NJT clones insist that train length is limited by HEP requirements, with the MLVs; and shorter NJT diesel trains don't have a significant advantage over even the 12-car GO trains.) That's all fine and well, and maybe it's the official line around the office, but it certainly sounds like they both have 1 MW HEP systems. One is hard pressed to come up with a plausible reason why one 1000kw system cannot do something that the other 1000kw system can do. Further remember that the average speed of NEC Trenton locals used to be 47 mph. Sure, back in the days of 100mph EMUs, which only goes to show the value of a rapidly accelerating railcar. |
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Re: PHOTOS: Edison |
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Posted by WillD on Tue Feb 21 03:59:25 2012, in response to Re: PHOTOS: Edison, posted by Olog-hai on Tue Feb 21 01:49:25 2012. But the Milton line is also 8 stations in only 7 miles less than the Hamilton line. It may only have local trains, but those trains are making the same number of stops at the Lakeshore East, so it's functionally similar. I actually did not intend to compare an NJT local to a GO express train, but it's difficult to find locals that go all the way to Hamilton.Beats a lot of NJT diesel lines very handily. True, but then it's unfortunate that NJT got left with trash by the also-ran roads like the CRRNJ, and the Erie Lackamoney. |
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