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| Re: Amtrak orders 75 new Siemens Charger locomotives for LD trains (1497040) | |
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Re: Amtrak orders 75 new Siemens Charger locomotives for LD trains |
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Posted by sloth on Wed Jun 12 06:09:19 2019, in response to Re: Amtrak orders 75 new Siemens Charger locomotives for LD trains, posted by Henry R32 #3730 on Tue Jun 11 19:06:09 2019. Anything out of Brooklyn may get 6 cars. There is one Long Beach evening round trip (875-896 I believe) to Penn that regularly gets 6. When there is a weekend car shortage you may see 6 from Penn to Babylon and Port Wash. |
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Re: Amtrak orders 75 new Siemens Charger locomotives for LD trains |
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Posted by WillD on Fri Jun 14 20:50:13 2019, in response to Re: Amtrak orders 75 new Siemens Charger locomotives for LD trains, posted by nasadowsk on Sun Jun 9 06:09:05 2019. There is definitely one east of Greenlawn, at Taylor Ave, another in the parking lot at Smithtown, and a third in Port Jefferson The numbering isn't sequential, with Huntington substation being P07, Greenville being P09, and it looks like Smithtown is P16, while the Port Jefferson seems to be in the 20s or 30s.An MTA Capital Project hearing announcement for FY2018 lists signal motor generator replacements for three locations along the Port Jefferson line. Those three locations listed on Page 93 are Greenlawn, Smithtown, and Port Jefferson. To me there doesn't seem to be enough electrical equipment at these substations to support traction rectifiers. In particular the ventilation system would seem to be extremely lacking. I'd be willing to bet those three substations on the not-yet-electrified PJ section are little more than sheds housing signal MGs. But just because the transformer/rectifier sets aren't installed does not mean they're not significant. I dunno about the rest of the LIRR's unelectrified lines, but having 100hz signal MGs and compatible track hardware already installed is one less thing they have to spend money when they do eventually electrify the remainder of the line. |
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Re: Amtrak orders 75 new Siemens Charger locomotives for LD trains |
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Posted by Joe V on Sat Jun 15 04:17:45 2019, in response to Re: Amtrak orders 75 new Siemens Charger locomotives for LD trains, posted by WillD on Fri Jun 14 20:50:13 2019. Are the P's numbered by mileage from Hicksville or the County Line Syosset ?The M-7's suck up more power than the M-1's did in the late 1980's when they built them. Or maybe, they had budget for just 3 at the time, but no more. |
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Re: Amtrak orders 75 new Siemens Charger locomotives for LD trains |
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Posted by WillD on Sat Jun 15 14:08:45 2019, in response to Re: Amtrak orders 75 new Siemens Charger locomotives for LD trains, posted by Joe V on Sat Jun 15 04:17:45 2019. Are the P's numbered by mileage from Hicksville or the County Line Syosset ?In general on the rest of the LIRR's electrified network they're sequentially numbered with a letter corresponding to the branch and a number that begins at the western end. As an example here's S11, S12, and S13 on 2.84 miles of the LIRR's Babylon branch between Merrick and Wantaugh. On the Main Line you have G15 at Merillon Ave, G16 at Mineola, G17 (I think) just east of the Meadowbrook Pkwy, G18 just east of Carle Place, and G19 at Bond St west of the Wantaugh State Parkway. Presumably the substation at the west end of Hicksville's parking lot is G20. The substation numbers may be close to the milepost markers, but that's probably only because DC substations are required to be placed roughly every mile. The M-7's suck up more power than the M-1's did in the late 1980's when they built them. Three substations for more than 20 miles of track would result in the voltage likely dropping below the minimum specified for the rolling stock even when the train was stationary, regardless of whether it was a M1 or M7. Or maybe, they had budget for just 3 at the time, but no more. As I said in the post above, what they had money for was a 100hz signal power installation and nothing more. Those substations are not traction substations. They likely do not contain transformers and rectifiers to take in commercial AC power and spit out DC power for the trains. Rather it's a signal motor-generator set in which a (probably) 480 volt 60hz AC motor spins a 480-ish volt 100hz generator of one to three phases. That probably gets transformed up to 2400 volts AC 100hz and then distributed along the line to the relay huts, switch motors, signals and everything else that keeps the trains moving east of Huntington. The bad news is that they're hardly "substations" as we think of them, the good news is that a 100hz signal system should be essentially ready to go when the time comes to electrify the line. |
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