Seems shortsighted and inflexible?
SD80MAC wrote:Also, does anyone know if these cars are going to be able to be hauled by older locomotives? I've seen quite a few comments around the net saying they are only able to be coupled to the Chargers. Seems shortsighted and inflexible?
SousaKerry wrote:Not only all that but they would also have to be hauled in by flat car or by truck as they would not be interchangeable on the US rail system. That is not a small shipping bill to add on at the end of the order.
Saturnalia wrote:SousaKerry wrote:Not only all that but they would also have to be hauled in by flat car or by truck as they would not be interchangeable on the US rail system. That is not a small shipping bill to add on at the end of the order.
There have been cases where equipment with non-standard couplers has been moved, either with temporary standard couplers or non-standard couplers on spacer cars.
Saturnalia wrote:SousaKerry wrote:Not only all that but they would also have to be hauled in by flat car or by truck as they would not be interchangeable on the US rail system. That is not a small shipping bill to add on at the end of the order.
There have been cases where equipment with non-standard couplers has been moved, either with temporary standard couplers or non-standard couplers on spacer cars.
One thing I noticed is that it doesn't appear that the coaches have the Dutch-style doors that the current cars have. Will this be an issue for conductors during arrivals and departures?
GP30M4216 wrote:Does anyone think that's a baggage compartment on the cab car between the cab section and the seating section? It would be nice to have that service return to Michigan service trains.
DaveO wrote:I came across this powerpoint presentation about the new Siemens cars
http://www.highspeed-rail.org/Documents/NGEC_annual%20meeting%202018_CALIDOT%20presentation.pptx
In summary, California will use 7 car(including cab) sets that are semi-permanently coupled. Similar to Brightline.
The end car will have a type H coupler to couple to the engine.
The IDOT/Midwest will be a little more complicated. There will be coaches with type H couplers at both ends.
Then there will also be some semi-permanently coupled car pairs. Some coach-cafe and some coach-business/economy(do they mean coach?) pairs.
There will be a type H coupler at each end of the semi-coupled pair.
No cab cars because ideally there will be a Charger at each end.
I know the Siemens cars are based on their European cars. But while the semi-coupled pairs bring some advantages in handling...
I have to wonder about what happens when one of the pair get bad ordered. Is the luxury there of having a perfectly good car out of service while the other gets fixed?
GreatLakesRailfan wrote:Metra's new electric equipment was built in Rochelle and moved over UP to delivery. A pair of flat cars with conversion couplers (one standard coupler and one specialty coupler) were placed on either end of each pair, allowing a standard freight locomotive to move the cars east for delivery. I doubt it would be that difficult to rig up something similar to deliver the Brightline cars.
GP30M4216 wrote:One thing I noticed is that it doesn't appear that the coaches have the Dutch-style doors that the current cars have. Will this be an issue for conductors during arrivals and departures?
Only the Horizon equipment (and some elder Heritage cars, all now retired) run with "Dutch" style split doors. Superliners have hinged doors that open in. Amtrak Amfleets and even Via Renaissance equipment both have full-height, sliding doors. Each may have its own issues, but I think the doors proposed on the Siemens coaches will work fine.
Does anyone think that's a baggage compartment on the cab car between the cab section and the seating section? It would be nice to have that service return to Michigan service trains.
MSchwiebert wrote:Perhaps the Michigan line will get high level platforms?
Ypsi wrote:MSchwiebert wrote:Perhaps the Michigan line will get high level platforms?
Unlikely because of freight service and some of the current set ups done by Amtrak and NS at ARB and DER. Ann Arbor's high level platform retracts so they freight trains have enough clearance (specifically high wides). This is why the Dearborn station has the removable blocks on track 1. Best bet for long run is to be flexible. Horizon and amfleets can board at a high or low level platform.
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