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Old June 11th, 2016, 10:16 PM   #3221
OakRidge
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Metra meets NKP 765 by Mark LLanuza, on Flickr
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Old June 13th, 2016, 05:22 AM   #3222
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Amtrak West Side line in Inwood - Upper Manhattan


Amtrak Empire line cutting through Inwood Park in Manhattan,New York
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Amtrak Empire line cutting through Inwood Park in Manhattan,New York
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Amtrak Bridge over the Harlem River
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Old June 16th, 2016, 10:01 PM   #3223
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Quote:
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In Waterloo, Indiana, the old train depot was moved to the Amtrak station to serve as the passenger waiting area.







http://www.greatamericanstations.com...epots-big-move
Waterloo Amtrak Station Dedication is 2016.06.24

https://csanders429.wordpress.com/20...on-is-june-24/
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Old June 17th, 2016, 01:41 PM   #3224
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Inside the Massive Factory Where Siemens Builds Trains

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Old June 18th, 2016, 09:40 AM   #3225
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Inside the Massive Factory Where Siemens Builds Trains

In my neck of the woods.
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Old June 18th, 2016, 01:48 PM   #3226
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Inside the Massive Factory Where Siemens Builds Trains

It would be interesting to see the First/Business class configuration. In Europe there's been a trend towards increased comfort in order to attract business customers, but to my knowledge First and Business class in US trains has been lagging behind for many years. Would be great to see a positive change with Brightline.
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Old June 20th, 2016, 01:21 AM   #3227
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Amtrak hosted an excursion yesterday (June 18, 2016) for fans. It was the Farewell trip of the AEM-7, which has been the workhorse of Amtrak for almost 40 years. Leading the way was unit #942 with #946 coupled behind. The special went from Washington D.C.'s Union Station to Philadelphia's 30th Street and back down to Wilmington, Delaware for a tour of Amtrak's shops.

IMG_2358 by GojiMet86, on Flickr
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Old June 22nd, 2016, 11:05 AM   #3228
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Amtrak NEC ARSENAL to BALDWIN rear view

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Old June 22nd, 2016, 07:21 PM   #3229
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Tennessee Valley Railroad



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Old June 29th, 2016, 04:58 AM   #3230
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Thanks for the Memories: A Farewell to AEM-7

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Old June 29th, 2016, 07:16 PM   #3231
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Old July 4th, 2016, 02:07 PM   #3232
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Quote:
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Thanks for the Memories: A Farewell to AEM-7
I find the history of AEM-7 quite interesting.
In 1976-77 Amtrak tested 2 locomotives to replace the E60: A Swedish ASEA Rc4 and a French Alsthom CC 21000. The ride of the French loco was found unsatisfactory, because of the stiff primary and softer secondary suspension required by the C-C axle layout. This layout working fine on the well aligned French tracks, but not so much on the tracks of the NEC.
Thus they choose to go with the Rc4 as the basis for the AEM-7.
This still gives a feeling they compared apples and pears. Why they didn't test a BB 15000 also or instead? 2 axle bogies will always have a better ride compared to 3 axles.
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Old July 8th, 2016, 05:17 PM   #3233
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IMG_4457 by GojiMet86, on Flickr

IMG_4395 by GojiMet86, on Flickr
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Old July 10th, 2016, 07:51 AM   #3234
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Its a shame you didn't catch a train crossing it with the firework going off...
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Old July 11th, 2016, 04:06 PM   #3235
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Quote:
Originally Posted by M-NL View Post
Why they didn't test a BB 15000 also or instead? 2 axle bogies will always have a better ride compared to 3 axles.
Not sure it's the right answer, but BB15000 locs are and have always been
limited to 160 km/h, while the E60 locs that were originally developed for the
NEC were (initially) approved for 120 mph. The CC21000 had the same top
speed as the CC6500, 220 km/h, and 200 km/h regular practice on the Paris
Bordeaux and Paris-Toulouse lines. BB15000 would have indeed be more
reliable than CC21000 on American tracks, but they were not fitting the
requirements (speed and probably also traction power).
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Old July 14th, 2016, 09:07 AM   #3236
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The running gear of the BB7200, BB15000 and BB 22200 is basically identical and there are 200 km/h variants of the BB7200 and BB22200.
Traction power for the French model was limited by it's weight. When you consider that in the USA the axle load can be raised by about 3 t per axle, for the production model they could probably have fitted CC21000s transformer and motors in a BB15000 body.
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Old July 14th, 2016, 11:10 AM   #3237
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Quote:
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The running gear of the BB7200, BB15000 and BB 22200 is basically identical and there are 200 km/h variants of the BB7200 and BB22200.
As far as I remember, those 200 km/h bogies appeared after the CC21000
test. At that time, all 200 km/h services on the SNCF region sud-ouest were
assumed by CC6500. They appeared only on BB7200 first, then later on the
BB22200 by way of bogie swaps. There were never any bogie swaps with
BB15000 that I'm aware of.

Quote:
Originally Posted by M-NL View Post
Traction power for the French model was limited by it's weight. When you consider that in the USA the axle load can be raised by about 3 t per axle, for the production model they could probably have fitted CC21000s transformer and motors in a BB15000 body.
Probably too big of an exercise for a demonstration in a project that you're
not sure to win.
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Old July 15th, 2016, 08:51 AM   #3238
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Quote:
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Probably too big of an exercise for a demonstration in a project that you're not sure to win.
Of course. The same applied to the Rc4 test unit (X995).
  • BB15000: 4,4 MW, 294 kN, 82t, 110 mph
  • Rc4: 3,6 MW, 290 kN, 78t, 84 mph
  • AEM-7: 5,1 MW, 240 kN, 93t, 125 mph
So test wise a BB15000 would have easily exceeded a Rc4 on performance data.
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Old July 17th, 2016, 09:07 AM   #3239
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Old August 7th, 2016, 05:53 AM   #3240
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Taken Yesterday - 8/5/16

Sunnyside Yard


Amtrak Locomotives parked in the Sunnyside yard
by Corey Best, on Flickr

Bridgeport


Westbound Acela Express crawling through Bridgeport
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Westbound Acela Express crawling through Bridgeport
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Westbound Acela Express crawling through Bridgeport
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Eastbound Amtrak Regional Coasting through Bridgeport
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