Looks like they found a new square end Burlington Vista Dome observation and rehabbed it. I wonder if this was from the old Quad Graphics train or they got it somewhere else?
I wonder why, of all places to run the full-length dome in the consist, they have it bookended by the converted bilevels…
I’m wondering why they have converted commuter bi-levels at all in a business train?
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Thanks. Most of the cars are former SF. The converted P-S commuter cars were done quite well, imo.
Cmon Balt - you worked for a railroad. I”m betting on “They were cheap”.
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No doubt they were cheap - I question what their business purpose is in the ‘business train’. There are many situations where railroads can’t even afford ‘free’.
With those enormous oversized picture windows, they look like cars converted for tourist traffic – perhaps expensively. Like buses converted to RVs, very expensive or commodious interiors might be present.
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I believe they did those specifically for employee specials. Not sure how many of those special trains they run but that was the intent of the bi-level conversions. What is also interesting is they seem to avoid former Amtrak cars as well. Some inside views (see below).
I thought rear end helpers were best avoided on passenger trains to limit discomfort of passengers.
Regards, Volker
That’s not a ‘helper’ – it’s top-and-tail to make turning the train unnecessary. I don’t know whether the ‘single’ end operates in DPU or just trails as the rear engine often does on the Amtrak services that have ‘an engine on each end’.
We don’t yet have any services aside from the Acelas and maybe Brightline that need the full power of HST125-style top-and-tail for top speed. If one engine can just reach 100mph with a given train, you’ll need two to get to 125mph… and there are benefits to having a driving cab on each end. But how many actual miles require full 125mph sustained speed?
I thought the diesels were there to provide HEP.
That would be the baggage cars on either end.
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To the best of my knowledge, none of the freight units Class 1’s use are set up for HEP. Class 1’s can only move broken down Amtrak trains - they cannot provide heat or light for Amtrak.
It’s not that they ‘can’t’. Part of the SD70MACH conversion was to reconfigure two of the six traction inverters to provide 480V HEP; only one of these operates at a time with the other as reserve. I believe some of the Siemens Amtrak locomotives use traction inverters the same way.
I’d heard these units are gonna come down my line with an OCS, doe anyone know if it’s true or not?
Perhaps I am simply misunderstanding the first sentence. The predecessor to the SD70MACH—the SD70MAC—had one inverter per bogie. The SD70MACH, with its B1-1B wheel arrangement, was equipped with one inverter per driven axle, plus two for HEP—one of which serves as reserve.
The Siemens Charger is slightly different. With a B-B wheel arrangement, it features four inverters—one for each axle. In addition, there is a dedicated inverter for HEP. Should this unit fail, one of the traction inverters serves as a backup.
Main power schematic of the SC-44 Charger. The schematic for the ALC-42 is identical:
And for comparison: the schematic of the ALC-42E with Cat-APV.
Regards, Volker
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Yeah, you’re right on both counts. Thanks.
I wonder where they got the bi-levels? Former CB&Q units?
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