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Wabtec’s MotivePower delivers first Tier 4 locomotive to Metrolinx
This is the first passenger locomotive to be constructed with two prime movers since the last EMD E9’s rolled out of La Grange in December of 1963.
Actually the dual power locomotives that Siemens built for NJT a couple of years ago had two CAT engines in addition to a pantograph for running in electrified territory.
William, You are correct, the NJT ALP-45 has 2 CAT engines and can also run on overhead electric power.
It was produced by Bombardier in Germany and shipped to the USA.
Stuart,
You are right, I confused the ALP-45 with the straight electrics that Siemens is building in California for Amtrak.
5400 HP for commuter service. Gives “rush hour’” a whole new meaning.
I would question why build a locomotive for use in Canada that meets the U.S. Tier 4 restrictions…they don’t apply to power used exclusively within Canada and would seem to be a waste of money on Metrolinx part.
A supporter of “Best Practice” railroading perhaps? Toronto has its own air pollution problems requiring action.
What, no pictures???
If you think 5400hp is a lot for a commuter engine, many European commuter electrics make 7000hp and more. Provides superior acceleration.
So what’s the number - is it 667 or the start of a new series? Why no picture?
I live here, so I can provide insight. Pull up a search for it. You’ll be able to find it. I think it’s #647. I have seen it out testing. It’s been on Twitter.
Why they have it built to Tier 4 emissions when it’s in captive service is beyond me. Canada does not have to follow the US’s Tier whatever. We can still order AC4400CW’s and ES44AC’s if we so desire, but they will be captive to only Canadian service.
On the weekends we run with not one but 2 MP40’s. When I asked about this it’s for protection purposes. Lakeshore line, you’re likely to see this. Trains to Niagra would have this setup as well, since it’s half commuter and half tourist train. Anywhere else is very rare. If one breaks down, they’ll be able to drag it to wherever and take it out of service. I thought it was stupid at first but then I saw the reasoning behind it. We still have a handful of F59PH’s but they are run in a L10L configuration. MP40s are run in a L6, L10 or L12 configuration. These (F59PH) are from the last batch that left London in 1994. They kept those but got rid of the rest. In other words, anything built before 1994 is off the roster. Once these come online, say goodbye to those. The upcoming order I believe is intended to replace the last F59PH’s on the roster. Go Transit won’t tell you that, but do the math. Much the same as when Via Rail ordered P42’s to replace the LRC’s. It was supposed to be F59PHI’s but they cancelled the order.
As for the numbering sequence, that’s up in the air, but I am guessing it’s going to pick up where it left off. No sense in making a new number series.
Oh I forgot. It’s been here for months. But testing. Not being used in any service. They tested it in an L14 configuration, the extra 2 cars to simulate the weight of a fully loaded 12 car train. Better than sandbags or weights.
Mike Woodley, speaking of those VIA’s F59PHI’s that never came to be: they would have been too tall for Central Station in Montreal (which is sitting under many downtown buildings and is partly electrified). A good thing P42DC’s were chosen instead.
Yes, you are right Mr. Turcotte. F59PHI’s are taller than the P42’s.