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The issue is not whether it can be done - pretty clearly, it can - but how much change does that represent.

Acceleration and HEP load are obvious considerations. Braking performance is another - the issue not being, can the trains be stopped, but simply how much reprogramming is needed - the brakes are blended and partially computer controlled - and how much does it change the operators' handling of the trainset. (slower recharge of air, different stopping distance meaning relearning where to apply the brakes, different reaction time, etc)

A further consideration is the onboard control system, which is a network that may need to be reprogrammed to recognize the presence of the additional cars and adjust for any changes in functioning (car numbering, networked data transfer, logging of status information, etc etc.)

One runs a test train to find these things out, and plan a change protocol.... and only then implements the change more broadly.

- Paul
 
reaperexpress said:
It's wild to hear that people are claiming the Chargers were never intended to operate with 7 coaches. Like you mentioned, there had always been proposed configurations with 7 coaches.
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So does this imply that VIA rail is now running the longest Siemen Charger sets compared to any other rail operator?
 
Bojaxs said:
So does this imply that VIA rail is now running the longest Siemen Charger sets compared to any other rail operator?
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Venture sets maybe - not sure how long the Amtrak Midwest consists are. Longest behind a Charger derivative? Would say that’s more likely to be an Amtrak long distance like Empire Builder.
 
reaperexpress said:
It's wild to hear that people are claiming the Chargers were never intended to operate with 7 coaches. Like you mentioned, there had always been proposed configurations with 7 coaches.

I'm sure acceleration is underwhelming with the longer consist, but the Toronto-Montreal express trains don't make very many stops anyway. With the P+ speed profile, the slow acceleration shouldn't cost too much time compared to a 5-coach set. Certainly far less than the time cost of the crossing restrictions.
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There's also been a lot of Amtrak trains run with more than 7 cars per locomotive, and they seem to be doing fine.

I suspect that the acceleration of the 7 car Siemens train will be no worse than with an F40 pulling a 5 car train. The Chargers have a lot more power and tractive effort than the F40s or even the P42s.

Dan
 
Bordercollie said:
With the legacy fleet replacement, is there a possibility that they will go with a vendor other than Siemens?
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Who though? Unless they go with alstom but they don't have a coach that fits the bill unless they develop something bespoke. Maybe they can do a DMU set this time
 
cplchanb said:
Who though? Unless they go with alstom but they don't have a coach that fits the bill unless they develop something bespoke. Maybe they can do a DMU set this time
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DMU's are considered locomotives and requires more maintenance. And you really want to be riding a rumbling diesel engine for 4 days crossing the continent?
 
cplchanb said:
Who though? Unless they go with alstom but they don't have a coach that fits the bill unless they develop something bespoke.
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CAF would be a potential vendor (Viewliner II). Don't remember that being the best project though, and they don't have the complete set of car types ready to go, and I think Amtrak owns the design anyway.

Amtrak is intending to go to market this summer but are probably hoping for a more enthusiastic vendor response than first time up.
railpassengers.org

Revisiting Long-Distance Fleet Plans | Rail Passengers Association

railpassengers.org railpassengers.org

An interesting piece of the above blog post is the reaction of vendors in the long distance bilevel tender to being asked to produce multiple car types at the same time. I think VIA is looking for nine car types?
 

Sounds like a head end power issue. But with the ocean the ten cars have their own generator so it probably had some kind of issue.

Hopefully they got it fixed for the next departure but does that mean that the train from Montreal to Halifax is cancelled? Without dead heading the train they won't be able to have a Montreal departure correct?

I guess they couldn't swap any of the corridor cars or add them to increase capacity?
 
Bordercollie said:

Sounds like a head end power issue. But with the ocean the ten cars have their own generator so it probably had some kind of issue.

Hopefully they got it fixed for the next departure but does that mean that the train from Montreal to Halifax is cancelled? Without dead heading the train they won't be able to have a Montreal departure correct?

I guess they couldn't swap any of the corridor cars or add them to increase capacity?
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Per groups.io there was apparently an electrical fire in one car (a Renaissance sleeper) which necessitated shutting down HEP due to wiring damage. The equipment deadheaded once the passengers were unloaded.
 
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