the reason some trains here in america need a locomotive is because the cab car cannot move without it. Alone, it has no power what so ever. The locomotive pulls and pushes it.
what the hell is with americas commuter trains how at one end of the train its a cab car and at he other its a locomotive in Australia we have electrified commuter trains and for our diesel passenger trains it just railcars !
@Bails992 Having a cab car means you don't have to turn the engine at the end of a run( = labor savings). It's pretty cheap and just fits in the vestibule.
@Bails992 American regulation for diesel multiple units (DMU's) are far more stringent than Australia's or Europe's, rendering their construction and maintenance far more expensive. As a result, heavy rail DMU's are almost unheard of, outside the few Budd RDC units still in service on small regional routes. We have many electrified commuter lines in the northeast, but few systems are totally electrified (SEPTA is the only example I can think of). Boston's commuter system is entirely diesel.
@Bails992 To answer your specific question concerning NJ Transit, the specific reason for going away from MU cars has everything to do with flexibility. NJ Transit's MUs are wired specifically for 12,000 VAC 25 Hertz OR 25,000 VAC 60 Hertz. NJT found that the bill for converting the two sets of cars for dual power was going to be higher than the State of New Jersey was willing to pay.
the reason some trains here in america need a locomotive is because the cab car cannot move without it. Alone, it has no power what so ever. The locomotive pulls and pushes it.
malikrthr1 1 year ago
what the hell is with americas commuter trains how at one end of the train its a cab car and at he other its a locomotive in Australia we have electrified commuter trains and for our diesel passenger trains it just railcars !
Bails992 1 year ago
@Bails992 Having a cab car means you don't have to turn the engine at the end of a run( = labor savings). It's pretty cheap and just fits in the vestibule.
Sean70z 1 year ago
@Bails992 American regulation for diesel multiple units (DMU's) are far more stringent than Australia's or Europe's, rendering their construction and maintenance far more expensive. As a result, heavy rail DMU's are almost unheard of, outside the few Budd RDC units still in service on small regional routes. We have many electrified commuter lines in the northeast, but few systems are totally electrified (SEPTA is the only example I can think of). Boston's commuter system is entirely diesel.
TheLastBrainLeft 11 months ago
@Bails992 To answer your specific question concerning NJ Transit, the specific reason for going away from MU cars has everything to do with flexibility. NJ Transit's MUs are wired specifically for 12,000 VAC 25 Hertz OR 25,000 VAC 60 Hertz. NJT found that the bill for converting the two sets of cars for dual power was going to be higher than the State of New Jersey was willing to pay.
ERA3733 10 months ago
oh okay thanks for telling me that
hamstertrain18 2 years ago
you mean 1996 right
hamstertrain18 2 years ago
I was refering to the decade. Yes right around 1996, this was taken on an 8mm video and converted to MPEG2 in 2002.
Sean70z 2 years ago
@Sean70z this had to be the mid to late 1990's when the got the comet cars with the destination display the older cars havnt been refurbished yet
retroguy1976 1 year ago
how did u get the diesel to blow the horn and put on the ditchlights
rangers1030 2 years ago
Man, I really miss the Comet Is. I've only ever seen one once, and I did,'t even get a good look at it.:(
GenesisSanctuary 2 years ago
When was this shot?
cbehr91 2 years ago
Looks like between 1997 and 2002; the ALP-44s were already hauling Comet IVs and the Comet IIs weren't rebuilt yet.
jesuschristsmysavior 2 years ago
Maybe even between 1997 and 1998 b/c when I moved to NJ in 1999, I've never seen any ALP-44s hauling Comet IIs.
jesuschristsmysavior 2 years ago
The mid 90's when did M&E 18 get fixed
Sean70z 2 years ago
what year was this?
NJT4211 2 years ago