by technicality GE has made a passenger loco besides the p42. They had owned MPI before they went under and with that MPI used the GEVO 12 cylinder as the main prime mover. With that partnership out popped the HSP 46.
Tbf Stadler has expertise in Diesel locomotives (abeit dual mode ones with pantographs) in the form of the former Vossloh products and its derivatives; eg. the Euro 3000 & 4000. They're not adjusted to American specifications, but it's not outside the realm of possibilities.
Alstom has built the ALP-45 being used currently by Montreal Exo as Diesel trains because no mainline electric lines to run dual mode. Unless Alstom can build their Diesel Locomotive variant of the TRAXX either with a genset style (multiple smaller engines) or traditional (one big engine) that’s rated higher than 100mph or 160km/h to at least 125mph or 200km/h. They got a lot of facilities in US and Canada to do so,
Alstom has the Prima, which is basically a rebadged EMD. They swapped the EMD 2-stroke engine out recently for an MTU power unit because the 710 isn't emissions-compliant, but the rest of the platform is more or less just license-produced EMD.
The locomotives are a mix of technology borrowed from the German Series 101 and the Traxx lineup. There is an issue tho. The Traxx is currently not offered as a diesel only variant. There is just the electric version, with a hybrid diesel for the last mile. And there is no successor to the Series 101 passenger locomotives. The last passenger locos from this German factory were created as powercars for Talgo trains. And ironically, the state owned Deutsche Bahn is going to order spanish Talgo Travca locomotives for their new Talgo trains. The Alstom Prima was cancelled as a product line.
ALL HAIL TEAM SIEMENS!!!! Great to see a brand new season of this series, and with an amazing intro too (featuring a 2 car coaster train and the 7 Eleven Charger). Even though I can definitely see Siemens gaining several more orders over the next few years even to the point where they'll eventually be running THREE manufacturing plants, I could honestly see Stadler offering a competitor locomotive for the Charger since they have more orders in the U.S. with high reliability, as well as a few electric locomotive classes in Europe (such as the EuroDual) that they could easily modify for the U.S. as a battery engine, electric engine, or some other third option. Although, I wouldn't leave Alstom entirely out of the running with their ALP-45 which was inherited from Bombardier, although I've heard some mixed reviews about that engine.
The Stadler Euro and its descendants are rebadged EMDs. Stadler has expanded beyond using only EMD/CAT prime movers, but the electronics are all still the same. Alstom has also ceased offering the ALP-45 in favor of their own Prima - which is also just a rebadged EMD. The PL42AC and BR Class 68 are older examples of that line.
Hmm let's see if we could create the most produced train ever: Siemens Mobility: Chorgers - SC-44/ALC-42 General Electric Transportation (Wabtec): GEVOs & P42DC EMD (Progress Rail): GP9s, GP40s, F40PHs, F59PHs, & F59PHIs. Stadler: KISS EMUs Alstom (Bombardier Transportation): Multilevel Coach/Cab Cars & Acela I trainsets w/Hybrid K5LAs
Alstom is hands down the closest to dethroning the Charger because they inherited the ALP45DP/A dual mode locomotive from Bombardier, which is used on NJ Transit and Exo. It was introduced in 2010 and is still being made
Twenty years ago Alstom built the PL42AC for NJ Transit. Later, after acquiring Bombardier, they built the dual power ALP-45DP for NJT again and for Canadian AMT/Exo (based on the Traxx line developed in Kassel, Germany). Stadler has a line of electric, dual power and diesel locomotives. For continental Europe there is the EURO6000 (dual), EURO4001 (diesel), for Britain the EUROLIGHT in a variety of configurations, for South America the SALI (a lightweight six-axle for Bolivia). The thing is that there's not much of a market for "diesel passenger locomotives" in Europe any more. The last were the Siemens Eurorunner and Bombardier Traxx DE ME (that one with a multi-engine concept that didn't quite hold its promise). Most European countries already replaced their locomotive hauled diesel trains by DMUs and those will be replaced by battery trains in the coming years. And then there is CRRC. Nobody expects the Chinese .... After a small series of Siemens locomotives Vietnam decided for the Chinese product which is partly manufactured within Vietnam. The thing with north American passenger diesel locomotives though is that the specifications are very specific, whether it's crashworthiness or environmental standards. I guess Stadler could customize some of the mentioned projects to fit the requirements ...
I would start foaming if these bad boys named Eurodual started coming to the US. Like, have you seen them? They already look like absolute beasts on European rails. Tho they'd need a switch from focus on freight to passenger
The thing I will definitely make note of is that Alstom and Stadler do make locomotives, just not for the North American market. The Stadler Dual and EuroDual and the Alstom Traxx have been highly successful competing against the Siemens Vectron (Which both the ACS-64 and to a lesser extent the Charger are based on). The EuroDual in particular could be a potent competitor to current GE/Wabtec and EMD/Progress Rail offerings in freight service, since they're dual mode Diesel/Electric dual modes, and the Traxx has been used as a mixed traffic platform for freight and passenger trains for a while. Those platforms could definitely find success if they are convinced to enter the market. What might be the trigger for them to do so is the question.
@@GintaPPE1000lol calling a collaboration between Alstom and EMD on the engine a "rebadge" is a hilarious exaggeration of their role at the time. ... Get your facts straight, your information is completely mixed up. Class 68 is the British derivative of the Eurolight family, which itself uses some parts of the 4000. If anything, the entire locomotive family (including the 4000) goes back to the SNCF Class BB 27000 electric locomotive from Alstom. But even today it has hardly anything to do with it, different bogies, different electrical equipment (ABB) etc.
Not all passenger railroads would want Multiple Units, let alone having to electrify the network unless they want to (Sure DMUs, Battery, Hydrogen but that wont work with things like say GOs 12 car long sets)
Alstom's main locomotive factory and design center is located in Germany as well 🤪 And they kinda killed all diesel locomotives. The Alstom Prima series was EMD based and is no more and Bombardier didn't bother to develop a new diesel locomotive either. So, no more diesels left.
ALP-45DP doesn't count as it was inherited from Bombardier along with anything formerly Bombardier The Acela and HHP-8 are joint builds from former Bombardier and Alstom, not Alstom themselves (At the time)
The F125 trucks are Stadler what else isn't totally clear. EMDs language makes it sound like much of the frame, body and CEM is from them as well. I wouldn't be surprised if there was an agreement that means stadler can't make a loco. I know they laughed at caltrans when they asked for a hydrogen loco. GE and MPI are dead given wabtec ate them and the HSP46 was their pax loco which could be upgraded to T4 but they seem to have little interest outside of rebuilds.
EMD could still build more F125's, they just want more money than what most passenger rail providers are willing to offer. It's not like EMD deleted all the blueprints/ schematics for the F125's and completely forgot how to build them. If someone offered them a fair price they could easily build more. The same for Wabtec and the MP54Ac's. If GO offered Wabtec hundreds of millions of dollars for more MP54AC's you think Wabtec is going to turn down the money?
I love Stadler but unfortunately I think they will stick to multiple units. Alstom on the other hand not only owns their own Prima platform, but also the wildly successful bombardier (RIP) Traxx platform. GO electrification seems likely to use a Traxx based electric loco, and while I doubt they will even be dual mode, I would expect that Alstom would make a diesel variant and would likely push hard on selling this locomotive to whoever will buy it. Last I heard, GO wanted these new locomotives to be built in North America and I find it unlikely that Alstom wouldn't at least TRY to sell a variant of the locomotive to other railroads given the significant made in NA investment. Montreal EXO and New Jersey transit currently own ALP locomotives which are based on the Traxx platform so its not like this would even be new to north America, plus Traxx DOES already have pure diesel variants in Europe... Alstom is in a really strong position to enter the market if they wanted... shame they're too busy screwing up every rolling stock, rebuild and signalling contract they currently have.
@@b30233 I mean, Alstom does own a plant for electric public transport equipment in Thunder Bay now so, with expansion, they could build something here in North America.
I mean… *stares at stadler built diesel/bi-mode locomotives that were made for the UK I.e class 68, class 93 and class 99* So it’s not in the impossible of stadler coming up with a loco.
The saga of this German Locomotive works goes back a bit further. Started off with Henschel AG, were sold to Rheinstahl AG, which ended up in August Thyssen Hütte AG, which merged with Krupp, to form ThyssenKrupp, sold the rail business to Swedish ABB's Transportation division, which then merged with Daimler Benz Transportation to form Adtranz, which was taken over by Bombardier, which was taken over by Alstom. The problem is, with all this chaos, a logical lineup was not so easy to establish. And the Bombardier years were the most painful. ALP-45DP is based on technologie from discontinued diesel Traxx locomotives and the also discontinued series 103 fast passenger locomotive. Series 103 in German service will be replaced by series 105, which is the final version of the Talgo Travca. There is no diesel locomotive in Europe to hit the required speed of 125mph. No diesel locomotive in Europa is as powerful as the Charger. And since Bombardier let the technical know how fade away, Alstom might not be able to deliver anything useful.
Stadler could have a presence, but not towards large commuter railroads that run long trains for capacity and/or still prefer loco-hauled (Metra, GO, COASTER, WCE, ACE, etc..). Alstom could.. If they would make a locomotive that could compete with Siemens' current Diesel-electric market (The last time they did it was 2003-2006 with the PL42AC, so pretty much 20 years ago). GE/MPI is pretty much out. EMD is also pretty much out, the F125 seemed to be the last straw (Also the logistical issues they had with production of the F125 before they even came out). So Siemens is in it for what looks like the long run.
Stadler built the alegra so they could tecnicaly do it i konw it metere guage but they can size it up to a unversal american loading gauge loading gauge
GE and EMD dominate the global diesel locomotive market, by proxy or direct presence. Even most of Europe's modern diesel locomotives are basically rebadged EMDs. The Stadler Euro is an evolved version of the Vossloh 4000, which had the same engine and running gear as an F59PHI, and while Stadler has modernized the platform that's mostly just been to diversifying the engine choices away from EMD/CAT. Alstom's first-generation Prima was a license-produced EMD design, having the EMD internal designation of JT42 (and the same F59PHI-based underpinnings), and of course, we can't forget that the Class 66 has outsold basically every recent European diesel locomotive model by multiple times. *But the key with all of these designs is that they're either for freight, or lower-speed passenger service.* For the high speeds that Amtrak mandates, American builders have much less experience, and have traditionally turned to Europe for assistance. GE partnered with Thyssen-Krupp (who merged into Siemens) for the truck design on the Genesis, and in fact if you look closely at higher-numbered P42 trucks in general, they have Siemens stencils on them. The problem is the European builders no longer want to play ball, instead preferring to try and take market share with those tips and tricks they copied. That drove up development and production costs for the P47AC (and HSP-46) and F125 - as well as the number of problems - to the point where Siemens won the bid on lower cost. It will be interesting to see what VIA's long-distance fleet ends up being. If the speed requirement is only 90MPH or so (and it doesn't need to be higher), then odds are high it will be GE who takes it given the problems with the EMD 1010J. If the speed requirement is higher than that, then Siemens becomes the only choice.
NJT is retiring the PL42AC in favor of rebuilding their GP40s to hold out until they can get another order of ALP-45s placed. They have been nothing but lousy.
Stadler still could theoretically do something with the Eurodual or the Eurolight.
*O N T A R I O N O R T H L A N D*
The Milwaukee Road Canadian edition.
by technicality GE has made a passenger loco besides the p42. They had owned MPI before they went under and with that MPI used the GEVO 12 cylinder as the main prime mover. With that partnership out popped the HSP 46.
Tbf Stadler has expertise in Diesel locomotives (abeit dual mode ones with pantographs) in the form of the former Vossloh products and its derivatives; eg. the Euro 3000 & 4000. They're not adjusted to American specifications, but it's not outside the realm of possibilities.
AAR standards are not used for them they also deal with vacum brake systems so the could deal with unusaual
Alstom has built the ALP-45 being used currently by Montreal Exo as Diesel trains because no mainline electric lines to run dual mode. Unless Alstom can build their Diesel Locomotive variant of the TRAXX either with a genset style (multiple smaller engines) or traditional (one big engine) that’s rated higher than 100mph or 160km/h to at least 125mph or 200km/h. They got a lot of facilities in US and Canada to do so,
Alstom has the Prima, which is basically a rebadged EMD. They swapped the EMD 2-stroke engine out recently for an MTU power unit because the 710 isn't emissions-compliant, but the rest of the platform is more or less just license-produced EMD.
The locomotives are a mix of technology borrowed from the German Series 101 and the Traxx lineup. There is an issue tho.
The Traxx is currently not offered as a diesel only variant. There is just the electric version, with a hybrid diesel for the last mile.
And there is no successor to the Series 101 passenger locomotives. The last passenger locos from this German factory were created as powercars for Talgo trains.
And ironically, the state owned Deutsche Bahn is going to order spanish Talgo Travca locomotives for their new Talgo trains.
The Alstom Prima was cancelled as a product line.
ALL HAIL TEAM SIEMENS!!!! Great to see a brand new season of this series, and with an amazing intro too (featuring a 2 car coaster train and the 7 Eleven Charger). Even though I can definitely see Siemens gaining several more orders over the next few years even to the point where they'll eventually be running THREE manufacturing plants, I could honestly see Stadler offering a competitor locomotive for the Charger since they have more orders in the U.S. with high reliability, as well as a few electric locomotive classes in Europe (such as the EuroDual) that they could easily modify for the U.S. as a battery engine, electric engine, or some other third option. Although, I wouldn't leave Alstom entirely out of the running with their ALP-45 which was inherited from Bombardier, although I've heard some mixed reviews about that engine.
The Stadler Euro and its descendants are rebadged EMDs. Stadler has expanded beyond using only EMD/CAT prime movers, but the electronics are all still the same.
Alstom has also ceased offering the ALP-45 in favor of their own Prima - which is also just a rebadged EMD. The PL42AC and BR Class 68 are older examples of that line.
Hmm let's see if we could create the most produced train ever:
Siemens Mobility: Chorgers - SC-44/ALC-42
General Electric Transportation (Wabtec): GEVOs & P42DC
EMD (Progress Rail): GP9s, GP40s, F40PHs, F59PHs, & F59PHIs.
Stadler: KISS EMUs
Alstom (Bombardier Transportation): Multilevel Coach/Cab Cars & Acela I trainsets w/Hybrid K5LAs
12,000,000 missed calls from the GP9.
@BenjaminStewart-u9j Sure, I'll add that too.
You forgot about the F59s
@maas1208 I'll add that as well. I'll also add the F59PHI because Caltrans.
Alstom is hands down the closest to dethroning the Charger because they inherited the ALP45DP/A dual mode locomotive from Bombardier, which is used on NJ Transit and Exo. It was introduced in 2010 and is still being made
The winter version of a charger: SD70MACH
I mean, Stadler did _technically_ make a North American passenger diesel in the form of the Hm 4/4 for the Pikes Peak Cog
> Who Can Dethrone the Siemens Charger?
Skunkworks, obviously
The ultra fantasy: bring in the CRRC😂😂😂
Alco, rising from the grave: _Fine, I’ll do it myself_
Great to see you back. Can’t wait for future uploads.
The GE P42 Genesis is the goat locomotive. Keep up the videos. Happy Holidays!
1:53 LOL😂
1:51
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Alstom does build locomotives for the North American market: you forget the ALP 45.
Also, MPI (the superior loco manufacturer)
Stadler has exoerience with full diesel locomotives with the KiwiRail DM class locos, although i think these are for freight
Twenty years ago Alstom built the PL42AC for NJ Transit. Later, after acquiring Bombardier, they built the dual power ALP-45DP for NJT again and for Canadian AMT/Exo (based on the Traxx line developed in Kassel, Germany).
Stadler has a line of electric, dual power and diesel locomotives. For continental Europe there is the EURO6000 (dual), EURO4001 (diesel), for Britain the EUROLIGHT in a variety of configurations, for South America the SALI (a lightweight six-axle for Bolivia).
The thing is that there's not much of a market for "diesel passenger locomotives" in Europe any more. The last were the Siemens Eurorunner and Bombardier Traxx DE ME (that one with a multi-engine concept that didn't quite hold its promise). Most European countries already replaced their locomotive hauled diesel trains by DMUs and those will be replaced by battery trains in the coming years.
And then there is CRRC. Nobody expects the Chinese .... After a small series of Siemens locomotives Vietnam decided for the Chinese product which is partly manufactured within Vietnam.
The thing with north American passenger diesel locomotives though is that the specifications are very specific, whether it's crashworthiness or environmental standards. I guess Stadler could customize some of the mentioned projects to fit the requirements ...
I would start foaming if these bad boys named Eurodual started coming to the US. Like, have you seen them? They already look like absolute beasts on European rails. Tho they'd need a switch from focus on freight to passenger
3:21 METRA just released a tear
You made me laugh how you say everyone's favorite: 1:51 😂😂😂
The thing I will definitely make note of is that Alstom and Stadler do make locomotives, just not for the North American market. The Stadler Dual and EuroDual and the Alstom Traxx have been highly successful competing against the Siemens Vectron (Which both the ACS-64 and to a lesser extent the Charger are based on). The EuroDual in particular could be a potent competitor to current GE/Wabtec and EMD/Progress Rail offerings in freight service, since they're dual mode Diesel/Electric dual modes, and the Traxx has been used as a mixed traffic platform for freight and passenger trains for a while. Those platforms could definitely find success if they are convinced to enter the market. What might be the trigger for them to do so is the question.
The Stadler Euro is a rebadged EMD. It started life as the Vossloh 4000, which was just a license-produced Class 68.
@@GintaPPE1000lol calling a collaboration between Alstom and EMD on the engine a "rebadge" is a hilarious exaggeration of their role at the time. ... Get your facts straight, your information is completely mixed up. Class 68 is the British derivative of the Eurolight family, which itself uses some parts of the 4000. If anything, the entire locomotive family (including the 4000) goes back to the SNCF Class BB 27000 electric locomotive from Alstom. But even today it has hardly anything to do with it, different bogies, different electrical equipment (ABB) etc.
Stadler KISS EMUs. I don’t this this really needs questioning ngl
Not all passenger railroads would want Multiple Units, let alone having to electrify the network unless they want to (Sure DMUs, Battery, Hydrogen but that wont work with things like say GOs 12 car long sets)
@@GamingRailfanner good point
@SanBernadinoSub_Railfan
In metro north we’re getting chargers
However unfortunately for them they have already got competitors (the m7 emu)
@@goldgamercommenting2990 maybe the m7 emus have a chance if we all electrify our mainlines
to answer the title, probably any sort of weather
Who can dethroned the chargers - a freakin Celling tile😂
The F125 is still in Progress Rail's catalog. Anyone could order one.
LETS GO!
WE ARE SO BACK BABY!!!
Alstom's main locomotive factory and design center is located in Germany as well 🤪
And they kinda killed all diesel locomotives. The Alstom Prima series was EMD based and is no more and Bombardier didn't bother to develop a new diesel locomotive either.
So, no more diesels left.
7:36 alstom actually did make locos
ALP-45DP doesn't count as it was inherited from Bombardier along with anything formerly Bombardier
The Acela and HHP-8 are joint builds from former Bombardier and Alstom, not Alstom themselves (At the time)
@@GamingRailfanner *cough* PL42AC *cough*
@@caltrain914studios Sure I guess, but those were for NJT between 2003-2006, they never made it as far as the chargers are right now
@@GamingRailfanner they could overhaul them though, make them tier four type shi
3:51 5008 creations: emu's dmu's and b-emu's or as i like to call them
bemus
Yes sir 5008 is back
@@BoeingAvation8490 hello
@ Hello
Aw hell yeah he’s back!
stfu Mitchell stop obsessing and accusing me get a life
The F125 trucks are Stadler what else isn't totally clear. EMDs language makes it sound like much of the frame, body and CEM is from them as well.
I wouldn't be surprised if there was an agreement that means stadler can't make a loco. I know they laughed at caltrans when they asked for a hydrogen loco.
GE and MPI are dead given wabtec ate them and the HSP46 was their pax loco which could be upgraded to T4 but they seem to have little interest outside of rebuilds.
8:00 World War II Rematch
3:21 Metra just released a tear
6:59 Budd again when Kawasaki/Bombardier was chosen to make the cars that would be the R62A?
EMD could still build more F125's, they just want more money than what most passenger rail providers are willing to offer.
It's not like EMD deleted all the blueprints/ schematics for the F125's and completely forgot how to build them. If someone offered them a fair price they could easily build more.
The same for Wabtec and the MP54Ac's. If GO offered Wabtec hundreds of millions of dollars for more MP54AC's you think Wabtec is going to turn down the money?
Siemens plays hard to win, Alstom plays hard not to lose!!!
4:14 TEXRAILLLLLL
I love Stadler but unfortunately I think they will stick to multiple units. Alstom on the other hand not only owns their own Prima platform, but also the wildly successful bombardier (RIP) Traxx platform. GO electrification seems likely to use a Traxx based electric loco, and while I doubt they will even be dual mode, I would expect that Alstom would make a diesel variant and would likely push hard on selling this locomotive to whoever will buy it. Last I heard, GO wanted these new locomotives to be built in North America and I find it unlikely that Alstom wouldn't at least TRY to sell a variant of the locomotive to other railroads given the significant made in NA investment. Montreal EXO and New Jersey transit currently own ALP locomotives which are based on the Traxx platform so its not like this would even be new to north America, plus Traxx DOES already have pure diesel variants in Europe... Alstom is in a really strong position to enter the market if they wanted... shame they're too busy screwing up every rolling stock, rebuild and signalling contract they currently have.
@@b30233 I mean, Alstom does own a plant for electric public transport equipment in Thunder Bay now so, with expansion, they could build something here in North America.
Bro, why didn't you mention Nippon Sharyo. But, great work by the way.
They left the North American market.
I wonder if Toshiba would be interested
Japanese manufacturers tend to stay towards the electric side
SIEMENS FOREVER!!!!!!!
I mean…
*stares at stadler built diesel/bi-mode locomotives that were made for the UK I.e class 68, class 93 and class 99*
So it’s not in the impossible of stadler coming up with a loco.
Alstom made the Surfliner cars from 2000-2002.
THE INTRO THOUGH
Was there ever a p41 for amtrak if that exists
No.
FULL COWL GEVOS LETS GO
Hey 5008, how about the F40PH & PHM-4C?
WE ARE SO BACK
We are back🗣🗣🔥🔥
Alstom delivered the ALP-45DP to NJT. Formerly a bombardier product.
Alstom technically didn't make it themselves, they had to inherit Bombadier
@GamingRailfanner Yes I know that's why I mentioned it.
@GamingRailfanner Also our newer units have the Alstom logos and badges on them.
The saga of this German Locomotive works goes back a bit further.
Started off with Henschel AG, were sold to Rheinstahl AG, which ended up in August Thyssen Hütte AG, which merged with Krupp, to form ThyssenKrupp, sold the rail business to Swedish ABB's Transportation division, which then merged with Daimler Benz Transportation to form Adtranz, which was taken over by Bombardier, which was taken over by Alstom.
The problem is, with all this chaos, a logical lineup was not so easy to establish. And the Bombardier years were the most painful.
ALP-45DP is based on technologie from discontinued diesel Traxx locomotives and the also discontinued series 103 fast passenger locomotive.
Series 103 in German service will be replaced by series 105, which is the final version of the Talgo Travca.
There is no diesel locomotive in Europe to hit the required speed of 125mph. No diesel locomotive in Europa is as powerful as the Charger.
And since Bombardier let the technical know how fade away, Alstom might not be able to deliver anything useful.
Stadler could have a presence, but not towards large commuter railroads that run long trains for capacity and/or still prefer loco-hauled (Metra, GO, COASTER, WCE, ACE, etc..).
Alstom could.. If they would make a locomotive that could compete with Siemens' current Diesel-electric market (The last time they did it was 2003-2006 with the PL42AC, so pretty much 20 years ago).
GE/MPI is pretty much out.
EMD is also pretty much out, the F125 seemed to be the last straw (Also the logistical issues they had with production of the F125 before they even came out).
So Siemens is in it for what looks like the long run.
Stadler built the alegra so they could tecnicaly do it i konw it metere guage but they can size it up to a unversal american loading gauge loading gauge
The US, Canada and Mexico use standard gauge for their railroads
Stadler can with the KISS EMUs
GE and EMD dominate the global diesel locomotive market, by proxy or direct presence. Even most of Europe's modern diesel locomotives are basically rebadged EMDs. The Stadler Euro is an evolved version of the Vossloh 4000, which had the same engine and running gear as an F59PHI, and while Stadler has modernized the platform that's mostly just been to diversifying the engine choices away from EMD/CAT. Alstom's first-generation Prima was a license-produced EMD design, having the EMD internal designation of JT42 (and the same F59PHI-based underpinnings), and of course, we can't forget that the Class 66 has outsold basically every recent European diesel locomotive model by multiple times. *But the key with all of these designs is that they're either for freight, or lower-speed passenger service.*
For the high speeds that Amtrak mandates, American builders have much less experience, and have traditionally turned to Europe for assistance. GE partnered with Thyssen-Krupp (who merged into Siemens) for the truck design on the Genesis, and in fact if you look closely at higher-numbered P42 trucks in general, they have Siemens stencils on them. The problem is the European builders no longer want to play ball, instead preferring to try and take market share with those tips and tricks they copied. That drove up development and production costs for the P47AC (and HSP-46) and F125 - as well as the number of problems - to the point where Siemens won the bid on lower cost.
It will be interesting to see what VIA's long-distance fleet ends up being. If the speed requirement is only 90MPH or so (and it doesn't need to be higher), then odds are high it will be GE who takes it given the problems with the EMD 1010J. If the speed requirement is higher than that, then Siemens becomes the only choice.
LEEEEEEEEEEEEEEEEEEEEETTTTTTTTTTSSSSSSSSSSS FUUUUUUUUUUUUUUCKING GOOOOOOOOOOOOOOOOOOOOOOOOO
What's wrong with the MPIs?
i hate being a nerd but you forgot one charger the SCV-42 the via rail charger but its no diffrence to the O N T A R I O N O R T H L A N D charger
7/11 Charger 0:54
The Multiple unit idea of Stadler doesn't work for many Comutter rail services and long distance passenger trains like Via and Amtrak.
At least these things are better than the alc-42s.
Alstom PL42 says HI!!!! Yes, they made diesels for NJTransit. AS well as dual-modes.
But the better idea is to just electrify everything.
NJT is retiring the PL42AC in favor of rebuilding their GP40s to hold out until they can get another order of ALP-45s placed. They have been nothing but lousy.