reaperexpress
Senior Member
What type of loco is a 6400? P42, F40 or Charger?
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VIA Rail
- Thread starter ehlow
- Start date
Bordercollie
Senior Member
VIA Rail Canada 6400-6458 - CPTDB Wiki (Canadian Public Transit Discussion Board) https://share.google/BSiFV17CQWp4SJEmh
Trackside_Treasure
Active Member
'F40'
crs1026
Superstar
This is such a MacGuyverish solution that the shunt issues are indeed secondary. One wonders how the braking will work - although I have been told that the cabcar end only has an old fashioned automatic brake control without the blended electronic control features that the locomotive cab has.
The trainsets will still be four axles short of relief from the shunt restrictions.
What, just squeeze in a Honda generator in the passageway somehow? There's a little more to the HEP than that.
- Paul
Bordercollie
Senior Member
That would give different performance characteristics from running locomotive forward, why would they use such a design?
Does anyone have proof that they actually did this?
Are there enough spare f40's do do this?
Also trains will now be limited to 95mph.
Northern Light
Superstar
This was forwarded to me to post here.
Bordercollie
Senior Member
At least the horn will be quieter for cab car passengers.
I guess they didn't learn their lesson about having the prime mover provide tractive effort and HEP.
crs1026
Superstar
There's a lot of precedent for drawing HEP off the prime mover, and Siemens has a lot of experience with doing so. There are pro's and cons to the design, but overall I'm surprised if Siemens hasn't got this right on these units as this is not a "first" for them. Remember the HEP is integrated into the power train such that regen braking feeds HEP etc.
- Paul
Trackside_Treasure
Active Member
VIA Train No 63 had F40 6413 leading Venture Set 14. That's the only one...so far.
smallspy
Senior Member
The same as if a regular passenger car was being towed by a Siemens set. Which has happened, as we all know. Just set the brake valve to trail, and connect up the main and res lines to the rest of the train.
This is incorrect, and one of the main reasons why the trains were built with Cat5 for MU rather than sticking with the traditional 27-pin MU and COMM. The controls are the same at both ends, and for the most part the performance of the trains is identical regardless of the end of the train they are operating from.
Right? Perhaps a bit more thought should be given before throwing out ideas willy-nilly.
Dan
crs1026
Superstar
All true, what I was trying to say (badly) was whether a leading F40 could activate the blended braking ( which I don't claim to understand in detail) versus simply controlling the trainset automatic brake via brakeline pressure. The brakes still work, but differently.
I do understand that there is no control of the independent brake from the cabcar end. That may not matter when the F40 is pulling, but would possibly matter when it is shoving.
- Paul
dowlingm
Senior Member
According to groups.io (Lion Liu) the F40 will be dead in tow when at the rear, and was chosen as opposed to P42 due to being lighter.
Bordercollie
Senior Member
And they are more of them to go around.
Will Siemens be footing the bill for extra fuel and axle costs?
Not to mention wear and tear on the F40's when they are supposed to be send in for rebuild.
Has anyone seen the "pink" one that was rebuilt?
APTA-2048
Senior Member
Maybe I haven’t quite followed properly: what is the reason for adding the F40 locomotive?
Bojaxs
Senior Member
Siemens Chargers are "kaput" in colder climates.
I've heard some folks (who know more than I do) suggest that the way the Chargers are designed, too much of the inner mechanics and electronics are too exposed to outside temperatures.