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VIA Rail

So if HFR is supposed to be electrified, I'm wondering if the options allow for a change of locomotive (ACS-64) and the same Siemens Venture cars. VIA would only need 14-16 train sets for hourly HFR service. I assume the Charger/Venture fleet from this order would then operate Lakeshore services and substantially boost Corridor West services.
 
kEiThZ said:
So if HFR is supposed to be electrified, I'm wondering if the options allow for a change of locomotive (ACS-64) and the same Siemens Venture cars. VIA would only need 14-16 train sets for hourly HFR service. I assume the Charger/Venture fleet from this order would then operate Lakeshore services and substantially boost Corridor West services.
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I really wished VIA would buy the same Alstom Avelia trainsets for HFR that Amtrak did for the NEC. Faster around curves than the Venture cars, and future proofed to 300 kmh when the HFR route curves are eliminated and the line is upgraded to true HSR.
 
robmausser said:
I really wished VIA would buy the same Alstom Avelia trainsets for HFR that Amtrak did for the NEC. Faster around curves than the Venture cars, and future proofed to 300 kmh when the HFR route curves are eliminated and the line is upgraded to true HSR.
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HSR trainsets for a line that won't be faster than 125 mph at launch and probably won't need to go faster than that for two decades, seems to be a waste.
 
kEiThZ said:
HSR trainsets for a line that won't be faster than 125 mph at launch and probably won't need to go faster than that for two decades, seems to be a waste.
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Yup. Even if VIA does build HSR sooner than that, they would still need trains for intercity service, to allow the HSR trains to connect the major cities without stopping along the way. Even Amtrak has chosen to purchase Siemens Venture trainsets for the Northeast Regional trains, replacing some of the Amfleet I train cars

Also, the condition of VIA's fleet required that it be replaced as soon as possible, with minimal risk for delays. As a result, one of the requirements was a proven design in active production. The Alstom Avelia trainsets are still being evaluated today by Amtrak, so are hardly a proven design. Given that the the Avelia trainsets will be delayed by a year for further testing to resolve some design issues, it seems so far like VIA made the right choice. Obviously VIA will need to do their own winter testing and we will have to see the results of that, though Siemens will hopefully have learned some things from Amtrak's testing in the Midwest last winter.
 
I'm really curious if Siemens has an electric version of the Charger. Or whether they'd just offer up the ACS-64.
 
kEiThZ said:
I'm really curious if Siemens has an electric version of the Charger. Or whether they'd just offer up the ACS-64.
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I am not quite sure what you mean. The Charger is based on the all electric ACS-64, with a Cummins diesel generator added. Because of the Charger’s heritage, it shouldn’t be too difficult to make a hybrid between the two. In fact, In the first article I referenced in my previous post, it says Siemens will be providing “dual-power electric and diesel engines” for use by trains on the Northeast corridor that extend beyond the ttack that is electrified (currently those trains have a 1 hour layover for Amtrak to change locomotives).
 
roger1818 said:
I am not quite sure what you mean. The Charger is based on the all electric ACS-64, with a Cummins diesel generator added. Because of the Charger’s heritage, it shouldn’t be too difficult to make a hybrid between the two. In fact, In the first article I referenced in my previous post, it says Siemens will be providing “dual-power electric and diesel engines” for use by trains on the Northeast corridor that extend beyond the ttack that is electrified (currently those trains have a 1 hour layover for Amtrak to change locomotives).
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My mistake then. I thought the Charger and ACS-64 were independently derived from the European Eurosprinter and Vectron. Didn't realize the Charger itself was descendant from the ACS-64.

I'm curious if HFR really requires hybrids if the corridor is fully electrified.
 
kEiThZ said:
I'm curious if HFR really requires hybrids if the corridor is fully electrified.
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Assuming that you actually want to take advantage of electrification, how do you want to cross over the transcontinental main corridor of a host railroad which refuses electrification (i.e. the Saint-Hyacinthe Sub between Montreal Gare Centrale and MMC) without hybrid trainsets?
 
Urban Sky said:
Did the Turbo even have an excemption for 100 mph, or did the regular max speed for Track Class 5 (i.e. 95 mph) apply?
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Towards the end of its life it did was allowed to get up to 100mph in places - they used the same round speed limit signs as the LRCs were given, only with the word "TURBO" replacing LRC. I can't find when it happened, but earlier in its service career it was definitely limited to 95mph - I've found lots and lots of references to that in the internal documentation and memos.

Dan
 
Urban Sky said:
Assuming that you actually want to take advantage of electrification, how do you want to cross over the transcontinental main corridor of a host railroad which refuses electrification (i.e. the Saint-Hyacinthe Sub between Montreal Gare Centrale and MMC) without hybrid trainsets?
Click to expand...

Good point. I guess I was assuming electrification means end to end. I guess some kind of supplementary power is required for that.
 
roger1818 said:
Yup. Even if VIA does build HSR sooner than that, they would still need trains for intercity service, to allow the HSR trains to connect the major cities without stopping along the way. Even Amtrak has chosen to purchase Siemens Venture trainsets for the Northeast Regional trains, replacing some of the Amfleet I train cars

Also, the condition of VIA's fleet required that it be replaced as soon as possible, with minimal risk for delays. As a result, one of the requirements was a proven design in active production. The Alstom Avelia trainsets are still being evaluated today by Amtrak, so are hardly a proven design. Given that the the Avelia trainsets will be delayed by a year for further testing to resolve some design issues, it seems so far like VIA made the right choice. Obviously VIA will need to do their own winter testing and we will have to see the results of that, though Siemens will hopefully have learned some things from Amtrak's testing in the Midwest last winter.
Click to expand...

There seems to be some confusion. I did not mean to scrap the Venture trains for the corridor we are already buying and use Avelias instead, I meant to not create an add-on order for more Ventures for the HFR route.

Now that it will be electrified at the get go, we should buy the Avelia trainsets for HFR. The Avelia trains would shave 30 minutes off the times from Toronto to Montreal, just like they have in the north east corridor, because they can go faster in curves. The HFR route is very curvy route.

There are many places we should use the Ventures, like Amtrak is doing, just not on the HFR route imo.
 
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