MARC Dieselization

The replacements are expected to be Siemens Charger units. Being that the majority of MARC's operations are already diesel (including some of those that already use the NEC), I think they've probably addressed all the things you're concerned about.

---PCJ

I'm not sure how Ivy City is set up but I know for a fact that all MARC trains are washed during the day. I assume there is a fuel area near the washing track.

If I recall correctly, the schedule difference between electric power/diesel power is very slim. As in less than 10 minutes. The electrics were not well suited to Washington summers and frequent stops/starts and hard accelerations. The MP36's that are currently in service can really take off if needed - I've been on the trains!

Unfortunately, the MP36 locos don't have that awesome "jet engine" rev and acceleration like the old GP40s had. Nor do they have Gyralights...

(Actually, there still is one Gyralight equipped red-nosed GP40 around, last I heard it was given or loaned(?) to Amtrak and used as the Odenton protect engine. It sees passenger service occasionally when needed.)

Tommy posted:

MARC is scrapping electric prime movers. How many extra hours and labor is required to re-fuel a diesel? The electric engines can be parked at a station and started with a switch. The diesel must be uncoupled, moved to a refueling station and the route may involve switching and delay. Can the replacements accelerate as fast? Will lack of acceleration cause interference on congested NE corridor tracks?

It's not like they're going to run out of fuel during the run.  Electric locomotives also have to be uncoupled from the train to be serviced.  Worst case scenario, you can pull a fuel truck up next to the locomotive.

There are diesel powered commuter operations in the rest of the country that manage the fuel and maintenance situations just fine.

Rusty

The electrics cannot stand the Washington summers.  Are they are not the same or like the ones Amtrak and NJT used?