View allAll Photos Tagged ACSED
As ED9 finishes it's duties up working the automotive facility, the 3-string of locomotives pulls it's full slab of cars out to end up putting the entire train on the mainline, to then undergo brake testing and have the conductor walk the whole length of the train from back to front.
After, the power would latch off of the string of racks that have been brought out, to be wyed at Ayer and that hitch onto the other side of the string. This is in order to comply with MBTA's ACSES/PTC system, which is only compatible in Norfolk Southern's SD60E rebuilds, and a few other oddball locomotives that have had this specific system installed. So, no other Pan Am Southern trains are permitted to run without the ACSES/PTC system that Keolis has integrated into their trackage.
This means it's almost always an SD60E leading as they are the only locomotives in Norfolk Southern's fleet that have consistently been installed with this unique system.
heres what happens to a engine when it gets hit by a runway lumber car off the Stoughton branch onto the main line at Canton Jct.,Ma. MBTA F40PH-2C 1030 with a nice nose job.Photo taken at Readville,Ma. on March 29,2008.The engineer never returned to work after the crash.Acses was new at the time and when the lumber car put the MBTA trains signal to stop my friend could of hit the stop over ride button to get out of the penalty and start backing up away from the car but he didn't and took the collision at a stop.The lumber car was being pushed by a forklift when it took off.
RF-1 is moving through Moriches at a slow 15-20 miles per hour with a pair of E-15s toward MO DEF to pick up some cars. ACSES code issues make this stretch of the railroad a pain to move through these days, a ways down from the 40-45 mph of years past.
Berkshire & Eastern MOED ducks underneath the old Boston & Maine signal bridge in Eagle Bridge on an overcast early-October afternoon in 2024. Leading the way east to Massachusetts was NS 6942, an EMD SD60E equipped with ACSES PTC to lead over MBTA territory.
Berkshire & Eastern MOED heads east at Green Road in Petersburgh on an overcast early-October evening in 2024. Leading the way east to Massachusetts was NS 6942, an EMD SD60E equipped with ACSES PTC to lead over MBTA territory.
Type and origin
Power typeDiesel–electric or dual-mode
BuilderSiemens Mobility
Model
ALC-42ALC-42ESC-44SCB-40SCV-42
Build date2016–present
Total produced371 (includes units on order; see Customers section for details)
Specifications
Configuration:
• AARB-B
• UICBo′Bo′
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
TrucksSiemens model SF4[1]
Wheel diameter49–46 in (1,250–1,160 mm) (new–worn)
Minimum curve250 ft (76 m)
Wheelbase
9.8 ft (3 m) (per truck)
40.8 ft (12.436 m) (between truck centers)
Length71.5 ft (21.793 m)
Width10 ft (3.048 m)
Height14.7 ft (4.48 m)[2]
Axle load67,500 lb (30,600 kg)
Adhesive weight100%
Loco weight260,000 lb (120,000 kg)
Fuel typeDiesel
Fuel capacity
SC-44/SCB-40: 1,800 US gal (1,500 imp gal; 6,800 L)
ALC-42: 2,200 US gal (1,800 imp gal; 8,300 L)
Prime moverCummins QSK95
RPM range600–1,800
Engine type45° V16, four stroke cycle
AspirationTurbocharger
Displacement95 liters (5,800 cu in)[3]
Traction motorsSiemens 3-phase AC induction motors; 978 hp (729 kW) each
Head end power660 or 1,000 kW; 3φ, 60 Hz, 480 V AC
Cylinders16
Cylinder size5.9375 liters (362.33 cu in)
TransmissionAC–DC–AC
Loco brakeDynamic, regenerative, electropneumatic
Train brakesElectropneumatic
Safety systemsPositive train control: ACSES II, I-ETMS
Performance figures
Maximum speed125 mph (200 km/h)
Power output
SCB-40: 4,000 hp (3,000 kW)
ALC-42: 4,200 hp (3,100 kW)
SC-44: 4,400 hp (3,300 kW)
Tractive effort
Starting: 290 kN (65,000 lbf)
Continuous: 275 kN (62,0
Pan Am ED9 (PAS 11R)'s power does track speed past Sandy Pond Road in Ayer, Massachusetts after wyeing the power at AY. This trio of locomotives would run at a track speed of 25 MpH back East to the Willows, where it will pick up it's string of autoracks that were previously being serviced and switched.
This wye move is now required due to the fact that Keolis/MBTA has installed a brand new system of PTC/ACSES on the Fitchburg Line, in which only Norfolk Southern's SD60E rebuilds have installed. Once the power hooked back onto the other end of the slab of racks they switched, Norfolk Southern SD60E 6957 would lead the pack back towards Ayer in compliance with the MBTA's new PTC installation, which has taken place across their entire system. At Ayer, they picked up cars left there by AY-1 earlier that afternoon, to then take that train West to East Deerfield yard.
An example of when a railroad VP and President act like a child in a store checkout line and sees something that they "just have to have". That's exactly what the two SD70M-2's the P&W purchased were. Oh, they had big plans for them, putting them on the stone trains to New York, ethanol trains. First problem was they were too big to fit Metro North's clearances under the wire. So into the shop they went and had the number boards lowered and the radiator fans changed to low profile fans. Now the big problem, getting cab signals and Acses installed. Shouldn't be a big deal, right? Well, getting installed was more of a project then you would think. First the computer in the engines didn't have software for cab signals in use on Amtrak / Metro North (They had cab signals, but for the FEC system......and I'm quite sure the FEC removed it before sending them back to the lessor). And as far as the Acses there had been no software written that was compatible (or so I was told, maybe there is software out there for the Acses that work with the EMD computer, possible cost big dollars) so, in the shop it sat while a contractor literally traced wires for weeks so he could figure out how to get the cab / Acses to function. The Mets remeasured the engine and it now fit the clearance envelope.....just fit. By inches. But now because of their weight (these are heavy girls at 410,000 lbs.) Metro North placed speed restrictions on them. It all came to a head on March 6, 2017 when a conductor was injured while on the Mets, due to close clearance (remember, they cleared by inches). By then G&W was calling the shots, and they prohibited the 4301-4302 from going out on Metro North. With their original purpose taken away, G&W is now going to send them to the B&P. The money that was flushed down the crapper P&W could have picked up probably four SD40-2's in working order and still had money left over. But I digress.......... The Connecticut Southern found itself short a six axle unit. And since the P&W is "part of the family" the 4301 was moved to the CSOR for a spell. Here she is leading a short CSO-1 through Windsor, Ct. Oh, and the Albatross moniker? I coined that after the constant issue after issue after issue with these engines. Like a Albatross around the railroad's neck, a burden that feels like a curse.
Berkshire & Eastern FI-3 switches out SanVel east of Ayer on a chilly early-December evening in 2024. In the lead for the moves was NS 6957, an EMD SD60E being curiously trailed by a second ACSES-equipped 60E.
Norfolk Southern SD60 #6660, and company, back train 287 into the Hill Yard in Ayer, MA. Before PTC and ACSES requirements, the NS road jobs on Pan Am would show up with some pretty neat power sets from time to time.
Ayer, MA.
October 2015
Waiting out the New Year weekend in the Pan Am Southern yard in Plainville, CT. Since it is not equipped with ACSES (PTC), it cannot lead a train on Amtrak's lines. It's pretty much a captive on the PAS lines, unless it trails an engine equipped with ACSES.
The Y102 crew brings the outlawed M701 into the Bronx as it traverses the Oak Point Link. Due to an ACSES failure the night prior, the train outlawed at Croton West Yard. Also note the Metro north train on the Harlem River Lift Bridge on the right of the frame
In an uncommon burst of ingenuity, Brookhaven Rail Terminal's "Leaf" rebuild was brought west on the Mainline to aid in the cleaning up of RS61, which derailed over the electric lock switch at the east end of KO Yard. A rail didn't agree with Engines 151 & 271, and both hit the dirt as said rail broke, blocking the Knickerbocker Ave. crossing in the wee hours of this morning.
The 3766 coupled up to the 7 cars and brought them back east to BRT to be retrieved later, which is quite the uncommon move considering this unit lacks ASC and ACSES. An NYAR pilot accompanied the BRT engineer for the trips, both of them shown here heading through Holbrook, NY.
This engine caps out at 10mph which made for quite the easy chase, though, lacking speed control and PTC, they'd be bogged down regardless.
Il libro che Quinto Ferrari ha regalato a Tito. "Mé a la vadd acsé". Il libro è la raccolta delle storie, delle canzoni in dialetto bolognese che Quinto ha scritto e che Tito ha cantato, spesso chiamato a esibirsi nella festa dell'Unità a Bologna o in altre feste tipiche Bolognesi di quartiere.
Quinto Ferrari diceva che non c'era una voce migliore di Tito per cantare le sue storie in bolognese.
Norfolk Southern D9-40C #8807 is seen tied down on one of the storage tracks at Motiva in Providence, Rhode Island. The big "Top Hat" was used for extra power on a loaded unit ethanol train, of which twenty cars had just been spotted out of view to my right. Lacking the proper safety devices (CABS/ACSES) to lead on Amtrak territory, the unit was left behind while the train crew took the other two locomotives to Kingston to retrieve a car from Arnold Lumber (which did not end up going as planned). With no where to run around the unit down there, the 8807 would have to wait until the ethanol train went back home empty.
*Taken with permission*
September 2016