Відео

Whats the story behind 11:25

What was the AMTRAK train (35 seconds in) with the MOW consists on the rear end? Any info on that?

Why did Amtrak 685 have 3 locomotives? Usually there’s a NPCU at the head end and a P42 providing power from the back on most Downeaster sets. Sometimes there’s P42s on both ends in rare occasions.

Was this taken shortly after the 1074 came back north after getting work done at the grafton and upton railroad for some sort of problems? F40 screamers 1000, 1001, 1002, 1003, 1004, 1005, 1006, 1007, 1010, 1011, 1012, 1015, 1017 were also sold there in August of the same year for parts and scrap. Unusual to see a top deck of an MBTA F40 with part of the cab and windows on a flatbed truck. If I was there, it would quite a sight. Would love to have seen it, that is if I was in the area at the right time, in which sadly I wasn’t.

Ohh that reminds me, I saw a short clip of the 1066 leaving south weymouth double heading with the 2023 on a four-car set with 1704 as the cab car. All of the coaches were double-deckers with three of them being k cars and one rotem coach in between. Filmed by AE Rail fanning Productions on 01/24/2022. 1064 also double headed on the same set earlier that month. Just thought you would like that, I wanted to share it with you.

The hsps are junk in my opinion, they just don’t seem to work right. Legend has it that mbtx 2001 had a mechanical failure on its very first passenger run on the haverhill line on April 16, 2014. After, the full fleet was not scheduled to enter passenger service until late 2015 due to reports of components being improperly shipped to MPI’s facility in August 2014, then turbochargers failed on several locomotives starting in fall 2016 and finally, on April 3, 2017, fleet availability fell to 27 of 40, due to the MBTA’s 40 newest commuter rail locomotives having a “defect”. Even after they were fixed on-site at BET and some off-site at Altoona Works in Pennsylvania, the hsps continued to experience reliability issues and other sorts of mechanical problems. mbta shouldn’t have opted out on getting more mp36’s, they’re better than these mpi things which are hideous in my opinion.

A 25-year-old EMD SD70 locomotive from a railroad that was in operation in the 60s rescuing a two-year-old Amtrak Siemens ALC-42 locomotive, is just legit and crazy. Awesome catch. 👍 Just think a 25-year-old veteran rescuing a locomotive that’s 23 years newer than it, it’s just mind blowing. 😮

A locomotive from a railroad that no longer exists rescuing a train with a new Amtrak locomotive. Seems legit.

Even though 1116, 1119 and 1125 do yard switching and they’re the readville switchers, they’re hard workers also.

The newer mpi power is nice but I’d rather prefer the older emd power because those classic gp40s are what keeps mbta still on the rails. The 1137 is a hard worker from pulling triple drafts, double-drafts, equipment moves, pulling freight and rescuing commuter trains non-mbta and it never stops, it keeps on going. That thing needs a break. He’s all tired and overworked, poor old guy. 😢 The f40s are also hard workers especially 1071 and 72 rescuing a recently rebuilt gp40 on the rockport line in December 2022. Cool stuff. 👍 Plus, the f40s are my favorite diesel locomotives, I love the design and their awesome reliability, plus a few mishaps and problems here and there, but still great locomotives.

Older is better.

It's Kalmbach to the rescue! (For those of us who have been around for a while, the number 1027 has a specific meaning).

At 2:03 what an amazing hancock air whistle show

1992 SD70 saving a brand new ALC is just crazy 😂

Very nice catch! Not every day seeing an IC death star leading an Amtrak.

Very nice morning rush hour metra and amtrak train action around chicago man. Cheers. 👍 A lot of action in chicago, trains coming and going like every 5 minutes, Lol. Have you by any chance seen the new sd70 metra engines? I heard they entered service a couple of months ago. I love the trains down here, they look clean and shiny, wish boston had trains that were this nice.

Yep. Very unusual and rare. I would love to see that in real life instead of just on a UA-cam video. The chargers couldn’t have made it another few feet without breaking down to reach the train’s destination of Chicago Union Station, they needed help from a veteran freight diesel, Lol. 😅 Newly manufactured locomotives having mechanical issues, unacceptable. 😡😤

What happened to 1812, was it involved in a derailment years back?

Another hsp dead, wow, MBTA needs to do a better job at maintaining their engines. 80% of these mechanical problems and other reliability issues are due to poor maintainability skills by Keolis USA and MBTA Commuter Rail Maintenance staff. These locomotives have been nothing but trouble and a challenge to MBTA staff since their introduction to service in 2014. They had trouble with bearings being improperly shipped to MPI’s facility in August 2014 and on April 3, 2017, it was reported that only 27 of the 40 locomotives were in service. In fall 2016, turbochargers started failing in several of the new locomotives and had to be replaced fleet-wide. Nice to see a GMTX locomotive giving train No. 159 a helping hand with dead hsp46 #2018 trailing at the rear. The locomotive coupled onto ctc-1b #1644 as the cab car.

I wish screamers 1008 and 1013 could still be rebuild candidates but after being stored in Rochester out of service since 2015-16, time, wear, tear and graffiti have all taken their toll big time on them and they’re slowly rotting away on an unused rail line. The only option for them now is as scrap. Sadly, they can’t be saved. 😢 They are the only TWO screamers left in existence. Who wants to try their best to have 1008 and 1013 be saved and not be scrapped? Both are currently awaiting disposition in Rochester.

There were more fresh rebuilds in August 2022 such as 1026, 1051, 1052 and 1062. MBTX 1034 and MBTX 1059 are currently awaiting shipment by CSX to Boston in Erie, PA and MBTX 1067 is very close to completion and is expected to be sent out for testing sometime this week.

Nice catch, interesting to see those newly manufactured units being hauled by a decades old veteran lol.

Excellent video my friends awesome like 👍🏻 and Greeting 😊

Great video but would have been nice if you put Bridgewater in the video.

I know people love the new 3C F40s but honestly, I prefer the GP40MCs... god that HEP generator sounds amazing. Eardrum damaging noise from these monsters of locomotives

Awesome Catch 🔥🔥

I was recently in Chicago.

Metro north uses f40ph as well

Brand-new locomotives and yet they need to be rescued by a freight locomotive. This tells you for Amtrak, it’s bad. Having new locomotives breaking down is like going all the way back to square one again. The Genesis engines would have this issue because they’re nearly 30 years old.

You know it is bad for Amtrak.When you have two brand new locomotives leading one of your flagship trains and you're being rescued by a freight locomotive

That’s cool!

Wow

Wow, look at 1125. It’s really looking sharp in massdot blue. I wonder if the mbta had a fight whether 1125 should be on a set or not. 😅

he wasnt laying on the horn, he was SLEEPING ON IT

Nicks roast beef in the back

The 3,000-3,200 hp (2.2-2.4 MW) B-B diesel-electric passenger locomotive built by General Motors Electro-Motive Division in several variants from 1975 to 1992, is beloved by many rail fanners, residents and passengers who go out there to film trains in their area. The locomotives axles and wheel arrangements are as such: Bo’Bo’ and B-B. The F40 has also made it into freight service with the freight carrier Spelko ordering four. They have a top speed of 145-153 km/h (90-95 mph), with some going 80-110 mph as well. AMTK 406 was placed in storage until eventually becoming one of 22 Amtrak F40PH locomotives selected to be converted into non-powered control units (NPCU). As of toddy, it is still in service with Amtrak as an NPCU. The 22 F40s were converted to NPCUs between 1996 and 2007. Amtrak No. 406 is an F40PHR type diesel locomotive built by Electro-Motive Diesel (EMD) in July 1988 for the National Railroad Passenger Corporation, also known as Amtrak. Amtrak No. 406 On Display At the Strasburg Rail Road, July 2011. It was used for Amtrak’s 40th Anniversary excursion train on May 1, 2011, to mark 40 years of the National Railroad Passenger Corporation, or simply Amtrak. Amtrak No. 406 Undergoing Conversion to An MPCU Unit, October 2007. It was the last of the 22 original units to undergo conversion, being completed in December 2007. No. 406 was retired from regular Amtrak passenger service in 2001. Amtrak No. 406 Sitting Alongside Strasburg (N&W) No. 475 and Thomas (BEDT No. 15), July 2011. MBTX 1139 (originally CN 9620) was extensively rebuilt for passenger service along with 24 other GP40-2LWs to become GP40MCs by AMF in 1997-98. This also included repainting the units to MBTA colors which are purple, yellow and light gray and upgrading it to passenger standards. Once bought over to MBTA, they made several changes to both the interior and exterior of the locomotives. Noticeably, the 4-piece Canadian windshield was reframed and replaced for a more modern 2-piece windshield, inspired by the modern safety-cabs seen on the 6 axle road freight power. Another noticeable change was the cab access door being taken off on the front and the original EMD control stand was removed and replaced with a modern desk-style control stands. This is all to improve operation reliability and efficiency on 40+ year old locomotives.

The design of the F40PH was based on the EMD GP40-2 freight road switcher locomotive and shared that locomotive’s turbocharged EMD 645E3 V16 cylinder, two-stroke, water-cooled diesel engine (prime mover). It can produce 3,000-3,200 hp. Both locomotives have four axles. The F40 also has a streamlined carbody and a head-end power (HEP) generator. The “F” in F40PH stands for full width cowl body, the “40” is for the model series, the “P” is for passenger gearing and the “H” is for head-end power. It means the locomotives were the 40th series of locomotives produced by EMD. General Motors’ Electro-Motive Division built the F40PH from 1975 to 1992 for several passenger rail carriers in North America, including Amtrak, GO Transit, Massachusetts Bay Transportation Authority and Metra. Amtrak used the F40PH as their primary locomotive for over 20 years in the 1990s, but they were slowly replaced by the General Electric Genesis series and retired in the early 2000s. Many of the retired F40PHs were sold to other operators, converted into cab control cars or Non-Powered Control Units, or donated to museums. Some of the converted F40s are on Downeaster trains which run between Boston North Station and Brunswick, Maine and others are found on Midwest California routes in Northern California and sometimes are found in the Chicago area. Mechanical: The F40PH is mechanically identical to the GP40-2.

The EMD F40PH will always be my favorite diesel-electric passenger locomotive because they saved Amtrak from a big disaster since their GE E60s and EMD SDP40Fs were proving to be very unreliable and I love the classic EMD power better than the junky modern MPI power. This awesome reliability made various other U.S. commuter railroads and VIA Rail in Canada order units of their own in several different variants throughout the 1980s and until the late 1990s. NJ Transit called theirs F40PH-2CAT because those units had a caterpillar head end power generator, VIA Rail’s are called F40PH-2Ds, Metra’s are called F40PH-3s, F40Cs and F40PHM-3s previously PHM-2s and PH-2s. I believe the last-ever F40 was built in 1998 remanufactured from older freight locomotives by Morison-Knudsen. MPI also built a handful of locomotives in the late 1980s and early 1990s. Amtrak was the biggest operator of the F40 having a total of 216 after a purchase of six from GO Transit in 1990. The F40s were proving to be fine and powerful workhorses for long-distance Amtrak trains but by the late 1980s, some of the units were around 15 years old and due for replacement. Amtrak tuned to General Electric to design and build these new locomotives and they were soon to be known as AMTK 103, GE Genesis or simply GENESIS. In late 1991, a supplementary order of 20 Dash 8 units were delivered Nos. 500-519 to begin the F40 replacement process. In 1993, the first variant of the Genesis series, the P40DC, was unveiled and took its maiden passenger run in March of that year. In 1996, GE unveiled the P42DC which was very similar to the P40 but with updated features and more horsepower. These new locomotives were 25% more fuel efficient than the F40s, 15% lighter and spewed 10% less emissions. Two P42s could do the same work as three F40PHs. In December 2001, the last P42s were delivered to Amtrak and the last of the F40s were retired from service in 2003. 19 P40s were upgraded to P42 specifications by the railroad’s Beech Grove shops in the late 2000s. In January 2018, Amtrak was awarded a contract from Connecticut Department of Transportation (CTRail) to overhaul 12 P40s for use on the Springfield and Hartford Lines; the first unit, CDOT 6711, was completed in late January 2021 and delivered to ConnDOT in mid-April. Amtrak now had a total of 207 P42s. The work was to be performed at Amtrak’s Beech Grove shops in Beech Grove, Indiana. The Genesis series of locomotives have been in continuous operation since 1996 and are nearly 30 years old; on February 8, 2022, the first ALC-42 long distance chargers from Siemens started entering service and were to replace most of the P42s by 2025 with some still seeing revenue service on non-long-distance trains. Since the late 2000s, most of the P40s have either been retired, stored, scrapped or sold to other railroads; with only 15 of the original units still in service with Amtrak as of 2024. P32AC-DM for “dual-mode” was built for Metro-North Railroad Nos. 201-231, with Nos. 228-231 being in a New Haven “NH” scheme and 18 for Amtrak Nos. 700-717 and run on Empire Service routes to Albany, NY and to Poughkeepsie, NY on the Metro-North Poughkeepsie Line from New York’s Pennsylvania Station in Manhattan. A total of 48 P32s were built for the two commuter railroads. The Metro-North units are being replaced by a dual-mode variant of the Siemens Charger: the SC-42DM. The Charger is designed and assembled by Siemens Mobility in Florin, California. The locomotives are based off the electric EuroSprinter and Vectron locomotives built by Siemens Mobility and are a diesel variant of these two European electrics. They also share their overall design with the Amtrak Cities Sprinter (ACS-64) electrics which pull Northeast Regional trains on the electrified Northeast Corridor from Boston South Station to Washington Union Station in DC, Palmetto and Silver Meteor/Silver Star trains from NY to DC. P42s also pull Northeast Regional trains to Ranoake, Virginia, Hartford, CT, Bridgeport, CT and Berlin, CT sometimes to Springfield, MA, Palmetto trains from NY to Savannah, Georgia and Silver Service trains from NY to Miami, FL. This is because electrics can’t go past DC, so they have to change over to diesels for the remainder of the journey to Georgia and Florida.

There a train that usually leaves every 2-3 mins. Great video. Also I love hearing steel bells and even regular ones again. Because Mbta has only few trains with them left.

26:04 can someone explain why the CapeFlyer is on the Fairmount Line?

2020 was by far the worst year ever. George Floyd’s death in May, Covid-19 lockdown in March-May and other horrible things happened that year also. Hope you and your family stayed safe and healthy during the time out there filming and watching trains, but we got some positives in that year by you entertaining all of us with train videos like you’ve always been. The pandemic didn’t stop you from doing what you do best, filming train videos for all us rail fans and train enthusiasts to keep us busy and entertained. Whenever I’m sad, stressed or having a bad day I know I can always watch your amazing videos on UA-cam and that cheers me up and makes me happy. Keep them coming. How long have you been doing this 5-6 years or so?

Muy buen video Excelente estimado amigo Like 👍🏻 y saludos 👌 😊

What’s up with Locomotive 1053? Sounds like a lawnmower to me. It better go to BET in Somerville to get repaired.

The rebuilds also include new horn, new bell, overhauling traction motors, new front number boards, overhaul of locomotive electrical and wiring systems, overhauling locomotive heating and cooling systems, overhaul of locomotive’s air systems, adding the latest locomotive safety technology, overhaul of locomotive Transmissions and Alternators, overhaul of HEP equipment, overhaul of locomotive hydraulic systems, new QES3 control systems, overhauling the engines (one per locomotive), new 26L brake system and install a FastBrake system, new wipers with the latest windshield technology, change out of prime mover, main generator and other component overhauls. All these locomotives have MU where they have been built to work with other locomotives in the same code or system. Similar systems are assigned a coupling code, which is normally indicated on the front of the locomotive. In the early days of diesel locomotives in the 1960s, locomotives worked within their class (I.e. two locomotives of the same class could work together but not with other classes). Locomotives from different manufacturers had varying methods of controlling engines or braking systems. If a train required more than one locomotive, an additional drives was needed, at extra expense. Many main-line diesel-electric and hydraulic locomotives are capable of running in multiples of up to three under the control of one driver. In tandem is when more than one diesel or electric locomotive are hauling a single train and under the control of a driver on each locomotive. On the UK rail network, multiple working is where two of more traction units (locomotives, diesel multiple units or electric multiple units) are coupled together in such a way that they are all under the control of one driver (multiple-unit train control).

The 1134 needs rebuild. That thing never gets a break. He’s a hard worker but breaks down a lot. It needs a rest.

The 1034 and 1059 have been out since early June 2022 and I thought the average rebuild takes about a year? It feels like mpi and csx is messing things up. That’s exactly two years. They are currently on the freight train heading back to Boston. 1067 should be sent out for testing next week.

OMG I GREW UP IN BEVERLY THIS MEANS SO MUCH

Wonderful video .😊

This can’t keep happening, MBTA has to do something about this, NOW. 🤬😡 1032 and 1054 seem to both be the two most reliable 3Cs in my opinion.

The rebuilds include new air compressors and new computer systems, fully refurbished engine, modern control and braking systems, new traction motors, new fuel tanks, new engine blocks, new prime movers, new head end power generators, new electrical and wiring systems, refurbished cab doors, new cab windows and window rims, refreshed cab and cab controls, fresh coat of paint, LED headlights, e-bell, rebuilt wheel trucks, all-new undercarriages, rebuilt side and ceiling fans, new ladders, railings and new wheels. The locomotives are basically stripped down to their shells and it’s a brand-new locomotive with a 1987 frame. Everything but the shell is replaced, fixed or remanufactured. These are meant to improve reliability and on-time performance not make it worse. Some of the F40s are coming back worse than when they left, to me, this rebuild program is all a joke.