Quote:
Originally Posted by Hatman
Thanks for the info.
I still wonder about the economics. If 125 mph speeds are the main reason for the two locomotives (and don't get me wrong, I am all for 125 mph!), then the second locomotive is really only needed for the 40 miles where 125 mph is allowed. The rest - if I understand it all correctly - is either 79 or 110 mph. 40 miles at 125 mph can be covered in just over 19 min., while at 110 it takes just over 21 min., both not counting time to accelerate to top speed.
2 minutes doesn't really make a big difference - not enough to justify a second locomotive.
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There are several other advantages using two locomotives besides higher maximum sustained speeds.
(1) Higher reliability, in case one locomotive encounters a failure.
(2) Two cabs, one in each locomotive on opposite ends of the train means not having to build return loops or wyes to turn the train around.
Of course, having a cab in a coach would provide this (2) advantage as well, but not advantage (1).
(3) with FRA compliant locomotives on either end, the possibility FRA will allow lighter built coaches increases. (3a) Lighter coaches means lower operating costs due to lower weight. (3b) Lighter coaches means faster accelerating and decelerating, achieving faster average speeds.
(4) Two locomotives means more horsepower, allowing faster accelerating - and due to twice the counter EMF in the twice as many electric motors, faster decelerating too.
(5)Don't forget, the last 40 miles into Orlando will be single track - even a gain or loss of just two minutes (four minutes roundtrip) can affect train scheduling.