Where did the SPVs go?

BC Rail King May 9, 2001

  1. BC Rail King

    BC Rail King E-Mail Bounces

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    Hello Amtrekers,

    I was just wondering what the disposition of the SPVs were, and why they didn't make more.

    Happy Railroading!

    Dane N. :cool:
     
  2. Hytec

    Hytec TrainBoard Member

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    I can only speak about the Budd SPV-2000's that were bought by Metro-North for New York City communter service.

    The SPV's were introduced to service on December 15, 1981. However, they were pulled from service almost immediately due to "serious operating problems", and replaced with 30-year old RDC's. The SPV's were finally returned to service in June 1987. I believe they are still operating, but I can't confirm that. I have no information as to what their operating problems were, sorry :(

    The SPV's operate on Metro-North's non-electrical segment between Brewster and Dover Plains, NY. This line was part of the old New York Central, Harlem Division, from MP52 to MP77 relative to GCT.

    Hank

    [ 10 May 2001: Message edited by: Hank Coolidge ]

    [ 10 May 2001: Message edited by: Hank Coolidge ]
     
  3. Gregg Mahlkov

    Gregg Mahlkov Guest

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    The SPV is a shining example of how much engineering knowledge can be lost in just 30 years. Instead of an improvement over the RDC of 1950, it was a throwback to the gas-electric "doodlebugs" of the 1920's in reliability. This particular period of railroad engineering history is replete with passenger equipment of exceedingly poorly thought out design. Both GM's SDP40 and GE's E60 couldn't even stay on the track at passenger train speeds, while no part of the SPV seemed compatible with another. MetroNorth and ConnDOT ended up hauling them behind locomotives. GE and Westinghouse equipped Metroliners could not be put in the same train, as their speed and acceleration characteristics differed. :confused: :(
     
  4. BC Rail King

    BC Rail King E-Mail Bounces

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    Question: Wouldn't the Railroads test these units before purchasing them? It sounds like they were a real hassle, amybe the earlier models preformed better???

    Must have not been fun at all to have to work on one of those units (trains)

    Happy Railroading!

    Dane N. ;)
     
  5. Big Al

    Big Al TrainBoard Member

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    The SPV's (seldom powered vehicles) are now completely out of service in the US as powered units. Connecticut DOT converted theirs to locomotive hauled push-pull cars, including one configured as a conference/cab car. They are known as Constitution Liners and can be found in service on Shore Line East commuter trains or leased out to Amtrak for special events.
    Connecticut also owns the former MetroNorth units and intends to convert them to coaches or cab cars as well. The MN cars are stored at Croton North, NY.
    The lone SPV purchased by the Federal DOT as a track test car (T10) has just been replaced by a unit built in Austria.

    [ 11 May 2001: Message edited by: Big Al ]
     
  6. Gregg Mahlkov

    Gregg Mahlkov Guest

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    I believe a lot of these errors on wheels were built in the era of newfound "computer similation" where a service life of 20 years could be similated in five minutes. The newbies soon found out there is no substitute for extensive road testing. "Gee, trains are a lot dirtier and vibrate a lot more than the computer said!" :confused: :(
     
  7. Hytec

    Hytec TrainBoard Member

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    It's possible that Budd and DOT only tested the SPV as a single unit, but never tested it (them) in an MU configuration until after delivery ... when it was too late.

    Wasn't Budd struggling financially during the 70's, about the same time when the SPV's were in development? Sadly, it's a common practice for management in cash-strapped companies to drop the least visible steps in the development process, i.e. Testing and Quality Assurance. :( :(

    We always found that when you try to save a Buck early-on, you will spend Thousands later correcting it :rolleyes:

    Hank

    [ 12 May 2001: Message edited by: Hank Coolidge ]
     
  8. Big Al

    Big Al TrainBoard Member

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    The SPVs were delivered with all four axles powered. The driveshafts to the outboard axles were removed to make the units light enough to be operated by an engineer without a fireman per union agreement. This may have caused unforseen problems as well as voided the warranty.

    The units were also intended to be hauled behind Amfleet trains and cut off at junctions to handle branchline assignments without a change for passengers (NY-NH-SPFLD)
    This required 480V HEP capability hence the installation of an Auxilliary Power Unit (APU) in addition to the two propulsion diesels. Several of the electrical operating systems relied on this APU which for some reason was not overly reliable.

    When they ran, they ran great but breakdowns were frequent and usually catastrophic.
     
  9. BC Rail King

    BC Rail King E-Mail Bounces

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    Thank you for the infprmation!

    Happy Railroading!

    Dane N. :cool:
     

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