Is there any evidence that Amtrak is refusing to do constant tension by small segments? So far the only known evidence points to just the opposite as Amtrak has been doing constant tension opportunistically on short select segments as funds become available. Witness the New Brunswick - Trenton segment as a starter. They are looking for funding to do a significant segment in pieces in Delaware and Maryland between Wilmington and Baltimore. They are tending to select segments where they can raise speed of Acelas as a selection criteria for segments to consider first.The problem is Amtrak wants to do the southern section as one big project, and not one segment at a time. So much more money is needs to be committed. If they just would start a 10 mile section at a time it would be much easier to fund. Even with the erratic funding from the government.
So selecting a segment is based on increasing the speed of the Acelas and not the overall condition of the overhead system.They are tending to select segments where they can raise speed of Acelas as a selection criteria for segments to consider first.
That would be a good thing to do. Can you provide any evidence that they are not trying to do so? Afterall, I just said something that I have heard that they are doing. That does not mean they are not trying to do anything else in addition to that. I have not seen how they are planning to address the whole issue beyond applying band aids, which apparently all that they have funding for.So selecting a segment is based on increasing the speed of the Acelas and not the overall condition of the overhead system.
Higher speeds vs System reliability.
Upgrading and replacing to protect the reliability of the Network would be my priority.
Higher speeds are great, but when the network collapses your at a dead stop awaiting emergency repairs before you can travel to your destination.
Triage is needed on the network.
Well I am few years younger and a bit less travelled, but we never allocate money for maintenance, replace when broken is the policy. Sorry you seem to be asking for an exact source of information. I am going on things said in the past. Amtrak in the past insisted on a complete rebuild not a segment at a time. This needs to change. Just because there upgrade a segment for higher speeds does not mean there doing anything to improve all other sections.We do not operate that way in this country for anything apparently.
And yet, we the public cannot seem to be willing or able collectively to provide the necessary funds through our brilliant representatives action. Just carping about it at AU is not going to change that, and therefore nothing will change unless we figure out how to fund such things. If we continue to do foolish things the outcomes will continue to be less than optimal.When Amtrak have wires go down 400 trains get cancelled. We the traveling public want better.
Did not say anything about rebuilding anything as far as I can tell. Those pieces of equipment are needed to fix the detected defects backlog. There is currently not much fund for rebuilding much. Maybe they will be able to dig up some money on an ongoing basis from BIL. At present Amtrak is funding the rebuilding of the balance of the catenary in NJ that did not get rebuilt because they ran out of money from the original $450 Million given to them by FRA for rebuilding the segment in NJ. To do the entire segment in NJ and PA upto Philly will be couple of Billion or more, especially to do it while trains operate through there,The OP story stated that Amtrak has allocated funds for a second group of machines to rebuild the catenary that has to arrival. Got to start somewhere. You know a section at time. However you need to triage it, not cherry pick the area to get a better performance for your flagship train.
Not to get into politics here, but where exactly is the $20B+ that amtrak had earmarked for them in the Infra Bill going if not for projects and maintenance?But coming back to these particular defect, the first two had nothing to do with constant or variable tension. They had to do with just backlogged day to day maintenance not attended to due apparently to underfunding (and possibly some mismanagement thrown in for good measure), and for reasons I don't understand, apparently ridiculously high cost of doing such day to day maintenance when compared to the rest of the world. It is mind boggling that significant segments of the infrastructure has not seen cable maintenance and replacement since 1950!
It was given to the USDot to do what it thinks is best. Therefore we get test train to the airport in Miami, and more studies to consider do things.Not to get into politics here, but where exactly is the $20B+ that amtrak had earmarked for them in the Infra Bill going if not for projects and maintenance?
And yes very good point regarding cost. Shocking how we cant seem to do anything without paying 5x the going rate for it.
I'm sorry, but how can we trust Amtrak to replace the rest of the catenary on NEC South when they bungled the NJ project so badly? More money doesn't automatically equal better. This article sums it up well, albeit with some flaws at the end, but the overall point is sound: the project took far too long and far too much money for the improvements it resulted in.
In the only segment in NEC South where catenary has been rebuilt, only about half the distance has gotten Constant Tension. The rest has retained anchored catenary but with improved more rigid suspension fixtures. Which implies that at least over half the distance the original poles continue to be used. Also the entire signaling system related cabling has been rebuilt, so striking old signal cables is a non issue when installing new poles.Isn't the rising cost of the replacement due to the poles rusting out? As I understand the poles were directly inserted into the soil. Now the replacement poles are connected to concrete potholes. Hope Amtrak is replacing all poles instead of the just rusty ones now. The others will probably rust through in another 10 - 30 years. Also, replacement poles are ~ 120 feet apart for better constant tension support instead of the PRR standard of 180 feet on straight track segments. That means for a 360-foot distance not counting the base point pole Amtrak needs 3 poles instead of the 2 for PRR.
For variable tension maybe a math wiz can calculate the sag at 90 feet for various temp changes.
Potholing is costly. So much care to avoid any underground utilities including buried RR signal and communication lines.
That would be $22 Billion and it includes funding for across the board rolling stock replacement, Hudson Tunnels, Baltimore Tunnels and a number of bridges. It will actually require additional funding to address the ambitious plans. Of course wherever replacement projects for trackage on the NEC happens, it will include upgrade of catenary. But the rest, except for higher speed segments will most likely see some basic upgrade like more rigid suspension structures, but will probably not see constant tension at least in this round.Not to get into politics here, but where exactly is the $20B+ that amtrak had earmarked for them in the Infra Bill going if not for projects and maintenance?
And yes very good point regarding cost. Shocking how we cant seem to do anything without paying 5x the going rate for it.
Hope you are correct but has not happened in the past. Could not believe it when viewing the rebuilt and relocated Newark airport station trackage that variable tension had been restored and added at that station. Not having been there for years is it still old PRR type? Do believe that the various tracks CAT was no longer connected?Of course wherever replacement projects for trackage on the NEC happens, it will include upgrade of catenary. See:
https://www.nbcnews.com/news/us-new...ng-66-billion-infrastructure-funding-rcna4786
What connection south of Newark Penn are you referring to?Hope you are correct but has not happened in the past. Could not believe it when viewing the rebuilt and relocated Newark airport station trackage that variable tension had been restored and added at that station. Not having been there for years is it still old PRR type? Do believe that the various tracks CAT was no longer connected?
At least when NJ Transit rebuilt the connection south of Newark Penn it is constant tension CAT.
.What connection south of Newark Penn are you referring to?
That is standard PRR style catenary. Not constant tension..
The Lehigh line connection at Hunter. At one time it was just a single track non electrified connection as part of the Aldine plan. Where ever it was can remember seeing 2 EMU sets stored at mid day under new CAT.
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