Outside of the Northeast Corridor, which in my mind includes the line from Philadelphia to Harrisburg, as well as perhaps several other stretches of track, passenger trains in the U.S. are restricted to a top speed of 79 mph.
Where outside of the NEC can passenger trains exceed 79 mph? Also, how did the regulators come up with 79 mph? Why not 80 mph? Or 78 mph?
It's a good question, especially since there used to be (prior to the FRA 79 mph limit) quite a few stretches of 90 and even 100 mph track outside the NEC (ATSF, IC, CMStP and CB&Q). I've noticed that there are many stretches of track in Germany, shared with freights, where the loco-hauled IC and EC trains go as fast as 200 kmh (122 mph).
C&NW, CA&E, MILW, CGW and IC fan
I would guess, and it's just a guess, that outside the NEC passenger trains are running on freight trackage, and the freight roads don't maintain their trackage for 80+ mph running, there's no need for them to.
Back in the day before the 79 mph limit, those 90-100+ mph trains shared track with much slower freights, (generally slower than today's freights). The CB&Q line from Aurora to Savannah routinely saw trains pushing those limits, and it was single track! IMO, the limit is because of the rough track and roadbeds caused by today's much heavier freight cars.
The speed limit of 79 MPH is based on an ICC order in 1947 which, among other things, restricted passenger train speeds on track not protected by automatic train stop or cab signals to less than 80 MPH.
CSSHEGEWISCH The speed limit of 79 MPH is based on an ICC order in 1947 which, among other things, restricted passenger train speeds on track not protected by automatic train stop or cab signals to less than 80 MPH.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
Sam1 Outside of the Northeast Corridor, which in my mind includes the line from Philadelphia to Harrisburg, as well as perhaps several other stretches of track, passenger trains in the U.S. are restricted to a top speed of 79 mph. Where outside of the NEC can passenger trains exceed 79 mph? Also, how did the regulators come up with 79 mph? Why not 80 mph? Or 78 mph?
The places I'm aware of outside the NEC that allow >79 mph are:
Some stretches of former ATSF that still have ancient inductive train stop. Parts of the SW Chief route and LA to SD, most notably. I think you can view BNSF employee timetables on line to see exactly where.
The Amtrak-owned portion of Chicago-Detroit is good for 95 mph. It's equipped with something called ITCS - Incremental Train Control System, which is a decentralized version of PTC.
The NEC extensions to Harrisburg and Albany/Schenectady have stretches of 110 mph using conventional PRR cab signalling.
For a few years in the 1990s, the NJT Atlantic City Line had a stretch of 90 mph, but now the whole line is 80 mph max.
What about Amtrak (UP?) Chicago - Milwaukee?
oltmannd Sam1: Outside of the Northeast Corridor, which in my mind includes the line from Philadelphia to Harrisburg, as well as perhaps several other stretches of track, passenger trains in the U.S. are restricted to a top speed of 79 mph. Where outside of the NEC can passenger trains exceed 79 mph? Also, how did the regulators come up with 79 mph? Why not 80 mph? Or 78 mph? The places I'm aware of outside the NEC that allow >79 mph are: Some stretches of former ATSF that still have ancient inductive train stop. Parts of the SW Chief route and LA to SD, most notably. I think you can view BNSF employee timetables on line to see exactly where. The Amtrak-owned portion of Chicago-Detroit is good for 95 mph. It's equipped with something called ITCS - Incremental Train Control System, which is a decentralized version of PTC. The NEC extensions to Harrisburg and Albany/Schenectady have stretches of 110 mph using conventional PRR cab signalling. For a few years in the 1990s, the NJT Atlantic City Line had a stretch of 90 mph, but now the whole line is 80 mph max.
Sam1: Outside of the Northeast Corridor, which in my mind includes the line from Philadelphia to Harrisburg, as well as perhaps several other stretches of track, passenger trains in the U.S. are restricted to a top speed of 79 mph. Where outside of the NEC can passenger trains exceed 79 mph? Also, how did the regulators come up with 79 mph? Why not 80 mph? Or 78 mph?
Thanks for your excellent response. Here is a follow-up question. On occasion, when it really gets hot in Texas, Amtrak will slow down. At what ambient air temperatures are the slow downs implemented and why?
Sam1 oltmannd: Sam1: Outside of the Northeast Corridor, which in my mind includes the line from Philadelphia to Harrisburg, as well as perhaps several other stretches of track, passenger trains in the U.S. are restricted to a top speed of 79 mph. Where outside of the NEC can passenger trains exceed 79 mph? Also, how did the regulators come up with 79 mph? Why not 80 mph? Or 78 mph? The places I'm aware of outside the NEC that allow >79 mph are: Some stretches of former ATSF that still have ancient inductive train stop. Parts of the SW Chief route and LA to SD, most notably. I think you can view BNSF employee timetables on line to see exactly where. The Amtrak-owned portion of Chicago-Detroit is good for 95 mph. It's equipped with something called ITCS - Incremental Train Control System, which is a decentralized version of PTC. The NEC extensions to Harrisburg and Albany/Schenectady have stretches of 110 mph using conventional PRR cab signalling. For a few years in the 1990s, the NJT Atlantic City Line had a stretch of 90 mph, but now the whole line is 80 mph max. Thanks for your excellent response. Here is a follow-up question. On occasion, when it really gets hot in Texas, Amtrak will slow down. At what ambient air temperatures are the slow downs implemented and why?
oltmannd: Sam1: Outside of the Northeast Corridor, which in my mind includes the line from Philadelphia to Harrisburg, as well as perhaps several other stretches of track, passenger trains in the U.S. are restricted to a top speed of 79 mph. Where outside of the NEC can passenger trains exceed 79 mph? Also, how did the regulators come up with 79 mph? Why not 80 mph? Or 78 mph? The places I'm aware of outside the NEC that allow >79 mph are: Some stretches of former ATSF that still have ancient inductive train stop. Parts of the SW Chief route and LA to SD, most notably. I think you can view BNSF employee timetables on line to see exactly where. The Amtrak-owned portion of Chicago-Detroit is good for 95 mph. It's equipped with something called ITCS - Incremental Train Control System, which is a decentralized version of PTC. The NEC extensions to Harrisburg and Albany/Schenectady have stretches of 110 mph using conventional PRR cab signalling. For a few years in the 1990s, the NJT Atlantic City Line had a stretch of 90 mph, but now the whole line is 80 mph max.
It's because of the likelihood of sun kinks in welded rail. Each road has their own policy - there is no law. NS does not reduce speeds in high heat, but most other roads do - even Amtrak on the NEC.
Grade Crossing protection now enter into the equation. In most cases at 80 mph or faster you must close off lightly used road crossings or protect with 4 Quadrant Gates. (to gain 21 mph?)
The only Grade Crossings between Boston and Washington is the streach between New London CT and Westerly RI. BUT, most of the 100 year old draw bridges crossing the large number of rivers and streams in southern Connecticut require "slow orders".
Don U. TCA 73-5735
The Hudson River Line north out of NYP to ALbany has some 90 in MNRR territory and 100+ track around Hudson. MNRR and I think LIRR have 90 track in some places, too. NJT perhaps on the ACL line (did have at one time, don't know about now).
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Some short sections of BNSF the Southwest Chief got over 79 mph per another travelers GPS equipped iPad. How accurate it was don't know...but it did seem faster than most of the remainder of the trip.
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On the Berlin - Hamburg line in Germany, also heavily used by freights, the ICE trains go as fast as 230 km/h ( 143 mph ) passing smaller country stations at that speed.
Take exception to NS and heat orders---here in Virginia, on the Virginia Division, trains are limited to 10 MPH reduction to their maximum authorized speeds in temps over 90F.
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