Fri Jul 22 Some CAT failures at wash Union Station. One track from wash - New Carrollton also had wire problems closing down one track. Also due to the extreme heat speed restrictions of 80 mPH. wash - new carrollton and 100 mph north of there. Suspect that cause is the CAT not able to take higher speeds??
edit: was not wire problems near new carrollton but failure of motor. HEP still worked.
http://www.myfoxdc.com/dpp/traffic/amtrak-train-disabled-near-new-carrollton-072211
Monday morning Jul 18 CAT failed at WASH Union Station. Nature of failure not disclosed but apppears that overhead came down. Took about 4 hours to correct?
Just found out that AMTRAK is on schedule to replace all its NEC (NYP-WASH) CAT transformers by the end of this FY. Says that new transformers are more efficient. No mention if old ones were PCB cooled but suspect they were.
henry6 The electrical design and plant go back to the 1920's. There has been some repacement and enhancment but no substantial improvement or upgrading. Catenary is being replaced because it is frail and breaks often and is the most visible part of the system. In the latest incidents in Philadelphia a computer program failed, was "patched up", then failed again by the end of the day so that an expert technician from the computer company was brought in for immediate and extensive repair work...but the computer is the new part of the system layed on top of what was original. SO....?
The electrical design and plant go back to the 1920's. There has been some repacement and enhancment but no substantial improvement or upgrading. Catenary is being replaced because it is frail and breaks often and is the most visible part of the system. In the latest incidents in Philadelphia a computer program failed, was "patched up", then failed again by the end of the day so that an expert technician from the computer company was brought in for immediate and extensive repair work...but the computer is the new part of the system layed on top of what was original. SO....?
I will quote myself below from another thread as to the improvements that are beginning to be complete. Hopefully reliability will improve. One point I've not made is that power south of PHL and the Harrisburg line mainly comes from the 25Hz Hydro generating plant on the Susquehanna River at Safe Harbor. The rest of the system PHL - NYP and Sunnyside yard is provided by the below listed frequency converter stations.
Interconnection of these sources at present may be limited with the present rebuilding of the 32 & 41 high voltage lines on the CR abandoned ROW between Safe Harbor and Atglen (on Harrisburg line). If those power lines are still out of service interconnection would remain at Harrisburg (probably very limited capacity) and at Perryville, Md.
My concern is that the line from PHL - WASH is projected to increase number of trains greatly in the next 10 years (Septa to Wilmington, Marc [Wash - Perryville - Wolmington], & Amtrak). The power capacity from Safe Harbor then may not be enough. It appears that the segment from south of Wilmington (to avoid the SEPTA Silverliner -4s that are only 25Hz capable) to WASH could be converted to 60Hz 12.5KV. The CAT and power control equipment should handle the increase in voltage from Amtrak's 12KV 25 Hz system. All MARC and Amtrak rolling stock equipment is already capable of 12.5Kv 60 Hz. Signal system converters (100Hz) and some transformers that are not dual frequency capable would need replacement but maybe those transformers without PCBs could be moved to the PHL - NYP area. (note: Amtrak is installing 60Hz backup power sources at all signal bungalow locations on the NEC)
As has been posted there has been several volage problems lately on the NEC from NYP - WASH. A review of monthly reports of Sep 2010 shows regular capital program of Freq converters of $2.2M and substations of $5.3M. ARRA funds FY 2010 for Mutuchen,Jericoh, Ivy City, Lamokin freq converters $116.4M. Transformers and substations of $21.1M.
FY 2011 projections thru Sep Regular budget converters $3.9M substations $8.6M. ARRA funds $123.5M for converters. Transformers $17.2M.
Appears that this work on converter stations and substations (transformers as well) is in anticipation of additional power requirements by 2013 for Amtrak, NJ Transit (ALP-45s -46s) some Septa and Marc.
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A lot of these failures seem to involve the substations. How old is the conversion equipment in these substations?
Lost in the NV accident Amtrak once again had another 3 incidents of NEC power failure. First stopped all traffic PHL - Newark. Then another short one later in same area and then one on the PHL - BAL line. Will it ever end?
It could be due to the eighty-year-old system. Amtrak is not really quiet about this in political contexts, as it demonstrates a need for funds to bring the system up to the proverbial "State of Good Repair."
I don't think Amtrak is usually closed mouth about this...but they don't have to say much. Commuter agencies which get caught in the foul up complain as do the commuters themselves. Amtrak puts out the delay information on a regular basis just like most commuter agencies. If the media doesn't pick up on it, it is the media's fault, not Amtrak's. And since the COrridor is so closely used by government employees and officials, it certainly does not go unnoticed in the halls of D.C.
from about 1:00 - 4:00 PM Amtrak had another CAT power failure today between Wilmington and Newark , DE. As usual this seems to happen somewhere about every 2 months? Also most of these failures seem to be somewhere bertween PHL - WASH.?? Amtrak usually is very close mouthed about these failures??
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