Another failure of reported switch but it may have been a signal problem ?
MARC Service Alert <alert@mtamarylandalerts.com> Train 401 has encountered a switch problem just south of Seabrook station. It will be necessary for the train to reverse back towards Bowie to change tracks. We expect 401 to operate approximately 20
Another failure today ( Friday )
MARC Service Alert <alert@mtamarylandalerts.com> Due to signal and switch issue between Bowie and Odenton. All MARC trains on the Penn Line in both directions will be be operating approximately 25-30 minutes late. Metro is honoring MAR Tickets. OptO
Another failure on the MARC section of the NEC. It must be this area is the oldest part of the signal and CAT system of the PRR that has not been upgraded ? Anyone with more info ?
MARC Service Alert <alert@mtamarylandalerts.com> Due to signal and switch issue between Odenton and Bowie all Penn Line trains in both directions will operate 30-35 minutes late. Metro is honoring MARC Tickets OptOut: http://mtamarylandalerts.com/u.
Once again more CAT problems in the MARC area. This time there is no excuse as Amtrak has not cleared enough trees so a tree fouls the CAT on two tracks.
MARC Service Alert <alert@mtamarylandalerts.com> Due to trees in the catenary between Bowies State station and New Carrollton, trains in both directions may take a possible 10 to 15 mintue delay account of single tracking. OptOut: http://mtamaryland
Meanwhile, Walk Bridge is apparently stuck open again...
Firelock76The PRR did a study back around 1960 or so considering that very thing. In the end they decided to keep the electrification
And that's where the E44s came from, and later the Metroliners instead of a glorified Turbotrain.
And then Conrail almost jumped the 'right way' in the early '80s with the dual-mode plan -- I still think that made sense to do at the time*, and in some contexts still might (especially with DC-link inverted motor control and practical wayside storage).
I am amazed we still have variable-tension cat at 25Hz and ancient infrastructure so many places on what was and is some of the fastest railroad in America.
Put constant-tension in across New Jersey and watch the fun start. (Although I will miss the amazing spark shows that the Silverliners put on with the old fixed cat during ice days in the wintertime!)
*that being, I believe, before Amtrak intentionally raised power charges in part to get freight off the Corridor. As I recall that's the prime factor that was 'stated' as leading to shutting down the Conrail electrifications, although it is also true that reducing the number of trains that can use an electrified Corridor rapidly makes the fixed overhead costs of electric traction uneconomical; that certainly applied to the Low Grade not just in terms of the catenary wirework but the track as well...
The PRR did a study back around 1960 or so considering that very thing. In the end they decided to keep the electrification. Maybe they shouldn't have, but I'm sure at the time it made sense.
Run diesels and catanary isn't needed.
Never too old to have a happy childhood!
And once again more CAT failures around WASH Union station
To
Once again another signal problem WASH - Perryville.
All northbound trains are currently experiencing a signal delay north of Odenton Station. Personnel are on sight working to correct the issue. Updates will continue as they become available.
blue streak 1 South end had another failure of signals. From MARC posting. Feb 25 at 7:12 PM Trains on the Penn Line are experiencing a minor delay due to signal issues from New Carrollton to West Baltimore. Trains are operating at a restricted speed. We regret the inconvenience. EDIT -- unconfirmed report that tree across signal code or power lines ?
South end had another failure of signals. From MARC posting.
High winds for the past 48 hours in the Mid-Atlantic area, coupled with saturated ground from the snow melt from last months 2 foot plus blizzard and then the 2 plus inches of rain from the storm on the 24th. Perfect situation to blow trees over!
Amtrak bulletin.
If MARC issues these bulletins in a similar style to Metra, "signal problems" can cover a whole variety of sins.
Another signal problem WASH - BAL delaying MARC. Note: Amtrak never lists these problems so the only part that gets reliable outage info.
. Unconfirmed reports are that it actually was CETC that had failed and needed rebooting. Center located at PHL 30th st station.
Circuit board goes pop? Whatabout those locomotives that transmit data to a central location?
Maybe you should bring back ball signals as a reliable backup to the backup!! You can never be over-protected.
C&NW, CA&E, MILW, CGW and IC fan
daveklepper Until signal equipment and system designers learn to design with self-diagnosing features, as EMD and GE have done with locomotives.
Until signal equipment and system designers learn to design with self-diagnosing features, as EMD and GE have done with locomotives.
Even then - the self diagnosis doesn't necessarily point to the exact problem nor does it necessarily identify the proper fix.
Seen too many technicians get to the point that computer board XYZ is bad - they install a new board XYZ and the failure repeats itself immediately - something caused XYZ to fail and it isn't in XYZ itself - that is when you have to know your stuff. And board XYZ only costs several thousand dollars a pop!
blue streak 1 Second time this week another failure on the nEC section that MARC travels. To MTA Maryland Alerts Subscriber Today at 5:31 PM All Penn Line trains are being held due to signal issues between Washington & Philadelphia. More information to follow as it is received
Second time this week another failure on the nEC section that MARC travels.
Signal issues at Washington Union Terminal - it also delayed all the VRE, diesel opeated commuter trains to Manassas and Fredericksburg.
As signal systems become more electronic and more complex, diagnosing and fixing the problems can be more involved and time consuming.
MARC Service Alert <alert@mtamarylandalerts.com> MARC 428 (410 dpt WAS) has departed Washington and is operating with a delay of approximately 20-25 minutes due to signal issues in Washington.
MARC Service Alert <alert@mtamarylandalerts.com> All Penn Line trains will experience major delays due to a signal power outage between West Baltimore and Washington. The trains are moving and all trains have lights and climate control. Trains will
Actually, most subway equipment was not only on high ground but underground as well. Rockaway Park, Coney Island, and Westechester Av. yards were emptied, and no equipment was south of 42nd Street in Manhattan. The Washington Heights subway tunnels, A and 1, were filled.
Interesting article. Important item says that 2 of 4 feeders in tunnel failed. That may have been either 12Kv CAT power or maybe it might be that 138Kv feeders are in the tunnel as well that Amtrak uses to feed 12 Kv CAT transformers. Anyone know ?
http://www.northjersey.com/news/analysis-committing-cash-is-key-to-hudson-tunnel-talk-1.1382096
EDIT: Probably that 138 Kv feeders to NYP transformers are in the tunnel as well. Transformers in NYP have to be fed from somewhere and using the two source rule may also be in East river tunnels as well. Power sources Mutchken ( SP? ) and Sunnyside.
Wizlish "Hudson River fresh water" at 33rd St.? The salt front is at Tappan Zee even in normal conditions, and it's been known to go as far north as Poughkeepsie...
"Hudson River fresh water" at 33rd St.? The salt front is at Tappan Zee even in normal conditions, and it's been known to go as far north as Poughkeepsie...
Blue Streak, you are correct. And yes, LIRR did move all its mu equipment to high ground. Very little MN and LIRR rolling stock, perhaps none, was damaged. Also true of the subway system and PATH. NJT was alone in not using all precautions.
blue streak 1 In hindsight the water was not Hudson river fresh water but was salt water pushed up the Hudson by the Sandy winds
The point about north river tunnel flood doors is that in case of a catastrophic failure of a tunnel hudson river water would not flood the NYP tracks which are below sea level. During "Sandy" the river went over flood walls on the east side of the Hudson along Manhattan. Those waters though not extensive were enough to flood the west end tracks of NYP. A decision was made to let the waters go into the tunels. In hindsight the water was not Hudson river fresh water but was salt water pushed up the Hudson by the Sandy winds and maybe should have been kept out of the Hudson tunnels. It was a decision to protect the track, third rail, signals, and switch machines at NYP. Does anyone remember if LIRR had moved their EMUs from the west side yard ? That location would have needed protection as well.
As well East river tunnels 1 & 2 received some water from the Queens side but were somewhat protected by temporary water filled bladder dams. Bladders protected 3 & 4 which did not get any water. That is why east river tunnels 1 & 2 are scheduled to need 1 + year each closure for "Sandy" repairs. That is in addition to the temporary closures that have ocasionally already occurred and will in the future. If the water had not gone into the North river tunnels the overflow might have back filled all the east river tunnels.
Gets darned complicated does't it ?
Seems to me to prevent any future flooding that operative flood doors need to be installed on all tunnel entrances. 4 in Queens, 4 on east river tunnels at NYP and 2 on North river tunnels at NYP. Understand north river tunnel portals in NJ come out above sea level.
As well flood doors on any ventilation shafts that are close to sea level.
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