Amtrak appears to anticipate that CSX will have its normal bad weather foul ups from WASH south. Amtrak Cancelling most train south of WASH. Is it still that the ROW has many overhanging trees ?
https://www.amtrak.com/servlet/ContentServer?c=AM_Alert_C&pagename=am/AM_Alert_C/Alerts_Popup&cid=1251646627012
I note the Crescent, the Miami trains, and the Auto Train are not listed.
I note the Crescent, the Miami trains, and the Auto Train are not listed. So wonder why?
Winter woes continue but until the east coast cancellations every thing has operated although a few very lates.
VIA Canadian #1 -- 9:30 hours late east of Saskatoon.
VIA canadian #2 -- 6 late near Winnepeg
AMT #14 - 6 hours late north of Tacoma
Amtrak # 7/04 -- 11 hours late at Havre. Lost 10 hours at Minot
#8/04 -- 5:40 late at Minot
# 6/04 6:00 late at fort Morgan. Appears to have lost 4 hours over Donner pass but it made it wonder if the rotaries are out ?
#50/05 3:30 late approaching CIN
Not exactly a train problem but most Antrak thru way buses cancelled east of Sacremento due to road conditions.
Capitol Corridor <capitolcorridor@public.govdelivery.com> Severe winter weather is expected to move into Northern California early Saturday morning on January 7 and last through Wednesday, January 11, with up to two feet of snow expected at higher elevations
Severe winter weather is expected to move into Northern California early Saturday morning on January 7 and last through Wednesday, January 11, with up to two feet of snow expected at higher elevations on Saturday and into early Sunday before turning to rain. During this time, connecting bus service from Sacramento to Reno and South Lake Tahoe will likely experience delays and cancellations.
Additionally, other Capitol Corridor connecting bus routes may experience delays throughout the weekend and possibly longer due to the storms and potential flooding.
We encourage passengers planning to take connecting bus service, especially to and from the Sierra, to call Amtrak at 1-800-USA-RAIL beforehand to check on the status of their trip. (When you call, ignore the “Press 1 for Capitol Corridor Customer Service” prompt and stay on the line to speak to an Amtrak Customer Services representative.)
For current road conditions, visit Caltrans’ “QuickMap” or call the California Highway Information Network’s automated phone service at 1-800-427-ROAD (7623).
Once again both Canadians #1 & #2 7:00 + late nearing Vancouver, BC and Toronto. Think may have to revaluate VIA's ability to operate any better than Amtrak. Many VIA shourt haul trains running late as well.
blue streak 1Once again both Canadians #1 & #2 7:00 + late nearing Vancouver, BC and Toronto. Think may have to revaluate VIA's ability to operate any better than Amtrak. Many VIA shourt haul trains running late as well.
All railroads US & Canadian rely on modern technology to keep switches and signals operable in inclement weather. Modern technology in these conditions is not 100% reliable. A single switch issue can easily generate hours of delay, either waiting for the switch to be made operable or having to follow train(s) the Dispatcher was trying to get the passenger train around.
Never too old to have a happy childhood!
"A single switch issue can easily generate hours of delay"
Currently, Auto Train is running about 9 hours late northbound; about 10 or more hours late southbound account frozen switches in Richmond. The northbound train hasn't arrved in Richmond yet. Its delay was caused yesterday when that consist went south.
Tom
ACY "A single switch issue can easily generate hours of delay" Currently, Auto Train is running about 9 hours late northbound; about 10 or more hours late southbound account frozen switches in Richmond. The northbound train hasn't arrved in Richmond yet. Its delay was caused yesterday when that consist went south. Tom
Not to be negative, but surely some sort of modern technology should be able to manage frozen switches sufficiently to reduce those costly (to freight and passenger) delays?
I recall the throat of the C&NW Madison St. terminal 50+ years ago, with many switch heaters burning with a bright blue flame in winter weather. Worked well. Perhaps something even better could be developed?
C&NW, CA&E, MILW, CGW and IC fan
schlimm I recall the throat of the C&NW Madison St. terminal 50+ years ago, with many switch heaters burning with a bright blue flame in winter weather. Worked well. Perhaps something even better could be developed?
schlimm ACY "A single switch issue can easily generate hours of delay" Currently, Auto Train is running about 9 hours late northbound; about 10 or more hours late southbound account frozen switches in Richmond. The northbound train hasn't arrved in Richmond yet. Its delay was caused yesterday when that consist went south. Tom Not to be negative, but surely some sort of modern technology should be able to manage frozen switches sufficiently to reduce those costly (to freight and passenger) delays? I recall the throat of the C&NW Madison St. terminal 50+ years ago, with many switch heaters burning with a bright blue flame in winter weather. Worked well. Perhaps something even better could be developed?
And 50+ years ago there was a small army of MofW personnel that were dispatched to interlockings to assist whatever kinds of 'switch heaters' (mostly kerosene 'smudge pots') by continually sweeping and keeping the switches in operation for the tower operator. Today there is no MofW army available.
When I hired out, the properties that are today's CSX employeed approximately 150K employees. When I retired employment was slightly less than 30K. Winter weather requires technology AND manpower. Class 1's don't have the excess manpower to do what was don 50 years ago.
BaltACDAnd 50+ years ago there was a small army of MofW personnel that were dispatched to interlockings to assist whatever kinds of 'switch heaters' (mostly kerosene 'smudge pots') by continually sweeping and keeping the switches in operation for the tower operator.
Progress? Or perhaps cost-cutting gone too far? In any case, the switch heaters here were not smudge pots, rather they were/are propane burners, in my recollection, or some other flammable gas that burns with a blue flame. Even in the only-18-years-ago Blizzard of '99 (21.6"), Metra got mostly through.
There are a variety of heaters available, electric, propane and blowers.
http://www.rtrtechnologies.com/products/switch-heating/index.html
http://www.rwy.com/products-rwy/track-switch-heater/
Amtrak Empire builder leaving SEA yesterday go lucky. Left 1 hour late but before tide covered tracks. Sounder had delays but finally operated.
Sound Transit <soundtransit@public.govdelivery.com> All Sounder north line trains are holding from departure at King St. Station due to current high tides causing a large accumulation of water on the tracks. Sound Transit is working on getting buses to
Connecting bus service east of Auburn is cancelled on Wednesday, January 11, due to blizzard and whiteout conditions in the Sierra. If you have reservations and need to reschedule or request a refund for your trip, please call Amtrak at 1-800-USA-RAIL
Cal Z # 6/10 originated at Reno Donner still out of service Also reported Feather river canyon out of service.
No information yet but 6/11 shows service disruption.
Have visited PDX and SEA for many winters. Once in a while freezing rain in PDX but never was train service affected. Now for whatever reason trains cancelled between PDX and SEA. Will look for some media reports but here is Amtrak's service notice. Note Empire builder Spokane <> PDX cancelled as well.
January 11, 2017
1:30 p.m. PT
Amtrak Cascades and Amtrak Coast Starlight service between Seattle and Portland will remain suspended today due to severe weather and freight congestion on tracks operated by BNSF Railway Co, with no alternate transportation.
All Amtrak Cascades trains are canceled today between Seattle and Portland, with no alternate transportation. Amtrak Coast Starlight, train 11(11) is canceled between Seattle and Portland, with no alternate transportation. Amtrak Coast Starlight train 14(10) will terminate in Portland this evening to represent a late Amtrak Coast Starlight train 11(11), traveling to points south of Portland.
Amtrak Empire Builder train 27(11) is also canceled today between Portland and Spokane, WA due to weather related issues, with no alternate transportation.
Amtrak Cascades trains north of Seattle to Vancouver, B.C. and south of Portland to Eugene, Ore. continue to operate, subject to weather-related delays.
Now here is a TV report about Portland by SEA station.
http://komonews.com/news/local/chaos-in-portland-as-city-buried-under-a-foot-of-snow
blue streak 1Have visited PDX and SEA for many winters. Once in a while freezing rain in PDX but never was train service affected. Now for whatever reason trains cancelled between PDX and SEA. Will look for some media reports but here is Amtrak's service notice. Note Empire builder Spokane <> PDX cancelled as well.
12" snow. More and more extreme weather, which some climatologists have liked to climate change.
VIA trouble again Tr #2/10 from Vancouver 14:48 late approaching Toronto. Cal Z #6/12 7:40 late at Lincoln.
blue streak 1 VIA trouble again Tr #2/10 from Vancouver 14:48 late approaching Toronto. Cal Z #6/12 7:40 late at Lincoln.
Johnny
Deggesty blue streak 1 VIA trouble again Tr #2/10 from Vancouver 14:48 late approaching Toronto. Cal Z #6/12 7:40 late at Lincoln. And, back in March, 2009, I worried about being too late in Toronto to make our connection for Montreal where we were changing to go on to Moncton on the same day (we were held up by a freight that had had trouble). We made both connections.
blue streak 1 VIA trouble again Tr #2/10 from Vancouver 14:48 late approaching Toronto. Cal Z #6/12 7:40 late at Lincoln. And, back in March, 2009, I worried about being too late in Toronto to make our connection for Montreal where we were changing to go on to Moncton on the same day (we were held up by a freight that had had trouble). We made both connections.
And, back in March, 2009, I worried about being too late in Toronto to make our connection for Montreal where we were changing to go on to Moncton on the same day (we were held up by a freight that had had trouble). We made both connections.
I enjoy your comments. They are free of political overtones or undertones and acrimony. Very refreshing!
Rio Grande Valley, CFI,CFII
More trouble for Northern CA Thruways SAC - Reno probably from these storms.
Due to inclement weather and icy road conditions impacting the Capitol Thruway Service, some of Amtrak thruway services have been canceled. Depending on road conditions, other thruway services may be delayed, modified, or rerouted due to hazards created by the weather. Amtrak passengers are advised to check Amtrak.com or call 800-USA-RAIL for the latest update on your buses status.
Amtrak regrets any inconvenience. This information is correct as of the above time and date. Information is subject to change as conditions warrant.
Passengers with travel plans can confirm their buses status, change their plans or review refund information using a range of tools – including Amtrak.com, smartphone apps or by calling 800-USA-RAIL. Service Alerts, Passenger Notices and other announcements are posted at Amtrak.com/alerts.
Yesterday's 14 hit a mud/landslide in the Cascades and damaged the engine enough that it had to be pulled off and replaced by a new SD70ACe-T4. We'll see if it goes back on 11.
Yes, it did. 3012 leading AMTK 116 south. It has been a terrible year for timekeeping on 11/14.
Capitol Corridor <capitolcorridor@public.govdelivery.com> With storms expected to hit the Sierra Friday, January 20, through Sunday, January 22, and possibly into Monday, Capitol Corridor's connecting bus service is cancelled on Friday, Saturday, and Sunday
With storms expected to hit the Sierra Friday, January 20, through Sunday, January 22, and possibly into Monday, Capitol Corridor's connecting bus service is cancelled on Friday, Saturday, and Sunday all day at the following stops:- Colfax, Truckee, Reno, and Sparks (Service will operate between Sacramento and Auburn)- Tahoe Wye, Stateline Transit Center, and Stateline Kingsbury (Service will run between Sacramento and Placerville)
We will continue to monitor conditions and update this article on Sunday night with information about service on Monday, January 23.
Appears that thruway buses still not operating towards Reno. With UP closing Donner during day to work on tracks no way for train(s) to operate and carry passengers and auto traffic. Guess the casinos are being hurt ? Cal Z will be leaving EMY late again today.
LINK
Capitol Corridor <capitolcorridor@public.govdelivery.com> A winter storm in the Sierra is expected to carry into early Monday morning, January 23, with lighter snow expected throughout the day. Based on this report and the continued unreliability of the weat
A winter storm in the Sierra is expected to carry into early Monday morning, January 23, with lighter snow expected throughout the day. Based on this report and the continued unreliability of the weather, Capitol Corridor's connecting bus service will be cancelled all day Monday, January 23 at the following stops:
- Colfax, Truckee, Reno, and Sparks
Buses will provide service between Sacramento and Auburn.We will evaluate the road conditions to Placerville and South Lake Tahoe early Monday morning and update the news article on our website with that information.
We will resume service into the Sierra on Tuesday, January 24, when the weather is expected to be clear.
#6 today left EMY 8 hours late to allow UP to continue Doner clearinf. #5 will be holding east until released.
The Nor'easter in NJ has caused problems as well.
Amtrak had commercial power lines fall onto the CAT east of Linden, NJ. Must have been a very brilliant display until the CBs protecting quit resetting. as of 0840PM trains are still running late. Southbound trains backed up so badly that 19 for instance left NYP on time and got to Newark 2:40 + hours late and now about 4+ hours late at wilmington, DE. Similar problems still 4 + hours for all southbounds.
According to NJT trains are going at restricted speed thru the area. Suspect power line hit the signal power lines ? Lot of work ahead to replace parts ?
Jan. 23, 2017 5:43 p.m. EST
Service has been restored for Amtrak trains operating in New Jersey. Service was temporarily suspended for Northeast Regional and Acela Express trains traveling in New Jersey. The suspension was due to commercial power lines down in area east of Linden, N.J. Customers will experience residual delays.
This information is correct as of the above time and date. Information is subject to change as conditions warrant.
Passengers with travel plans can confirm their train's status, change their plans or review refund information using a range of tools – including Amtrak.com, smartphone apps or by calling 800-USA-RAIL. Service Alerts, Passenger Notices and other announcements are posted at Amtrak.com/alerts.
Follow @Amtrak on Twitter.
Now NJT as of 9:13 has cancelled all eastbound trains for some reason. Here are some advisories.
Note different sites have different times for Newark so take this post as not gospel ! ! !
true there is switch heater technology that could keep the switches operational but the location of these frozen switches is where you might need a switch heater in the past maybe once or twice in 20-30 years. Not really needed in the past. A single electric or gas switch heater can cost in excess of $50000 for one switcH that might be needed once in 10 years. Most railroads have more urgent projects to fix with that money.
If you owned the railroad could you justify the investment in switch heaters that would be used once or so every ten years? I doubt it highly. Most railroads in North Carolina, South Carolina, Georgia, or Florida don't use switch heaters but with the changing weather patterns I'm sure they are rethinking weather or not to install switch heaters.
Another reason not to install them in the listed states is natural gas isn't available to a lot of switches so you have to install a large propane tank or go all electric if commercial power is available the original option is a man on foot keeping them clean and kerosene switch heaters which need to be kept an eye on to refuel and clear snow piled up on them by trains. Electric is the best option as the dispatcher simply turns them on by remote control and with a cctv camera mount at the cp point the dispatcher can look at various areas of the cp to make sure the switch heaters are working correctly.
I remember once on the mountain division I worked the railroad installed a new all electric switch heaters at a remote cp. 4 switches. First time he needed it turned it on and five minutes later the trouble light came on for the switch heaters. Sent out a signalman to fix and an hour later heard the signalman calling him on the radio, your switch heaters aren't gonna work tonight!
Why not?
that 60 KW diesel generator we installed it's gone. That was the first time in my career I heard a dispatch cussing on the radio. They replaced it 27 hours later and paid a railroad police officer to babysit the generator.
Blackcloud 5229 schlimm ACY "A single switch issue can easily generate hours of delay" Currently, Auto Train is running about 9 hours late northbound; about 10 or more hours late southbound account frozen switches in Richmond. The northbound train hasn't arrved in Richmond yet. Its delay was caused yesterday when that consist went south. Tom Not to be negative, but surely some sort of modern technology should be able to manage frozen switches sufficiently to reduce those costly (to freight and passenger) delays? I recall the throat of the C&NW Madison St. terminal 50+ years ago, with many switch heaters burning with a bright blue flame in winter weather. Worked well. Perhaps something even better could be developed? true there is switch heater technology that could keep the switches operational but the location of these frozen switches is where you might need a switch heater in the past maybe once or twice in 20-30 years. Not really needed in the past. A single electric or gas switch heater can cost in excess of $50000 for one switcH that might be needed once in 10 years. Most railroads have more urgent projects to fix with that money. If you owned the railroad could you justify the investment in switch heaters that would be used once or so every ten years? I doubt it highly. Most railroads in North Carolina, South Carolina, Georgia, or Florida don't use switch heaters but with the changing weather patterns I'm sure they are rethinking weather or not to install switch heaters. Another reason not to install them in the listed states is natural gas isn't available to a lot of switches so you have to install a large propane tank or go all electric if commercial power is available the original option is a man on foot keeping them clean and kerosene switch heaters which need to be kept an eye on to refuel and clear snow piled up on them by trains. Electric is the best option as the dispatcher simply turns them on by remote control and with a cctv camera mount at the cp point the dispatcher can look at various areas of the cp to make sure the switch heaters are working correctly. I remember once on the mountain division I worked the railroad installed a new all electric switch heaters at a remote cp. 4 switches. First time he needed it turned it on and five minutes later the trouble light came on for the switch heaters. Sent out a signalman to fix and an hour later heard the signalman calling him on the radio, your switch heaters aren't gonna work tonight! Why not? that 60 KW diesel generator we installed it's gone. That was the first time in my career I heard a dispatch cussing on the radio. They replaced it 27 hours later and paid a railroad police officer to babysit the generator.
Any form of switch heater is prone to failure.
Smudge pots (the kerosene fueled swith heaters of old) are frequently extinguished by local fire departments as local residents report 'the railroad is on fire'. Then MofW has to chip out the ice from the fire departments actions.
Electric powered devices are normally installed where commercial power is available - Commercial power will fail frequently in the heavier snow storms. Maintainers then have to install temporary generators until commercial power is restored. While signals at these locations use the same commercial power, the power actually feeds batteries that can sustain signal operations for 24 hours or more.
Gas fired switch heaters - it is very rare for a control point to be located where commercial natural gas can be used as the fuel; more normally the heaters are propane fueled - depending upon the size of the control point and the number of switches that require heaters one or more 500 gallon propane tanks will be installed and piping will be run to the switches as necessary. At least on my former carrier these heaters have to be manually lit. The vibration from passing trains does break the piping from time to time and if it is while the heaters are in use, there will be a gas fire somewhere in the plant (not at a heater) that has to be extinguised and have the pipe repaired.
My former carrier's real but not written Winter Contingency Plan was - Pray for Spring. Punxy Phil was the weather forecaster.
BaltACDMy former carrier's real but not written Winter Contingency Plan was - Pray for Spring. Punxy Phil was the weather forecaster.
When most trains are not on actual schedules, the cost of delays from frozen switches apparently matters less than the cost of purchase and maintenance.
schlimm BaltACD When most trains are not on actual schedules, the cost of delays from frozen switches apparently matters less than the cost of purchase and maintenance.
BaltACD
Back in the day - MofW and Signal forces generally lived within walking distance of their headquarters point and had the tools of their trade readily at hand to keep traffic moving.
In the 21st Century, instead of a 8-10 man MofW Gang responsible for 8 to 10 miles of right of way and a signal maintainer that is responsible for a single interlocking you now have 3-4 man MofW Gang that is responsible for 50-100 miles of right of way and signal maintainers are responsible for multiple control points over 50 miles or more. The key to them adequately performing their responsibilities is unrestricted highway mobility - mobility that gets severly restricted, if not eliminated, when winter storms do their thing. Restricting personnel's ability to do their jobs restricts the carriers ability to maintain service. Technology can only combat Mother Nature's fury to an extent - beyond technology it comes back to manpower using brooms and ice chippers to free frozen switches - manpower that barely exists in the 21st Century.
Pre and Post Stagger's there is a different mind set as to what is required to run a railroad - Post Stagger's if an investment can't bring something to the bottom line 365 days a year the investment is rarely made.
Even with all the bad weather Amtrak does not have any train over 2 hours late as of now. Contrast that to VIA that has the eastbound Canadian east of Winnepeg 12 hours late. It may be able to make up time but we will see ?
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