blue streak 1Don't know why it is taking so long just a very few persons working on the problem ? ? ?
Here are some still pictures of the NJT incident that may be useful:
Its got to be difficult to work with a crane in that cramped and confined area under 11 kV catanary and around 600 V DC third rail. Not sure how much can be sectionalized to provide a "dead" work zone. From earlier diagram, it appeared the area is just west of the platforms but the area is very confined.
I have concerns about the Amtrak maintained track at Chicago Union Station. Riding the BNSF Metra trains causes me to have some concerns as they have some pronounced sway as they navigate the switches leading to/from tracks 2-12. And about a week ago, the Lake Shore Limited derailed at a puzzle switch while coming into the station. Have not learned the cause but it appeared that one car split the switch. Does Amtrak need to review its track maintenance practices? Has budget issues compromised maintenance? These events create concerns.
http://wgntv.com/2017/03/27/amtrak-train-derails-at-union-station/
blue streak 1 The statement about rail mismatched causing a step of the Acela wheels sounds like a joint bar problem ? But who knows ? broken bar or loose bolts or any ofanother 100 items ? Streak - I take the statement to be refering to significant mismatch of top corner gauge face at a joint. Think of a curve worn rail abutting a new rail. No need to invoke broken bar or loose bolts. As I recall the FRA track standards address this and it is clear from both this written statement and Moorman's press conference that ATK has its own standards, which may or may not have been same as FRA's. My guess is this Ax was in a curve where a not quite condeming sharp flange hit the mismatch moving from curve worn rail to new, basically picked the new rail and went over the top of the rail. Since FRA standards are based on maximum speed, they will be less stringent, class I or class II in the depot throat, than out on high speed track. Wide guage for second ? MC can tell us. Would one bad cross tie enable a wide guage ? Was the lack of replacement waiting for special ties maybe concrete ? Amtrak has said in the past that the west interlocking was scheduled to be upgraded to increase speed limit thru the interlocking. Was the pending overhaul a reason to skirt on regular PM ? http://media.amtrak.com/2017/04/statement-amtrak-president-ceo-wick-moorman-new-york-penn-station/
The statement about rail mismatched causing a step of the Acela wheels sounds like a joint bar problem ? But who knows ? broken bar or loose bolts or any ofanother 100 items ?
Streak - I take the statement to be refering to significant mismatch of top corner gauge face at a joint. Think of a curve worn rail abutting a new rail. No need to invoke broken bar or loose bolts. As I recall the FRA track standards address this and it is clear from both this written statement and Moorman's press conference that ATK has its own standards, which may or may not have been same as FRA's. My guess is this Ax was in a curve where a not quite condeming sharp flange hit the mismatch moving from curve worn rail to new, basically picked the new rail and went over the top of the rail. Since FRA standards are based on maximum speed, they will be less stringent, class I or class II in the depot throat, than out on high speed track.
Wide guage for second ? MC can tell us. Would one bad cross tie enable a wide guage ? Was the lack of replacement waiting for special ties maybe concrete ? Amtrak has said in the past that the west interlocking was scheduled to be upgraded to increase speed limit thru the interlocking. Was the pending overhaul a reason to skirt on regular PM ?
http://media.amtrak.com/2017/04/statement-amtrak-president-ceo-wick-moorman-new-york-penn-station/
As to wide gauge, one bad tie will not usually weaken the track sufficiently to allow a wide gauge condition to result. It generally takes a "nest" of at least 3-5 bad ties. Again I suspect this Ax was on a curve which causes the outside wheels to press against the rail tending to widen the gauge as the train passes over.
Both of these derailments indicate a state of deferred maintenance. That said, there are always better and not so good places on any railroad. The trick is to use available money to fix up the not so good places before a derailment forces you to fix it at much higher cost, and with some embaresment.
Part of ATK's problem on the NEC is that it is forced to charge marginal cost rates to the commuters, NJT and LIRR in this case. In short, here ATK is subsidizing the commuters in the same way and through the same mechanism, that the freight carriers subsidize ATK where ATK is the tennant. If ATK could charge average cost rates they would have the funds to maintain their track and bridges better than they do now.
Mac
blue streak 1Wide guage for second ? MC can tell us. Would one bad cross tie enable a wide guage ? Was the lack of replacement waiting for special ties maybe concrete ? Amtrak has said in the past that the west interlocking was scheduled to be upgraded to increase speed limit thru the interlocking. Was the pending overhaul a reason to skirt on regular PM ? http://media.amtrak.com/2017/04/statement-amtrak-president-ceo-wick-moorman-new-york-penn-station/
Considering that any upgrades will be taking place in a constrained area - raising speeds throught the interlocking will decrease the track to track flexibility of the interlocking - higher speed crossovers take up more linear space than do slow speed crossovers so after the 'upgrades' I fully expect there will be fewer possible routes through the interlocking.
Never too old to have a happy childhood!
blue streak 1Don't know why it is taking so long just a very few persons working on the problem ? ? ? https://www.nytimes.com/2017/04/05/nyregion/train-tracks-amtrak-penn-station-derailment.html?_r=0
https://www.nytimes.com/2017/04/05/nyregion/train-tracks-amtrak-penn-station-derailment.html?_r=0
Guess they never heard of special track work. With all the slip switches and other CUSTOM MADE special track work that needs to be replaced - I suspect some of it has to be MANUFACTURED and shipped to the site to be able to fix the derailment damage.
MofW in chronically underfunded operations keep a bare minimum of spares - suspect the spares got used in the 1st derailment and now there are no spares.
Don't know why it is taking so long just a very few persons working on the problem ? ? ?
Anotheer day of delays due to Monday's NJT derailment. From Amtrak.
April 5, 2017
11:00 a.m. ET
Amtrak will operate a modified schedule on the Northeast Corridor through Thursday, April 6 due to a NJ Transit incident that occurred at New York Penn Station Monday, April 3. Customers on trains arriving/departing New York Penn Station may experience delays up to 30 minutes between New York and Newark, NJ.
Due to reduced track capacity, the Northeast Regional service will operate a modified schedule with reduced frequencies between Washington, D.C. and New York, NY. To accommodate passengers during the modified schedule, Amtrak is providing some additional stops in Delaware, Pennsylvania and New Jersey.
The Empire Service and Keystone Service will also operate a modified schedule with some reduced frequencies.
________________________________________________________
EDIT and NJT as well till Friday !
http://www.northjersey.com/story/news/transportation/2017/04/04/crowded-commute-expected-rails/100014082/
Latest news is that NJ Transit has added some rush hour trains in and outof Penn. Not the full schedule yet, however.
I left Boson at 9:10 this morning on the Acela, and arrived in Washington this afternoon three minutes late. Apparently the Acela trains, at least, were expedited through.
Johnny
NJT's derailment Mon apr 3 has caused additional delays today. Wonder if the Acela - NJT collision messed up some tracks ?
April 3, 2017
10:00 p.m. EDT Amtrak will operate a modified schedule on the Northeast Corridor Tuesday, April 4 due to a NJT incident that occurred at New York Penn Station Monday, April 3, which temporarily prompted the closure of several tracks at the station. Customers on trains arriving/departing New York Penn Station may experience delays up to 60 minutes during rush hours and 30 minutes or less during non-rush hours.
Due to reduced track capacity, the Northeast Regional service will operate a modified schedule with reduced frequencies between Washington, D.C. and New York, NY. To accommodate passengers during the modified schedule, Amtrak is providing some additional stops in Delaware, Pennsylvania and New Jersey on Tuesday, April 4.
The Empire Service and Keystone Service will also run on modified schedules with some reduced frequencies.
Appears the Amtrak was able to send one train to GCT Friday.
https://www.facebook.com/RiverRailPhoto/photos/ms.c.eJw9y9sNADEMAsGOTsYPHPpvLFJ8yedogRDEQqoaFh~_Pk6BHd13XclmmP89e1zo91uvz5~_~;C2Db52ha7.bps.a.619196441623777.1073741838.399692656907491/619196514957103/?type=3&theater
Derailed and fouled?
NJ Transit Rahway trains not operating but regular Trenton trains operating and covering Rahway stops.
Amtrak service back to normal weekend.
March 25, 2017
9:15 a.m. ET
Acela Express and Northeast Regional service between Newark, N.J., and New York City are operating on its scheduled service today.
Services were disrupted on Friday, March 24, after Acela Express 2151 had a minor derailment while moving at a slow speed departing New York Penn Station. The Acela Express made contact with a NJ Transit commuter train as a result of the minor derailment.
Empire Service is operating on its regular schedule. Customers may experience minor delays.
Latest bulletin below. Unconfirmed reports that middle car of Acela derailed. Another unconfirmed report says wide guage.
March 24, 2017
6:30 p.m. ET
Due to a minor derailment, Acela Express and Northeast Regional service between Newark, NJ and New York will be subject to delays.
NJ TRANSIT has resumed Northeast Corridor and North Jersey Coastline service into New York Penn Station with some cancellations; MidTown Direct rail service into and out of Hoboken.
Keystone Service will end and originate in Newark where passengers can transfer to Northeast Regional trains into New York. PATH will also honor Keystone Service ticketed passengers in and out of New York.
Empire Service will operate on a modified schedule through the evening.
Sounds like one tunnel entrance is blocked but probably the north tunnel entrance is available. This will give some Gateway doubters what will happen if /when one tunnel has to close for an extended time to be repaired.
Amtrak bulletin
2:00 p.m. ET
NJ TRANSIT service will terminate either in Newark Penn Station or Secaucus.
Empire Service will terminate and originate in Yonkers, NY. A Metro North shuttle train will transport passengers to and from Grand Central Terminal.
Sure can’t see it from a helicopter but they try.
https://www.youtube.com/watch?v=HQQQkpagss4&t=51m
IF one train 'bumped' another off the tracks - Who got by the STOP signal?
Reading between the lines of the referenced article, it sounds like a NJT inboud train hit the outbound Acella somewhere in the approach trackage on the geographic west end of NYP.
Just saw this online. Amtraks Accela was bumped off the tracks by a New Jersey tranist train this morning.
http://www.msn.com/en-us/news/us/amtrak-derailment-suspends-all-rail-service-at-nycs-penn-station/ar-BByHqG1?li=BBnb7Kz
No injuries reported so far.
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