JuniusLivonius
Train Attendant
Whether or not you are correct, this is good reasoning.It would be interesting to know the equipment of each snag that has happened. Seems that it is a large number of NJ Transit trains have been involved. Now were most of the snags 10 or12 car EMUs? Could it be 5 or 6 PANs set up some kind of standing wave that would enable a snag? Could be that would happen at only certain conditions? Too few incidents with too many variables. Wire Temp, wire spacing,, PAN speeds, number of PANS, PAN pressure on wire, equipment, trains on other tracks,
Remember the Arrow III set that broke down at Metuchen on April 15th? The same train somewhere in the last 3 weeks (by schedule, not trainset, but still Arrow III EMUs) broke one or more pantographs somewhere near New Brunswick but with no apparent catenary damage. I do not remember what day and I don't feel like finding the audio clip.
Another Arrow III set had pantograph trouble in Metropark in the morning on May 22nd.
So I would not be surprised if Arrow IIIs are causing the most problems, but the catenary could just ready to fail and Arrow sets are more likely to finish the job.
I’m sure this has been covered repeatedly and I’m sorry for asking again, but with this mornings NEC delay I was curious—what portion of the NEC actually has constant tension catenary? I know the Boston / CT area does and the Brunswick / Princeton area does, but how about other areas on the NEC around NYC?
With all the track work going on the last 2 decades, have they been installing it piecemeal or keeping the old designs (ie will the portal north and areas outside the new Hudson tunnels in NJ use the new or old design?) Can you have sections of constant mixed with variable or is that a disaster?
In New Jersey on Amtrak lines, only the 7 or so miles from Midway to CP Clark are constant tension. The catenary from County to Midway was improved, allowing 145MPH on the inner tracks save for the curves, but not totally replaced. They use some sort of different hangar or whatever.Metro North New Haven Line is all Constant Tension. A short segment of the Hell Gate Line adjacent to what used to be Shell interlocking is Constant Tension. Other than that the only other Constant Tension in the NYC suburban area is the new Constant Tension in sections between Jersey Avenue and Hamilton on the NEC in NJ, and NJTransit Jersey Shore Line between Matawan (exclusive) and Long Branch.
I think Amtrak has generally decided to stick with variable tension if speeds do not exceed 130mph in a section. So I would guess that all the new/modified trackage between New York Penn and Newark will not be Constant Tension, including Portal Bridge(s), new Sawtooth Bridge, new Swift interlocking and new layout of Secacus Jct.
But of course, we will know for sure only when it actually is installed. The posts can be used interchangeably for Constant Tension or not, so just looking at the posts by itself does not settle the issue.
You can take a look here:
36:54 County interlocking (west) - Change to "different hangar"
42:00 Midway interlocking (west) - Constant tension begins just after
46:00 CP Clark - Constant tension ends before this; note the unused poles and concrete foundations for the next few miles that haven't been used or completed yet
Can that put a dangerous potential on the car body?It was NJT Mechanical Department which forgot to maintain the return current brushes which caused overheating of a bearing as all that current was trying to flow through the bearing instead of the normal path through the brush, causing a bearing to overheat and fail causing a derailment holding up traffic for a day, which is a bit more serious than some catenary pulled down by a broken pantograph, which also NJT specializes in.
Last edited: