right-of-way wrote:I took a recent trip from Downingtown to 30th Street. Here are my general observations:
[*] Amtrak crews were installing new train detection devices between the rails of each track at the Narberth signal tower (yellow color, looked like what you see on the NEC)
[*] There was a lot of brush cutting and tree trimming along the right-of-way from Paoli to Overbrook and a new cable(s) is being strung
[*] Lots of spray paint tie markings on the largely inactive 3rd track around Downingtown
[*] Interlockings painfully slow and antique, especially between Overbrook and Zoo
[*] Railroad's most beat up section is now between Thorndale and Paoli but at least there is CWR
[*] Catenary poles between Villanova and Paoli look like they are about to turn into dust
[*] New tracks and concrete ties in SEPTA territory are being maintained to FRA class IV standards at best (lots of ballast in need of tampering)
[*] Too many stations with low-level platforms and pitiful dwell times (this in turn drives operating costs through the roof since larger crews are needed for safety reasons, particularly on the SEPTA side)
[*] Overall, the railroad is in a much better shape then it was in the 1990's and 1980's and they seemed to have tapped into a growing NYC area market. However, they still have a long way to go until it is brought up to NEC standards.
125 mph Operations:
The grade separations in Lancaster County will speed things up on the west end. However, the traction power system needs a boost and I believe the new Paoli substation would be a key piece of the puzzle. The catenary structures will support up to 125 mph operations (they're nearly identical to the ones in New Jersey or Maryland) but only if tracks are maintained to FRA Class VII standards, signaling is fully upgraded and traction power system upgrades are made to support both higher speeds and denser service. So 125 mph operations are within reach west of Paoli. My guess is by 2016 with the traction power system upgrades being the element that slows up the overall program.
Amtrak needs to get the Keystone Corridor completely "in line" with the NEC operations in terms of infrastructure. Ensuring it's return to all-electric train service was a huge benefit and total upgrade of the line from the 1980s and 1990s when it entered into its low point.
Now it's time to finish the project off - to get the remaining grade crossings eliminated, and work done to create high-level platforms. The later is a must for highspeed train service. Dwell time can certainly be reduced with high level platforms AND more efficient "change of head-end and crews" at Philly.
I also think PennDOT needs to be ready to accept the Acela Express train sets in the future for the Keysone line - when these trainsets are finally retired. The "push-pull" service would work out great with an Acela Express train set as their is a power car on each end. However, the high level platforms need to be put in place. It seems natural for high speed train sets of the NEC - once they are retired from the NEC - to get shunted off to the Keystone Corridor. Course if that is the case, Amtrak and PennDOT would have to figure out what to do with the cafe and first class car - convert fully into coach service or actually "upgrade" the line to include a cafe/meal service of some sort. The later would be my choice for the Keystone service, especially since there are a lot of business travellers using the Keystones between NYP and Philly alone - and on out to Ardmore and Lancaster etc.
Furthermore, Amtrak should be looking into eventually running Keystone trains not only to NYC but also to Washington DC. and Suburban Station in Center City Philly. I'd also like to see the Keystones come back and serve Princeton Junction, as I think there is a market here willing to pay the Amtrak Monthly Pass cost - let alone grab something to eat before getting home after the family may have already eaten (if there is even a family to go home to).
More Keystones during the a.m. and p.m. peak hour to NYP could certainly help Amtrak - and likely take away some business for NJT. However - that's just too bad. And with the extra stop at Princeton Junction, hopefully offset with time savings at Philly, this should make for a FULL train. Consider even now that not all Keystone trains stop at Trenton - but thy should!
SEPTA to Lancaster and the Corridor One project I think should be dropped and the money better utilized elsewhere. I really wish PennDOT would consider a north-south train from say Baltimore to Harrisburg and on up to Buffalo (i.e. a reincarnation of the Buffalo Day Express). Their is at least an intermediate market out of Harrisburg I think. I could be wrong, but I think a market may exist for such a service.
The station stop at Paradise - with the Strausburg RR and within the hearland of the Amish community - appears to be at a standstill even though such a stop would certainly benefit the tourist and local area. I think the former would definitely have the upper hand. Likewise, a station stop at Harrisburg International Airport appears to be stalled. Consider also Middletown train station, which was planned to be eliminated with an Airport stop, is a low level platform - and on a curve - while the airport station would be high level I am sure.
Hopefully Amtrak will continue its progress on the Keystone line with the current AEM7's and Amfleets. Whether upgraded service comes via a cafe car or Surburban Station Stop in Center Philly (for trains originating in Philly) remains to be seen - as well the Paradise and Harrisburg Airport Station Stop. I also view the Keystones as fulfilling the role of the retired Clockers between NYP and Philly, as much as NJT and Amtrak may not want this. I think Amtrak should flow with such progress and look for that extra AM and PM peak rush hour Keystone train.
