FCM2829 wrote:So what lines get which system?
ACSES-II for Providence/stoughton, Needham, & Franklin lines, I-ETMS for the rest? Will all their engines need fail-safe interoperability?
Since Amtrak holds the Downeaster contract for the foreseeable future, will it be ACSES-II BON-Haverhill via the wildcat? Or will Amtrak be the odd man out and be forced to have I-ETMS andACSES-II equipped engines and F40bags?
Does anybody know how interoperable I-ETMS really is? How well does it work within the ACSES framework other than sharing the same radio band?
Where does Pan Am fit in this whole DE/ACSES/I-ETMS trifecta?
finally, Am I right in thinking it's a little complicated to have a semi-green company (Ansaldo STS) install a Wabtec system (I-ETMS) which must integrate & overlay existing ACSES-II network (from yet another manufacturer-Alstom?) with wildcards such as the unknown DE compatibility, CSX's compliance, and the Pam Am deathstar?
No. It's ACSES II everywhere for every passenger train. Southside will be the regular old battle-tested cab signals + ACSES, which means Franklin + Needham + the Worcester Line out to Framingham Jct. will have to get cab signals installed (and, no, that $338M sum doesn't even come close to funding it all). The northside version is the untested variant of ACSES II that operates without cab signals. And then the PAR freight main gets I-ETMS
in addition to ACSES with an interoperability layer shivved on top, because ACSES alone is not designed to easily accommodate freight train braking distances. While the two systems are capable of meshing, that's going to be one craptacular northside debugging job to get it all to work right. Places other than the freight main (like the Lowell Line and Eastern Route) PAR simply doesn't run long/heavy/frequent enough freight trains and can get by just fine with ACSES solo, so the messy integration job is a Fitchburg + Haverhill thing points outside of 495.
For deadline purposes, it's northside that is far and away in most perilous shape for missing the new deadline + the 2-year extension. With the ACSES + I-ETMS mash-up on the freight main being the last-last and highest threat level for missing 2020 deadline extensions altogether. Southside is in much better shape, although that funding gap for the inner Worcester Line physical plant is a doozy if they don't come up with more $$$ for the cab signaling job.
They are still the very last passenger railroad in the country projected to finish, and at serious risk for not finishing for 2020. So all that time since '08 spent doing nothing and hoping for a Congressional bailout is still a mortal risk to cost them dearly if this implementation doesn't go 100% perfectly on-schedule.