Jersey_Mike wrote:Installing new diamonds to pound and maintain is not a solution in anybody's book. There is 100% nothing to prevent dual PTC systems within a single interlocking or an extended stretch of track
...aside from the expense, which includes whatever communications links are necessary from one system to tell the other where its trains are and when it needs to stop its trains. That's not trivial, especially to engineer it to enough security/reliability to satisfy the regulators. I haven't ballparked what a dual PTC system would cost, but it would have to be a good deal less than $28 million to make it worthwhile for SEPTA.
and diamonds would not sufficiently increase the savings as both the freight and passenger lines would still need their magic boxes in the relay hut.
Installing (and maintaining!) both systems is not
required by the regulations if the incompatible trains are just moving across the interlocking. That's my point: it's not necessary for them to do anything more than equip one main track (preferably two) with ASCES and one with I-ETMS, even when we know freights will make crossing moves at Wood and passenger trains will make crossing moves at Trent.
Also be aware that this isn't like VHS tapes and Betamax. Most of the work is done in software so the only problem is vendor lock-in, not anything actually technical.
Huh? ASCES and I-ETMS definitely have different hardware.
Finally, CSX owns
the property. It doesn't matter what SEPTA wants: if CSX doesn't accept it, it ain't gonna happen.