Moderators: GirlOnTheTrain, mtuandrew, Tadman
• Add a third main track on the Northeast Rail Corridor between WilmingtonAmtrak describes it as:
• Reconstruct turnouts and track alignments;
• Rehabilitate the Mill Creek Bridge
• Rehabilitate the Shipley Street Bridge;
• Upgrade signals and communications
• 1.5 miles of new, main line third track between Ragan and Yard interlockings,According toDelDOT/DART's last status update (from back on Dec 1, 2014),
• The project also includes rebuilding of Shipley Street Bridge and reconfiguration of Brandy, Ragan, and Yard interlockings.
The Civil and Structural phase is now at 55% completion. The following are key dates:Meanwhile, Amtrak's Delaware Third Trackproject page (which is more marketing brochure) says
Amtrak Construction Commences January 2013
Civil and Structural Commences July 2013
Civil and Structural Completed December 2015
Project Completed January 2018
The project also includes rebuilding of Shipley Street Bridge and reconfiguration of Brandy, Ragan, and Yard interlockings. The project will result in increased capacity for commuter rail expansion, and improved operations for all users. The project is funded by a combination of state, federal, and Amtrak funds. The project has a scheduled completion date of February 2017.(bolding mine)
twropr wrote:Has there been any further activity on the Yard-Ragan third track? I believe all the turnouts have been installed but don't know what kind of progress is being made with the overhead bridges, track and overhead catenary.None of the switches have been installed. The track was finally laid down and the bridge abutments are finally going in. The north one has been done, south one is almost done. The cat will not be constant tension the poles are not close enough.
EuroStar wrote:I am under the impression (possibly wrong) that in Europe practically all new heavy rail wire is constant tension regardless of track speed.Sure seemed that way when I was there. I don't think I saw any variable tension catenary, as I was keeping an eye out for the pulleys and weights when I was traveling by train over there.
EuroStar wrote:Furthermore, in Europe I see concrete (steel reinforced) poles. I have never seen concrete poles in the US. Why? I imagine the concrete poles are cheaper than the steel ones, but I do not know.I've designed poles for catenary in North American and I've never seen concrete used. Taking a look online, the information available for what the Europeans are using is not marketed as being cheaper upfront and I'd imagine would be more expensive. (Using a centrifuge to spin high strength concrete and reinforcing it with prestress wire isn't a typical concrete fabrication technique.) I'd imagine you'll continue to see galvanized steel used as that can be procured locally in the US and would have a similar life span. (While also meeting buy America Requirements) Shipping in poles from Europe isn't cost effective and their isn't enough demand in North America for a company to procure the machinery necessary to make them. Though the Go Transit Electrification could always change that, if and when it happens. (The RFP is constantly being pushed into the future)
CentralValleyRail wrote:I think we should get everyone who's part of this project a nice pat on the back when it's done. Boy do they deserve it! Quite the warriors 3 years 3 miles man that was intense!