peconicstation wrote:Saturday April 4th was not a good day for a number Commuter Rail lines as there was a fire along the tracks near Forest Hills that knocked out the signal system.
deathtopumpkins wrote:peconicstation wrote:Saturday April 4th was not a good day for a number Commuter Rail lines as there was a fire along the tracks near Forest Hills that knocked out the signal system.
Specifically, it was a lightning strike on a signal vault.
And service is still screwed up. Trains still bypassing Ruggles (though some are now stopping again as of Wednesday).
I fail to understand why bypassing Ruggles is necessary though unless tracks are out of service. Seems unnecessary for the trains to pass right by the platform without stopping, when they normally do stop.
CSX Conductor wrote:and the signals are removed from service per Bulletin Order.
BostonUrbEx wrote:CSX Conductor wrote:and the signals are removed from service per Bulletin Order.
I don't understand why this wasn't done sooner. Would have spared them alot of 241's. Or did they not realize the extent of the damage/length of time required to repair?
BandA wrote:Is there something unique about those signal boxes that they can't get spare parts quickly?
F-line to Dudley via Park wrote:BandA wrote:Is there something unique about those signal boxes that they can't get spare parts quickly?
In electric territory the track circuits have to be compatible with the return current grounded in the running rails so there isn't frequency interference. Equipment in the signal cabinets is slightly different than on a diesel line despite pumping out the same exact cab signals. But I don't know why they'd ever have a parts backorder. It's not like 60 Hz/25 kV electrification is the least bit rare. NJ Transit is nearly all 25 kV for its off-NEC electric routes, and the NH-BOS electrification is about as cookie-cutter world-standard as it gets. This certainly isn't like the 25 Hz bizarro world they and SEPTA inhabit south of NYC.
MBTA3247 wrote:F-line to Dudley via Park wrote:BandA wrote:Is there something unique about those signal boxes that they can't get spare parts quickly?
In electric territory the track circuits have to be compatible with the return current grounded in the running rails so there isn't frequency interference. Equipment in the signal cabinets is slightly different than on a diesel line despite pumping out the same exact cab signals. But I don't know why they'd ever have a parts backorder. It's not like 60 Hz/25 kV electrification is the least bit rare. NJ Transit is nearly all 25 kV for its off-NEC electric routes, and the NH-BOS electrification is about as cookie-cutter world-standard as it gets. This certainly isn't like the 25 Hz bizarro world they and SEPTA inhabit south of NYC.
Actually, it kinda is. Most of the world uses 50Hz systems, with a good chunk of Europe using 16-2/3Hz systems.
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