NEWARK, N.J. — Amtrak and NJ Transit have committed to work together to address operational issues that have been plaguing both services on the Northeast Corridor, including more frequent inspections of their equipment and the 170 miles of track they share between New York and Trenton, N.J.
The two agencies made that pledge after a Thursday meeting with New Jersey Gov. Phil Murphy at Murphy’s Newark office. Amtrak, in a press release, said the increase in inspection and maintenance “will be a holistic effort focused on both Amtrak infrastructure — including the electric traction system that powers trains, the catenary (the system of overhead power wires that are part of the electric traction system), signals, and switches — and NJ Transit equipment, including the pantograph system that connects to the catenary and draws power for the train.”
The meeting and agreement come just two days after New Jersey members of Congress asked Transportation Secretary Pete Buttigieg for an investigation of the problems [see “New Jersey congressional delegation seeks investigation …,” Trains News Wire, June 26, 2024]. In at least one of the incidents that led to that letter, NJ Transit blamed delays on Amtrak catenary problems while Amtrak said the problems were with NJ Transit equipment.
NorthJersey.com reports there have been eight incidents since April where Amtrak wires and NJ Transit pantographs became tangled, and that Amtrak board chair Anthony Coscia said the two operators recently “discovered an issue in the interface between Amtrak’s infrastructure and NJ Transit’s trains that have caused these issues to occur.”
Specific aspects of the companies’ plan include:
— Additional “extensive and frequent” catenary and track inspections between New York and Trenton.
— Visual inspections by NJ Transit with Amtrak assistance of all pantographs at key stations, along with installation by NJ Transit of high-resolution cameras to inspect pantographs.
— Reviews with industry experts to assist analysis of root causes of the problems and development of solutions.
— Expansion of a program of catenary inspection by helicopter, used to identify priority items for repair.
— A joint review of delays and “items impacting reliability,” to develop priorities for projects to address sources of chronic delays.
— Longer-term actions including additional resources for testing transformers in substations; pursuing grants to replace elements of the electrical system and support capital renewal; and seeking ways to expand overnight work windows to accelerate repairs.
“We’re bringing in outside expertise,” said NJ Transit CEO Kevin Corbett, according to NorthJersey.com, “as well as being totally open and working together.”
Amtrak also pointed to ongoing major projects such as the Portal North Bridge as longer-term solutions, since they will include new electric-system infrastructure replacing some of the current aging catenary and superstructure.
Murphy said he called the meeting “for obvious reasons. … The performance of late, across the board, has been unacceptable. People don’t care why it happened. They want to get home; they want to get to work; they want to see their kids; they want to get to school — whatever it is.”
Murphy said both agencies have experienced “decades of underinvestment,” the website Gothamist reports. “But … the absolute commitment to both organizations from our office and from me personally is to get stuff fixed.
“We understand the impact the recent events had on both Amtrak and NJ Tranist customers and their families, and we share their frustration,” Amtrak CEO Stephen Gardner said in the company’s press release. “It’s vital we work with NJ Transit to identify the root cause of these disruptions and return to on-time service and the quality experience customers expect.”
More on immediately changing the catenary when we don’t know exactly what is going on. Maybe a billion here, a billion there.
The question of adjacent pans up was addressed by PRR, yes, PRR, almost 60 years ago with the DOT Test Cars (T1 to T4). The cars were Budd Silverliners geared for 160 mph. Like all Silverliners, each car had one pantograph at one end and no 11 kV bus connector. When they ran at speed (over 100 mph) when coupled pan end to pan end, there was unacceptable bouncing between adjacent pans.
The Metroliners were built as single ended cars with pans at the non-cab ends. They were coupled back to back with Metroliner consists having 4 cars (2 pairs) or 6 cars (3 pairs). Each pair had an 11 kV bus connector between adjacent pans and only one pan of each pair could be raised. Thus, no adjacent pans.
Commuter trains did not go fast enough to have this problem.
Both Amtrak and SEPTA use both types of catenary. Neither has seen a reason to embark on a time consuming and expensive project to replace the rest (1000+ miles) of the existing catenary.
How about we allow Amtrak and NJT to determine the cause(s) of this problem and THEN deal with it.
Of course, it all comes down to money. Federal and state funding has always seemed chintzy and reluctant. All too often capital funds have had to be re-purposed to Operations so what trains they have can keep running. BTW, any news on when the new Acela trainsets will start revenue service? (Chuckle)
Too bad they aren’t as quick to respond to the service problems outside the NEC. Of course “Nothing Else Counts”!
Yes, NJT and Amtrak need to cooperate. For each train snag, the configuration of the train’s PANs, distance between each of PANs if more than one up, model of each PAN. speed of train, outside air temp, wire temp. Cannot forget the 2 NJT track snags on M&E and Hoboken. Probably not enough data points to find a common denominator.
Then Amtrak needs to build all sections with constant tension. Otherwise any Acela operating with 2 pans up may have a snag?
The new North Portal bridge trackwork of course needs constant tension. No one needs a snag on that new trackwork.
USDOT assumed ownership of the Nothing Else Counts in 1976. NJ Transit assumed operations of Garden State commuter trains in 1983. NOW we’re looking at NEC issues? Or is this just a political dog-‘n-pony show because a brush fire inconvenienced thousands of people and made national news? Just kidding, I know it took them close to a half century to realize there are issues.
Eric Powell – What this has to do with Trains, et.al, is that this whole story is political, from the request to Sec. Trans. by the NJ members of Congress to the lovely photo op with Gov. Murphy.
Sorry, every time I hear the cliche “root cause” I am reminded of our esteemed Vice-President looking into the “root cause” at the southern border. In both instances, we know the answer.
Tens of millions of people will be voting for Kamala Harris in November. She will be sworn in as Vice President next January 20th, and sworn in as President next January 21st.
Our veterinarian told me that our deceased cat Burlington wasn’t all that bright. Well, compared to Kamala Harris, he came out on top.
What does any of this have to do with Trains Mag, Amtrak or NJ Transit? Take your gripes to Facebook.
Agreed, Eric Powell.
Yes, the cliché “Root Cause” is a very tiresome political platitude that should be eliminated. Sadly, much of Amtrak and NJ Transit (and the story above here) is “political” and thus the commentary here.
Agree w/ Mr. Landey as to the mental capacity of his deceased cat (RIP) compared to the current VP. I would go further to suggest to his second point that Kamala Harris MIGHT be sworn into the Oval Office as President well before January 20th,2025, given Biden’s disastrous debate performance last night.