Thirdrail7
Engineer
- Joined
- Jul 9, 2014
- Messages
- 4,542
If they intend to operate on the NEC, they will need ACSES.Question for Thirdrail - so PanAm, CSO and on the NEC P&W are equipping a subset of their equipment with ACSES perhaps in addition to I-ETMS?
Not at present. Remember, there isn't a ton of "through" movement on the NEC between PHL-NYP. While there are a few feeder trains, most of them are just local freights. It would probably be cheaper and easier to have a confined fleet, equipped with ACSES for such moves.I know that on NEC South there are significant segments where the tracks are being dual equipped with both ACSES and I-ETMS with information link in the back office, the I-ETMS isntallation being paid for by NS or CSX or both, as I understand it. Is there any of that in NEC North?
I'm going to make an educated guess here and say P42s will have both systems. There isn't a Boston/New Haven pool of diesel pool these days. You used to have a northeast pool of diesels that had the 9 aspect "intelligent" ADU that made them compatible on the NEC. In addition, a small number of these diesels were modified to work with the electrics. These all had ACSES installed.Are all the Boston/New Haven pool Amtrak diesels dual equipped with ACSES and I-ETMS?
Once PTC installation began in earnest, I believe the intelligent ADU was added to all diesels, making the compatible with the cab signals on the NEC. They were all slotted to have I-ETMS installed. As for ACSES, the reason I'm saying they must have both is ACSES territory has expanded into the major interchange points, such as SPG,WTC,ALB and HAR. You would not be allowed in ACSES territory without ACSES unless the engine is exempt. Only a few P40s, P32-BWHs and a few of the switchers are exempt.
Well, if it makes you feel any better, the ALB based P32-DCM fleet has ACSES and I-ETMS.