So I understand correctly that when I ride the Acela next month the train could operate at 160 mph?
In RI and MA, yes. Of course depends on how soon your next ride is. The current Acela sets will not run at 160 AFAIK. The Acela IIs will.So I understand correctly that when I ride the Acela next month the train could operate at 160 mph?
You can find everything of importance in the mathematics of catenary on the following page:The mathematics of CAT can become complicated.
In most places they have installed the constant tension catenary on completely new set of poles and left the old poles in place where they carry high tension lines and removing those that don't. In a few places even the high tension lines have been moved to the new poles. I guess that is determined by how deteriorated the old poles in question are.How does Amtrak replaces poles at say 120 feet or just a new pole between present poles spacing them 90 feet apart. That is a decision of engineering. PRR poles carry the 12.0 kV, the 169 kV single phase Amtrak transmission lines, and at some locations 3 phase electrical utility transmission 250+ kV wires. The PRR poles are steel buried directly into the ground with many rusting away below ground level. From time to time new poles are installed on concrete foundations at those locations in the ground keeping steel poles above ground water. Have no idea what spacings may happen at each location.
In RI and MA, yes. Of course depends on how soon your next ride is. The current Acela sets will not run at 160 AFAIK. The Acela IIs will.
You can find everything of importance in the mathematics of catenary on the following page:
The bottom line catenary equation is:
y = a cosh(x/a)
Here’s looking south from NRK.That makes sense.
When they do constant tension they install new posts because one of the things that goes with constant tension is also reducing the span length to something shorter than what PRR used originally. That is to reduce sideways deflection of catenary I suppose, and get a more stable catenary.
Technically speaking, electrified railroad "catenary" is not catenary in the geometric sense. The sagged strength component wire (called the catenary wire) supports the contact system (messenger and trolley wires) with vertical hangers spaced every so often. It's more like a suspension bridge with the weight transferred to the supporting cable at points, not uniformly. Today's analytic capability permits exact calculations of catenary system loads and wire forces based on the real geometry of the entire system. In the olden days, shortcuts like assuming a parabolic shape made calculation using pencil, paper and slide rules possible.
No speed increase as of yet. Guess I'll just keep an eye on the tracker to see if Amtrak ever gets around to implementing the change.
Nothing south of New York has grade crossings anymore. There are a couple in New England.Do those sections have no grade crossings?
ACSES related.
That makes sense.
When they do constant tension they install new posts because one of the things that goes with constant tension is also reducing the span length to something shorter than what PRR used originally. That is to reduce sideways deflection of catenary I suppose, and get a more stable catenary.
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