On a recent Acela ride to Boston, I tried to explain to a seatmate why our high-speed train was alternately crawling along at 45 miles per hour in Metro-North territory, then screaming northward at 125 beyond New Haven. I told him (a visitor from Switzerland used to amazing rail service) that a railroad is a great example of “gestalt” … that the whole is greater than the sum of its parts.
The train — We focus a lot on the age and capabilities of our rail engines and passenger cars in defining a railroad. Sure, Acela is the fastest train in North America, running an average 125 mph in many areas between Washington and Boston. But it is capable of much higher speeds, recently being tested at 165 mph in nighttime runs in New Jersey. Even Metro-North’s old cars, let alone the new M8s, can easily cruise at 90 mph. I say “can” because they are capable of those speeds. But there are too many other components of a railroad that often make such speeds undesirable for comfort or safety.
The track — Even Acela has a hard time in Connecticut because of old track and a century-old right-of-way. (Think of running a Lamborghini on a potholed local road.)
The track must be strong enough to support heavy trains. In most places, track is welded for a smooth ride, avoiding the clickety-clack sound as trains ride over the joints.
The track sits on and is attached to a base plate, which in turn sits on a tie, or sleeper. For centuries these ties have been made of treated wood, but increasingly are built with concrete. The ties sit on a roadbed or ballast, usually crushed stone, which distributes the weight of the train above while still allowing drainage. All of this requires maintenance and regular replacement of worn ties and rail to keep a smooth ride.
This is why even Metro-North’s newest cars bounce and creak as they ride along. The rough ride isn’t the fault of the train but the roadbed.
And because our “right-of-way” follows the coastline, our tracks curve and bank as they meander along, causing further slowdowns just for the physics of the run. The line from New York City to Boston has so many curves that a train makes the equivalent of six complete circles on that route.
The signals — Even the fastest trains in the world, running on the newest and smoothest roadbed, can’t keep up speed without knowing that the track ahead is clear. And at 125-250 mph (U.S. and world-class definitions of high-speed rail), that requires a signal system that knows the location of every train within a matter of inches.
Like our century-old right-of-way, the ancient signal system on Metro-North is what’s preventing us from running trains at faster speeds and shorter headways (the time or distance between trains).
All U.S. railroads are also struggling to meet a 2015 federal mandate of “positive train control,” meaning that a train that runs through a red signal would be automatically stopped.
The power — Whether Metro-North or Amtrak, our trains need power which comes in the form of electricity pulled from overhead wire, or catenary, some of which is almost a century old. The railroad and CDOT are midway through a 30-year, multimillion-dollar plan to update all of that wiring while still running a full complement of trains each day. It’s like trying to change a fan belt on a moving car.
So the next time you’re riding the train, give thought to the many components that make for a smooth, comfortable, speedy, and safe trip. The whole is truly more than the sum of its parts.
Jim Cameron has been a commuter out of Darien for 21 years. He is chairman of the CT Metro-North/Shore Line East Rail Commuter Council, and a member of the Coastal Corridor TIA and the Darien RTM. You may reach him at [email protected] or trainweb.org/ct . For a full collection of “Talking Transportation” columns, see talkingtransportation.blogspot.com.