A Swiss built P-95 type track renewals ordered in Jan 2022 is set to be delivered. Apparently is improved version of machine that was recently used on the Harrisburg line. Some features is ability to remove broken crossties, plough old ballast, compact media before installing new ties, handle larger ties. Also, install initial cant and even preheat rail to the required neutral temperature. Working speed up to 600 meters / hour/ That could mean 1 mile approximately every 2-1/2 hours.
Shipping is interesting. Barge to Antwerpen .ship to Baltimore , and shipping to TTC. Wonder if it can be split up and placed on heavy duty flats?
Frankly, as PSR with 5th-notch restrictions and slower braking runs becomes more and more prevalent, I think there is increasing justification for Amtrak either subsidizing or providing ‘the difference’ in track-class maintenance between 55mph or so and 79/90/110mph where required in shared corridors. I don’t think you can practically maintain a 110mph operation without a full set of high-speed machinery, used on a regular basis. That would imply that any Amtrak ‘dedicated train’ would be used in far more places than just the NEC or contracted corridor operations.
Why does the machine have to be transported from Baltimore to Pueblo to be ‘certified’? Machine will have 4K miles of travel in the USA before it gets in the hands of Amtrak.
The actual article says certification and testing at Pueblo in conjunction with the FRA. Maybe the test track out there needs some work.
I haven’t seen any of UP’s track renewal trains in years. They used them when converting from wood to concrete ties and a few times on some concrete tie renewal projects. Lately any concrete renewals are done more conventionally and they haven’t converted wood to concrete ties in my area for a long time. Even though there is a concrete tie plant near Clinton Iowa. I think they realized concrete ties wasn’t the one size fits all situations they were made out to be.