The “A” line and “B” line are still experiencing activation problems. The “B” has just one crossing but unknown how many on “A” line. Consequently FRA has stopped testing on two other lines and RTD will not be able to begin service as planned for this year.
One has to wonder what the problem is. RTD is using 25 Kv 60 Hz CAT. Only Amtrak operates this in the USA at three (?) crossings in Rhode Island. Maybe RTD needs to get into consultations with Amtrak ? This problem solutions need close following by Caltrain who has many close crossings similar to “A” line and Go transit in Toronto since they are both planning to install the same 25 Kv 60 Hz CAT as RTD. European and most other countries use 50 Hz and that may be why there has not been any reported problems. Now part of Japan is 60 Hz but am unaware of it having any grade crossings ?
Hardly the only problem at RTD or CDOT, and it isn’t a new emerging problem. Both are lacking in any form of railroad institutional management/leadership. The ineptitude of FTA was exposed by their FRA counterparts.
Japan simply strung 60hz catenary over lines built for and operated with steam locomotives. The hundreds (thousands) of crossing gates and warning flashers that had been operating since early in the 20th century were upgraded the way Pennsy upgraded grade crossing devices under their new catenary a quarter-century earlier.
Translation. No whoop-de-do software or microchip logic circuits, just big old brute force and ignorance circuits involving massive, virtually indestructable sealed relays. If there have been improvements since they were undoubtedly tested for months or years before being deployed to the field. Of course, JR East (where the 60 hz catenary is) is run by railroad professionals, from the line signal maintainers to the President’s office…
New Jersey Transit has operated their former DL&W commuter lines at 25 Kv 60 Hz since 1984. These lines, especially the Gladstone branch, have many grade crossings. I checked with an NJTransit engineer who told me that they (NJT) do not have any grade crossing issues except for one specific location. The overhead line voltage and frequency should not be THE culprit in Denver.
They didn’t source their equipment or programming from Europe, did they?
Of course there’s a lot of 25kV cat over there, too, so it would be surprising, if not particularly unexpected, that something like interference with 60Hz rather than 50Hz turns out to be an unrecognized issue …
Same old story. Continuing problems with gate activation problems. Appears PTC computer system causes gates to activate too soon and remain down after train passes. According to a source in Denver FRA and Colorado are geting to be a joke ?
Flaggers have returned. It is too bad that there cannot be some legal way to jail some of the idiots that tried to put this PTC controlled crossings into place.
Now the contractor is suing RTD over cost over runs due to having to post flaggers at crossings. This will get nasty in all possible ways. The contract that was signed specifying type of crossing protection to be installed may rule the day but who knows the final outcome. Did crossing protection specify PTC activated ? Did contractor say it could be done or not done ? Probably many more questions ? ?
Pot calling the kettle black. Amusing to no end here - The common carrier railroaders in the engineering ranks told the commuter rail /toy train/ people not to do what they did and stay with proven technology. They ignored the advice of the experienced railroaders. Both sides were stupid to follow through with an umproven technology. They earned the mess they’ve gotten into with their foolishness.
Transportation Engineers = Rubber Tired Bus People (not railroaders)
FRA threating to shut down Denver’s “A” &“B” lines and not allow “G” line to open. Gives the RTD just 2 weeka to come up with solution. Maybe RTD go back to older style sonic system if possible ?
In addition please note at the end of the above FRA letter that RTD still has not installed an entrance signal into Denver Union station specificed 2 years ago. Not mentioned but could that also affect the California Zephyr’s use of the station ? Another item is that RTD has not met Engineer qualifications requirements in the FRA regulations.
Here is reply to FRA letter. Details will leave to others but it seems that the system’s crossiing signal activations are completely dependent on PTC.? So what happens if PTC fails or GPS signals are lost for an extended time ? Happened to note that GPS signals are not always working well in some stations. Probably that is due to satelite positions not always good line of sight ? Also the PTC system is set for constant dwell time at all stations so when a longer dwell happens crossings signals at locations close to train operate before train starts moving. MC any thoughts ?
Could not get above link to work. Try this one, click on top requests, then click on RTD action plan , and then scroll down and click on the crossing warning time report , Then click on see report !
Was it designed by a bunch of kids with a worship of new technology just because it’s new? I can’t imagine anyone with much experience designing something this critical without using solid, down-to-earth controls.
And now RTD says tall buildings are blocking GPS signals. What happens when it will be that more tall buildings are built ? That is not an if but a when ! Putting all your eggs into the GPS system is foolish. As a pilot I can tell you that is dangerous !
Have to wonder if the Amtrak ACSES system though even more expensive at the onset would have been a better choice in hind sight ? Ground based and no dependence on GPS . Some where I heard that one RTD claim is that the 60 Hz CAT would cause problems for the audio crossing system that was not used. That seems completely not correct as Amtrak uses it east of New Haven and NJT uses 60 Hz CAT on many converted lines with grade crossings !.