The latest set of Amtrak fixed-formation electric trains are going into service, and although their suspensions have been improved to allow top speeds of 160 mph either side of Providence and 160 mph in the vicinity of Princeton Junction, they're still
hampered by the nineteenth-century track they run on.
The existing track is twisty because it was stitched together out of numerous older railroads, many of which were optimized to the technology of the 1840s, and which originally existed to haul manufactured goods from town to port. The Washington to New York still uses Civil War era routes and tunnels through Baltimore that are almost that old. The electrification on that segment was added during the Depression, using Reconstruction Finance Corporation money. It was enough of an improvement to handle the logistics of World War II. But a high speed line? No. In Depression and War, the fastest and most flexible corridor service in the world was Chicago to St. Paul via four different routes. The New York to New Haven is primarily a commuter railroad that became electrically operated (primarily to comply with Manhattan smoke ordinances) early in the twentieth century. North of New Haven, there is a state-of-the-art electrical distribution system, but the rights of way date to railroading's Pleistocene era. Most of Rhode Island was still empty in those days, making straight line operation possible and providing today's racetrack for the Acela. But the right of way suitable for a high speed line is ... that of Interstate 95. The New Haven Railroad once acquired sufficient real estate for a faster line through Connecticut and western Rhode Island, but, to obtain temporary succour, it sold that real estate to the turnpike authority and then turned a freight profit hauling building materials.
An illustrated elaboration with the distressing details is
available for your reading pleasure. "The biggest issues with this section are typically the wires, the age of the infrastructure, and sharing the inconsistent number of tracks." For example, the Manhattan Gateway is still as Alexander J. Cassatt envisioned it around 1905.
First, we have the Dock Bridge, immediately outside Newark Penn Station, that will be getting a revamp for capacity and strength.
Second, we have the Sawtooth Bridges, east of Newark. These structures are over a century old, and are only double-tracked, but are being given 2 extra tracks, including more separation between the carriers that use it.
Third, we have the Portal Bridge, another century-old structure that’s currently being replaced by the Portal North Bridge directly next to it over the Hackensack River.
Fourth, and I’d argue most notably, the tunnels under the Hudson River.
Dock Bridge is an interesting bit of railway engineering, it is set up to provide a path for PATH (the old Hudson and Manhattan) trains for or from Newark even when the span is raised to clear most Hackensack River traffic; the four former Pennsylvania Railroad tracks get boated. Portal is an old two-track swing bridge and the machinery is wearing out. Sawtooth and the North River tunnels are a survival of the Standard Railroad of the World. Commuter trains leaving Newark would
head into Exchange Place station in Hoboken, leaving the tunnels for long distance Pennsylvania Railroad trains. These days, though, the commuter trains share the tunnels with Amtrak's trains, and single-seat service trains off the Erie-Lackawanna get into the mix at Secaucus.
North of The Pennsylvania Station, those continual curves of the original New Haven Shore Line take their toll. "Despite rocketing toward Providence at speeds approaching 160mph, the Acela’s average speed between New Haven, CT and Providence, RI is a meandering 68mph." Any time savings over Amtrak's regional trains
come from skipping stops such as New London or Westerly that the regionals make. But the trains call at Metro Park in New Jersey and Route 128 near Boston, which perplexes the author of the post. Simplest explanation: not all train riders travel city center to city center, and a peripheral parking lot near an expressway (Metro Park or 128) or an airport (Baltimore-Washington on the Northeast Corridor,
Milwaukee Airport on the
Hiawatha line) offers that sort of passenger a convenience.
The author of the post calls on readers to volunteer to open their wallets. "As an American public, it is ultimately up to us to make our elected officials aware of our desire for our tax dollars to be spent responsibly and properly when it comes to passenger rail infrastructure." That's a
Cold Spring Shops point from six years ago. "But nobody wants to put any money into more direct trackage. News flash: widening the turnpikes isn't going to help either." Moreover, the road socialism the author contrasts with the penurious appropriations for Amtrak isn't the flex he thinks it is. "The U.S. interstate highway system took $2 trillion and more than 60 years to complete. $25 billion in one-time capital spending for Amtrak isn’t going to get us even remotely close to what the average NEC train passenger deserves or expects." The Interstate Highway System is
crumbling under the weight of the ever-heavier semi-trailers clogging it, and the
political support for spending more on it might not be there either.