- Dec 10, 2011
- Reaction score
Lowell isn't plug-ready, though. It's the northside's sole freight clearance route into Boston, legally protected as such via a bunch of 4 decade old federally-ratified agreements between the T and Boston & Maine. And while most of the tall freight clearances are well outside 495 let alone 128, the NH Main is the only one that goes end-to-end straight into the Terminal District. To maintain its current 17 ft. vertal clearance under electrification takes +2.5 more feet of clearance underneath 25 kV wire. Any overhead bridge that currently ranges from 17' to less than 19'6" will have to be raised to an even 19'6" before wires can be strung. And since the route is completely grade separated except for the West Medford crossing pair, that's the highest number of bridge touches of any one line to electrify on the system. On any non-clearance line, they are only bound by safe wire height over a 15'6" T bi-level because all allowed freight cars are already shorter than that.#2. With all the current work, it seems like a perfect time to convert Lowell Line to electrification. I know F-Line said they have designed the conditions in for future conversion, but it sure seems like no other rail line would be as prepped and ready-to-go as Lowell with all the current work.
Yes, as much as I'd love Lowell electrification (as a W Med user), the Eastern Route both lower trouble and higher payback.Lowell ... is not a first-priority northside electrification like the non-clearance Eastern Route is.
If it's shorter lengths of ribbon, it's GLX. Once the fence between modes is 'sealed' they're going to have to do all future cycled CWR replacement with rapid transit-dimension work equipment that can't handle the up-to 1/4 mile ribbon lengths the RR's use, so they want to make sure they're using reasonable splicing. Those lengths in that photo look like the long RR stuff, however, so guessing that's for a future track shift.Still trying to figure out whose rail is dropped between the CR tracks in most of Javier's recent pictures?
Can you tell if it is transit or for CR?
What's the replacement cycle on CWR? I kinda remember getting all new CWR on the Lowell Line in 2010 ish?
While these look like rapid transit ribbon rail...like 180 ft. per ribbon and self-containable on maximum 2 rail-transport flatcars. . .
The rail train flatcars are hacked up to be extra-bendy around curves because the lengths of ribbon have to span multiple cars...but on rapid transit the length of the splices is much shorter so the rail train can run through the subway from Riverside or maneuver the superelevated curves at Brickbottom Jct. from a loading spot at the new carhouse. Once the fence goes up sealing the two side-by-side modes from each other all future GLX rail replacement has to be staged from the rapid transit side of the fence. Therefore they go from Day 1 with the shorter-length ribbon so their future replacement splices line up with what's transportable solely from the rapid transit side of the fence.
The Yard 21 work has been covered in the general MBTA Construction Projects threadIs there any possibility of showing us the ancillary freight work? I am curious to see the "new" Yard 21 and the revived freight line that now parallels New Washington Street to get to it and Everett.
Thanks very much.The Yard 21 work has been covered in the general MBTA Construction Projects thread
Here (or there) I would like to see a few shots near East Somerville where the freight lead was/is/is-going-to-be that take trains along New Washington St
From NErail. . .Thanks for those fantastic pics! Really appreciate the work to inform us of the GLX progress.
Is there any possibility of showing us the ancillary freight work? I am curious to see the "new" Yard 21 and the revived freight line that now parallels New Washington Street to get to it and Everett.
It is equivalent-capacity car storage space to what was lost when Yard 8 on the west side due south of the Washington St. overpass closed last year to get ripped out for GLX. But slightly less flexible for switching cars because of the way Yard 21 is pinned in by the Orange Line (though if Pan Am gave two shits about efficiency they could effortlessly self-pay for a couple more hand-throw crossover installations on Yard 21 to make switching ops more nimble than the default T-paid setup). PAR were the ones who sold themselves short by cashing out their real estate rights to Yard 8 in the GLX land swaps, so it's their nickels-on-dollar to spend if they need to make Yard 21 ops act a little more smoothly than the barebones current switch setup.Roughly: The restored Yard 21 replaces other freight train-parking space lost, particularly where the GLX has already squeezed freights out in this same area (but more on the E. Somerville / USq side)
It doesn't matter, because only in the Randoid fever mind of one Timothy Mellon is spending a buck to save two bucks such ideological anathema that $1M annual cab fare budgets are ever justifiable means of managing crew Hours Of Service. Literally anyone in the bidding for PAR is already pre-revulsed enough by the incumbent carrier's slop-ops culture and too much DNA-wired themselves towards "run the @#$% trains on-time = don't senselessly waste money!" It's not even a question.F-Line, do you have a preferred suiter and why?