So it turns out that train that went off the rails yesterday was going way over the speed limit for that section of track.
Amtrak has this thing called the "Advanced Civil Speed Enforcement System", but it wasn't installed in that stretch of track.
Wait... track????
Yeah. Track. It uses doohickeys installed in the track to inform trains of speed limits.
*Blinks*
*Shakes head*
Many's the year now we've had this thing called the Global Positioning System. If your train is operating above ground, there's a pretty good chance GPS can tell it where it is.
And there are things called "maps"; you may have heard of them. They can be represented in digital form, which rather small computers can read and interpret. And, for vehicles which are (we hope) constrained to operate on specific, permanently-installed guideways, the maps can be pretty simple, even if you festoon them with extra data like, oh, permanent speed limits. And surely there are easy ways of communicating temporary speed limits to trains; cellular data, anyone? Or just dedicated radios at stations, for sending the updates?
One might almost suspect that these systems are designed to funnel money to contractors, by way of government agencies, rather than to solve problems with minimal cost and disruption.
Update: According to this NYT piece (via the WSJ), the automatic speed-limit system that's not yet deployed was begun in 2008. So... well into the era of cheap commodity GPS modules, cellular data, and little bitty computers that are fully capable of managing map data and identifying the speed limit for a given location and direction.
But such a solution would cost maybe a couple kilobucks per engine*, plus a server, and of course the cost of developing the software for managing the rail map and speed-limit updates. Wouldn't cost anything at all per mile of track (aside from data entry), and it would be rolled out pretty much all at once; what good is that?
* Depending on the number of engines to be so equipped, of course. Probably needs to be built around automotive-spec components, which is a headache, and more so a few years ago.
Update 2: Oh... it was installed there, but not operating. Because, it seems,
The aide said Amtrak informed the committee it has encountered delays turning the PTC on throughout its system because of the need to get the bandwidths required to upgrade the radios to a higher MHz, which improves reliability.
What is this I don't even...?!?!?!
Update 3: Sure appears to be a case of t3h stoopids here. Seems Amtrak has been building out its own communication infrastructure along the track, and then trying to get the FCC to assign it some spectrum.
Hello? Guys?
There's existing communication infrastructure covering most, if not all, of that area; certainly enough to send infrequent speed-limit updates. Access to it doesn't cost all that much, especially if you're arranging a many-device deal with fairly small bandwidth demands (ask Amazon about the cellular Kindles). If there are blank spots that absolutely must be filled in? Well, make a deal with AT&T or Verizon or somebody to add a few extra cell towers; your passengers will appreciate it.
When there's good existing infrastructure, why build your own? Got a bad case of specification creep? Does it need to retain full functionality is a post-apocalyptic nuclear wasteland, so that commuters can still be delivered to the smoldering remains of the cities?
Or is there some really idiotic system architecture involved, driving a requirement for more bandwidth and reliability than the obvious solution?
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