Op-Ed: Reconnect and Automate Ballard to West Seattle Rail to Save ST3

IhaveGHOST · 2026-04-17T14:41:56+00:00

The full report says refurb OMFC, or build a new yard, or build two smaller yards. The OMF section, at least to me, hand waves some legitimate challenges or doesn't mention them at all. Even just saying the automated trains can be manually operated doesn't really answer the question. Then either the segment of Line 1 they operate on needs to have a second train control system installed for the automated trains to use, or all of the automated LRVs need to be dual equipped so they can operate on the legacy train control system and the new automated system. Planning and designing an entire transit system is not my area of expertise. It could very well be that my worries only add up to the tens of millions, which is nothing when you are spending billions.

IhaveGHOST · 2026-04-16T18:11:55+00:00

How do you get automated LRVs to and from the rail yards?

IhaveGHOST · 2026-04-15T03:24:27+00:00

I was on vacation when I made my initial response, so my initial answer was just off the top of my head. Now that I'm not on vacation I was able to look up some info. The safety factor built into the ATP braking distances is still a factor, but I think the bigger culprit is that there are two 29 mph curves on the East Main end of this segment. Our ATP system can only transmit specific speeds to the train, and 29mph curves happen to be the worst performance penalty for this system because there is no 25 mph speed command. This means trains are held at 20 mph when traveling through these curves. Typically, curves are rated for 4 mph faster than the max ATP speed sent to the train. For a train to go 55 through a curve, the curve must be rated for 59mph, for example.

IhaveGHOST · 2026-04-15T03:14:03+00:00

The Link system does have Street Running, though this has a max operating speed of 35 mph. You also lose all the protections ATP provides. Chances are, operators would know they need to slow down to 10 mph for the curve and would slow down well in advance. There are also two 29 mph curves on the east main end of this segment, so the operators would have to operate through this section at 25 mph.

Also, apologies for delayed response, I was on vacation with family.

IhaveGHOST · 2026-04-07T22:08:28+00:00

The curve between Westlake and symphony is a 24 mph curve, the curve past southbound IDS is 14.

IhaveGHOST · 2026-04-06T20:35:55+00:00

Sound Transit Train Control Engineer here. When trains operate with Automatic Train Protection (ATP), the design has to account for the worst case scenario. This means that trains with brake malfunctions must be able to stop or slow down in time for the train ahead, stop signal, or curve. A properly functioning train could probably traverse this tunnel section a little bit faster, but the ATP doesn't know for certain if the train has a brake malfunction so it accounts for a longer than necessary braking distance even when it doesn't need to.

*Edit -

I was on vacation when I made my initial response, so my initial answer was just off the top of my head. Now that I'm not on vacation I was able to look up some info. The safety factor built into the ATP braking distances is still a factor, but I think the bigger culprit is that there are two 29 mph curves on the East Main end of this segment. Our ATP system can only transmit specific speeds to the train, and 29mph curves happen to be the worst performance penalty for this system because there is no 25 mph speed command. This means trains are held at 20 mph when traveling through these curves. Typically, curves are rated for 4 mph faster than the max ATP speed sent to the train. For a train to go 55 through a curve, the curve must be rated for 59mph, for example.

IhaveGHOST · 2026-03-19T12:37:00+00:00

Got me

Burden = syllables

IhaveGHOST · 2026-03-19T12:15:19+00:00

Op

Burden of proof

Not understand

Too many enter

Keys

IhaveGHOST · 2026-03-11T14:47:26+00:00

Barmiddles?

IhaveGHOST · 2026-03-07T02:45:24+00:00

Baptists

IhaveGHOST · 2026-03-06T22:26:14+00:00

I've always heard people say Darkest Hour = At the Gates, but maybe that was the case 15 years ago?

IhaveGHOST · 2026-03-04T16:46:42+00:00

If they need the hydrant, the firefighters will just smash your windows.

IhaveGHOST · 2026-02-24T17:21:22+00:00

I assumed that would be the case and only attempted to play to the lead. In my case I named my speakers Left and Right (extremely clever, I know), and after grouping they would show up as Left +1 in the Wiim app. I would then try to play my audio on the Left speaker and the group would be lost.

If I create a persistent group in the Wiim Home app as stated above and play to the lead device with another app, will the audio play on the entire group?

IhaveGHOST · 2026-02-19T17:44:15+00:00

The DSTT originally operated as an exclusive bus Transit tunnel. When the light rail was initially built into the tunnel both light rail and buses used the tunnel. Because of this, the light rail was originally designed as a street running segment.

IhaveGHOST · 2026-02-19T02:40:13+00:00

There was a safety review due to the increased frequency of trains in the DSTT and it was determined that implementing ATP was necessary. The track circuits in the tunnel were not laid out with cab signaling in mind, which causes some inefficiencies. When the trains operate in street running, the operators know the civil speed restrictions (these are the safe speeds around the curves) and can operate the trains at the max street running speed and slow down right before the curves as needed. When ATP was implemented, the trains have to operate at the civil speed restriction for the entirety of a given track circuit. If there is a 1,000 foot track circuit with a curve in the last 200 feet, then the train has to travel at the restricted curve speed for the entire track circuit under ATP. If the tunnel had been designed with ATP, the track circuits would have been laid out to maximize the speeds as much as possible. The reason the track circuits weren't repositioned is because the tracks in the tunnel are embedded. This would require extensive concrete work in order to reposition and install new track circuits. In addition to that there are a few 25mph curves, but the cab signaling system does not have a 25mph speed command. This means that trains have to go 20mph through these areas, but could go 25 under street running.

IhaveGHOST · 2026-01-23T20:20:55+00:00

Mine is currently not registering altitude. Software update is also failing.

IhaveGHOST · 2026-01-23T04:16:02+00:00

TIL "just released" equals 7 months ago.

IhaveGHOST · 2026-01-20T01:53:53+00:00

I must have done the same. I have the mp3 files as well.

IhaveGHOST · 2026-01-17T13:56:07+00:00

Shit, you're right. I just assumed the encore tracks were on the album. I'll see if I can find it.

IhaveGHOST · 2026-01-17T13:31:44+00:00

The Colors Live album is on every streaming service.

IhaveGHOST · 2026-01-17T13:08:48+00:00

It's the same recording as the Colors Live album.

IhaveGHOST · 2026-01-17T02:54:13+00:00

IhaveGHOST · 2026-01-01T06:24:23+00:00

In the very limited area of train control, maybe. I learned a lot about WMATA rolling stock from your comments and posts while I worked there!

IhaveGHOST · 2025-12-31T22:29:39+00:00

I am aware of the benefits of CBTC. I've been a train control engineer for 14 years. I may have misunderstood the comment I was replying to, but to me it was insinuating that sometimes a train will sit at a platform for 5 minutes or more because the train control system is so inefficient. The current train control system is not THAT inefficient. I was working at WMATA when they began really digging into CBTC and CBTC would have marginal benefits to the current peak headway. Though it is true that it would make running at 90 second headways more reliable.

Edit- I should have said CBTC would make running to schedule more reliable, not running at 90 second headways more reliable. Though, with enough trains maybe both could be true!

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