by D.S. Lewith
Back in the late 70s, Amtrak had plans to have the entire Northeast Corridor electrified by 1981 (which meant electrifying between Mill River, New Haven and Boston), and at 25 kV 60 Hz. The former was accomplished in 1999-2000 but between Washington DC and Mill River, New Haven the electrification still stands at 12.5 kV AC (25 Hz between Washington DC and the Sunnyside Yards, 60 Hz between the Sunnysize Yards and New Haven).
As 12.5 kV AC is a nonstandard voltage, Amtrak (and NEC-based commuter agencies) has to add custom modifications to its electric fleet whenever it orders from international railcar manufacturers. Converting the entire NEC (plus the Keystone Corridor between Philadelphia and Harrisburg) to 25 kV 60 Hz AC would make things easier for electric train orders, but it would have to be carried out in stages due to infrastructure complexities (such as in New York Penn Station).
* Stage 1: Between the Sunnyside Yards and New Haven Union Station, and between Washington DC and Wilmington, Delaware. This also would motivate MTA to convert the electrification between Pelham and New Rochelle to that voltage (and maybe extend it a bit further south, eventually reaching Grand Central)
* Stage 2: Between Wilmington, Delaware and the Kearny/Waterfront Junction. This also includes the Keystone Corridor between Phildelphia and Harrisburg, and would also motivate SEPTA to convert the approach tracks to 30th Street Station to Temple University (eventually converting the entire network as well), and NJT to convert the North Jersey Coast Line between Rahway and Matawan and the Princeton Dinky, to that voltage.
* Stage 3: Between The Kearny/Waterfront Junction to the Sunnyside Yards.
As 12.5 kV AC is a nonstandard voltage, Amtrak (and NEC-based commuter agencies) has to add custom modifications to its electric fleet whenever it orders from international railcar manufacturers. Converting the entire NEC (plus the Keystone Corridor between Philadelphia and Harrisburg) to 25 kV 60 Hz AC would make things easier for electric train orders, but it would have to be carried out in stages due to infrastructure complexities (such as in New York Penn Station).
* Stage 1: Between the Sunnyside Yards and New Haven Union Station, and between Washington DC and Wilmington, Delaware. This also would motivate MTA to convert the electrification between Pelham and New Rochelle to that voltage (and maybe extend it a bit further south, eventually reaching Grand Central)
* Stage 2: Between Wilmington, Delaware and the Kearny/Waterfront Junction. This also includes the Keystone Corridor between Phildelphia and Harrisburg, and would also motivate SEPTA to convert the approach tracks to 30th Street Station to Temple University (eventually converting the entire network as well), and NJT to convert the North Jersey Coast Line between Rahway and Matawan and the Princeton Dinky, to that voltage.
* Stage 3: Between The Kearny/Waterfront Junction to the Sunnyside Yards.