west point wrote: ↑Tue Jul 26, 2022 12:44 pm
R36 Combine Coach wrote: ↑Tue Jul 26, 2022 12:31 am
Those 3 were the only PRR stations without any freight trains passing thru. There fore no clearance issues for the high levels
Even the NEC was once all low level, with New York and Newark Penn Stations and 30 Street being high level from day one in 1910, 1935 and 1932 respectively.
R36 and WP - I wanted to set the record straight on where "legacy" high-level platforms on the PRR were
reading these comments - to begin in the NEC add Trenton and North Philadelphia...On former PRR commuter
lines in New Jersey Rahway, Avenel, Woodbridge and Princeton had high level platforms...In the Philadelphia
area Chelten Avenue and Chestnut Hill (West) and the two island platform station at Norristown - which was
previously abandoned and then removed in the 1980s to make way for construction of the SEPTA Norristown TC...
The CNJ had two stations with legacy high level platforms at Cranford and Elizabethport as another NJ
commuter mention...Yes - The EL routes in NJ and for extra mention the entire Reading commuter service
had no legacy high-level platforms - the first RDG commuter station to have a high-level platform was
Warminster which was a one-stop extension from Hatboro built by SEPTA in 1974...
Lancaster has PRR vintage high level platforms on the Philadelphia-Harrisburg Line...
The most interesting locations to once have PRR legacy high-level platforms on the Middle Division were
Johnstown, Wilkinsburg and East Liberty (both in the Pittsburgh commuter district) in western Pennsylvania...
Johnstown had two island high-level platforms serving all four main tracks that were demolished and
replaced with the current single island platform serving two tracks in 1975 - by that time the platforms
and canopy were in bad condition and not worth full replacement to serve four Amtrak trains per day...
Wilkinsburg and East Liberty had island high-level platforms that were removed sometime after PRR Pittsburgh
commuter service ended in the middle 1960s - remnants that remained was the spacing between the tracks
along with closed stairs to platform level on roadway underpasses - the biggest change was the construction of
the PAT MLK East Busway in the early 1980s between Pittsburgh Penn Station and Rankin (E of Wilkinsburg)
along the former PRR ROW which reduced the rail route from four to two tracks in that area...
The former PRR stations I mention date from before the Metroliner Project added high-level platforms at
Wilmington, Baltimore, Capital Beltway (replaced by New Carrollton in Fall 1983) and Washington...
Metropark in New Jersey was constructed by PC at the same general late 1960s-early 1970s time period...
Getting back to the original topic building rail equipment with door capability at both high and low
platforms - such as all of Amtrak's single level fleet and legacy single level Heritage cars - makes them
more flexible for service than cars built with just one type of door to platform height access...
EXPRESS TRAIN TO NEW YORK PENN STATION-NO JAMAICA ON THIS TRAIN-PLEASE STAND CLEAR OF THE CLOSING TRAIN DOORS