Is that metal sorting facility on the west bank of the river supposed to come down, or is there enough room between the existing westbound main and the building for the new track to avoid it?
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Recent comments by federal transit officials indicate that a $1.6 billion project to build a new bridge over New Jersey's Hackensack River is making progress toward clearing a hurdle currently standing in the way of its receiving the federal funding needed to begin construction. Last year, the project was disqualified from a federal grant program in a dispute over how much money New Jersey was putting up.
The Portal North bridge, slated to replace a 109-year-old swing bridge that occasionally becomes stuck after it opens to allow boats to pass under, is a component of the larger Gateway project that also includes a new rail tunnel under the Hudson River. The tunnel project also has been stalled by funding disputes with the federal government.
It is the farthest along of the Gateway-associated projects, having completed design work and received environmental approval in 2013.
What it lacked was federal funding. Last year, the Federal Transit Administration gave the project a low rating that disqualified it from a key federal grant program, despite the fact the state had committed $600 million through a bond issue backed by the state's gas tax. New Jersey is seeking roughly $811 million in grant money.
Last week, acting FTA Administrator K. Jane Williams told members of a House transportation subcommittee that New Jersey Transit, which is overseeing the project, is "making progress" toward being able to petition for a higher rating this fall, pending state and board approval.
Backshophoss wrote: ↑Tue Jul 30, 2019 8:41 pm You still wind up rebuilding every overpass/bridge on the NEC for 12.5 kv 60 hz, Again Amtrak has invested in the current system1. 12.5 Kv is close enough to 12 Kv that there will not need any rebuilding of overpasses and bridges as the present Amtrak system can take the slightly higher voltage. Remember the PRR CAT has already been thru 2 voltage increases. 11.0 Kv to 11.5 Kv by PRR late 1940s and 11.5 Kv to 12.0 Kv by Amtrak in the 1980s. Just to confuse further the voltage tolerances are + / - 10% of the nominal voltages.
and has put in new static inverters in NJ for 13 kv 25 hz.
How do you replace 3 rivers power generating station that creates 25 hz power?
SEPTA and NJT will need to upgrade their yard trackage to the new NEC voltage.
You will need to REPLACE every substation on the NEC,for 12.5 kv 60 hz power.
IT:S VERY EXPENSIVE TO CONVERT THE NEC not worth the 8% purported gain.
What is NEEDED NOW is the Gateway tunnels and Portal Bridge,Forget about the power upgrade for now
NOW is the time to start putting in sheet pilings to allow digging bridge support foundations!!!!!
west point wrote: ↑Tue Jul 30, 2019 9:21 pm 1. 12.5 Kv is close enough to 12 Kv that there will not need any rebuilding of overpasses and bridges as the present Amtrak system can take the slightly higher voltage. Remember the PRR CAT has already been thru 2 voltage increases. 11.0 Kv to 11.5 Kv by PRR late 1940s and 11.5 Kv to 12.0 Kv by Amtrak in the 1980s. Just to confuse further the voltage tolerances are + / - 10% of the nominal voltages.MN went from 11kv to 13.8kv in the 80's, no issues. They even retained the old floating beam crap into the 90's. I've heard it climbs as high as 15kv in places, but never confirmed it.
2. We would imagine that conversion will take many years if ever thereby exceeding the static inverters to become obsolete. Note they are installed in the PHL - NYC line.Assuming the signals and substations can handle it, it's just pulling new feeders in and flipping the switch. It can / should be done in segments.
4. You are assuming SEPTA and NJT will have to upgrade to the new voltage. Not so they will have to upgrade to the new frequency if their equipment has not been upgraded as stated in number 5.All of SEPTA's and NJT's equipment can change frequencies on the fly.
5. Since the 1980s Amtrak has only purchased substation equipment and transformers that are dual frequency capable. 25 Hz transformers now built can handle 60 Hz quite well. Remember the problem MNRR has for their M-8s that have only 60 Hz transformers that will not work on 25 Hz and will have to buy 25/60 Hz transformers for the M-8s if they want to go to NYP.Forget 25hz M8s, the M8s are way too heavy as it is.
6. We agree that Portal and Gateway needs first crack but Amtrak will continue replacing the 25 Hz only equipment as it goes to final breakdowns. Conversion in our opinion is probably 40 years in the foreseeable future. However NJT already has most yards on 60 Hz and all its rolling stock smoothly transistions from 12 Kv 25 Hzz to 12.5 Kv 60 Hz. However the NJT 25 Kv 60 Hz requires older equipment to be manually changed outside of the cars. Locos no problem.Portal needs replacement, but it needs to be better thought out than 1.6 (or is it 1.8 this week?) billion for a bridge that's got a football field long moveable portion, and itself is barely 3 football fields long. NJT's inability to get federal funding is because they proposed it as a capacity improvement, which is a laughable argument at best.
EuroStar wrote: ↑Fri Aug 09, 2019 8:04 am For the next century or so it is of relatively little importance who will own the bridge. The more important issue is who will perform the maintenance. Amtrak will likely maintain all the tracks, ties, ballast and catenary on the bridge and the approaching structures given that they maintain the line on both sides of it. As long as the bridge and its supports do not get hit by a boat and no train derails badly on it, the only maintenance the bridge will require is some paint/sealant every 2-3 decades. The ownership question is really only important when it comes to heavy maintenance/repair and even then only in relation to the chicken game of who will pay for such heavy maintenance/repair.You are joking right
This makes me wonder who owns the elevated structures in Secaucus Junction? I imagine that NJT or the state owns the station building itself, Amtrak obviously maintains the tracks/ties/ballast/catenary/switches on the NEC, but who owns the elevated structure on which the trains actually run through the station? My guess would be NJT or the state (Amtrak definitely owns the land as part of the right of way), but I do not really know.
The U.S. Coast Guard will permanently ban opening the ancient Portal Bridge over the Hackensack River in Kearny during the morning and evening commuter rush.