I also was thinking, wouldn't it be cheaper in the medium-run to move the 25Hz break rather than extend third-rail & build DC substation(s)?
Moderators: GirlOnTheTrain, nomis, FL9AC, Jeff Smith
DutchRailnut wrote:it would move the switchover point to close to probably busiest interlocking in US , giving no time to trains to get up to speed or fail within that interlocking.Thanks! Makes sense.
DutchRailnut wrote:it would move the switchover point to close to probably busiest interlocking in US , giving no time to trains to get up to speed or fail within that interlocking.Why not move the phase-break into, say... New Jersey? Between the tunnel portals and Secaucus? NJT equipment is able to run both systems, and trains are going a good speed. Would be good in the long run to get the NEC unified on one frequency.
njt/mnrrbuff wrote:I hope that MNR plans to run off peak and weekend service to the E. Bronx. There are plenty of people living in those sections who like taking trips into Midtown for the day. There might even be Manhattan residents who might want to spend a day at Pelham Bay Park, located very close to Co-op City and where the depot would be. There are even people who work at the hospitals near Morris Park who might live along the Hellgate Line.I'm pretty sure the service plan will be the same as on the other inner-ring MNR lines-- hourly or half-hourly off-peak service from 05:00 to 02:00. Will be interesting to see what direction peak-hour service runs: I'd imagine a substantial number of people who live in the E Bronx work in lower Westchester, or even Connecticut.
Backshophoss wrote:Amtrak will never move the changeover point to the west of NY City. the former PRR grid ENDS at CP Gate!Let me add some details. Everything west of CP Gate is the old PRR grid and is fed from New Jersey with high power cables in the Hudson and East River tunnels. It is 25Hz, 12.5kV. To move the phase break west of NYP will require finding a source of commercial 60Hz power and building a substation to handle Sunnyside yard, the tunnels and Penn Station itself. The voltage is forever limited to 12.5kV due to the low clearances in the tunnels and Penn. Such a new substation will be much more expensive than the much smaller thing that is required to feed the 1 mile of third rail. Additionally, while I am not familiar with the details, I suspect that NJT's Arrows might not like the phase change. While it is true that the Arrows are on their way out, they will be with NJT for at least 5 more years, and given that this is NJT more likely 10.
DutchRailnut wrote:There is a damned good reason the soon 500 car M-8's got third rail gear compatible with LIRR third rail.Even on the EAST RIVER Tunnels and Penn ?
Amtrak has not been charging fair amount for Catenary use, the LIRR is in charge of their power and a MTA company.