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Old September 23rd, 2015, 01:20 AM   #801
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Port Washington Branch at Auburndale


Quote:
Built : 1901
Rebuilt : 1929, 2004-2005
Number of Tracks : 2
Platforms : 2 Side platforms
Daily Ridership : 1,234
Service Level : Hourly
Electrification : 750V DC

Long Island Railroad at Auburndale Station
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Long Island Railroad at Auburndale Station
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Long Island Railroad at Auburndale Station
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Long Island Railroad at Auburndale Station
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Looking Eastbound


Long Island Railroad at Auburndale Station
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Looking Westbound


Long Island Railroad at Auburndale Station
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Long Island Railroad at Auburndale Station
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Westbound Express train rocketing past the station...


Long Island Railroad at Auburndale Station
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Eastbound Express passing...


Long Island Railroad at Auburndale Station
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Westbound Local Arriving...


Long Island Railroad at Auburndale Station
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Old September 24th, 2015, 06:54 AM   #802
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New Jersey Transit & Amtrak Trains Parked in Sunnyside Yard


Amtrak&#x27;s Sunnyside Yard in Long Island City - Queens,NY
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Amtrak&#x27;s Sunnyside Yard in Long Island City - Queens,NY
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Amtrak&#x27;s Sunnyside Yard in Long Island City - Queens,NY
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Amtrak&#x27;s Sunnyside Yard in Long Island City - Queens,NY
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Amtrak&#x27;s Sunnyside Yard in Long Island City - Queens,NY
by Corey Best, on Flickr
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Old October 1st, 2015, 10:32 AM   #803
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Electrified segments of the NYC Commuter Rail Network

Electric Lines Powered @ 25kV/60Hz Overhead Catenary

North Jersey Coast line (South Amboy to Long Branch)
Morristown line (Dover to Hoboken Terminal)
Montclair - Boonton line (Newark Broad to Great Notch)
Gladstone Branch (Gladstone to Summit)

Future Lines to carry - 25kV/60Hz Overhead Catenary

Northeast Corridor (New Brunswick to Morrisville,PA)
Northeast Corridor (New Brunswick to NYP)

North Jersey Coast Line (South Amboy to Rahway)
MOM Rail Network (Various Central Jersey Rail lines)

Electric lines Powered @ 12.5kV/25Hz Overhead Catenary

Northeast Corridor (Trenton to NYP)
North Jersey Coast line (Rahway to South Amboy)

Electric lines Powered @ 12.5 kV/60 Hz Overhead Catenary

New Haven line (Pelham to New Haven State Street)
New Canaan Branch (Stamford to New Canaan)

Future Lines to be Powered at 12.5 kV/60 Hz
Danbury Branch (South Norwalk to Danbury or New Milford)
Waterbury Branch? (Devon to Waterbury or Torrington)


Electric lines Powered @ 11 kV/25Hz Overhead Catenary

Hell Gate line


Electric lines Powered @ 750 V DC - Bottom Contact 3rd Rail

Hudson line (Grand Central to Croton Harmon)
Harlem line (Grand Central to Southeast)
New Haven line (Grand Central to Pelham)

Electric Lines Powered @ 750 V DC - Top Contact 3rd Rail
Atlantic Branch (Atlantic Terminal to Valley Stream)
Far Rockaway Branch (Valley Stream to Far Rockaway)
Long Beach Branch (Lynbrook to Long Beach)
West Hempstead Branch (Lynbrook to West Hempstead)
Babylon Branch (Lynbrook to Babylon)
Hempstead Branch (Floral Park to Hempstead)
Main Line (Penn Station to Ronkonkoma)
Port Jefferson Branch (Hicksville to Huntington)
Oyster Bay Branch (Mineola to East Williston)
Port Washington Branch (Woodside to Port Washington)
Belmont Park Branch (Main Line to Belmont Park)
Long Island City Access (Long Island City to Sunnyside / Main Line)

Future Lines to be Powered at 750 V DC - Top Contact 3rd Rail
East Side Access (Sunnyside Yard to Grand Central)
Rockaway Beach line? (Rego Park to JFK Airport)
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Old October 1st, 2015, 10:58 AM   #804
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nice
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Old October 1st, 2015, 02:57 PM   #805
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Quote:
Originally Posted by Nexis View Post
Electrified segments of the NYC Commuter Rail Network

Electric Lines Powered @ 25kV/60Hz Overhead Catenary

North Jersey Coast line (South Amboy to Long Branch)
Morristown line (Dover to Hoboken Terminal)
Montclair - Boonton line (Newark Broad to Great Notch)
Gladstone Branch (Gladstone to Summit)

Future Lines to carry - 25kV/60Hz Overhead Catenary

Northeast Corridor (New Brunswick to Morrisville,PA)
Northeast Corridor (New Brunswick to NYP)

North Jersey Coast Line (South Amboy to Rahway)
MOM Rail Network (Various Central Jersey Rail lines)

Electric lines Powered @ 12.5kV/25Hz Overhead Catenary

Northeast Corridor (Trenton to NYP)
North Jersey Coast line (Rahway to South Amboy)

Electric lines Powered @ 12.5 kV/60 Hz Overhead Catenary

New Haven line (Pelham to New Haven State Street)
New Canaan Branch (Stamford to New Canaan)

Future Lines to be Powered at 12.5 kV/60 Hz
Danbury Branch (South Norwalk to Danbury or New Milford)
Waterbury Branch? (Devon to Waterbury or Torrington)


Electric lines Powered @ 11 kV/25Hz Overhead Catenary

Hell Gate line


Electric lines Powered @ 750 V DC - Bottom Contact 3rd Rail

Hudson line (Grand Central to Croton Harmon)
Harlem line (Grand Central to Southeast)
New Haven line (Grand Central to Pelham)

Electric Lines Powered @ 750 V DC - Top Contact 3rd Rail
Atlantic Branch (Atlantic Terminal to Valley Stream)
Far Rockaway Branch (Valley Stream to Far Rockaway)
Long Beach Branch (Lynbrook to Long Beach)
West Hempstead Branch (Lynbrook to West Hempstead)
Babylon Branch (Lynbrook to Babylon)
Hempstead Branch (Floral Park to Hempstead)
Main Line (Penn Station to Ronkonkoma)
Port Jefferson Branch (Hicksville to Huntington)
Oyster Bay Branch (Mineola to East Williston)
Port Washington Branch (Woodside to Port Washington)
Belmont Park Branch (Main Line to Belmont Park)
Long Island City Access (Long Island City to Sunnyside / Main Line)

Future Lines to be Powered at 750 V DC - Top Contact 3rd Rail
East Side Access (Sunnyside Yard to Grand Central)
Rockaway Beach line? (Rego Park to JFK Airport)
What a nightmare. 6 different types for what should be a single system?
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Old October 1st, 2015, 05:10 PM   #806
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Quote:
Originally Posted by Swede View Post
What a nightmare. 6 different types for what should be a single system?
Sure, if it was being built, today...by a single entity...
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Old October 1st, 2015, 07:17 PM   #807
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Quote:
Originally Posted by Swede View Post
What a nightmare. 6 different types for what should be a single system?
The Goal at least for the Overhead Railway network is to have everything eventually operating under 25kV/60Hz Overhead Catenary. I think we are 10 to 15 yrs away from that happening...
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Old October 2nd, 2015, 02:15 AM   #808
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Ya the third rail uniformity is on its way too with the introduction of the M9 series
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Old October 2nd, 2015, 02:20 AM   #809
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Ya the third rail uniformity is on its way too with the introduction of the M9 series
No , the 3rd rail is staying...and might be expanded on the LIRR.
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Old October 2nd, 2015, 03:00 AM   #810
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Quote:
Originally Posted by Nexis View Post

Wesmont Opens in late 2015 - TBA
Some chatter online it might not happen until mid-Jan 2016:

http://www.railroad.net/forums/viewt...c5cf7&start=30
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Old October 2nd, 2015, 03:28 AM   #811
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Quote:
Originally Posted by Nexis View Post
No , the 3rd rail is staying...and might be expanded on the LIRR.
Sorry I meant inter-operability of equipment, as in the M-9s can operate on both rail system because of an advancement in how the 3rd rail shoe operates or am I severely mistaken?
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Old October 2nd, 2015, 03:55 AM   #812
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Originally Posted by Woonsocket54 View Post
Some chatter online it might not happen until mid-Jan 2016:

http://www.railroad.net/forums/viewt...c5cf7&start=30
Hmmmm , im not sure what to think about that...I think the Wesmont project is having some issues...so that might be affecting the station itself..
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Old October 2nd, 2015, 03:58 AM   #813
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Quote:
Originally Posted by Tower Dude View Post
Sorry I meant inter-operability of equipment, as in the M-9s can operate on both rail system because of an advancement in how the 3rd rail shoe operates or am I severely mistaken?
I don't think the M9s are dual units... They will just replace the older equipment on the Long Island Railroad & Metro North.
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Old October 2nd, 2015, 11:03 AM   #814
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Quote:
Originally Posted by phoenixboi08 View Post
Sure, if it was being built, today...by a single entity...
Yeah, pretty much everywhere where there are non-interoperabal systems it is due to a history of different organisations building their own systems and not caring about interoperability.
Quote:
Originally Posted by Nexis View Post
The Goal at least for the Overhead Railway network is to have everything eventually operating under 25kV/60Hz Overhead Catenary. I think we are 10 to 15 yrs away from that happening...
10-15 year from completion? or 10-15 years from work starting? If the first then that's better than I thought get all the Overhead systems switched to 25/60 and get the 3rd rail systems also switched into a single standard and you'd have just two standards over the whole system - something making it possible to have trains that can handle both those systems and thus turn it all into a single network.
It'll take time, but if things are moving in the right direction that's a huge step in itself.
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Originally Posted by Tower Dude View Post
Sorry I meant inter-operability of equipment, as in the M-9s can operate on both rail system because of an advancement in how the 3rd rail shoe operates or am I severely mistaken?
Sounds smart.
Quote:
Originally Posted by Nexis View Post
I don't think the M9s are dual units... They will just replace the older equipment on the Long Island Railroad & Metro North.
aw.
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Old October 2nd, 2015, 11:37 AM   #815
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Quote:
Originally Posted by Swede View Post
Yeah, pretty much everywhere where there are non-interoperabal systems it is due to a history of different organisations building their own systems and not caring about interoperability.

10-15 year from completion? or 10-15 years from work starting? If the first then that's better than I thought get all the Overhead systems switched to 25/60 and get the 3rd rail systems also switched into a single standard and you'd have just two standards over the whole system - something making it possible to have trains that can handle both those systems and thus turn it all into a single network.
It'll take time, but if things are moving in the right direction that's a huge step in itself.

Sounds smart.

aw.
All that is really needed for the Voltage upgrades is New Substations and Catenary replacement. The Gateway Project will replace all but 20 miles of Catenary on the NJ NEC , and the NY section will be replaced when they build the Hell Gate line commuter rail which requires some Bridge replacements and restored trackage... The CT section upgrade will be finished by 2025...although replacing the bridges might take longer. They do have trains that switch voltages , so the overhead is not the problem. 3rd Rail is abit different and more complex. Replacing either system with overhead is out of the question due to the low clearances on many of the LIRR routes with the exception of the few that have Freight or Amtrak running along them. The clearance is only a foot on some lines or slightly less. Which is why you don't see double deckers on Metro North or some LIRR lines... Ordering Dual trains is cheaper then retrofitting the system...
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Old October 2nd, 2015, 02:23 PM   #816
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Quote:
Originally Posted by Nexis View Post
All that is really needed for the Voltage upgrades is New Substations and Catenary replacement. The Gateway Project will replace all but 20 miles of Catenary on the NJ NEC , and the NY section will be replaced when they build the Hell Gate line commuter rail which requires some Bridge replacements and restored trackage... The CT section upgrade will be finished by 2025...although replacing the bridges might take longer. They do have trains that switch voltages , so the overhead is not the problem. 3rd Rail is abit different and more complex. Replacing either system with overhead is out of the question due to the low clearances on many of the LIRR routes with the exception of the few that have Freight or Amtrak running along them. The clearance is only a foot on some lines or slightly less. Which is why you don't see double deckers on Metro North or some LIRR lines... Ordering Dual trains is cheaper then retrofitting the system...
2025 is just 10 years away. not bad.
Yeah, multi-voltage locos/EMUs aren't that uncommon, but the more voltages a loco has to handle the more expensive it gets. Same goes for the 3rd rail systems I assume (i.e. get all the 3rd rail to be one voltage on all lines and it'll be cheaper in the long run). Also, if/when there is only one voltage for overhead and one for 3rd rail - then it might make sense to have EMUs that can handle both since that would make them capable of using all the lines.
As to converting 3rd rail to overhead... yeah, there's no easy way to do that. Maybe just make sure that when bridges and tunnels are renovated the clearance is increased so that a future conversion would be possible? I know the loading gauge of the narrow gauge lines in Stockholm are being expanded as they're renovated and double tracked - being done in order to make conversion to standard gauge possible in the future.
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Old October 2nd, 2015, 05:28 PM   #817
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One of the big problems for the LIRR is that the 63rd St. Tunnel under the East River was built for single-deck and 3rd rail back in the 60s-70s. And they are building East Side Access to the same profile. That represents a HUGE financial cost-several miles of tunnel incapable of handling overhead or double-deck. Given that this represents what will be the second entrance into Manhattan, that's a pretty significant issue.

Grand Central Terminal also has VERY tight clearances. However, I do seem to recall that at one point there was overhead conductor rail on the underground yard approaches, so that MIGHT be feasible. Of course, the whole rest of the system would then have to be done.
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Old October 6th, 2015, 04:29 PM   #818
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Hudson Line at Dobbs Ferry


Quote:
Quote:
Built : 1850s
Rebuilt : 1889, 2006-2008
Number of Tracks : 4
Platforms : 2 Side platforms
Service Level : Every 30mins
Electrification : 750V DC Bottom Contact 3rd Rail


















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Last edited by Nexis; June 25th, 2017 at 09:49 AM.
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Old October 6th, 2015, 04:33 PM   #819
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Quote:
Hudson Line at Irvington

Quote:
Built : 1850s
Rebuilt : 1889, 2006-2008
Number of Tracks : 4
Platforms : 2 Side platforms
Service Level : Every 30mins
Electrification : 750V DC Bottom Contact 3rd Rail








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Last edited by Nexis; June 25th, 2017 at 10:08 AM.
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Old October 6th, 2015, 05:57 PM   #820
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Why is it that one track doesn't have 3rd rail?
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