alcock@csse32.DEC (Bruce G. Alcock) (01/24/86)
In GCT (Grand Central Terminal) there is a loop around the lower level that is used to turn trains. Back in the hay-day of passenger service, long haul trains were towed out backwards to High Bridge, run through the washer, and then pushed back to Mott Haven, around the wye, and into the yard. Commuter trains almost never are turned - they run into the stub end track, have their "push over" seats reversed, and run back out. The lower level loop is now used by Amtrak for the Lake Shore - Turboliners are double ended and don't need to be turned. I can remember entering Chicago about 10 years ago on the Capitol Limited. At that time, they were using Union Station, and backed into the station! Very time-consuming. The old Lackawanna terminal in Hoboken is single ended, and there is no wye or loop on the east side of the tunnel. I don't think that they turn trains on that line now. Long distance trains had to be turned (the Phoebe Snow did have an observation car) and I believe that the trains had to be taken through the tunnel to Croxton to do that. The Long Island, at one time, ran an observation car on each end of the Cannon Ball because they didn't turn their trains, and this was a simple solution. That train ran once or twice a week during the summer and was an ALL PARLOR car train! Electification: Required to enter New York City at one time. The law may still be on the books, but for the last 10 years or so the FL-9s have been run into Grand Central with diesel engines running! So the Hudson division was only electified to Harmon (no need to go further). Second reason for electification: high density. That's why the Pennsy had so much catenary in the east. During the '74 oil crisis, the U.P. started to investigate what it would cost to electrify their main from Omaha on West. With current oil prices, juice fans will have a long wait. It might be interesting to note that NYC el trains were powered by steam locomotives at one time. It should also be obvious why they didn't use them in subways. The same philosophy applies to the Class 1 rounds that entered NYC, all of which ended up underground in Manhattan. Cleveland Union Terminal was also electrified, until diesels came along. Detroit River tunnel - ditto (Cleveland had catenary, Detroit third rail). And of course, being in B&M country, how could I leave out the Hoosac Tunnel?! Did I leave out any other special electifications? bruce alcock
jis1@mtgzz.UUCP (j.mukerji) (01/26/86)
> The Long Island, at one time, ran an observation car on each end of > the Cannon Ball because they didn't turn their trains, and this was > a simple solution. That train ran once or twice a week during the > summer and was an ALL PARLOR car train! There is delightful article on Steam on LIRR in a recent Trains Magazine (January or February '86), which has a lot to say about the Cannon Ball. It is highly recommended reading for those interested in Steam on LIRR. Before reading this article I was not aware of the fact that there used to be a connecting line between Manorville on the Main Line and Speonk on the Montouk Line. I guess that explains why the Main Line is called the Main Line. These days, operation on the Main Line, beyond Ronkonkoma, is limited to a couple of trains a day on weekdays. I believe there is no train service beyond Ronkonkoma on weekends, and bus service is provided in lieu of train service to Greenpoint the terminus of the Main Line. This was the state of affairs four years back, I don't know if they have changed now, what with new developments along the Main Line, electrification to Ronkonkoma and such. It would seem to me that train service should be viable at least upto Riverhead. > Commuter trains almost never are turned - they run > into the stub end track, have their "push over" seats reversed, and > run back out. The lower level loop is now used by Amtrak for the > Lake Shore - Turboliners are double ended and don't need to be turned. Actually most of the electric commuter trains don't even have reversible seats anymore. They simply have about half the seats facing one way and the other half facing the other way, and they are fixed seats. Rumor has it that Amtrak is looking for an entry into Penn Station from the Hudson line over a freight spur that runs down the Hudson. If that scheme comes to fruition, I guess Amtrak will have to figure out a way of changing motive power just outside Penn Station, on the Lake Shore Limited. I wonder what they will do with the Turboliners. Jishnu Mukerji