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| Re: NY Senate Urges MTA To Reject Proposal To cut LIRR service into Penn Station (1140581) | |||
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Re: NY Senate Urges MTA To Reject Proposal To cut LIRR service into Penn Station |
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Posted by Olog-hai on Sun Feb 19 00:54:35 2012, in response to Re: NY Senate Urges MTA To Reject Proposal To cut LIRR service into Penn Station, posted by Wado MP73 on Sat Feb 18 19:11:59 2012. It's done where it gives operational flexibility. The Euston-Watford DC line is kept DC even though the paralleling tracks are AC powered so tube trains can run on it. North London line used to have duplicate electrification before they got dual-capable Class 313.Although in the States, I can only think of PATH in the old days and the NYP area So you found two examples of two different railroads where one of the two has clearances too low for lowered pantographs (or overhead wires) while operating in tunnels. In the case of Amtrak and Metro-North on the Hudson Line, this would not give any particular operational flexiblity. "and MBTA has what to do with this?" An example of diesel operation under catenary Great; more apples/oranges. This was not being discussed here AFAICS. You'd need transformers too. Not just rectifiers. The cost of maintaining AC only equipment is not that different from AC/DC dual capable ones when compared to DC only equipment I would not think so. The AC/DC third-rail/catenary EMUs have a lot more physical equipment on them than your Arrow III. "Block length, remember? Average speed is doubled there versus what's intended for NYP-ALB, a regional-type operation" Huh? What that has to do with frequency of service? You're the one who brought up new-build HSR—something that's intended to host average speeds in the 145-mph range. That's an apples/oranges comparison with the Empire Service; you're not justifying (re)electrification on a traditional railroad with your fourteen trains unless you're going up to the 150-mph range at least and using tilt trains. |
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