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| Re: A new topic for discussion, electrification to Port Jeff and Patchague (1515893) | |||
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Re: A new topic for discussion, electrification to Port Jeff and Patchague |
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Posted by Osmosis Jones on Sun Jun 16 06:54:39 2019, in response to Re: A new topic for discussion, electrification to Port Jeff and Patchague, posted by WillD on Sat Jun 15 18:53:57 2019. If the British can successfully build and operate 3rd rail + 25kv EMUs with their lilliputian loading gauge then we have absolutely no excuse when it comes to running the same into ESA. I would assume any LIRR multisystem EMU would be based on the M9 carbody, with propulsion equipment roughly similar to that found on the M8. It would then be capable of running into Grand Central Terminal without issue.It's probably going to be a while before the technology develops to enhance regenerative braking so as to improve undercarriage space by removing, relocating, and/or shrinking the radiators, and it's also going to be a while before they find a way to relocate at least some of the resistors on the roof so as to shrink the car's height from up there. Considering how all of that AC and DC equipment will forever take up space underneath the car body as well, I just can't see such a shortened version of the M8 being developed anytime soon. A ton of electrical equipment would still probably have to be crammed within the cars roof for it to fit, and even then you would still probably have to increase the height of the tunnel in its center by a few inches. Another round of dual modes just increases the likelihood of the LIRR abandoning their most marginal services the next time they experience a budget crunch. I can see the Oyster Bay branch being cannibalized, but the Port Jefferson, Greenport, and Montauk services? No way, those lines see decent ridership, provide service and relieve traffic for some of the wealthiest and most politically affluent communities in America, and would seriously put a strain on local roads, and the Huntington and Ronkonkoma services if discontinued. Communities along the Greenport line got their mere 2 weekend trains a day discontinued by the LIRR some years back, and were a thorn on the LIRR's side for many years until the LIRR eventually relented by restoring and doubling weekend service to Greenport. LIRR service within diesel territory is poor simply because they didn't order enough equipment. There are very few spare DM30ACs lying around on a typical weekday, and when you factor in the longer DE30AC consists that need to be double-ended, you get a situation like the LIRR is in right now, where you're overworking your already poorly designed diesel fleet on a consistent basis and "Robbing Peter to Pay Paul" by cancelling Oyster Bay and Port Jefferson trains to appease the severely still underserved swarm of passengers going towards Montauk. The LIRR wants to join in on a super order of Dual Mode Siemens Chargers with Amtrak and Metro-North that would be about 90 locomotives for all 3 railroads, but it would be cheaper and more practical for the LIRR to instead look at the proven ALP45DP, eliminating the need to double end all Penn Station-bound trains, unless Siemens were somehow able to keep their Dual Mode Charger at the existing model's 12' 6" height thus allowing it to go to Grand Central, which doesn't seem likely. Precisely. Piecemeal electrification extensions and another dual mode order just creates logistical problems at the newly created terminals. Better to electrify everything today with the most cost effective manner than to drag it out and risk lines being closed as diesel operation becomes more and more marginal. There wouldn't be and aren't any logistical problems with dual modes along the Montauk branch concerning space for storing trains since a perfectly capable terminal and yard already exist at Speonk. Speonk is somewhat of a ghost town, but there is most certainly demand for increased service to Mastic-Shirley and Bellport. |
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