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| Re: A new topic for discussion, electrification to Port Jeff and Patchague (1515924) | |||
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Re: A new topic for discussion, electrification to Port Jeff and Patchague |
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Posted by WillD on Sun Jun 16 10:33:37 2019, in response to Re: A new topic for discussion, electrification to Port Jeff and Patchague, posted by Osmosis Jones on Sun Jun 16 06:54:39 2019. It's probably going to be a while before the technology developsIt exists today. The British operate a number of AC/DC EMUs in a loading gauge far more restrictive than that faced by the LIRR through ESA. I don't see rooftop brake resistors on their equipment, and most of their cars are less than 68 feet long. This appeal to exceptionalism has no basis in reality. but the Port Jefferson, Greenport, and Montauk services? No way, Except that the LIRR threatened to close the Greenport branch multiple times in the last decade during budget crises. Even if it was a bluff, one of these times someone may call them on it and we'll lose a valuable transportation link. That becomes especially true as 3rd rail electrification extends to Port Jefferson, Speonk, and Glen Cove and the economies of scale for diesel operation disappear. Someone could well come along promising to keep LIRR fares down by cutting increasingly expensive diesel services. but it would be cheaper and more practical for the LIRR to instead look at the proven ALP45DP, What JoeV said. Cheaper and proven are not words that should be bandied about in any context when it comes to the NJT's dual mode boondoggles. Whole trains of EMUs can be purchased for the cost of just one or two of those rolling disasters. 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. The C3s' roofs are 14 feet ATOR, so it doesn't matter what the locomotives' height is. Their first trip into GCT is going to be a short and painful one. We can replace the C3s, but that's a needless expense changing out the one part of the DM program that worked when we're gaining none of the benefits of full electrification while paying most of the cost. 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. Dual modes do not bring any operational benefits to the system in terms of travel time reductions or lower cost of operation. Only electrification can do that. |
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