by rr503
When it was electrifying, why didn't it use catenary so it would be compatible with the PRR's other ops?
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Moderator: Liquidcamphor
Backshophoss wrote:Penn Station was built with 3rd rail in the beginning,as LIRR was a ward under PRR ownership,that's howI see...
the 3rd rail extended eastward on the island.
The 11kv 25hz overhead wire came into Penn Station a few years later,as did the NY Connecting RR,a joint NH/PRR project
Kelly&Kelly wrote:Here's a rather rare view of the convertible third rail shoe on the MP-41's -- the first electric MU cars. Using a special transition rail arrangement, the show would convert from the LIRR's standard to the IRT subway standard. The board won't let me post the photo, so you can use the link while it works.."Why can't you post the photo?
Backshophoss wrote:Penn Station was built with 3rd rail in the beginning,as LIRR was a ward under PRR ownership,that's howAs a historical note, when the Pennsy built Penn Station, they needed a way to actually get a train, pulled by a steam locomotive, under the Hudson River. The solution was to change locomotives at Manhattan Transfer, a station between today's Newark Penn and New York Penn. The route from Manhattan Transfer to Penn Station and thence to Sunnyside Yard was electrified by third rail, as stated elsewhere, with the 3rd rail on the generally on the ground but overhead where a ground based rail was impossible to lay (through interlockings). New York Central likewise used 3rd rail, mounted on ties or overhead, to get from Croton to Grand Central.
the 3rd rail extended eastward on the island.
The 11kv 25hz overhead wire came into Penn Station a few years later,as did the NY Connecting RR,a joint NH/PRR project
docsteve wrote:There was no dual AC and DC catenary. There was and is no catenary in Grand Central. New Haven engines used the NH's AC catenary to Woodlawn Junction, and used the New York Central's underruning DC third rail thereafter.Backshophoss wrote:Penn Station was built with 3rd rail in the beginning,as LIRR was a ward under PRR ownership,that's howAs a historical note, when the Pennsy built Penn Station, they needed a way to actually get a train, pulled by a steam locomotive, under the Hudson River. The solution was to change locomotives at Manhattan Transfer, a station between today's Newark Penn and New York Penn. The route from Manhattan Transfer to Penn Station and thence to Sunnyside Yard was electrified by third rail, as stated elsewhere, with the 3rd rail on the generally on the ground but overhead where a ground based rail was impossible to lay (through interlockings). New York Central likewise used 3rd rail, mounted on ties or overhead, to get from Croton to Grand Central.
the 3rd rail extended eastward on the island.
The 11kv 25hz overhead wire came into Penn Station a few years later,as did the NY Connecting RR,a joint NH/PRR project
New Haven and Pennsy jointly built the NY Connecting RR, not electrified, in 1917, so the couple of NH trains into Penn had to do something, but I'm not sure what -- probably a Pennsy DD1 (NH used EP-1s at the time into Grand Central with dual AC and DC catenary). Regardless of what NYC and Pennsy did with 3rd rail, NH electrified with AC through catenary. The Pennsy followed, albeit without the triangular support structure.