JS - The construction of a busway between the Secaucus Junction station area and the Meadowlands complex
means that there will be most likely no changes to the rail infrastructure - such as electrification - of the shuttle
service. The noted platform capacity at MetLife Stadium Station of 10 cars will be the limit for train service.
It makes NO sense running 11 or 12 car trains with the inconvenience of having to walk up or back to exit...
The use of two diesel locomotives at either end of shuttle trains during the busiest service periods should
be the standard practice offering needed redundancy and allowing trains to turn at the Meadowlands and
Hoboken Terminal faster without the worries of having an underpowered train running at lower speed...
AG - I would not define a stop in Harold Interlocking a bad situation for ALP45DP motors to change modes.
Because of the strategic area that this train stop would have to be made in the 1 1/2 mile segment of track
between the end of catenary and the East River Tunnels the potential for problems can not be overlooked.
Extending the catenary wire to the LIRR Woodside Station - a track segment of less than two miles - would
be costly and be only practical for ALP45-hauled trains to change modes there - because turning trains
(especially on the two Main Line tracks serving Platforms A and B) would potentially tie up rail traffic...
On the other hand extending third rail from the North/Hudson River Tunnels to Secaucus Junction Station
Again an extension of about two miles - would have its own benefits by allowing the LIRR to use MU cars as
a better service option to the DM30/C3 trains more frequently and allow faster turnaround times - BUT...
Third rail would require the construction of at least TWO new substations - one in the vicinity of the
tunnel entrances and the other at or near Secaucus Junction Station to provide the needed power....
Trains draw the highest current/amperage starting up from a station - and in this instance westbound
750 VDC trains would draw electricity at a higher rate going upgrade under Bergen Hill specifically...
There is a historical predecence for third rail westward into New Jersey from Penn Station:
- the original PRR electrification in 1910 to the Manhattan Transfer Station (1910-1937) which was near
Hudson Tower (a surviving 1910 PRR remnant-Mile 7.3 from Jersey City and Mile 8.6 from Penn Station)
consisting of two island high-level platforms without outside road or pedestrian access used for transfers
between trains and locomotive changes...See:
In closing Meadowlands rail service is going to have to be provided with the present infrastructure we now
have - the elusive "One Seat Ride" will most likely be available only between Hoboken and MetLife Stadium...
Transfers between trains are an unavoidable necessity for most riders...
EXPRESS TRAIN TO NEW YORK PENN STATION-NO JAMAICA ON THIS TRAIN-PLEASE STAND CLEAR OF THE CLOSING TRAIN DOORS