Penn Station (Off-Peak Track Usage)

Is there a reason why it seems only the upper tracks are used during off-peak hours? It seems that mostly in the evenings tracks 18-21 are used. Is there a reason why 13-17 are not used?

Thanks...

RC '75 wrote:Is there a reason why it seems only the upper tracks are used during off-peak hours? It seems that mostly in the evenings tracks 18-21 are used. Is there a reason why 13-17 are not used?

Thanks...

Amtrak uses them.

One time around the Christmas Holiday, tracks 15, 16, and 17 were used for LIRR service on the weekend. Those trains also used Lines 1, and 2.

The LIRR pays the full cost of maintaining and rent on Tracks 17-21, and half the cost of Tracks 14-17. At least that was the deal prior to the PSCC Agreement. We have exclusive use of 18-21, and use the others at Amtrak's pleasure. We are guaranteed the use of the lower tracks 14- 17 during rush hours.

Typically, if Amtrak wanted to move a baggage car in three hours on Track 17, we were kept off of it. Much of that changed with the advent of Penn Station Central Control. Amtrak and the LIRR alternate command every six months, so the nonsense has gotten a bit less. The working relationship has improved.

Tracks 18-21 are only accessable from East river Tunnels 3 & 4, so when either of them are closed for track work, Amtrak permits use of the lower tracks by us which is why you see Track 14 used sometimes during the day or on weekends. Likewise for the lower tracks; Amtrak uses our tracks when they close Line 1 or 2.


Misroutes are fun. I recall seeing a GG-1 pulling 18 conventional cars come into Track 20...

We've had times that LIRR trains were brought into Tracks as low as 10 either in error, but usually on purpose when track space was scarce and nobody, including the crew knew where they were.

By the way, all LIRR crews must qualify on the entire station and the Hudsen River tunnels. Most NY supervisors are qualified to Bergen. The Amtrak rules examiner administers the NY qualifications.

Clem.

Clem, did you forget also Track 13 is used by us as well?????

Clemuel forget?

I don't believe the LIRR pays for any of Track 13, though they certainly do use it. Just a courtesy for all the other billings that the LIRR pays Amtrak.

Clem and everyone: One thing to remember is that ALL PSNY tracks have catenary wire-including tracks 17-21. What is the clearance between the wire and the roof of the C3 cars? Or better yet in the ER tunnels? PSNY tracks 1-4 do NOT have third rail-used now almost exclusively by NJT. I would like to find out how long ago the third rail was removed. In the late 80s Amtrak re-installed third rail thru both the Hudson River tunnels. It ends at the NJ side portal to allow use of DM locos as well as turboliner equipment. Also every now and then the LIRR will sometimes get a train arriving on tracks 11/12. Is this still done? MACTRAXX

The third rail in the Hudson tubes is to permit Long Island equipment to be used in a rescue. It was recommended by the Tunnel Safety Task Force perhaps a decade ago and was renovated then.

The overhead wires of course clear the C-3's as do all the platforms except Track 18. There a C-3 *might* scrape on the s-curve.

And that overhead has been used on all the tracks.

When the C-3 clearance tests were being made on 18 Track, a M of E guy named "Flash" was in charge. He jumped off coming into the station to get coffee and wasn't there to see the color light signal get knocked off the ceiling.

At five the next morning, the first westbound found the signal, which was laying on its back on the platform and called the Stationmaster.

"If it's better than Stop, keep going" was the reply.

Clemuel

Clem: As you usually do -give a good reply! I also now recall that Amtrak will use at least 4 LIRR MU cars to tow their work and/or wire trains at times so they would not have to use a diesel for this work. I have sometimes noticed one of Amtrak's diesel switchers sitting outdoors in the 10th Avenue pit area - I know that diesels are used only if absolutely necessary in the tunnels-when the protect engines are brought into the tunnels is there a time limit they can be there before the exhaust becomes a problem? The C3 story was good-taking the signal off the ceiling was an embarassment to that crew - in short OOPS! Hopefully they did not get in any trouble over it. MACTRAXX

No one got in trouble for the signal. M of E was supposed to be watching for things like that, and they never get in trouble --- (eh, sorry Tom, couldn't resist.)

There is no time limit for diesels in the tunnel, though we try to keep it short and turn on the exhaust fans in the station. Huge new fans are being installed in the tunnel shafts to replace the ones from 1910.

We try not to pull work stuff with M-1's though it has been done in a pinch. Amtrak has their own motors for that.

Clem