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Single MU cars would gap out in the large 3rd rail gaps in high speed turnouts. A pair can handle will over 150 feet.

That is correct. The drill rigs and materials need to reach out to the cofferdams/foundations. In theory, the temporary bridges will be removed, but so was the temporary one for Secaucus .

Temporary access roads and viaducts into the swamp. I can see a few cofferdams prepared and serious pile driving for the east pier of the main span. There is still a lot of borings and demolition to go as you head west. Two years at a minimum is a good estimate STrRedWolf.

The plan to use the existing lower level of GCT was killed for a few reasons. The wide, shallow alignment required underpinning the Park Ave tunnel for several blocks, several historic buildings, and a significant portion of GCT. LIRR required a separate ticketing area and other back-of-house spaces...

That was for material removed to connect the caverns and the Madison Yard area.

The FEIS plan was still based on using the existing Lower Level of GCT for the ESA service. For many reasons, some even engineering related, the current scheme are for the deep caverns with no connection to the MNR levels.

It looks like you have a job assignment. This page is an enormous font of information , but would hardly count as a source for comparing installed costs of the two systems. Even among the individual systems, the price difference between NY and CA are radically different.

CWR imparts a longitudinal load into structures through the rail fasteners. Particularly if there is a break. Most of the elevated structures were designed to flex, but the more rigid structures most likely can't take the added loads.

Has the work at Harold by LIRR progressed enough that Amtrak trains will no longer be delayed by conflicting LIRR trains ? ----- The Contract for the Eastbound Reroute has been awarded. The EBRR will allow Amtrak to bypass a significant portion of the Interlocking and place trains on the primary rou...

The C3 is indeed about 17" taller than an M1-M9, and it is about 3" taller than the 63rd St Tunnel. However, that ignores Dynamic effects. A Dynamic Clearance for a C3 would likely be more than 9" too high for the existing tunnel.

Sunnyside Station never moved. It was never capable of allowing a transfer for ESA. That was always intended to be at Jamaica.

Sunnyside Station is located past the ESA tunnels and could never serve as a connection between NYP and GCT trains. It was originally included in ESA to garner local Queens support. Once Amtrak refused to stop at it, it was doomed, although recent changes to the LIC area may reawaken a Sunnyside Sta...

Direct fixation, or ballasted track? Are through girders allowed? What roadway headroom requirement is there?

To be fair, the C3's barely fit into the tunnels to NYP. While the height seems only a few inches more than an M7/M9, the wide, flat roof is a problem in the curves. About the deep caverns in Manhattan, the option for a flat eight would have required extensive underpinning of GCT, the Park Ave Tunne...

The Sunnyside Station was added to ESA at the request of the local LIC politician at the time. It does not actually serve trains to GCT as it is located west of the ESA revenue track approaches. Amtrak said it would never stop there (like Secaucus) because they did not want another stop like West Ph...