BusTalk

[NEW YORK OMNIBUS 2629]

(SEE PREVIOUS POSTS/LINKS)

An attempt to bring back some of the lofty grandeur and classic inspiration of the original( 1910) Penn Station; this is an interesting page, with a number of photos (trackplan also included)...............

https://en.wikipedia.org/wiki/Moynihan_Train_Hall

["KN INTERLOCKING"]

[NEW YORK OMNIBUS 2629]

Cannot discuss AMTRAK (or the NEC) without mention of the time-honored position-light signals, as much as timeless as the mighty PRR as were the mighty "GG-1s".

This is a fascinating and detailed look at the classic "PLs"...........

https://railroadsignals.us/signals/pl/pl.htm

[NEW YORK OMNIBUS 2629]

The B&O used "CPLs" (Color Position Light") signals; as the SIRT was B&O subsidiary until 1971, "CPL's" became the standard for decades on Staten Island, and only recently were replaced (at least in part) by more modern signaling......

https://www.railroadsignals.us/signals/cpl/index.htm

(this is aniother excellent, "in depth"page, with much of interest.............

["RIDE THE RAPID"]

[NEW YORK OMNIBUS 2629]

"CPLs" on the SIRT............

https://www.nycsubway.org/perl/show?115409

https://www.nycsubway.org/perl/show?22048

(courtesy:nycsubway.org)

["5:05 GREAT KILLS EXPRESS"]

[Cyberider]

Thanks for the interesting info, NYO!

[NEW YORK OMNIBUS 2629]

[NEW YORK OMNIBUS 2629]

Another interesting page; this one detais the "CPLs" used on the NEC..............

https://www.railroadsignals.us/rulebooks/amtraknec/index.htm

[NEW YORK OMNIBUS 2629]

Today, NJT unveiled the first of their new double-decker/bi-level MU commuter cars; these cars are virtually identical to the push-pull bi-levels that they have operated by a number of years now.

These newcars will be the first double-decker/bi-level MU cars in the New York area since the LIRR retired its famed double-decker MUs back in 1972.

These photos depict the current push-pull cars, which are the basis for the forthcoming double-decker/bi-level MUs; double-decker/bi-level MUs have been commonplace in the Chicago area for many yerars now, starting with those of the IC, which entered service in 1972........

https://www.nycsubway.org/perl/show?97605

https://www.nycsubway.org/perl/show?96377

https://www.nycsubway.org/perl/show?103767

https://www.nycsubway.org/perl/show?42084

(courtesy:nycsubway.org)

["NEW JERSEY TRANSIT"]

[NEW YORK OMNIBUS 2629]

Here is one of the LIRR's fabled double-decker MUs; when these distinctive cars were retired in 1972, the event was even covered by local New York television stations; needless to say, these big owl-eyed cars were always big favoritesr with area railfans, especially the "juice jacks".........

https://www.nycsubway.org/perl/show?43408

(courtesy:nycsubway.org)

["THE ROAD OF THE DASHING COMMUTER"]

[NEW YORK OMNIBUS 2629]

PRR/NEC electrification.........

Interesting to remember, that, the original PRR electrification out of New York was third rail; this third rail only extended out as far as "Manhattan Transfer", which closed in 1937.

This transfer station,built in the middle of the vast, desolate Jersey Meadows (with no access to any streets or streetcar, as there were none in this areas)

Here, the clanking, growling, side-rodded "DD-1" electrics were swapped for steam power

At Manhattan Transfer, there were gauntlet tracks, to allow the narrower rolling stock of the H&M to use the same platforms as the PRR trains.

It was not until the early 1930s that catenary replaced third rail out of New Yorkon the PRR, setting the stage for the mighty GG-1; third rail was retained inside the Hudson River tunnels, to be used by work trains.

The very last DD-1, looking much like a Jules Verne creation, was not retired until 1970, assigned to "wire train" service, based out of Sunnyside yards..............

"NYO"

["DD-1"]

[NEW YORK OMNIBUS 2629]

These massive, hulking early electrics were the engines which made the New York Tunnel Extension (and Pennsylvania Station) possible

The grades in the PRR's tubes under the Hudson were/are steeper than the PRR's route over the Allegheny Mountains.

These doughty, fearsome-looking, massive machines later went to work on the LIRR; thankfully, one of these huge electrified minsters is today preserved.............

https://en.wikipedia.org/wiki/Pennsylvania_Railroad_class_DD1

["CHANGE AT MANHATTAN TRANSFER"]

[NEW YORK OMNIBUS 2629]

Excellent, detailed page (note cross-section diagram showing steep grades in the Hudson River tunnels)...........

https://en.wikipedia.org/wiki/New_York_Tunnel_Extension

["PENNSYLVANIA"]

[NEW YORK OMNIBUS 2629]

Indeed,mention must be made of the historic (1910) "Portal Bridge", a vital link on the NEC for AMTRAK and NJT trains traveling to and from New York.

Sadly, over the decades, this swing bridge has been allowed to fall into disrepair (thus causing numerous delays, especially over the past several years)

The new (stationary) bridge is now in service..........

https://en.wikipedia.org/wiki/Portal_Bridge

["METROLINER SERVICE"]

[NEW YORK OMNIBUS 2629]

The historic (multi-modal) station complex at Harrisburg marks the westernmost limit of AMTRAK (PRR) electrification.

This stately depot (with its lofty, echoing trainshed) has much history......

https://en.wikipedia.org/wiki/Harrisburg_Transportation_Center

["BROADWAY LIMITED"]