If I remember correctly, DPM once observed in “Second Section” that the EP-5’s had no less than seven current collection devices, four third-rail shoes, two AC pantographs, and one stubby DC pantograph.
What prompted the comment about grade crossings in my post was that one of the PRR’s electrification experiments in the 1890’s - 1900’s time frame was a branchline trolley-type operation in southern New Jersey. (There were 2 of them - plus the Cumberland Valley out at Mechanicsburg/ Harrisburg, and I don’t have my best references handy - the books by Middleton or Bezilla, so it’s easy for me to confuse them.) Anyway, it was mostly 3rd rail, but catenary at the crossings and in the several towns, as best as I can recall.
- Paul North.
The CA&E (aka “The Great 3rd Rail”) coasted across grade crossings (and there were many in the western suburbs), even on one car trains.
Here’s a link to a pretty good article and explanation of that arrangement, in the first half-dozen lines or so -
PDN.
I think you are right. The “P-motors” had one pan. The “R-motors” had two. The “Q-motors” only had one, but I can’t figure out why. I don’t think they ever ventured into GCT and don’t know of any overhead outside the terminal. As far as third-rail territory grade crossings go, I can’t recall NYC having any. On the Harlem, Virginia Road, north of North White Plains was the first and it was beyond the third-rail territory. This, of course, before M-NR extended the electrification. I’ma have to search for a picture of a NH EP-5 “Jet” that shows a DC pan. Might have been. Don’t wanna dispute DPM!
Hays
3rd. rail or wire is guarenteed a Big CHARGE ~~~ OOps
Both systems were good for a specific use where viable. HEH HEH.