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New York governor pushes for Metro-North service to Penn Station
Right now, with over-and under running 3rd rail shoes, MU’s service between Babylon to Harmon to Port Washington to Harmon can happen with 3rd rail installation between Spuyten Duyvil and Penn Station.
From New England, D.C. isn’t problematic, but for LIRR to find a thru train way to New England…could a connection be constructed to the Hell’s Gate from Sunnyside Yard? A thru’
one, not requiring a reverse move?
What about putting back in the connection at Spuyten Duyvil? The grading still exists for the old connection. And the connection at Mott Haven still has third rail (I think)
If they move ahead with this, NY should also consider adding a commuter rail station somewhere near where the rail line crosses the N & Q subway lines or near Astoria Blvd/I-278 and provide connecting bus service to La Guardia Airport. One can currently get from Metro-North to La Guardia, but it requires a 45 min. bus trip from 125th St. in Manhattan.
Weld the 138th St. lift bridges closed and scrap the towers. With six lifts/year (‘Trains’ figure), the maritime industry doesn’t really need it. Also, at only 250 openings/year, I’d weld the Spuyten Duyvil closed, too. Bring on the M-NR trains! The bridge tenders can retire or find other work on the railroad.
I noticed a potential money waster in the article. The M8 cars already can operate into Penn Station since the overhead wires on the Hell Gate are exactly the same as that of the Metro North from Woodlawn Junction to the connection with Amtrak’s Penn Station line.
I’ll believe it when I see it! After promises of Super Express Subway Service for eastern Queens. The return of LIRR service on the Rockaway Beach Branch. Through service between New England and New Jersey. Through service between Upstate New York and Washington, DC. And lets not forget the frequent stops and starts of the Second Ave. Subway! Alot of these projects were supported by voter backed transportation bond issues. What happened to all this money? It was diverted to other projects! That’s why that I’ll believe it when I see it!
LIRR needs to install 3rd rail to make Penn Station access possible because overhead voltage is not what the M-8 cars were designed for.
The bridges commented on CANNOT be welded shut as that would interfere with interstate commerce as these are viable shipping waterways.
There is no funding for a direct NY Penn-GCT tunnel link. It has been discussed but the details are too much for this space.
Everyone needs to accept this all at face value.
What about the circle line boats?
I had always thought tunneling under Manhattan from Penn Station making a left hand turn into Grand Central, perhaps beneath it where LIRR is going in, would be the best option. It’d be the shortest distance, and allow Amtrak trains to make a shorter route to Boston. But going up the west side isn’t bad either, though for Amtrak would require a reverse of direction. For Metro North, I would imagine it would be a more direct route and therefore faster. However, adding new stations in Queens and the Bronx has appeal too, especially if it could provide a better connection to La Guardia.
Fundamentally, I’m all about reducing overall route length, increasing overall trip speed, reducing slowest spots on a route, and increasing connectivity between major hubs. In short, making it easier for someone to get from point A to point B as quickly as possible.
Joe: The LIRR does not use overhead catenary. LIRR cars use a third rail that the shoes ride on top of instead of underneath which Metro North uses on the Hudson and Harlem lines.
M8 cars on MNRR’s New Haven Line are equipped for overhead catenary as well as under running 3rd rail power. Were you referring to the M7 or the in the works M9 cars coming in a few years?
stop making a big deal this can happen tommarrow if their was no politics envolved, amtrack comes down the west side now the axcess for metro north is already their by the bronx connection. just throw the switch the right direction and presto metro north comes to penn station.
Riddle me this: The New Haven Railroad had electric locomotives with overhead pantographs that could run into Grand Central after switching to 3rd rail at the Woodlawn juncion with the New York Central. When traveling to Penn Station, they simply continued using the pans. Amtrak equipment runs from Penn Station to Boston using overhead pans. What’s the deal with having to revise the power delivery?