From: jishnu@nospam.verizon.net   
      
   On 2/10/2016 10:09 PM, hancock4@bbs.cpcn.com wrote:   
   > On Wednesday, February 10, 2016 at 9:24:33 PM UTC-5, Stephen Sprunk wrote:   
   >   
   >   
   >> 12.5kV means four times as much current as 2x25kV, but if they think   
   >> their decrepit infrastructure can handle the load, c'est la vie.   
   >   
   > I don't know the various loads factors, but in Penn Central days   
   > they hauled numerous through freights on the NEC and connecting   
   > branches, and obviously those trains consumed a good deal of   
   > current.  In PRR days, some of the trains were long heavy-weight   
   > cars.  I suspect two GG-1's pulling a 20 car train consumed a good   
   > deal of current.   
      
   Probably not a huge amount more than an ACS-64 pulling a 20 car train would.   
      
   >   
   >> Variable-tension and 25Hz are far more pressing problems that can be   
   >> corrected independently, though it'd be wise to do both in a way that   
   >> makes moving to 2x25kV later much easier.   
   >   
   > I would say the physical catenary itself is the major problem.  I   
   > understand much of it still dates from the 1930s and is very worn   
   > out with frequent failures.   
      
   The catenary and its mounts are being replaced between New Brunswick and   
   Morrisville. About two thirds of it, where the trains can actually reach   
   any speeds higher than 135mph is being upgraded to constant tension. The   
   rest will remain fixed catenary but with newer mounting brackets   
   designed to be more stable than the current setup at higher speeds.   
      
   > I would say the second biggest problem is lack of capacity.  Earlier,   
   > we here had discussed the practicality of adding a new tunnel and   
   > tracks to the south side of Penna Station, which apparently was the   
   > original intent.  Did we ever reach a consensus about that?   
      
   Actually whether we reach any consensus is somewhat irrelevant. That   
   essentially is what the Gateway Project is all about, and NJT is in   
   charge of the EIS for the tunnel. Amtrak is in charge of quadruple   
   tracking from the tunnel portal. The details of who does what for NYP   
   South is yet to be determined.   
      
      
   /J   
      
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