Chat Pic
- Thread starter N Gauger
- Start date
Did anyone else use them except the Pennsylvania RR? Didn't ever see that kind of equipment out here in the flatlands!!
Bob
Bob
Chessie6459
Gauge Oldtimer
When Pennsylvania Station was opened in 1910, all trains to and from the south and west were operated electrically as far as Manhattan Junction, just east of Newark, N.J., where the change was made to steam traction. This initial electrification was of the direct current, third-rail type, to correspond with that already installed on the Long Island Railroad. Electrification of the New York Central's passenger terminal trackage in the metropolitan area, in connection with the building of the Grand Central Station, New York City, was begun in 1906. Following the Long Island and New York terminal projects, the Pennsylvania Railroad carried out a number of important electrification schemes, and at the present time, (1935), is completing a programme of unprecedented extent.
In 1928 the management decided upon the momentous step of electrifying the lines all the way from New York to Washington, for both passenger and freight traffic, affording an electrified service all the way from New Haven, Conn., to Washington, a distance of over 300 miles. For this route the alternating current, single-phase system with overhead conductors is used.
Meanwhile, extensive progress was made in the electrification of suburban lines for passenger traffic in the Philadelphia area. In spite of the general business depression during recent years, further projects have been planned and put in hand, the Pennsylvania Railroad thereby contributing materially to the recovery and re-employment programme of the Federal Government.
The purpose of the New York - Washington electrification project is to speed up both passenger and freight traffic, to permit the operation of longer and heavier trains, provide greater comfort in travel, and increase the ultimate capacity of the 1ine without building additional trackage. The regular express service between New York and Philadelphia has already been considerably reduced, and between New York and Washington to three hours and fifty-five minutes, with correspondingly faster speeds between Philadelphia and Baltimore, and Philadelphia and Washington.
This is the largest single railway electrification project yet undertaken in any country. On the basis of normal business conditions, it involves an annual freight train gross ton mileage of over 10,000,000,000; a passenger coach mileage of 133,000,000; and an electric locomotive mileage of more than 17,000,000. The normal daily passenger movement consists of about 830 trains. The stretch between New York and Philadelphia carries a volume of passenger traffic unequalled elsewhere, either in the United States or any other country.
But it is realised that even more extensive developments will be necessitated in future. Looking ahead, the Pennsylvania management has made exhaustive studies of the industrial and transportation situation throughout the eastern States. Full consideration has been given to the advance in population and industry likely to take place in the great cities of the Atlantic seaboard, not only in the New York metropolitan district, but also in the Philadelphia, Baltimore and Washington areas. Nor has the management ignored the smaller but highly important industrial cities and communities which lie between these areas. It is estimated that by 1950 the Metropolitan area about New York will extend to New Brunswick on the west and well out on Long Island in the east, and may contain as many as 30,000,000 people. It is also regarded as certain that before the lapse of many years substantially continuous urban conditions will prevail along the route all the way from New York to the Potomac River.
It is impossible to conclude this section without reference to the magnificent terminals erected by the Pennsylvania Railroad. Railway terminal stations are gateways, modern equivalents of those which formerly gave access to walled cities. But they are gateways on an unprecedented scale. Through them surges a tide of humanity far mightier than any known to the ancient world.
The PRR also thought about extending it's electrification project clear to Pittsburgh, but that never happened. Instead as the 1950's came around the 50's brought uncertainty to the electrifed network, as the railroad studied options ranging from scrapping the line-haul portions of it in favor of diesels to extending electrification to Pittsburgh. The decade ended with the system intact, new generation of MU cars and freight locomotives on the horizon, and the great GG-1 fleet handling a diminishing number of eat-west passenger trains.
By the way Great Picture N Gauger :thumb: :thumb:
In 1928 the management decided upon the momentous step of electrifying the lines all the way from New York to Washington, for both passenger and freight traffic, affording an electrified service all the way from New Haven, Conn., to Washington, a distance of over 300 miles. For this route the alternating current, single-phase system with overhead conductors is used.
Meanwhile, extensive progress was made in the electrification of suburban lines for passenger traffic in the Philadelphia area. In spite of the general business depression during recent years, further projects have been planned and put in hand, the Pennsylvania Railroad thereby contributing materially to the recovery and re-employment programme of the Federal Government.
The purpose of the New York - Washington electrification project is to speed up both passenger and freight traffic, to permit the operation of longer and heavier trains, provide greater comfort in travel, and increase the ultimate capacity of the 1ine without building additional trackage. The regular express service between New York and Philadelphia has already been considerably reduced, and between New York and Washington to three hours and fifty-five minutes, with correspondingly faster speeds between Philadelphia and Baltimore, and Philadelphia and Washington.
This is the largest single railway electrification project yet undertaken in any country. On the basis of normal business conditions, it involves an annual freight train gross ton mileage of over 10,000,000,000; a passenger coach mileage of 133,000,000; and an electric locomotive mileage of more than 17,000,000. The normal daily passenger movement consists of about 830 trains. The stretch between New York and Philadelphia carries a volume of passenger traffic unequalled elsewhere, either in the United States or any other country.
But it is realised that even more extensive developments will be necessitated in future. Looking ahead, the Pennsylvania management has made exhaustive studies of the industrial and transportation situation throughout the eastern States. Full consideration has been given to the advance in population and industry likely to take place in the great cities of the Atlantic seaboard, not only in the New York metropolitan district, but also in the Philadelphia, Baltimore and Washington areas. Nor has the management ignored the smaller but highly important industrial cities and communities which lie between these areas. It is estimated that by 1950 the Metropolitan area about New York will extend to New Brunswick on the west and well out on Long Island in the east, and may contain as many as 30,000,000 people. It is also regarded as certain that before the lapse of many years substantially continuous urban conditions will prevail along the route all the way from New York to the Potomac River.
It is impossible to conclude this section without reference to the magnificent terminals erected by the Pennsylvania Railroad. Railway terminal stations are gateways, modern equivalents of those which formerly gave access to walled cities. But they are gateways on an unprecedented scale. Through them surges a tide of humanity far mightier than any known to the ancient world.
The PRR also thought about extending it's electrification project clear to Pittsburgh, but that never happened. Instead as the 1950's came around the 50's brought uncertainty to the electrifed network, as the railroad studied options ranging from scrapping the line-haul portions of it in favor of diesels to extending electrification to Pittsburgh. The decade ended with the system intact, new generation of MU cars and freight locomotives on the horizon, and the great GG-1 fleet handling a diminishing number of eat-west passenger trains.
By the way Great Picture N Gauger :thumb: :thumb: