Can someone explain why the LIRR is building a third level of tracks into GCT, when there appears to be adequate capacity on the first two levels. It is my understanding that tracks have been removed from the lower level to make room for construction equipment.
Two separate railroads, two separate specifications, two separate operations. Aside from that just going into the existing tracks would not make for a sensible or workable operation because of coming from different directions. Also to get to GCT from LIC needed to maneuver under, around, through, a very crowded underground maze that made it easier to get to the new digs.
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The new LIRR line is bored well below the MNRR Park Avenue line, and the platform tracks are in a cavern also well below GCT. The extra tracks removed in GCT are to make way for a concourse and upper escalator lobby to connect to the new platforms. The map and cross-section in the following link might make it clearer:
http://www.mta.info/capconstr/esas/planned_improvements.htm
Can we assume that there will be no track connection from LIRR to MNRR at GCT ? No way to interchaange cars ?
Building a new tunnel into GCT was expensive enough. Imagine what it would cost to include an interchange track.
blue streak 1 Can we assume that there will be no track connection from LIRR to MNRR at GCT ? No way to interchaange cars ?
The 2 lines are so vertically separated (80 feet sticks in my mind) that to bore a track ramp up to it would be a major undertaking. Different electricals (over-running vs under-running 3rd rail) would also suggest against co-mingling. I assume there is no connection.
I suspected that there was not a connection. A much more important item will be the clearance guage both for the GCT and tunnels. The level of the LIRR station 80 ft below begs the question in a distant future ( 2050 + ) AMTRAK finally running the HSR through there using an expanded LIRR station. If clearances allow then certainly future AMTRAK passenger cars could go thru there and use the LIRR to get to Hell Gate bridge.. This is only a dim possibility
blue streak 1 I suspected that there was not a connection. A much more important item will be the clearance guage both for the GCT and tunnels. The level of the LIRR station 80 ft below begs the question in a distant future ( 2050 + ) AMTRAK finally running the HSR through there using an expanded LIRR station. If clearances allow then certainly future AMTRAK passenger cars could go thru there and use the LIRR to get to Hell Gate bridge.. This is only a dim possibility
Does not compute. Amtrak wouldn't use GCT to use LIRR to Hell Gate. It doesn't make sense.
I am not sure I read all the answers and maybe my answer has already been given but the answer is very simple. Both the LIRR and Metro-North use third rail, but different types of third rail. The LIRR uses over-running third rail, the shoe rides on top of the rail. This is what the PRR & LIRR used at the building of Penn Station about 1910. Later in the Thirties PRR used overhead catenary which also allowed it to connect with the New Haven over the Hell Gate Bridge. The New York Central, now Metro North, which finished GCT 100 years ago used under-running third rail the shoe rides under the rail. These third rails are not compatible and there was never any thought about a connection. Since there was never any thought of connection it allowed them to build deeper which was through hard rock but they didn't have to worry about disrupting the underground infrastructure at shallower depths.
As I recall, the Turbo Train could run on either type of third rail, but no other equipment was so built.
Johnny
and as for adequate capacity, depends on usage, MN uses lower level tracks to store some trains between AM and PM rush hours. Saves deadheading expense.
FL-9's were originally equipped with dual-sprung shoes that could work on both 3rd rail types
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