Historically main line through PRR trains did not stop at 30th Street. The stop for Philly passengers going anywhere west was North Philly Station. This stop is impossible for use today. Here is a question: what would be required to bring trains into 30th Street without taking up schedule time for backing or turning trans around? I presume it would require new construction/configuration to allow a through train stop for Harrisburg and Pittsburgh trains.
zaleski Historically main line through PRR trains did not stop at 30th Street. The stop for Philly passengers going anywhere west was North Philly Station. This stop is impossible for use today. Here is a question: what would be required to bring trains into 30th Street without taking up schedule time for backing or turning trans around? I presume it would require new construction/configuration to allow a through train stop for Harrisburg and Pittsburgh trains.
Johnny
Deggesty zaleski Historically main line through PRR trains did not stop at 30th Street. The stop for Philly passengers going anywhere west was North Philly Station. This stop is impossible for use today. Here is a question: what would be required to bring trains into 30th Street without taking up schedule time for backing or turning trans around? I presume it would require new construction/configuration to allow a through train stop for Harrisburg and Pittsburgh trains. Currently, the Harrisburg/Pittsburg trains neither back up nor turn around. The Pittsburgh trains uses diesel power west of Philadelphia and electric power north of Philadelphia, so as the engine that brings the train into 30th Street is cut off and the engine that will take the train to its destination is coupled to the other end. As I understand the procedure, the engine on the NYC-Harrisburg train is simply moved from one end to the other.
Currently, the Harrisburg/Pittsburg trains neither back up nor turn around. The Pittsburgh trains uses diesel power west of Philadelphia and electric power north of Philadelphia, so as the engine that brings the train into 30th Street is cut off and the engine that will take the train to its destination is coupled to the other end. As I understand the procedure, the engine on the NYC-Harrisburg train is simply moved from one end to the other.
Harrisburg trains are push-pull with cab car on one end. They just go from push to pull mode at 30th St.
In it's last days on Amtrak, the Broadway used to run backwards from NYP to 30th St, then run with diesels west - just like the Pennsylvanian does now.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
Thanks, Don. I remember now asking the question somee time back, and that was the answer. That is a much simpler operation.
Back in '89, my wife and I rode the Broadway from Chicago to NYC, and I expected the maneuver.
My own idea is to electrify West Trenton - Aldein Junction, upgrade the whole CSX-SEPTA line through West Trenton, and have it as a needed safety valve for the heavy traffic on the existing NEC through Trenton and Princeton Jc. Then HArrisburg and Pittsburgh service would be routed through West Trenton, would serve downtown Philadelphia and the Market East Station, taking a load off the NY-Washington trains, which are generally more heavily locaded north of Philadelphia, and allow passengers to face forward the entire journey. They would use the upper level at 30th Street, and run electric to Harrisburg.
Commuter service between Jenkintown and NY, SEPTA-NJT, would be restored.
Wouldn't they have to electrify beyond Aldene all the way to Hunter (Jct w/ NEC)? Also they would have to re-double track the line. Still I would like to see it happen.
Correction, West Trenton to Hunter, of course. And double-track restoration.
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