84-401: The North Jersey Coast Line is a commuter rail line running from Rahway to Bay Head, New Jersey , traversing through the Jersey Shore region. Operated by New Jersey Transit , the line is electrified as far south as Long Branch . On rail system maps it is colored light blue, and its symbol is a sailboat . The line runs along the former New York & Long Branch Railroad , which
168-416: A common shaft with different ratios of poles; they are not electrically connected as in a true rotary converter. Principal advantages of motor generators include very high fault current ratings and clean output current. Solid state electronics can be damaged very quickly, so the microprocessor control systems react very quickly to over-correct conditions to place the converter in a safe, idle mode or to trip
252-415: A constant rate over the entire year (although it is not in practice), the average system load would be approximately 63 MW. The system power factor varies between 0.75 and around 0.85. Electrical power originates at seven generation facilities or traction current converter plants . The nameplate capacity of all the power sources in the system is about 354 MW. The instantaneous peak loading on
336-574: A filter. These attributes, combined with their high fault-current capability, make them desirable in a stabilizing role within the power system. Amtrak has retained two of the original converter plants and plans to overhaul them and continue their operation indefinitely. Disadvantages of motor generators include lower efficiency, generally between 83% (lightly loaded machine) and 92% (fully loaded machine). In comparison, cycloconverter efficiency can exceed 95%. Also, motor generators require more routine maintenance due to their nature as rotating machines, given
420-497: A majority of the transmission infrastructure is located directly above the rail lines on the same structure that supports the catenary system, some lines are either located above lines that have been de-electrified or abandoned or, in a few cases, on completely independent rights of way. The following is a list of all major segments of the 25 Hz 138 kV transmission infrastructure listing substations (SS or Sub) or high-tension switching stations (HT Sw'g) as termini. For clarity,
504-417: A monthly or weekly pass), charge specific station-to-station fares, and have one or two railroad stations in the central business district. Commuter trains typically connect to metro or bus services at their destination and along their route. After the completion of SEPTA Regional Rail 's Center City Commuter Connection in 1981, which allowed through-running between two formerly separate radial networks,
588-419: A non-reservation basis, primarily for short-distance (local) travel between a central business district and adjacent suburbs and regional travel between cities of a conurbation . It does not include rapid transit or light rail service. Many, but not all, newer commuter railways offer service during peak times only, with trains into the central business district during morning rush hour and returning to
672-512: A portion of its Main Line in 1908 at 11 kV 25 Hz AC and this served as a template for the PRR, which installed its own trial main line electrification between Philadelphia and Paoli, Pennsylvania in 1915. Power was transmitted along the tops of the catenary supports using four single phase , two wire 44 kV distribution circuits. Tests on the line using experimental electric locomotives such as
756-402: A resumption of service only as far as Woodbridge (and skipping Avenel) on November 4 was halted after only one day due to severe overcrowding. The Christie administration announced that most North Jersey Coast Line trains would return to service on Monday, November 19, with slightly longer trip times and omission of trains to Hoboken Terminal . Because of the complexity of electrification on
840-676: A week in North America. Almost all commuter rail services in North America are operated by government entities or quasi-governmental organizations. Most share tracks or rights-of-way used by longer-distance passenger services (e.g. Amtrak , Via Rail ), freight trains, or other commuter services. The 600-mile-long (970 km) electrified Northeast Corridor in the United States is shared by commuter trains and Amtrak 's Acela Express , regional, and intercity trains. Commuter rail operators often sell reduced-price multiple-trip tickets (such as
924-399: A week, with service from early morning to after midnight. On these systems, patrons use the trains not just to get to and from work or school, but also for attending sporting events, concerts, theatre, and the like. Some also provide service to popular weekend getaway spots and recreation areas. The Long Island Rail Road (LIRR) is the only commuter railroad that operates 24 hours a day, 7 days
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#17328449558361008-595: Is fully electrified, and mostly interlocked. Bay Head contains a large balloon (circular looping) track where entire trains can reverse direction without backing up or uncoupling the locomotive, and obviating the need for a turntable . It remains in service, even though push-pull operation has eliminated the need for turning of trains. Bay Head Yard has no interlocking; all switches are hand-operated. A yard and sidings formerly existed at South Amboy, dating to when electrification ended there, but have since been removed; trains terminating at South Amboy cannot be bypassed by using
1092-407: Is impossible for the 138 kV transmission system to protect or reconfigure itself during a fault condition. High voltage faults generally are cleared by opening converter output breakers, which causes a concurrent loss of the converter. The system does not degrade gracefully under high-voltage faults. Rather than isolating, for example, the south 138 kV feeder between Washington and Perryville,
1176-638: Is known as the Northend Electrification system. In 1976, Amtrak inherited the system from Penn Central , the successor to the Pennsylvania Railroad, along with the rest of the NEC infrastructure. Only about half of the system's electrical capacity is used by Amtrak; the remainder is sold to the regional railroads that operate their trains along the corridor, including NJ Transit , SEPTA and MARC . The system powers 226.6 miles (364.7 km) of
1260-611: Is signaled for operation in either direction on both tracks ( NORAC Rule 261). Twelve interlockings facilitate flexibility in operation between the two tracks; these and other interlockings control movements to or from freight lines such as the Chemical Coast Secondary , the Amboy Secondary , and the Southern Secondary , as well as Long Branch Yard. Passenger yards are at Long Branch and Bay Head. Long Branch Yard
1344-799: The Bergen County Line , around the southwest curve of the West End Junction in Jersey City, and switching from the Morris & Essex to the Northeast Corridor via a complicated set of switch maneuvers in the Newark area, then continuing express to the Coast Line, with no intermediate stops between Harmon Cove station and Long Branch station . Tickets were for a specified town and included bus service to
1428-724: The Chicago area are Metra (the fourth-busiest commuter railroad in the United States) and the South Shore Line (one of the last surviving interurbans ). Other notable commuter railroad systems include SEPTA Regional Rail (fifth-busiest in the US), serving the Philadelphia area; MBTA Commuter Rail (sixth-busiest in the US), serving the Greater Boston - Providence area; Caltrain , serving
1512-712: The EMD F40PH design as well as the MP36PH-3C are popular as motive power for commuter trains. Manufacturers of coaches include Bombardier , Kawasaki , Nippon Sharyo , and Hyundai Rotem . A few systems use diesel multiple unit vehicles , including WES Commuter Rail near Portland and Austin's Capital MetroRail . These systems use vehicles supplied by Stadler Rail or US Railcar (formerly Colorado Railcar ). UC=Under construction. There are several commuter rail systems currently under construction or in development in Canada, Mexico and
1596-490: The PRR FF1 revealed that the 44 kV distribution lines would be insufficient for heavier loads over longer distances. In the 1920s, the PRR decided to electrify major portions of its eastern rail network, and because a commercial electric grid did not exist at the time, the railroad constructed its own distribution system to transmit power from generating sites to trains, possibly hundreds of miles distant. To accomplish this,
1680-622: The Pennsylvania Railroad between 1915 and 1938 before the North American power transmission grid was fully established. This is the reason the system uses 25 Hz, as opposed to 60 Hz, which is the standard frequency for power transmission in North America. The system is also known as the Southend Electrification , in contrast to Amtrak's 60 Hz traction power system that runs between Boston and New Haven, which
1764-436: The trans-Hudson tunnels and New York Penn Station . These initial systems were low-voltage direct current (DC) third rail systems. While they performed adequately for tunnel service, the PRR ultimately found it inadequate for long-distance, high-speed electrification. Other railroads had, by this time, experimented with low frequency (less than 60 Hz) alternating current (AC) systems. These low-frequency systems had
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#17328449558361848-414: The 12 kV catenary wire, the 138 kV lines were installed on new steel monopod poles installed along the right-of-way. Except for the fact that the new poles only carry four conductors rather than the typical six for a utility line, the new line appears as a typical medium voltage power line rather than the typical PRR-style H-shaped structure. In 2011, Amtrak replaced the transmission lines that tie
1932-435: The 132 kV terminations and switchgear . By 1935, new stations were connected to remote supervision systems, allowing power directors to open and close switches and breakers from central offices without having to go through the tower operators. Today, about 55 substations are part of Amtrak's network. Substations are spaced on average 8 miles (13 km) apart and feed 12 kV catenary circuits in both directions along
2016-441: The 25 Hz and 60 Hz sides, and lower overload capability. The majority of power sources in the original Pennsylvania Railroad electrification were built prior to 1940. Some have been retired outright, others have been replaced with co-located static frequency converters, and others remain in service and will be refurbished and operated indefinitely. The following tables lists sources which are no longer in service: During
2100-443: The 44 kV distribution voltage to 11 kV catenary voltage. The substations were operated from adjacent signal towers. They used typical period concrete buildings to house the transformers and switchgear while the line terminals were on the roof. From 1918 onward, outdoor stations were used, and when the main line electrification began in 1928, the stations became large open-air structures using lattice steel frameworks to mount
2184-470: The AC advantage of higher transmission voltages, reducing resistive losses over long distances, as well as the typically DC advantage of easy motor control as universal motors could be employed with transformer tap changer control gear. Pantograph contact with trolley wire is also more tolerant of high speeds and variations in track geometry . The New York, New Haven and Hartford Railroad had already electrified
2268-546: The Club remitted to New Jersey Transit as part of its lease agreement. Membership was "open" and on a " first come first served basis" to those willing to pay the membership fee and abide by the club's bylaws. The Club end of the car was furnished similar to Amtrak's Amfleet and Horizon fleet of cars. The Club Car seats were actually former Amfleet Metroliner seats that the club had re-conditioned. The Club Car only ran during peak rush hour periods with one weekday round trip per day and
2352-943: The Coast Line, the route has among the most diverse fleet in the NJT system. Between New York and Long Branch service is typically operated with an ALP-46 electric locomotive pulling Comet or MultiLevel coaches. Shuttle trains between Long Branch and Bay Head are typically operated with a PL42AC or GP40PH-2B diesel locomotive pulling 4 to 6 car sets of Comet series or MultiLevel coaches. During weekday rush hours, NJ Transit operates "One Seat Ride" services between New York and Bay Head. These trains use ALP-45DP dual-power locomotives that can run on either electric power supplied by overhead lines or from an on-board diesel generator. They are paired with an 8-car set of Comet series or MultiLevel coaches. NJ Transit also operates short turn runs between New York and South Amboy during weekday rush hours. These services can use Arrow III railcars . Because of
2436-415: The NEC between New York City and Washington, D.C., the entire 104-mile (167 km) Keystone Corridor, a portion of NJ Transit's North Jersey Coast Line (between the NEC and Matawan), along with the entirety of SEPTA's Airport , Chestnut Hill West , Cynwyd , and Media/Wawa lines. The Pennsylvania Railroad (PRR) began experimenting with electric traction in 1910, coincident with their completion of
2520-460: The NYC metropolitan areas have commuter lines that act like a regional rail network, as lines often converge at one point and pass as a main line to the destination station. They also pass through large business areas (ie Harlem, Jamaica, Stamford, Metropark), and some lines operate every 5–10 minutes during peak hours, and roughly every 15 minutes during off hours. The two busiest passenger rail stations in
2604-471: The PRR implemented a pioneering system of single-phase high voltage transmission lines at 132 kV, stepped down to the 11 kV at regularly spaced substations along the tracks. The first line to be electrified using this new system was between Philadelphia and Wilmington, Delaware in the late 1920s. By 1930, catenary extended from Philadelphia to Trenton, New Jersey , by 1933 to New York City, and by 1935 south to Washington, D.C. Finally, in 1939,
North Jersey Coast Line - Misplaced Pages Continue
2688-430: The PRR installed two 11 kV, 4.5 MVA synchronous converters at Radnor , the approximate center point of the system load. This substation was located at the site of water tanks used to supply water to track pans, which supplied water to conventional steam locomotives. At some later time, the converters were shut down and removed. Dedicated machines for reactive power support have not been used subsequently by either
2772-508: The PRR or Amtrak. 40°02′41″N 75°21′34″W / 40.044725°N 75.359463°W / 40.044725; -75.359463 ( Radnor ) The PRR's original 1915 electrification made use of four substations at Arsenal Bridge , West Philadelphia , Bryn Mawr , and Paoli . The Arsenal Bridge substation stepped-up 13.2 kV, 25 Hz power supplied from PECO's Schuylkill power station on Christian Street to 44 kV for distribution. The remaining three substations reduced
2856-738: The PRR's AC system around 1938 when ConEd assumed operation of the Long Island City Station. The single-phase turbine generators were retired in the mid-1970s due to safety concerns. Two transformers were installed to supply catenary power from the remaining (three-phase) portions of ConEd's still relatively extensive 25 Hz system. Power flow management problems prevented usage of this source under other than emergency conditions. 40°44′47″N 73°58′15″W / 40.7464°N 73.9707°W / 40.7464; -73.9707 ( Waterside Generating Station (Demolished) ) In 1986, Baltimore Gas and Electric elected not to renew
2940-442: The PRR's system to the utility grid standard of 60 Hz. Ultimately, this plan was shelved as economically unfeasible, and the electrical traction infrastructure was left largely unchanged with the exception of a general traction power voltage increase to 12 kV and a corresponding transmission voltage increase to 138 kV. During the 1970s, several of the original converter or power stations that originally supplied power to
3024-641: The United States are Pennsylvania Station and Grand Central Terminal , which are both located in the Borough of Manhattan in New York City, and which serve three of the four busiest commuter railroads in the United States (the Long Island Rail Road and NJ Transit at Penn Station, and the Metro-North Railroad and the Long Island Rail Road at Grand Central Terminal). The commuter railroads serving
3108-529: The United States. The following systems have ceased operations since the formation of Amtrak in 1971. Amtrak%27s 25 Hz Traction Power System Amtrak's 25 Hz traction power system is a traction power network for the southern portion of the Northeast Corridor (NEC), the Keystone Corridor , and several branch lines between New York City and Washington D.C. The system was constructed by
3192-812: The Washington D.C., New York, Chicago, Philadelphia, Boston, San Francisco, Montreal, and Toronto metropolitan areas have historically been sparse. Since the 1990s, however, several commuter rail projects have been proposed and built throughout the United States, especially in the Sun Belt and other regions characterized by urban sprawl that have traditionally been underserved by public transportation. Since then, commuter rail networks have been inaugurated in Dallas–Fort Worth, Los Angeles, San Diego, Minneapolis, Denver, Salt Lake City, and Orlando, among other cities. Several more commuter rail projects have been proposed and are in
3276-527: The adjacent Waterside Generating Station, most likely due to declining overall demand for 25 Hz power. The station was disused and sold in the mid-1950s. 40°44′35″N 73°57′29″W / 40.7430°N 73.9581°W / 40.7430; -73.9581 ( Long Island City Generating Station (Disused) ) Originally constructed by Consolidated Edison to supply power to their DC distribution system in Manhattan, Waterside began supplying power to
3360-489: The approaches to Union Station and decreased system reliability. The Ivy City project resulted in the installation of two 4.5 MVA transformers in a 138/12 kV substation on the northeast edge of the Ivy City yard complex and 5.2 miles (8.4 km) of 138 kV transmission line to augment the overstretched facilities at Landover. Since the original catenary supports along this section of track were only high enough for
3444-895: The area south of San Francisco along the peninsula as far as San Jose ; and Metrolink , serving the 5-county Los Angeles area. There are only three commuter rail agencies in Canada: GO Transit in Toronto (the fifth-busiest in North America), Exo in Montreal (eighth-busiest in North America), and West Coast Express in Vancouver . The two busiest rail stations in Canada are Union Station in Toronto and Gare Centrale in Montreal. Commuter rail networks outside of densely populated urban areas like
North Jersey Coast Line - Misplaced Pages Continue
3528-457: The beach and beach admission passes. One round trip was made each Saturday and Sunday during July. Despite high demand (on sunny days), the service was discontinued, ostensibly due to crew and equipment shortages, and the inability to forecast demand. [1] In June 2014, NJ Transit began running one-seat limited-stop summer shore express trains to and from Bay Head and New York on weekends and holidays. This limited time service only ran through
3612-690: The bearings and slip rings. Today, the outright replacement of motor generators would also be difficult due to the high manufacturing cost and limited demand for these large 25 Hz machines. The static converters in the system were commissioned during the decade between 1992 and around 2002. Static converters use high-power solid-state electronics with few moving parts. Chief advantages of static converters over motor generators include lower capital cost, lower operating costs, and higher conversion efficiency. The Jericho Park converter exceeds its efficiency design criteria of 95%. Major disadvantages of solid state converters include harmonic frequency generation on both
3696-518: The beginning of the 20th century, 25 Hz power was much more readily available from commercial electrical utilities. The vast majority of urban subway systems used 25 Hz power to supply their lineside rotary converters used to generate the DC voltage supplied to the trains. Since rotary converters work more efficiently with lower-frequency supplies, 25 Hz was a common supply frequency for these machines. Rotary converters have been steadily replaced over
3780-563: The contract under which it had operated the Benning Power Station frequency changer on behalf of Amtrak. They proposed a static frequency changer, which was built at Jericho Park ( Bowie, Maryland ) and placed on service in the spring of 1992. 38°53′51″N 76°57′33″W / 38.897534°N 76.959298°W / 38.897534; -76.959298 ( Benning Frequency Changer ( demolished) ) Although reactive power has primarily been supplied along with real power by
3864-412: The dam are scheduled by Amtrak but operated by Safe Harbor Water Power Company. Like other hydroelectric plants, it has excellent black start capability which was most recently demonstrated during a 2006 blackout. After a cascade shutdown of converters had left the network de-energized, it was recovered using Safe Harbor's generators, and the other converters were subsequently brought back online. During
3948-727: The different power sources, at the Matawan Phase Gap, Laurel Phase Gap (Hazlet/Holmdel), and east of Bergen Place in Red Bank. With the completion of the Waterfront Connection in 1991, five weekday round trip diesel trains began running from Bay Head to Hoboken Terminal using the Waterfront Connection. On May 18, 2015, NJ Transit expanded service to include three inbound and three outbound weekday trains running from Bay Head directly to and from New York Penn Station. The line
4032-485: The electrical frequency conversion equipment, but the lineside transmission and distribution equipment were unchanged. In 2003, Amtrak commenced a capital improvement plan that involved planned replacement of much of the lineside network, including 138/12 kV transformers , circuit breakers , and catenary wire. Statistically, this capital improvement has resulted in significantly fewer delays, although dramatic system shutdowns have still occurred. The 25 Hz system
4116-630: The future include: The Ivy City substation project marked the first extension of 138 kV transmission line since the Safe Harbor Dam was constructed in 1938. In the original PRR electrification scheme, the 138 kV transmission lines went south from Landover to the Capital South substation rather than following the line through Ivy City to the northern approach to Union Station . The two tracks between Landover and Union Station had no high voltage transmission line above them; Union Station catenary
4200-443: The line-side substations. Currently, the following converter and generating plants are operable, although all are rarely in operation simultaneously due to maintenance shutdowns and overhauls: Several types of equipment are currently in operation: static inverters , motor–generators (sometimes called rotary frequency converters), water turbines (hydroelectric generators) and a static cycloconverter . The 25 Hz turbines at
4284-488: The line. Thus, the catenary is segmented (via section breaks, also called 'sectionalizations' by the PRR) at each substation, and each substation feeds both sides of a catenary's section break. A train traveling between two substations draws power through both transformers. A typical substation includes two to four 138/12 kV transformers, 138 kV air switches that permit isolation of individual transformers, shutdown of one of
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#17328449558364368-690: The main line from Paoli west to Harrisburg was completed along with several freight-only lines. Also included were the Trenton Cutoff and the Port Road Branch . Superimposed on these electrified lines was an independent power grid delivering 25 Hz current from the point of generation to electric locomotives anywhere on nearly 500 route miles (800 km) of track, all under the control of electric power dispatchers in Harrisburg, Baltimore, Philadelphia and New York City. Northeast railroads atrophied in
4452-476: The mid-1970s. The line also crosses over several other waterways on fixed bridges, the longest of which is over the Navesink River at Red Bank. The North Jersey Coast Line is electrified north of Long Branch. Electrified operation between Rahway and South Amboy began about 1936. Electrification was extended to Matawan in 1982 (now called Aberdeen-Matawan), with catenary installed in the early 1980s. This
4536-418: The nearest substation, which minimizes voltage drop. One disadvantage to the substation design as originally built by the PRR concerns its lack of 138 kV circuit breakers. Essentially, all segmentation of the 138 kV system must be manually accomplished, making rapid isolation of a fault on the 138 kV line difficult. Faults in one part of the line also affect the entire distribution system since it
4620-453: The opening of Pennsylvania Station in Manhattan. The station consisted of 64 coal-fired boilers and three steam turbine generators with a total capacity of 16 MW. In 1910, the station was expanded with two additional turbine generators for a total capacity of 32.5 MW. Power was transmitted to rotary converters (AC to DC machines) for use in the PRR's original third rail electrification scheme. Like most DC electric distribution systems of
4704-500: The original power sources on the PRR traction power network. The last steam turbine shut down in 1954, but some of the original motor generators remain. Although the converting machines are frequently called 'rotary converters' or 'rotary frequency converters,' they are not the rotary converter used frequently by subways to convert low-frequency alternating current to DC power. The converters used are more precisely described as motor generators and consist of two synchronous AC machines on
4788-624: The other track, as the new station has a single island platform. Conrail Shared Assets Operations also operates over the North Jersey Coast Line to interchange with the Delaware and Raritan River Railroad in Red Bank . The North Jersey Coast Line has five movable bridges of the twelve used by the NJT rail network , the most on any one line. All these bridges were originally double-track spans, but Brielle Draw has been single-tracked since
4872-494: The outer areas during the evening rush hour. This mode of operation is, in many cases, simplified by ending the train with a special passenger carriage (referred to as a cab car ), which has an operating cab and can control the locomotive remotely, to avoid having to turn the train around at each end of its route. Other systems avoid the problem entirely by using bi-directional multiple units . Other commuter rail services, many of them older, long-established ones, operate seven days
4956-402: The output circuit breaker . Motor generators, being of 1930s design, are heavily overbuilt. These rugged machines can absorb large load transients and demanding fault conditions while continuing to remain online. Their output waveform is also perfectly sinusoidal without noise or higher harmonic output. They can actually absorb harmonic noise produced by solid-state devices, effectively serving as
5040-500: The overhead structure along former Pennsylvania Railroad lines its characteristic 80-foot (24 m)-tall H-shaped structure. They are much taller than the overhead electrification structures on other electrified American railroads due to the 138 kV transmission lines. Catenary towers and transmission lines along former New York, New Haven and Hartford Railroad lines and Amtrak's New England division are much shorter and are recognizable due to different design and construction. While
5124-537: The past 70 years with, at first, mercury arc rectifiers and, more recently, solid-state rectifiers. Thus, the need for special frequency power for urban traction has disappeared, along with the financial motivation for utilities to operate generators at these frequencies. Long Island City Power Station in Hunter's Point, NY, was built by the Pennsylvania Railroad in 1906 in preparation for the North River Tunnels and
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#17328449558365208-490: The peak summer season. Some electric trains terminate at South Amboy and make all stops from New York Penn Station, providing local service for the Northeast Corridor stops of Rahway , Linden , Elizabeth, and North Elizabeth during rush hours. The line is double tracked, except for the bridge over the Manasquan River at Brielle . The line has cab signals and wayside block signals ; the line from Rahway to Long Branch
5292-623: The planning stages. Commuter trains are either powered by diesel-electric or electric locomotives , or else use self-propelled cars (some systems, such as the New York area's Metro-North Railroad , use both). A few systems, particularly around New York City, use electric power, supplied by a third rail and/or overhead catenary wire , which provides quicker acceleration, lower noise, and fewer air-quality issues. Philadelphia's SEPTA Regional Rail uses exclusively electric power, supplied by overhead catenary wire. Diesel-electric locomotives based on
5376-422: The positions of substations are not repeated in this table. A listing of the high-tension switching stations follows. Amtrak's capital improvement program which began in 2003 has continued to the present day and has since 2009 received added support from economic stimulus funding sources (American Recovery and Reinvestment Act of 2009 or ARRA). Major improvements in 2010 included: Major improvements planned for
5460-414: The steam turbines and motor generators of the system, the PRR briefly used two synchronous condensers . Shortly after commissioning the 1915 electrification, the railroad discovered that the 44 kV feeders and large inductive loads on the system were causing significant voltage sag. The supplying electric utility ( Philadelphia Electric ) also discovered that power factor correction was needed. In 1917,
5544-470: The summer and ended on September 1, 2014. This service was brought back for the 2015, 2016, and 2017 summer seasons. Service consisted of four inbound and outbound trips, with two trips during the morning, and two in the evening in both directions. As a line paralleling the New Jersey coastline, the North Jersey Coast Line received exceptionally severe damage from Hurricane Sandy on October 29–30, 2012. Track
5628-457: The system is 210–220 MW (as of c. 2009) during the morning rush hour and up to 225 MW during the afternoon. Peak load has risen significantly over time. In 1997, the peak load was 148 MW. Regardless of the source, all converter and generator plants supply power to the transmission system at 138 kV, 25 Hz, single-phase , using two wires. Typically, at least two separate 138 kV circuits follow each right of way to supply
5712-616: The system were shut down. Also, the end of electrified through-freight service on the Main Line to Paoli allowed the original 1915 substations and their 44 kV distribution lines to be decommissioned with that 20-mile (32 km) section of track being fed from 1930s-era substations on either end. In the decade between 1992 and 2002, several static converter stations were commissioned to replace stations that had or were being shut down. Jericho Park, Richmond, and Sunnyside Yard converters were all installed during this period. This replaced much of
5796-401: The system would require opening converter output breakers at Jericho Park and Safe Harbor. This results in the loss of much more of the network than is required to simply isolate the fault. Download coordinates as: All transmission lines within the 25 Hz system are two-wire, single-phase, 138 kV. The center tap of each 138 kV/12 kV transformer is connected to ground; thus
5880-583: The term "regional rail" began to be used to refer to commuter rail (and sometimes even larger heavy rail and light rail ) systems that offer bidirectional all-day service and may provide useful connections between suburbs and edge cities , rather than merely transporting workers to a central business district . This is different from the European use of " regional rail ", which generally refers to services midway between commuter rail and intercity rail that are not primarily commuter-oriented. Some transit lines in
5964-459: The time ( Thomas Edison 's being the most famous), 25 Hz power was used to drive rotary converters at substations along the line. Some sources state that the station was largely dormant by the 1920s. When AC overhead electrification was extended in the 1930s, Long Island City connected to the 11 kV catenary distribution system. Operation of the station was transferred to Consolidated Edison in 1938, although ConEd began supplying power from
6048-529: The twelve-month period ending August 2009, Safe Harbor supplied about 133 GWh of energy to the Amtrak substation at Perryville. Typically, two-thirds of the Safe Harbor output is routed through Perryville, the remainder being sent through Harrisburg or Parkesburg. This suggests that Safe Harbor supplies around 200 GWh of energy annually into the 25 Hz network. Motor-generators and steam turbine generators were
6132-434: The two 138 kV feeders, or cross-connection from one feeder to another. The output of the transformers is routed to the catenary via 12 kV circuit breakers and air disconnect switches. Cross-connect switches allow one transformer to feed all catenary lines. The PRR substation architecture was based on a long-distance, high-speed railway. The substation spacing ensures that any train is never more than 4 or 5 miles from
6216-401: The two transmission lines are tied to ±69 kV with respect to ground and 138 kV relative to each other. Generally, two separate two-wire circuits travel along the rail line between substations. One circuit is mounted at the top of the catenary poles on one side of the track; the second circuit runs along the other side. The arrangement of catenary supports and transmission wires gives
6300-627: The voltage change at Matawan, Arrow railcars cannot operate further south, as they are not capable of in motion voltage changes like the ALP-45 and ALP-46 locomotives. Download coordinates as: Commuter rail in North America Commuter rail services in the United States , Canada , Cuba , Mexico , Panama , and Costa Rica provide common carrier passenger transportation along railway tracks, with scheduled service on fixed routes on
6384-524: The voltage from Matawan to Long Branch was changed from 12.5 kV to 25 kV. As a result, the Arrow III passenger cars can no longer run between those two points, since those trains can not run on two different voltages on one trip (the transformer voltage taps must be manually changed from alongside the MU). The line remains electrified at 12 kV 25 Hz AC north of Matawan. Three phase breaks segregate
6468-399: The years following World War II ; the PRR was no exception. The infrastructure of the Northeast Corridor remained essentially unchanged through the series of mergers and bankruptcies, which ended in Amtrak's creation and acquisition of the former PRR lines, which came to be known as the Northeast Corridor. The circa 1976 Northeast Corridor Improvement Project had originally planned to convert
6552-607: Was always run with the club end coupled to the locomotive when used. Due to damage sustained to the Club Car in Hurricane Sandy, the commuter club was disbanded in August 2013. Per posts on the club's Facebook page, the Club Car took its last trip on the line in October 2012, just prior to the hurricane. In the summers of 1986–1988, NJ Transit experimented with service from selected stops of
6636-428: Was built by the Pennsylvania Railroad with a nominal voltage of 11 kV. The nominal operating voltages were raised in 1948 and are now: As of 1997, the system included 951 miles (1,530 km) of 138 kV transmission lines, 55 substations, 147 transformers, and 1,104 miles (1,777 km) of 12 kV catenary. Over 550 GWh of energy is consumed annually by locomotives on the system. If this were consumed at
6720-714: Was co-owned by the Central Railroad of New Jersey and the Pennsylvania Railroad . Most trains operate between New York Penn Station and Long Branch , with frequent rush-hour service and hourly local off-peak service. Diesel shuttle trains between Long Branch and Bay Head meet these electric trains, although a limited number of through trains operate during weekday rush hours between Bay Head and Pennsylvania Station, utilizing dual-mode engines. Hourly New York to Long Branch service operates on weekends, with bi-hourly diesel shuttle service (with some extra trains) between Long Branch and Bay Head. Full hourly service operates during
6804-571: Was fed at 12 kV from the Landover and Capitol substations (the latter via the First Street Tunnels ). When the Capitol South substation was abandoned, coincident with the de-electrification of the track between Landover and Potomac Yard , Union Station and its approaches became a single-end fed section of track. This, combined with rising traffic levels, resulted in low voltage conditions on
6888-730: Was home to the last remaining private commuter passenger club in the United States. The Jersey Shore Commuters Club was established in 1933 under the auspices of the Pennsylvania Railroad . It used half of a Comet IIM car - car 5459 (built as Comet IIB 5759 in 1988). In 2004, the Comet II Club Car went through a custom overhaul by Alstom and was furnished, with the club's funding, to include reclining lounge chairs, spacious seating, at-seat fold down tables, and private conference tables. The club also hosted various onboard activities to preserve its heritage. Club members enjoyed guaranteed and spacious seating as part of their annual membership fee that
6972-435: Was originally 11 kV, increased to 12 kV in 1978 along with Amtrak's New York-Washington electrification , with insulators capable of supporting 25 kV. Electrification at 12.5 kV 60 Hz was extended to Long Branch in 1988, with catenary installed in 1986–88. As on the 1982 extension, the insulators can handle 25 kV. The catenary is self-adjusting (constant tensioning) with ambient temperature. In 2002,
7056-483: Was washed out in several places from Perth Amboy southward, most notably between South Amboy and Aberdeen-Matawan stations, where the line runs closest to the Atlantic Ocean. The Raritan Bay and Morgan Creek drawbridges were struck by boats, storage containers and other floating debris, knocking the bridges' tracks out of alignment. Trees also fell over parts of the line. Service remained suspended for three weeks;
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