Metro-North Upgrades
MTA Metro-North is the trading name of the Metropolitan Transportation Authority’s commuter railroad in New York City. It also runs a branch line in Connecticut under a contract with the state’s Department of Transportation. In order to improve service on its lines, the company has been undergoing upgrades, including a third-rail electrification system. Here is more information about the railroad and its trains. After reading this article, you will have a better understanding of the operation of metro north trains.
New Haven Line trains are powered by multiple unit (EMU) trains
M8 Electric Multiple Unit trains are the standard equipment on Metro-North’s New Haven Line, a commuter rail line that connects New Haven to Grand Central Terminal in Manhattan. They operate in a mix with similar cars owned by the Metropolitan Transportation Authority. State-owned EMU trains have never carried revenue passengers east of New Haven. These trains are capable of using overhead power lines and third rails.
The New Haven Line trains are powered by EMU (electric multiple units). The locomotives are equipped with a DC power supply, which is 12.5 kV. The New Haven Line is also equipped with an overhead catenary, a 12.5 kV voltage source. The EMU trains have a more efficient exhaust system, and they use less fuel. The New Haven Line is one of the busiest railways in the United States.
The new trainsets will be built in New York State by Alstom, a global provider of advanced railway systems. It is important to note that ninety-five percent of the components on a trainset are made in the United States. More than 350 companies and suppliers across 30 states produce components for the new trainsets. There are currently no plans to electrify the New Haven Line, but it will be possible in the future.
MUs have the same traction and power components as a locomotive, but they are spread among MU cars. Because of this, each car in the unit can only propel itself when it is a part of the train. The units also contain a pantograph, transformer, and traction motors. There are two distinct types of EMU trains: the DMU (electric multiple units) trains and the EMU.
Harlem Line trains are powered by third-rail electrification
Third-rail electrification is a modern rail technology that powers the train by collecting the energy generated at the bottom of the train’s bogey. This technology first was developed for the Grand Central Terminal in New York City. Engineers William Wilgus and Frank Sprague improved the design of third-rail trains. Today, the technology is still used for the Hudson and Harlem lines, though it was not in use when the recent crash took place.
Technology has changed the way trains are run. The New Haven Line, for example, is powered by alternating current, while the Hudson Line uses the direct current system. Neither system is perfect, but it does provide a faster service and is more energy-efficient. In the past, the New Haven Line used steam-powered trains. But this is no longer the case, thanks to third-rail electrification.
While the first subway line was electrified in 1846, the third rail in question was not installed until 1983. The Long Island Rail Road and the New York City subway followed suit. In 1999, Connecticut’s legislature banned unprotected third-rail technology. In contrast, under-running third-rail trains are safer because they are covered by snow and rain. However, some people disagree that under-running third-rail technology is safer.
Regardless of how you feel about third-rail electrification, you can rest assured that these trains are safer for passengers than steam locomotives. Third-rail technology is a good alternative for New York City subway trains. However, the technology still requires a high level of maintenance. This system is not without its drawbacks, but the benefits are worth it. If you want to ride the subway in the future, third-rail electrification is the way to go.
Danbury Branch trains are powered by diesel locomotives
The Danbury Branch is not electrified, and all of its trains use diesel locomotives to pull and push cars to and from Grand Central Terminal and downtown. All of the passenger cars on the line are Shoreliner series cars and powered by Brookville BL20GH locomotives and GE P32AC-DM Genesis locomotives. The trains are also equipped with automatic signaling systems. The Danbury Branch was opened in 1852.
While the trains are still primarily powered by diesel locomotives, the newer electric cars are proving to be cleaner and more reliable than the old diesel. According to Al Radicchi, a commuter from Carmel, New York, and Mike Sweeney of Patterson, N.Y., the older diesel coaches are like moldy couches. But the passengers agree, saying the new trains are cleaner and more reliable.
The Danbury Railroad Museum has a steam locomotive. The lone steam locomotive on the line is Class B-15 2-6-0 No. 1455, built by the American Locomotive Works in 1907. The museum also operates a newly restored 1925 Reading Class-PBR coach, as well as a rebuilt 1955 EMD steel caboose. The museum is also home to the only steam locomotive on Metro North’s eastern routes, the Danbury Branch.
Originally, the train was operated with Amtrak P40s, but now all trains are powered by diesel locomotives. In the mid-1990s, Metro-North expanded the service and introduced the Grand Central line to Hartford. At the time, the Grand Trunk Western service was shut down by SEMTA in Detroit. The trains that replaced it were kept in transit. Later, the company acquired four ex-GM&O F3s from the MBTA.
Grand Central station was a replica rather than a renovation
The original 1913 Grand Central station opened in New York City in a hurry. The railroad companies wanted to make a big splash with their new station. so a nationwide design competition was held. Two architects were chosen to design the facade and the interior. the competition ended with their names appearing on documents and in history books. The two men had very different visions of what the station should look like.
The first thing visitors to Grand Central will notice is the large, rectangular design. The station’s footprint is more than 48 acres (19 ha), with 44 platforms, all below street level. It’s the only station with four tunnels connecting the station’s two levels. Each tunnel is approximately a thousand feet long and connects to exits on each level. The tunnels also connect to two main departure boards.
The original Grand Central was a massive building when it was completed but soon became undersized. Because of legislation, it was not allowed to send trains south of 42nd street. Eventually, the depot had to be rebuilt. The station doubled in size thirty years after it opened, and was in need of updates. The rail industry had quadrupled since the original, and the city’s population had exploded.
A 48-foot-tall statue of the Roman gods was designed by Jules-Alexis Coutances. It was carved by John Donnelly Company, and features a thirteen-foot glass clock designed by Tiffany & Co. The largest example of Tiffany Glass in the world. The statue’s spire was a relic of the old building. The New York Transit Museum exhibit is slated to open in 2013.
MTA Metro-North Railroad’s last schedule change was in August 2021
After a pandemic that forced the cancellation of half the commuter trains. Metro-North Railroad has announced that it will increase weekday service to 89% of pre-pandemic levels, including the return of direct train service between Grand Central Terminal and Wassaic. The service boost will also increase capacity and shorten travel times, restoring 66 trains a day on the Hudson and Harlem lines.
The change will affect more than half of Metro-North’s customers. The increased service means that more trains will run between Grand Central Terminal and the Poughkeepsie-Croton-Harmon stations. In addition, service at Breakneck Ridge station will resume in the spring after safety improvements are completed. The change will increase ridership by 65% on Metro-North trains in the New Haven Line.
Since the Omicron pandemic, Metro-North has seen ridership drop slightly. but has recovered rapidly and is now offering more trains throughout the day. New fare discounts and improved travel times have resulted in increased service. The 20-trip ticket will be 20% cheaper than regular peak fares.the will also give customers access to the full schedule of trains for 60 days. This service adjustment is guided by Metro-North’s Way Ahead – Moving Forward strategic plan, and will provide additional seating capacity.
The New Haven Line will continue to see increased service with an increase of 40 trains per day. Then, on Sunday, there will be three extra trains between GCT and New Haven. In addition, off-peak fares will remain the same, as will the new ferry service between the two towns. Likewise, the Waterbury Line will continue to offer substitute busing, and the Danbury Line will have two extra trains on weekdays between New Canaan and GCT. Click Here.