Park Avenue Tunnels
- Thread starter Andrew
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no real advantage to it , and current setup in tunnel requires very little track maintenance , ballast, azobe ties and welded rail on pandroll clips.
How long is this segment of track supposed to last--with the very frequent train traffic on it?
What are the interior width and height dimensions of the Park Avenue Tunnels?
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Azobe ties can last as long as 100 years , and in tunnel with very little water even longer.
center tunnel is about 24 foot wide, height restriction for tunnel and GCT is 14 feet 6 inches outside tracks are little over 12 feet wide but with significant S curve's at north end.
center tunnel is about 24 foot wide, height restriction for tunnel and GCT is 14 feet 6 inches outside tracks are little over 12 feet wide but with significant S curve's at north end.
a wee bit over 14' 6" the FL-9's use to scrape the roof until track was lowered a few inches.
the height is not universal as park avenue tunnel was build in several stages.
the height is not universal as park avenue tunnel was build in several stages.
Thus, I wonder what the specifications would have to be for future double decker coaches and dual mode locomotives because of the tunnel restrictions.
I wonder if a future Dual-Mode would need an angled roof to cope with the higher coaches?
jis
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They could be shaped exactly like the P32ACDMs. I suspect even the Chargers would only require minimal modification if any.
there would not be restrictions , cause any car would be based on NJT multilevel, and the cornering is fixed by modified corners at ends of car .
the NJCT multilevel is same height as P32acdm, and while mention of siemens chargers are made, look up their height a little over 12 feet or 2 foot lower than a P32acdm.
the NJCT multilevel is same height as P32acdm, and while mention of siemens chargers are made, look up their height a little over 12 feet or 2 foot lower than a P32acdm.
I thought that MLV's are an inch and a half taller than P32 ACDM.
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don't think, research, both are 14 feet 6 inches.
Slab track was installed on the Seven Subway Extension, and will be installed for Phase 1 of the Second Avenue Subway.
Perhaps Metro North should really consider Slab track for the Park Avenue Tunnels.
Also, what is the decibel level on the platforms at Grand Central Terminal?
Perhaps Metro North should really consider Slab track for the Park Avenue Tunnels.
Also, what is the decibel level on the platforms at Grand Central Terminal?
why would they get slab track for track, redone less than 20 years ago, and good for another 80 years????
that is pissing away money, MTA really does not have.
that is pissing away money, MTA really does not have.
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Are you saying that new tracks were put in the Park Avenue Tunnels during the 1990's, and that they are in good condition?
jis
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That is what he just said 
the track was lowered to lowest possible point without rerouting utilities and mass transit tunnels, new Azobe ties were used and 132 lbs welded rail installed, the work was done in 1991/1992.
Thanks for the information.
So long how long, then, can we expect these track components to last? If they were installed in 1991 and 1992, then how long will they likely last?
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Um, didn't you answer your own question there?
hmm track designed for 100 year life and installed in 1991/92 , really Andrew did you get basic math ?
I wonder if this track life-span will get shortened as Metro North eventually goes to heavier trains--through double decker coaches-- on it's Hudson Line, etc.
no 132 pound rail is good for much heavier freight cars so stop wondering and go do math homework.
