PRR Catenary Question

[gfisher]

Everone is probably familiar with the distinctive catenary system the PRR used on its 4 track mainline and indeed we have some in Trainz. My question is however what did the PRR do about its industry tracks and sidings along the mainline. Were these also all electrified, or was local switching provided by steam or diesel power? Obviously they used electric motors to haul long distance freight, and as a result of that, most of their yards in the electrified zone must have had catenary or third rail. But was every little industrial spur fitted out with catenary?

I ask because I have begun to do some PRR modeling in NJ.

 

[dnutter]

Idea sounds like same to Port Road NS Branch have one too..

 

[dnutter]

Hello Geroge,

I have find some for you, here http://meltingpot.fortunecity.com/covent/929/cpd.html

 

[gfisher]

Thanks for the link David, I'll browse around in it a bit, and see what I can find out.

The page seems to be mostly a list of interlocking towers, but without interlocking diagrams. I do have track charts here http://raildata.railfan.net/prr/prrunion.html but I don't see electrification indicated on them. (I began at milepost 30)

 

[cascaderailroad]

I would presume that almost all sidings and industrial tracks on the PRR would not have been electrified at all. And that only the long haul, and mainline tracks would have cantenary. And that any drop-offs by electrical locomotives would be shoved or kicked into sidings, or left on an electrified siding for the local diesel switchers to work the industrial tracks. Most electrification was for Passenger and high speed long distance traffic. Some parts of yards were electrified in some areas, however.

 

[Magicland]

Interesting question, and one that's hard to check up on (since all of the former electrified freight trackage is now serviced by diesels). I know all of the main tracks and secondaries were electrified, and I imagine that it would depend on where the sidings or industries were located as to whether or not they were electrified. An industry large enough to have its own switcher probably wouldn't be (there might be an electrified exchange track or siding), and an area where one switcher might be able to service several industries might also not be electrified, but ones in isolated areas might have been, depending on the length of the trains servicing the area and the length of the sidings. If cars could be cut out of the train without requiring the engine to traverse the siding or spur, then there'd be little point in electrifying them. I know there are still tracks which separate from the current North Jersey Coast Line (I don't remember where exactly, but it's south of Matawan) which are electrified (maybe servicing Naval Weapons Station Earle?), though NJ Transit trains don't use them. Strangely enough, back in the day they wouldn't have been electrified, because electrification stopped at South Amboy (the catenery on the siding dates to the electrification expansion to Long Branch).

 

[JCitron]

When I've ridden Amtrak to Philly, I recall seeing what looked like a trolley arm over a single line outside of the mainline tracks. In a lot of places, the there was no wires it was just the arm connected to the poles. These may have been for switcher use.

John

 

[HSSRAIL]

Yards and sidings were electrified the Pennsylvania's Electrification was very comprehensive.

Industry tracks I would go to a forum on the Pennsy on the internet or contact the PRR Historical Society.

 

[gfisher]

contact the PRR Historical Society

Yup, that was on my list of things to do next if no one here could provide a comprehensive answer, assuming that there is such an answer. Thanks guys.

 

[jadebullet]

What year did did the electrifying of the tracks start? Were they around in 1942/43?

 

[gfisher]

The first experimental branch lines were done in 1895, and the hudson tubes by about 1906 with the opening of Penn Station. Work proceeded until about 1930 when it reached the PRR's maximum.