Green Maned Lion
Engineer
ARC Alternative GML
Why a tunnel?
After looking at George Haikalis and RRWG’s idea of a tunnel from Hoboken Terminal to Penn Station, the thought dawned on me that we were not thinking outside of the box. I thought, instead, about a bridge from Hoboken to Penn, which would eliminate the grade conflicts between various subways, water tunnels, and other stuff that has been built in Manhattan over the course of about 400 years.
But after looking at the map, I saw that this would be nuts. The bridge would have to be built diagonally in such a way that it would be a gigantic monument bisecting a major waterway over 2 miles long. How it would be anchored would be a fascinating, but also a huge engineering achievement. Besides, the required grades are simply insane.
However, looking at the map, I noticed the ROW of the Hudson-Bergen Light Rail. It looks so simple, I wonder why nobody thought of it- or at least if someone had, why it was discarded as an idea.
My idea involves building a elevated route from the main lead into Hoboken above the Hudson-Bergen light rail.
At approximately 16th street in Hoboken, the 25kV tracks would separate from the right of way, curve somewhat sharper, at a height of approximately 157 feet, and climb a bridge that would take them across the Hudson and into MTA’s Caemmerer Yards. It would exit the bridge at an elevation of 157 feet above NY street level. The tracks would then diverge, wrapping around one track each the Associated Press building. They would then join and branch out into a stub-end station on the roof of the Farley Post Office, about 110 feet above street level.
There are several aspects to this plan and additional things that would need to be done. The first is electrification and expansion of the line between Hoboken and Newark Penn Station. This line could and would be used by NEC, NJCL and RVL between Newark Penn Station and New York.
Mile 0- End of yard interlocking- elevation, 110 feet. Grade: 1.923
Mile .26 - Convergence of paths, elevation 127 feet. Grade: 1.923
Mile .49 - End of eastern bridge lead, elevation 158 feet. Grade: 1.923
Mile 1.14 - direct center of bridge, elevation 224 feet. Grade: 1.923.
Mile 1.70 - End of western bridge lead, elevation 158 feet.
Mile 2.12 - Western bridge lead starts following above HBLR ROW. Elevation: 121 feet. Grade: 1.664
Mile 3.27 - Western bridge lead diverges again from HBLR ROW. Elevation: 20 feet. Grade: 1.72/1.55 (Westbound, Eastbound)
Mile 3.49/3.73 (W/E)- Bridge joins Hoboken lead.
Now, what I am waiting for is a person like George Harris to come in here and tell me all the reasons why this idea can’t possibly work. The main advantages are several. It increases the number of terminal tracks from 6 to 8. But more importantly, and I could be wrong, but I'd say this project would cost a hell of a lot less to build. And lastly, most importantly, it won't be the complete death trap that the current design is.
Routing:
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