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| Reading Electrification and MUs http://www.rypn.org/forums/viewtopic.php?f=1&t=41499 |
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| Author: | T. Grubb [ Thu Dec 28, 2017 7:14 pm ] |
| Post subject: | Reading Electrification and MUs |
In researching Reading electrification and MUs, I’ve discovered that not all sources are in agreement about the Reading’s line voltage. Some sources say 11,000 v while others say 12,000 v. Does anyone know the right answer? Thank you. |
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| Author: | RDGRAILFAN [ Thu Dec 28, 2017 7:29 pm ] |
| Post subject: | Re: Reading Electrification and MUs |
The 11K is the correct answer, different than the PRR. Good article in Trains about Reading Company electrics. http://cs.trains.com/trn/f/111/t/238288.aspx |
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| Author: | jettrainfan [ Thu Dec 28, 2017 9:41 pm ] |
| Post subject: | Re: Reading Electrification and MUs |
Excuse my ignorance, but what difference would 1,000 volts make? |
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| Author: | dinwitty [ Thu Dec 28, 2017 10:18 pm ] |
| Post subject: | Re: Reading Electrification and MUs |
You get a little more transmission distance without loss. This is why the Virginian used high voltage. |
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| Author: | EJ Berry [ Fri Dec 29, 2017 12:39 pm ] |
| Post subject: | Re: Reading Electrification and MUs |
Both PRR (1915) and RDG (1931) initiated their main track electrifications at 11 kV, 25 Hz. Over time, each was increased to 12 kV, 25 Hz, currently used by Amtrak and SEPTA. This is congruent with the increase in US household power from 110 V, 60 Hz to 120 V, 60 Hz. Phil Mulligan |
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| Author: | Jdelhaye [ Sat Dec 30, 2017 1:30 pm ] |
| Post subject: | Re: Reading Electrification and MUs |
jettrainfan wrote: Excuse my ignorance, but what difference would 1,000 volts make? 16% less transmission loss |
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| Author: | T. Grubb [ Tue Jan 23, 2018 10:35 pm ] |
| Post subject: | Re: Reading Electrification and MUs |
Thanks for the information. Does anyone know when the voltage was increased? Thanks. |
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| Author: | Overmod [ Wed Jan 24, 2018 12:12 pm ] |
| Post subject: | Re: Reading Electrification and MUs |
Check with the folks on the Yahoo group "PRR_Catenary_Electrics", since no one here (including me) seems to know the answer definitively or have the time to research it. I had thought PRR went to nominal 11.5KV sometime in the late '40s, but folks familiar with power direction all seem to note that voltage could be tapped up substantially higher than nominal for high demand. Substantial improvements were made to accommodate the Metroliners, if I recall correctly. The Reading museum is closed until early March, and there is some question whether this question will be addressed by the RCT&HS before then ... if then. It was my impression that Reading increased their voltage before the Pennsylvania side did, but don't go by that other than to cross-check primary references. What I seem to recall re PRR was that the voltage increase to 12.5 KV on the New York Division at least was supposed to be tied to the prospective 60Hz conversion in the Seventies; the voltage was increased but the frequency wasn't. To date I believe the break of frequency is still at GATE (it may be Harold by now with the constant-tension work?) with 12.5 60Hz north to New Haven (and 25KV 60Hz from there to Boston) and 12.5KV 25Hz south, including the Princeton Dinky. According to Doub's IEEE paper in October of 1930, the Reading system was designed for a trolley voltage of 12KV, 11KV being only for 'nominal compatibility with other systems in the region'. At the time I was reading about the NEC increase, I ASSumed the increase was going to be from 11KV nominal to something like 12.5KV nominal ... but that had the prior assumption that the common-knowledge voltage of the New Haven and PRR electrifications was still 'as built' and not boosted up -- |
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