You are right. A diesel's power output really declines at higher speeds and it seems the top end for a diesel is about 125 mph.

 

Electrification of NS's Chicago-New York main would make it the dominant player in that market. I wonder if CSX would feel forced to follow?

 

Looking back, if Pennsy had pushed west of Harrisburg to Chicago, they would have beaten the pants off any competitors. Interestingly, NYC did study electrification between New York and Buffalo right after WWII and would have bought 125 4-8-4 Niagara steam locos for operations west of the latter city. The Century would have had a 15 hour New York-Chicago running time. Ah, what could have been...

Thanks Nooz for cleaning up this thread and making it "legal" again!

Okay, this will probably get bumped but it sort of is part of this thread -- we are taking a trip next week on Amtrak from Cleveland to NYC.  It is sort of an experiment to see how the train travel is.  We want to do a cross country trip on Amtrak to the west coast some day but want to do a trial run first.  Now if I can just figure out how to get to the CLE station and back at odd hours of the morning.  Don't want to leave the car parked at the station since the lot is unattended.  Doesn't seem that the travel is made easy from CLE!

Okay, this will probably get bumped but it sort of is part of this thread -- we are taking a trip next week on Amtrak from Cleveland to NYC.  It is sort of an experiment to see how the train travel is.  We want to do a cross country trip on Amtrak to the west coast some day but want to do a trial run first.  Now if I can just figure out how to get to the CLE station and back at odd hours of the morning.  Don't want to leave the car parked at the station since the lot is unattended.  Doesn't seem that the travel is made easy from CLE!

 

take a cab or have someone drop you off.  MayDay has made a map.  search his name and amtrak.

Okay, this will probably get bumped but it sort of is part of this thread -- we are taking a trip next week on Amtrak from Cleveland to NYC. It is sort of an experiment to see how the train travel is. We want to do a cross country trip on Amtrak to the west coast some day but want to do a trial run first. Now if I can just figure out how to get to the CLE station and back at odd hours of the morning. Don't want to leave the car parked at the station since the lot is unattended. Doesn't seem that the travel is made easy from CLE!

 

take a cab or have someone drop you off. MayDay has made a map. search his name and amtrak.

Or, if you haven't already, you could check out RTA. They do run infrequently throughout the night on many routes.

Okay, this will probably get bumped but it sort of is part of this thread -- we are taking a trip next week on Amtrak from Cleveland to NYC.  It is sort of an experiment to see how the train travel is.  We want to do a cross country trip on Amtrak to the west coast some day but want to do a trial run first.  Now if I can just figure out how to get to the CLE station and back at odd hours of the morning.  Don't want to leave the car parked at the station since the lot is unattended.  Doesn't seem that the travel is made easy from CLE!

 

take a cab or have someone drop you off.  MayDay has made a map.  search his name and amtrak.

Or, if you haven't already, you could check out RTA. They do run infrequently throughout the night on many routes.

 

Riding the  26 to the WFL??  That is probably more of a pain than just taking a cab.

Okay, this will probably get bumped but it sort of is part of this thread -- we are taking a trip next week on Amtrak from Cleveland to NYC. It is sort of an experiment to see how the train travel is. We want to do a cross country trip on Amtrak to the west coast some day but want to do a trial run first. Now if I can just figure out how to get to the CLE station and back at odd hours of the morning. Don't want to leave the car parked at the station since the lot is unattended. Doesn't seem that the travel is made easy from CLE!

 

take a cab or have someone drop you off. MayDay has made a map. search his name and amtrak.

Or, if you haven't already, you could check out RTA. They do run infrequently throughout the night on many routes.

 

Riding the 26 to the WFL??   That is probably more of a pain than just taking a cab.

Well I don't know where jmjr is coming from, but if the 26 goes by where he/she lives than why would he need the WFL? The walk from Superior to the Amtrak station isn't that far. Even with luggage it shouldn't take more than a couple minutes to walk a quarter mile. Sure a cab would be easier, but why spend the money if you don't have to? (I'm cheap, in case you haven't noticed.)

Okay, this will probably get bumped but it sort of is part of this thread -- we are taking a trip next week on Amtrak from Cleveland to NYC.  It is sort of an experiment to see how the train travel is.  We want to do a cross country trip on Amtrak to the west coast some day but want to do a trial run first.  Now if I can just figure out how to get to the CLE station and back at odd hours of the morning.  Don't want to leave the car parked at the station since the lot is unattended.  Doesn't seem that the travel is made easy from CLE!

 

take a cab or have someone drop you off.  MayDay has made a map.  search his name and amtrak.

Or, if you haven't already, you could check out RTA. They do run infrequently throughout the night on many routes.

 

Riding the  26 to the WFL??  That is probably more of a pain than just taking a cab.

Well I don't know where jmjr is coming from, but if the 26 goes by where he/she lives than why would he need the WFL? The walk from Superior to the Amtrak station isn't that far. Even with luggage it shouldn't take more than a couple minutes to walk a quarter mile. Sure a cab would be easier, but why spend the money if you don't have to? (I'm cheap, in case you haven't noticed.)

 

I'm cheap also, but walking to the Amtrak station could be hard with luggage, even from just St. Clair.  remember its in the middle of East 9 and West 3.  I think the only way to get there on foot is via the browns walkway.

Okay, this will probably get bumped but it sort of is part of this thread -- we are taking a trip next week on Amtrak from Cleveland to NYC.  It is sort of an experiment to see how the train travel is.  We want to do a cross country trip on Amtrak to the west coast some day but want to do a trial run first.  Now if I can just figure out how to get to the CLE station and back at odd hours of the morning.  Don't want to leave the car parked at the station since the lot is unattended.  Doesn't seem that the travel is made easy from CLE!

 

I'm a transit guy, but walking from Superior to the Amtrak station isn't easy. The last 500-1000 feet is the worst -- next to (or on!) the Shoreway's ramps. Best bet is to take a cab.

 

And I wish you were taking a different route for your trial run on Amtrak. The Lake Shore Limited route uses single-level train cars, many past their prime, with crews that couldn't seem to care less about their jobs. And the scenery is nothing special until you travel along the Hudson River between Albany and New York.

 

A much better example of the transcontinental trains from Chicago to the West Coast is the Capitol Limited which travels from Chicago through Toledo, Cleveland, Pittsburgh, Harpers Ferry and Washington DC. It uses the same kind of two-level train equipment as the Chicago-West Coast trains, has more onboard services including movies, a nice lounge car with floor-to-ceiling windows, dining car and very good scenery. It would be a wonderful ride in the next couple of weeks with the leaves changing. The ride from about one hour out of Pittsburgh all the way through the hills and many tunnels into D.C. is in daylight hours.

 

One tip: treat cross-country train travel in coach like a camping trip and you'll enjoy yourself much more. You'll be roughing it, including taking baths in a sink (unless you book a bedroom which have showers). Expect the unexpected, including delays. And pack some snacks, a few drinks, a laptop PC with movies etc., iPod, books, etc. You can get food and drinks from the lounge car or dining car, but it can get expensive.

 

DOUBLE-DECK SUPERLINER TRAIN (Chicago-West Coast trains, plus Chicago-Cleveland-Washington DC):

 

Amtrak coach seats (these are taken on the double-deck Superliner trains west of Chicago and on the Chicago-Washington Capitol Limited, but are very similar in interior design to the single-level cars on the Lake Shore Limited):

 

 

 

This is an exterior view of Amtrak's Superlier trains (a single-level car is seen at the extreme left):

 

This is a lounge car on a double-deck Superliner train, with the food/beverage sales areas on the first and second floors:

 

 

 

Superliner dining car (similar in interior design to the Viewliner diner used on the Lake Shore Limited):

 

Superliner Family Bedroom made up for day travel. For night travel, the seat back is lowered and an overhead bunk is lowered to sleep three. As you can see there is a sink and behind it is a room that doubles as a toilet and shower. Be sure you press right button in there - one button flushes, the other turns the shower on:

 

SINGLE-LEVEL LONG-DISTANCE TRAIN (used on the Lake Shore Limited and all other eastern routes except the Capitol Limited):

 

These are interior and exterior views of a Amtrak's single-level coach cars used on the Lake Shore Limited:

 

 

 

This is a lounge car on a single-level train like the Lake Shore Limited. This car was just remanufactured, and the view shows the concessions counter with the picture taken from a McDonalds-style seating booth:

 

Another view of a single-level lounge car:

 

Viewliner bedroom (also equipped with fold-down bunks, and a bathroom/shower):

 

 

 

 

 

Since train bedrooms are so tiny, it takes many angles to see every nook and cranny. Fortunately, someone did that (the four previous pictures are from that set) and posted the pictures online at:

 

http://www.trainweb.com/mvc/year2005/12/2005l04b/DSC00797.HTML

 

I hope you have a great trip no matter what route you take.

I'll second that on Lake Shore vs. Capitol Limited. Last December I took the Lake Shore from Waterloo to Chicago, and returned on the Capitol.

 

The Lake Shore was running a couple of hours late, and the lounge car was tired and shabby and overdue for a rebuild. The attendant had already mostly shut down and stowed everything in preparation for going off duty when he arrived in Chicago and he was visibly annoyed when I showed up asking for a cup of coffee. The single-level Amfleet cars ride OK, although they're no match for the old Heritage Fleet rolling stock. They ride nicely on well-maintained track, but they're jiggly and rattly on much of the track Amtrak uses that is maintained for freight at 70mph or less.

 

Departing Chicago, the Capitol was delayed boarding at Union Station because of an electrical problem, but once that was resolved everything went fairly well. The Superliners provide a smooth, quiet ride on the same track that is rattly on Amfleet cars.

 

My only gripe with Superliners is that I've never been comfortably warm in them, either coaches or sleeprs, in winter. I think the heat must work via the HVAC system's circulating air; they always seem drafty and chilly to me. Last December, I wasn't the only one who was cold; everyone in the coach kept their coats on the entire time. A couple of robust-looking twenty-somethings across the aisle were wearing their coats and gloves, and one had taken off his shoes and was rubbing his feet to try to get them warm. The Amfleet cars, on the other hand, have radiant baseboard heat. They're always cozy in winter.

FOR IMMEDIATE RELEASE

October 12, 2009

ATK-09-074

Contact: Media Relations

202 906.3860

AMTRAK POSTS SECOND-BEST RIDERSHIP IN HISTORY

 

27.2 million passengers, $1.6 billion in tickets, on-time performance up

 

WASHINGTON – Amtrak carried nearly 27.2 million passengers in Fiscal Year 2009, marking the second highest ridership total since the National Railroad Passenger Corporation started operations in 1971.

 

The 27,167,014 total passengers for the 12 months ending September 30, 2009, fell short of the all-time record of 28.7 million for Fiscal Year 2008, but exceeded the Fiscal Year 2007 total by 5.1 percent. Total ticket revenue for the Fiscal Year 2009 reached $1.6 billion.

 

“In a difficult year for the economy – particularly in the travel industry – Amtrak

ridership has remained strong albeit with some regional variation,” said Amtrak President and CEO Joseph H. Boardman. “In particular, reduced business travel along the Northeast Corridor prevented us from reaching the ridership we achieved last year.”

 

In addition, Amtrak on-time performance system-wide topped 80 percent in FY 2009, a significant improvement that leads to ridership gains by bolstering passenger confidence.

 

Amtrak on-time performance in FY 2008 was 71 percent.

 

Boardman said the FY 2009 Amtrak ridership figures are consistent with the annual growth seen since FY 2002 with a spike in passengers during FY 2008 due in part from that summer’s record-high gasoline prices. He added Amtrak is restoring and rehabilitating locomotives and passenger rail cars to be in a position to increase capacity and accommodate growth when the economy improves.

 

Ridership Highlights

 

While ridership in the Northeast Corridor on Acela Express and Northeast Regional services did not keep pace with last year, several short-distance routes did achieve new highs, including the Chicago-St. Louis corridor (up 6 percent), the Harrisburg-Philadelphia-New York Keystone Service (up 2.7 percent), the Raleigh-Charlotte Piedmont (up 3.8 percent) and the

Washington-St. Albans Vermonter (up 1.9 percent).

 

Elsewhere on the Amtrak national network, the Los Angeles-Seattle Coast Starlight ridership was up 22.3 percent from the previous fiscal year, recovering from a 15-week service disruption in 2008 that closed a portion of the route in northern California.

 

Other long distance trains that posted gains in FY 2009 versus FY 2008 include the Los Angeles-New Orleans Sunset Limited route (up 9.8 percent), the San Antonio-Chicago Texas Eagle (up 3.6 percent) and the New York-Miami Silver Meteor (up 3.4 percent) and Silver Star (up 1.1 percent).

 

While other segments posted declines, the 15 long distance trains as a group experienced an increase (up 0.7 percent), highlighting their role in many cases as essential public transportation and reflecting improved on-time performance in most instances.

 

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history.

 

With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph—to more than 500 destinations. Amtrak also is the

operator of choice for state-supported corridor services in 15 states and for four commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

I think those are pretty impressive results considering the recession. Enplanements and driving are both down.

Even Grayhound now has free wifi on its Noetheast Corridor routes.  Would love to see Amtrak roll this out on more routes (particularly Acela and Acela regional).

Megabus has free wifi too.

Shades of 1950: Phillies Arrive in New York by Train

By DAVID WALDSTEIN

full story at: http://www.nytimes.com/2009/10/27/sports/baseball/27phillies.html?_r=1&th&emc=th

 

Evoking a bygone era when rail travel was the main mode of transportation in baseball, the Philadelphia Phillies rolled into Penn Station on a chartered train about 6:03 p.m. Monday, but they were not looking to the past century for inspiration.

 

The Phillies previously took the train to the World Series in 1950, when they were swept by the Yankees. But that dreary omen did not deter the defending champion Phillies from using the same mode of transportation that Philadelphia’s Whiz Kids took 59 years ago.

 

The reason for the train was neither historical novelty nor an exercise in team building in advance of the World Series, which begins Wednesday at Yankee Stadium. It was pure convenience. The distance between Philadelphia and New York is too short for a flight, and a fleet of buses traveling up the New Jersey Turnpike could spend as much time on the approach to the Lincoln Tunnel as the entire train ride.

Shades of 1950: Phillies Arrive in New York by Train

By DAVID WALDSTEIN

full story at: http://www.nytimes.com/2009/10/27/sports/baseball/27phillies.html?_r=1&th&emc=th

 

Evoking a bygone era when rail travel was the main mode of transportation in baseball, the Philadelphia Phillies rolled into Penn Station on a chartered train about 6:03 p.m. Monday, but they were not looking to the past century for inspiration.

 

The Phillies previously took the train to the World Series in 1950, when they were swept by the Yankees. But that dreary omen did not deter the defending champion Phillies from using the same mode of transportation that Philadelphia’s Whiz Kids took 59 years ago.

 

The reason for the train was neither historical novelty nor an exercise in team building in advance of the World Series, which begins Wednesday at Yankee Stadium. It was pure convenience. The distance between Philadelphia and New York is too short for a flight, and a fleet of buses traveling up the New Jersey Turnpike could spend as much time on the approach to the Lincoln Tunnel as the entire train ride.

 

This years world series has been dubbed the "Amtrak Series".  Go Philly!

Go Yankees!

Amtrak Press Release:

 

AMTRAK AIMS TO CONTINUE GROWTH WITH

NEW STRATEGIC GUIDANCE AND FIVE YEAR PLAN

Expand and establish new service, develop and operate high-speed rail, and deploy Wi-Fi on Acela Express among initiatives

 

WASHINGTON – With the release of new Strategic Guidance and the FY 2010-2014 Five Year Financial Plan, Amtrak aims to continue the solid ridership growth seen in recent years and position itself to maximize this historic moment in federal and state support for more passenger rail service, including for the development of high-speed rail corridors.

 

“Amtrak is moving into the future with clear goals and specific initiatives to secure and expand our leadership position in the increasingly competitive passenger rail industry,” said Thomas Carper, chairman of the Amtrak board of directors.

 

Carper said the new Strategic Guidance sets the foundation for the FY 2010-2014 Five Year Financial Plan, and together they encompass the strategy for continuing Amtrak’s ridership growth that has increased steadily from 21.6 million in FY 2002 to 27.2 million in FY 2009, with an all-time record high of 28.7 million in FY 2008.

 

“We must think big, be innovative and pursue opportunities and decisions that make good business sense because the competition is real,” said Amtrak President and CEO Joseph H. Boardman, stressing that he believes the national railroad’s experience and depth of expert knowledge are assets that make Amtrak the right choice to operate new or expanded service.

 

The Strategic Guidance outlines the opportunities and challenges facing Amtrak in the new passenger rail environment where states have the primary role in developing new or expanded intercity and high-speed rail service. It establishes six broad goals to be safer, greener and healthier and to improve financial performance, customer service, and meet national needs. Plus, it creates key performance indicators to measure progress.

 

The FY 2010-2014 Five Year Financial Plan for the first time provides substantially detailed financial projections for Amtrak’s revenue, operating costs, capital programs and debt service obligations. It also provides a comprehensive discussion of initiatives Amtrak is taking to fulfill its goals and key performance indicators with targets by which it will be measured. Among the specific plans to be accomplished by the end of FY 2014 are to increase ridership by 15 percent, grow ticket revenue by 20 percent, expand service on eight existing state-supported corridors, form two new state partnerships and improve reliability of service across the railroad.

 

The two documents combined create a new vision that supersedes Amtrak’s 2005 Strategic Reform Initiatives and align Amtrak’s goals with those passed by Congress in Passenger Rail Investment and Improvement Act of 2008 and in the Obama administration’s Vision for High-Speed Rail in America.

 

Amtrak also is partnering with and assisting states as they apply for federal grants to develop high-speed rail corridors, preparing a new fleet plan to replace aging locomotives and passenger rail cars, upgrading tracks and other infrastructure, and installing Positive Train Control technology to enhance safety. In addition, Amtrak plans to deploy Wi-Fi technology on Acela Express, implement next generation reservation and eTicketing programs, and improve accessibility for persons with disabilities to Amtrak trains, platforms and stations.

 

Further, Amtrak is continuing to make lasting investments in all aspects of the railroad including improved business management processes, better on-board services, and modernizing existing passenger car interiors.

 

The reports can be read here:

 

http://www.amtrak.com/servlet/ContentServer?c=Page&pagename=am%2FLayout&cid=1241245669222

 

Scroll down to where it says "Comprehensive Business Plan"

 

 

Here are Amtrak's plans for equipment, excerpted from the 5-year financial plan:

 

"For the 2009-2014 periods, that includes the following equipment needs:

*  130 single-level long-distance cars (baggage, baggage-dormitory, dining and sleeping cars)

*  20 single-level cab cars

*  20 electric locomotives

 

Replacement of aging and/or retired heritage equipment and augmentation of the sleeper inventory

in the single-level long distance fleet will enable Amtrak to more effectively operate the current

long distance network. It will also enable improved operating performance of long-distance trains

by increasing inventory for sale, improving reliability, and supporting a viable baggage service.

In addition to these baseline state-of-good-repair needs, a specification is in development for a

single-level coach car, which can be utilized for either long-distance or corridor service.

 

Orders will need to be placed in the near term, as funding sources are defined, for new single level corridor cars needed to replace the 470 Amfleet coaches that are approaching the end of their useful lives, and also to create a potential source of supply for passenger cars of this type for interested States seeking to expand or develop corridor service. Absent such actions, Amtrak anticipates a return to chronic capacity shortages in the Northeast Corridor served by this conventional fleet, which have only somewhat abated with the recent economic downturn.

 

The requirements for system and route growth outside of the baseline need will be developed in

partnership with states and in parallel with plans for route and service growth."

 

And... an item of note from the2009 Strategic Guidance:

 

Long-Distance Trains: Our long-distance trains are vital, both toAmtrak and the communities they serve. They are the sinew that ties our network together. Furthermore, they provide basic transportation to many areas that have a limited range of airline and intercity bus service choices. In some cases,Amtrak will consider expansions of long-distance routes, if proposed changes serve a clear public service purpose and a definite transportation need.  Any decision to expand long-distance service will consider the following:

 

• Support of the states and communities along the route

• Market for service, with corresponding positive revenue and ridership impacts

• Opportunities for growth, connectivity, and service improvement

• Available funding

• Equipment availability

 

This excerpts point to a major flaw in Amtrak's vision: They intend to provide no leadership on expansion of the national system beyond coming to the table if the states first bring a check.  This is of particular concern for the long distance trains.  These are interstate trains that should be funded through a federal program and this is what Amtrak should be calling for. 

 

This is beyond tiresome.  Amtrak is now in a position where Congress would entertain just about anything they intelligently ask for, but instead, they are afraid to stand too high above the bunker they've been hiding in for nearly 40 years. 

 

Amtrak launches new, improved Website

Wednesday, November 04, 2009 

 

Amtrak is launching a newly designed Amtrak.com, with a number of features to make it even easier for customers to book tickets online. The enhanced Web site has a fresh new look and feel with updated and reorganized content and functionality.

 

"The new Amtrak.com offers customers improved navigation to make access to needed information faster and more intuitive," said Kathleen Gordon, senior director, e-Commerce.

 

READ MORE AT:

http://www.rtands.com/newsflash/amtrak-launches-new-improved-website.html

Amtrak rings up more Illlinois route riders in FY09

 

In fiscal-year 2009, which ended Sept. 30, Amtrak’s Illinois ridership totaled more than 1.8 million passengers, up 1 percent vs. FY2008 ridership and up 20 percent vs. FY2007’s total. Amtrak trains in the state are operated under a contract with the Illinois Department of Transportation (IDOT).

 

Ridership on the Chicago-St. Louis route increased 6 percent year over year to 577,801, but Chicago-Carbondale route ridership fell 5 percent to 290,6262 and Chicago-Milwaukee Hiawatha service ridership declined 2 percent to 738,231. The Hiawatha service is provided in partnership with the Wisconsin Department of Transportation.

 

More at:

http://www.progressiverailroading.com/news/article.asp?id=22050

Okay, this will probably get bumped but it sort of is part of this thread -- we are taking a trip next week on Amtrak from Cleveland to NYC. It is sort of an experiment to see how the train travel is. We want to do a cross country trip on Amtrak to the west coast some day but want to do a trial run first. Now if I can just figure out how to get to the CLE station and back at odd hours of the morning. Don't want to leave the car parked at the station since the lot is unattended. Doesn't seem that the travel is made easy from CLE!

 

How did the trip go? 

 

It's a bit late now, but...  By the way, Amtrak's lot is gated shut when the station is closed.  We've parked our cars there for multiple days on a few occasions with no difficulties. 

 

If you are going to ride a western train next year, I would recommend the Empire Builder.  BNSF does a good job of dispatching that train and it has one of the highest customer satisfaction rankings of the long hauls. 

 

My wife and I traveled from Cleveland to Seattle by train on our honeymoon.  After a hectic few weeks leading up to the wedding, it was nice to just kick back and relax for the two-day trip-- no long drive anywhere, no airport hassles (it was 2002, so the hassles were just beginning).  We arrived in Seattle relaxed, well-rested, with an enjoyable two weeks ahead of us (we bummed around British Columbia-- Victoria, Prince Rupert, Vancouver, then flew home from Seattle.  We used all of the major forms of mass transportation:  trains, ferries, intercity bus, transit buses, rental car, airplane (we flew home)).  We rode VIA Rail in Canada... better operation hands down, but we had no problems on Amtrak for our trip. 

 

Just went from Sandusky to Chicago and back on the Lake Shore a couple of weeks ago.  The coaches were clean and in nice shape for Amfleets.  Everything was fine, except for an air problem in the cars, so the toilets didn't flush properly (they would empty, but the little vacuum doors wouldn't shut so the bathrooms stunk) and the lounge car couldn't draw water to make coffee (they had to keep bringing coffee from the diner).  The crews were fine too. Even Chicago Union Station employees aren't surly anymore.  I encountered a very friendly and helpful ticket agent who helped us out a lot.  On the way back, I bought an unsold bedroom room in a Viewliner car.  The Viewliners have very nice bedrooms.  The car attendant was very friendly.  The train was on time, even early at Toledo both ways.  The track between Cleveland and Toledo is kind of rough, though. 

 

 

Norfolk Southern usually takes pretty good care of their tracks on most of their system, so I'm not sure why the Cleveland-Toledo is so rough (I've heard Toledo-Chicago is even more rough). The tracks do take a savage beating from 90 freight trains a day, but NS is almost as busy from Cleveland to Pittsburgh and a little busier from Pittsburgh to Harrisburg. Yet I've not heard complaints about ride quality on those segments like I've heard about the Cleveland - Chicago section. Some experienced riders said to me they feared the train would derail when swaying violently while going over switches at 79 mph.

Last December, my ride to Chicago on the Late Shore Limited from Waterloo was rough, jiggly and rattly. Returning on the Capitol Limited, the ride was significantly smoother. I don't know if it's the difference between the Late Shore's Amfleet cars and the Capitol's heavier Superliners, or if the eastbound track was just in better shape than the westbound.

Given the age and lighter weight of the Amfleet cars, I'd say that's why the rough ride.  I've ridden the Superliners on portions of the Illinois Chicago-St.Louis route and even on rough track, they offer a smoother ride.

I think the Amfleet cars, with their inboard bearing trucks are just naturally rough riders. Superliners and Surfliners both seem to ride much better and quieter, too.

 

 

But I spoke with someone recently who was on the Capitol and said that even the conductor and assistant crews seemed unnerved by some sections of rough track. One remarked that they were surprised they didn't go off the tracks.

Has anyone brought this to Amtrak's attention?

They have first-hand experience of it. Their executives ride over this section frequently, back and forth between Chicago and Washington.

 

What good would it to do bring to their attention right-of-way issues they don't control? As we all know, Amtrak isn't proactive. When they encounter bad track, their reactions range from: putting up with it and doing nothing, adding more running times in their timetables, finding another route or discontinuing service entirely.

 

Only once did they ever take on a freight railroad -- when they asked for and got the STB to condemn a decrepit portion of a regional railroad once used by the Montrealer from Springfield, Mass. north to the US/Canada border. There were dozens of other potential applications of this ability Amtrak has but has never used except that one occasion. Many of those were in Ohio, including the downgrading of the Fort Wayne Line west of Crestline.

Around 1981 I rode Amtrak from Fort Wayne via Chicago to Austin, Texas. The train out of Chicago then was known as the Inter-American.

 

Ridership was rather light, and my Superliner sleeper (then brand-new) was sparsely populated. I struck up a conversation with a couple of railroaders on vacation, and later that evening ended up having coffee with them and the conductor.

 

In the vicinity of Bloomington, Illinois, we were running a few minutes down and the engineer was pushing to try to make it up. The track wasn't all that good at speed, and the ride was rough enough that the conductor was grumbling about it. Then, we went over something - a switch, a crossover, possibly a diamond - and it felt like the car went airborne. The conductor's coffee cup - the old-school heavy china - tipped on its saucer and spilled.

 

He picked up his radio; "Charlie, if we go in a ditch, I don't wanna have to 'splain for you." Just about right away I could feel the speed lessening.

I was on the Capitol Limited traveling from Washington DC to Cleveland in the early 90s. Back then I was making regular trips to DC to lobby Amtrak and Congress for money to extend the Pennsylvanian from Pittsburgh to Cleveland. I don't remember why, but we left Washington Union Station about an hour late. The engineer was pushing it, trying to make up time. It was a lot of fun seeing this accelerated ride from the position of the front seat of the dome car. We left Cumberland only a half-hour down!

 

Shortly thereafter, our train was squealing tight curves in the Alleghenies, heading up toward Sand Patch, when I relinquished my dome car seat to head down to the lounge car for a beer. After I purchased my beer, I turned to face the booth seating in the lounge car where the conductor and assistant conducter were seated, going over the manifest. Just then, the train lurched hard to one side, throwing my body against a wall. Everything that was on half of the tables in the lounge slid onto the floor, while the condiments, swizzle sticks and other stuff on lounge counter spilled all over the place. The squealing of the wheel flanges on the rail was the loudest I'd ever heard. After we emerged from the curve, I half-expected the wheels from one side of the train to slam back down onto the rails. An Amtrak customer leapt from his booth and asked the conductor "what the hell was that?"

 

"We went around a curve too fast," she said before going back to her manifest.

 

We soon paused at the McKeesport train station right on time -- the engineer made up the lost hour! Then, about 15 minutes away from Pittsburgh Penn Station, the train abruptly stopped next to an alley behind some old buildings near Braddock, I think. A few minutes later an ambulance circled the area and finally found our train. It pulled up next to us, with paramedics bringing a bodyboard into the train. A heart attack patient was brought out and transported to the hospital. Police did their paperwork. Railroad people filled out their paperwork. We finally got the go-ahead after a one-hour delay....

 

We didn't make up a single minute of that into Cleveland.

I though rides like that were only at Cedar Point.

I remember that ride! It was just as you said, but I also remember getting stuck behind a freight at Alliance, which the Conrail dispatcher had let out on the main ahead of us. He then realized he should not have done that and compounded the error by having the freight back into the Aliiance yard. We sat for an eternity while they sorted that mess out.

Norfolk Southern usually takes pretty good care of their tracks on most of their system, so I'm not sure why the Cleveland-Toledo is so rough (I've heard Toledo-Chicago is even more rough). The tracks do take a savage beating from 90 freight trains a day, but NS is almost as busy from Cleveland to Pittsburgh and a little busier from Pittsburgh to Harrisburg. Yet I've not heard complaints about ride quality on those segments like I've heard about the Cleveland - Chicago section. Some experienced riders said to me they feared the train would derail when swaying violently while going over switches at 79 mph.

 

I just completed that round trip from Pittsburgh to Chicago (my wife and I, and now our two-year old son, have done that trip for the start of Chicago's holiday season each year for the last 12). Amtrak marketing focuses too much on destinations like Florida and NYC, and doesn't think enough about cities like Chicago, IMHO.

 

My experience was:

 

1. The bumps and grinds were exciting to my son.

2. They weren't nearly as frightening as the Palmetto route (even I could barely sleep on that one).

3. The big bumps were at diamonds and switches (of the latter, there were many). The track, itself, was smooth.

4. The GG1 which used to be in Elkhart is gone. I wonder who has it?

 

All in all, the experience was a good one though I have one complaint which is that all but the A-B compartments on the sleeper are capable of being opened into doubles (nice when you are traveling with children and want to have a glass of wine before bed). But reservations books these first, instead of last. I made my reservations six weeks in advance and only the A-Bs were open.

 

Amtrak riders break record at Iowa stops

By WILLIAM PETROSKI • [email protected] • November 29, 2009

 

Amtrak ridership in Iowa broke a record this year, despite a recession that has hurt the state's economy and reduced business travel nationally.

 

A total of 66,286 passengers got on and off Amtrak trains at Iowa stations during the federal budget year that ended Sept. 30. That was an increase of 3 percent, or an additional 2,026 passengers compared with a year earlier, which also set a record. It was the most in Iowa since Congress created Amtrak in 1971, officials said.

 

In comparison, airline passenger counts at the Des Moines airport were down 8.2 percent from January through October compared with the same period last year. Meanwhile, the volume of highway miles traveled in Iowa was up 1.2 percent for the first 10 months of 2009, state records show.

 

Full story at:

http://www.desmoinesregister.com/article/20091129/NEWS10/911290343/-1/BUSINESS04/Amtrak-riders-break-record-at-Iowa-stops

4. The GG1 which used to be in Elkhart is gone. I wonder who has it?

I think I found it! It's across from the small boy, pulling a pale green hopper.

 

I think DJ Orion brought the incredible train-shrinking machine from NJ and shrunk it and swiped it.

At random, I clicked on this thread. And now I read that you are accusing ME of shrinking the train and stealing it???

I think Sherman might be the one to look at. Or are you just covering your trail?? :lol:

OK fellas -- topic please! :)

General Electric's Transportation division says it can build better, faster passenger locomotives...

 

GE Transportation pressing for Amtrak deal

Team lobbies for new locomotives

By JIM MARTIN

[email protected]

 

Amtrak hopes to replace 54 of its oldest passenger locomotives, and Lawrence Park-based GE Transportation wants to bid for the contract.

 

But at least for now, there's no money in the government's 2010 budget to pay for them.

 

In what might have once seemed like an unusual collaboration, company officials and its main union are making a joint plea for Congress to include an appropriation for new locomotives.

 

Full story at: http://www.goerie.com/apps/pbcs.dll/article?AID=/20091201/NEWS02/312019976&template=printart

Crumbling over span of years

By TOM NAMAKO Transit Reporter

 

Last Updated: 5:47 AM, November 27, 2009

Posted: 2:22 AM, November 27, 2009

 

A staggering number of the 89 city bridges and crossings used by Amtrak trains have parts that are in crumbling condition, The Post has learned.

 

At least 46 percent of the spans -- some crossing over waterways like the Bronx River or such thoroughfares as Dyckman Street -- have important components rated in "poor" or worse condition, inspection reports show.

 

And the grades don't fare much better for bridges around the state. About 44 percent have poor or worse ratings, with some in Albany having completely ineffective waterproofing and drainage.

 

 

Full story at:http://www.nypost.com/p/news/local/crumbling_over_span_of_years_NGtLg1DDk38hxD8ziD6QdM

Amtrak notches stellar Thanksgiving ridership   

Progressive Railroading Magazine

 

Amtrak says its ridership during the Thanksgiving Day weekthis year set an “all-time record,” with ridership up 4%  compared with the comparable period in2008; ticket revenue rose 1% compared with the year-ago period.

 

Amtrak says 685,876 trips took place between Nov. 24 and Nov. 30, generating $44.1million in ticket revenue, which it claims is “the best weekly performance in company history.”   

 

More at: http://www.railwayage.com/breaking-news/amtrak-notches-stellar-thanksgiving-ridership.html

New side track in mid-Missouri aimed at reducing delays for Amtrak passenger trains

WDAF-TV

5:25 PM CST, December 8, 2009

 

CALIFORNIA, Mo. (AP) — State officials hope a new section of railroad track near the mid-Missouri town of California will reduce delays for Amtrak passenger trains.

 

The 9,000-foot side track opened Tuesday, giving freight trains another place to pull over so that faster Amtrak trains can pass.

 

Full story at:

http://www.fox4kc.com/news/sns-ap-mo--traindelays%2c0%2c1393482.story

 

Some good news for those who use Amtrak's "Lake Shore Limited" between Ohio and Chicago or New York City.

 

FOR IMMEDIATE RELEASE

December 14, 2009

ATK-09-102

New York City Contact: Cliff Cole

212 630.6933

Chicago Contact: Marc Magliari

312 880.5390

AMTRAK RESTORES DINING CAR SERVICEON LAKE SHORE LIMITED TRAINS

Improved culinary experience for passengers

 

NEW YORK, CHICAGO and BOSTON – To meet passenger demand for a higher level of food service, Amtrak is restoring dining car service to its long-distance Lake Shore Limited route that operates from New York and Boston to Chicago.

 

The dining car service begins today with Train 49, originating from New York. It provides an improved culinary experience for passengers with enhanced ambience and comfort, including trained chefs who will prepare freshly made meals. In addition, the 1950s era dining cars have been refurbished to meet current safety and operating standards and feature booth style seating, large picture windows and modern cooking equipment.

 

“Putting diner cars back on the Lake Shore Limited has been a priority for Amtrak and is one of the ways we are improving this service for our passengers,” said Emmett Fremaux, Vice President of Marketing and Product Development, adding that sleeping car service was restored between Boston and Chicago in March 2009.

 

Due to a shortage of available dining cars to operate the service, modified Café Cars have operated on Lake Shore Limited since September 2007, as Amtrak worked to refurbish the Heritage Dining Cars.

 

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph—to more than 500 destinations. Amtrak also is the operator of choice for state-supported corridor services in 15 states and for four commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

Nothing could be finer than dinner in the diner .... except having it serve the Ohio cities of Bryan, Toledo, Sandusky, Elyria and Cleveland at times of the DAY when we could actually use it!!

Ray LaHood was just on the Daily Show with Jon Stewart, and the first word he spoke in answer to a question was, "Amtrak." (The question was about how fat-cat New York bankers who failed to go to the White House for a meeting because of airport fog in DC might otherwise travel.) LaHood also extolled the virtues of high-speed passenger rail and, when asked where the hubs might be, said "The Midwest." Then he added California, the South and the NE corridor.

And he is a Republican - LaHood in '12 or '16.

Ray LaHood was just on the Daily Show with Jon Stewart, and the first word he spoke in answer to a question was, "Amtrak." (The question was about how fat-cat New York bankers who failed to go to the White House for a meeting because of airport fog in DC might otherwise travel.)

 

Upon arrival in DC, they could even walk from Union Station to the White House, reducing both their carbon footprint and their fat assprint.

Fat assprint. I'm going to steal that line and use it liberally. Love it.

 

I can't wait to order a Gibson from the dining car steward a la Cary Grant in "North by Northwest". Speaking of which, on the current Capitol Limited I noticed that the dining cars had bars in them, but I didn't know if they actually operated these. The meals were standard fare; practically nothing was freshly prepared (unless you include a microwaved meal as freshly prepared).

 

http://transportation.house.gov/Media/file/Main%20Street/HR%202847%20Summary.pdf

 

AMTRAK: $800 MILLION

 

H.R. 2847, the Jobs for Main Street Act, 2010: Title I, Chapter 6 of

H.R. 2847 provides $800 million to Amtrak for fleet modernization,

including rehabilitation of existing equipment and acquisition of new

equipment such as fuel-efficient locomotives. It also strengthens

Amtrak’s Buy America requirement to encourage domestic manufacturing and

rehabilitation of the equipment.

 

Amtrak’s equipment is aging; it is a major factor in delays. Some of

Amtrak’s vehicles are more than 50 years old. The average life of a

passenger rail car, depending on its usage, is 25 to 30 years. The

lifespan of a locomotive is 20 to 25 years. Currently, Amtrak has 92

Heritage cars in service (which are 53 to 61 years old), 17 Metroliners

(which are 42 years old), 412 Amfleet I cars (which are 32 to 35 years

old), 122 Amfleet II cars (which are 28 to 29 years old), 249 Superliner

I cars (which are 28 to 30 years old); 184 Superliner II cars (which are

13 to 15 years old), 97 Horizon cars (which are 19 to 20 years old), 50

Viewliners (which are 13 to 14 years old), 29 Talgo cars (which are 10

years old), 120 Acela cars (which are nine to 10 years old), and 41

Surfliners (which are seven to nine years old).

 

With respect to locomotives, Amtrak has 49 AEM-7 locomotives (which are

21 to 29 years old), 18 P32’s (which are 18 years old), 18 P32DM’s

(which are 11 to 14 years old), 21 F59PHI’s (which are 11 years old), 15

HHP-8’s (which are eight to 10 years old), and 207 P42’s (which are

eight to 13 years old).

 

Over the next five years and given adequate resources, Amtrak plans to

purchase 396 new single-level vehicles for corridor service, which will

replace about 95 percent of the Amfleet I vehicles; purchase 275 new

single-level vehicles for long-haul service in an effort to remove all

of the Heritage single-level cars and about 95 percent of the Amfleet II

vehicles from service; purchase 160 new bi-level vehicles to replace 65

percent of the Superliner I cars; and purchase 100 new electric

locomotives to replace the entire electric locomotive fleet. Amtrak also

plans to acquire 54 new diesel locomotives, replacing 20 percent of its

diesel fleet; and purchase five additional Acela trainsets and 41 new

switch engines to replace the entire switcher fleet. Amtrak estimates

that the effort requires capital funding of approximately $4.57 billion.

 

Recovery Act Implementation: The Recovery Act provided Amtrak with $1.3

billion for capital improvements. Of the $1.3 billion, Amtrak has

awarded $623 million in contracts for 350 projects. This amount

represents 48 percent of the total apportionment. Other major

initiatives are planned, including infrastructure improvements (such as

major bridges); and improvements to rights-of-way, facilities and other

structures, information management systems, and communications and

signal systems. Amtrak is also making capital improvements to stations

and other facilities to meet requirements under the Americans with

Disabilities Act; various safety and security improvements, including

purchasing police equipment; and replacing concrete ties.