Green Maned Lion
Engineer
Senator Byrd has not much longer to go. The train will be buried with him.
THANK YOUThe Carolina Association for Passenger Trains email group is reporting today that the sleepers have returned to the head-end on the Crescent and Silver Service trains.
Might that be because they aren't supposed to be diners. There is a reason that they didn't just make them and call then Diners...IMHO, the diner-lites just don't stack up to the other diners in the fleet.
That was #97, not #19. I think this thread began with a discussion about the Crescent.
Not enough domes in Amtrak system for Cardinal.Like Amtrak said they WANT to make the Cardinal a Superliner train as soon as possible. Now I don't think it will go to St. Louis (Way too many problems for it to go there). but there is a very good chance of it going to Superliner soon.
Amtrak is changing, abeit slowly.
Not enough domes in Amtrak system for Cardinal.Like Amtrak said they WANT to make the Cardinal a Superliner train as soon as possible. Now I don't think it will go to St. Louis (Way too many problems for it to go there). but there is a very good chance of it going to Superliner soon.
Amtrak is changing, abeit slowly.
If the Cardinal is going to be made into a Superliner they would have to use a new car design. NY Penn Station, the Hudson River Tunnels and the Eastern underpasses allow only so much clearance. They accomodate NJT bi-Level cars but these are not nearly as high as a Superliner.
Not enough domes in Amtrak system for Cardinal.Like Amtrak said they WANT to make the Cardinal a Superliner train as soon as possible. Now I don't think it will go to St. Louis (Way too many problems for it to go there). but there is a very good chance of it going to Superliner soon.
Amtrak is changing, abeit slowly.
If the Cardinal is going to be made into a Superliner they would have to use a new car design. NY Penn Station, the Hudson River Tunnels and the Eastern underpasses allow only so much clearance. They accomodate NJT bi-Level cars but these are not nearly as high as a Superliner.
The NJTransit multilevels aren't well designed for anything at all, let alone long distance service. The multilevels are part of a plan to drive riders off of the rails.NJTs Multilevels are not going to be a template for the next Superliner cars. The NJT cars are not designed well for long distance service. As Eric said any Superliner trains will terminate in WAS for years to come.
The multi-level NJT cars were designed to increase capacity and they seem to meet that objective. They aren't the nicest looking cars or provide the most comfortable ride and I agree they would be a poor base model for a scaled down superliner as you have to step down or up for seating. However, they do address the overherd clearance issues. If anything the recent fare increases will serve to drive riders off the rails. From the closest train station to my home which is Raritan, the OFF PEAK fare to NYC and back is now $50 R/T. If we go to the city thats $100 in train fare, not much less than the NE reg fare to DC.The NJTransit multilevels aren't well designed for anything at all, let alone long distance service. The multilevels are part of a plan to drive riders off of the rails.NJTs Multilevels are not going to be a template for the next Superliner cars. The NJT cars are not designed well for long distance service. As Eric said any Superliner trains will terminate in WAS for years to come.
You must be taking the scenic route to NYP.The multi-level NJT cars were designed to increase capacity and they seem to meet that objective. They aren't the nicest looking cars or provide the most comfortable ride and I agree they would be a poor base model for a scaled down superliner as you have to step down or up for seating. However, they do address the overherd clearance issues. If anything the recent fare increases will serve to drive riders off the rails. From the closest train station to my home which is Raritan, the OFF PEAK fare to NYC and back is now $50 R/T. If we go to the city thats $100 in train fare, not much less than the NE reg fare to DC.The NJTransit multilevels aren't well designed for anything at all, let alone long distance service. The multilevels are part of a plan to drive riders off of the rails.NJTs Multilevels are not going to be a template for the next Superliner cars. The NJT cars are not designed well for long distance service. As Eric said any Superliner trains will terminate in WAS for years to come.
Have you even ridden in these things? Climbing up and down the stairs is nothing. I'm not a tall guy and I've hit my head frequently on these things. And they are about the slowest things on earth to unload. LIRR schedules half the time between trains at platforms than NJ Transit, and there are a variety of reasons- but a major one is the time it takes to detrain a NJT Multilevel versus an LIRR M7. Also, if you ever want to see something fun, go down to to the LIRR level of NYP and look at track 21. Then go down to NJT track 1. The platforms are the same width give or take an inch or two. Swear to god.The multi-level NJT cars were designed to increase capacity and they seem to meet that objective. They aren't the nicest looking cars or provide the most comfortable ride and I agree they would be a poor base model for a scaled down superliner as you have to step down or up for seating. However, they do address the overherd clearance issues. If anything the recent fare increases will serve to drive riders off the rails. From the closest train station to my home which is Raritan, the OFF PEAK fare to NYC and back is now $50 R/T. If we go to the city thats $100 in train fare, not much less than the NE reg fare to DC.
Yep. As of the 2nd, sleepers are on the head. (As of the 1st for the Card.)I saw a silver service train yesterday and much to my surprise the sleepers were on the front end.
Has anyone gotten any word from Amtrak as to why???Yep. As of the 2nd, sleepers are on the head. (As of the 1st for the Card.)I saw a silver service train yesterday and much to my surprise the sleepers were on the front end.
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