Rail trip report (long)
VAN DEN BOSSCHE Peter
to take some days off with it, allowing for another long rail trip. I
always try to take trains as much as possible (I've been 6 times to the US
now, from coast to coast, and never took a domestic US flight yet).
Amtrak is a more interesting way and exciting way to travel in fact,
besides offering excellent value (I used an USA Railpass, available for
non-US residents, costing $195 for 15 days coach travel in the whole
western US).
This time I travelled prepared, having brought a scanner and any
interesting railroad information I could get. The most valuable piece of
information was to be found on the BNSF website, where the actual service
timetables of the BNSF, as well as service regulations, can be downloaded
for free!
The first leg of my trip was Chicago to Dallas on #21, where I travelled in
coach. Having just flown into Chicago, and still feeling the jet lag, it
was no problem for me to fall sound asleep in the reclining coach seat
(which is actually bigger than a business class plane seat! I won't discuss
economy seats here), awakening deep into Arkansas.
Going by train through smalltown America, one often has the impression that
the train just goes through the main street, while in Europe often the
railroad right of way seems more detached from the housing and road. One
easily understood that the American towns have grown around the railroad,
while in the "old world" most towns predate the age of rail. Unfortunately
most of these small towns have lost their passenger service, the typical
depot buildings remaining in various states from splendid restoration to
sad dilapidation.
Arriving in Dallas (actually my first visit to Texas, which IS in fact a
bit different from other states), I had the opportunity to experience two
generations of light rail: the fine new streetcars, and the old trolley on
McKinney avenue, operated by museum volunteers. Being a volunteer myself in
the Brussels transit museum, I had a nice chat with the guys there.
The next day I had some hangover (having indulged Dallas nightlife), but my
train south was only at 3 pm, so no problem! It arrived in Dallas quite
early. I travelled in a sleeper this time, and since the track past Fort
Worth was on BNSF, I could use the timetables for following where we were,
acknowledging speed restrictions, and above all, to locate the detectors! I
like to listen to detectors (even having installed some detector recordings
as hour chimes on my computer :-). Never heard one though proclaiming a
defect. Otherwise I sat back, relaxed, enjoyed the view and hear the
whistle blow at each level crossing (for some reasons, American loco
whistles have a much better "sound" than their European counterparts which
are more like oversized car horns. This is so since a long time: when after
the war, Belgium bought 300 2-8-0 engines built in US and Canada to replace
war-damaged engines, these became known above all for the sound of their
whistles! One member of this class is preserved to this day: 29.013, which
hauled the last regular steam train in Belgium, on December 20, 1966).
Traveling through Texas, one realises how big this state really is. After a
good dinner (unfortunately, on this train, they still serve on plastic
plates), I went to sleep. The train reached San Antonio during the night,
but when I woke up it was still there, waiting for #1 which was stuck
behind a broken down freight. The diner had been shunted away, but the
friendly crew got us muffins and donuts and fresh coffee. I had a walk
round the nice depot building, being splendidly restored, unfortunately for
some commercial use, the Amtrak functions being relegated to a much more
mundane building.
Finally #1 arrived, and we left San Antonio some five hours late, for the
long ride through the desert along the Mexican border. With a scheduled
arrival in Tucson at 3 am, I took advantage again of my sleeping
accomodation.
The bus in Tucson was waiting to take about a dozen of passengers through
to Phoenix. I do not get the point yet that a city the size of Phoenix must
exist without any direct rail connection. I only took some consolation in
seeing that the bus in question was a Van Hool, built in Belgium, at 10
miles from my home... The depot in Phoenix is a nice building,
unfortunately without trains where a lonely Amtrak clerk tries to uphold
the glory of past days.
After my convention in Phoenix I rented a car to go to Flagstaff and the
Grand Canyon. There was a cold spell and a snowstorm over Arizona those
days. Driving was not always easy, but I liked the scene in Flagstaff with
its busy railroad going right through downtown. Freight traffic is very
heavy on this line; actually much more freight seems to be put on rail in
US than in Europe. I was particularly impressed by the amount of intermodal
trains.
Back in Phoenix, again the bus to Tucson, and the train to L.A. This time
it was running early! The ride (in coach again) was smooth and on time. In
L.A., I only spend one day. I took the metro (actually a streetcar for part
of the route) to Long Beach and back. This huge agglomeration should have
more of these services!
The evening, I boarded #4 towards Kansas City. Once again the comfort of a
sleeper, the good food you get, and the scenery of Arizona and New Mexico!
Sleeper supplements in US may seem high (I paid $253 for this one), but
should be considered in function of what you get: 2 nights accomodation,
and all meals ! In Europe (where distances are much shorter of course), a
single sleeper would cost you about $150 per night, with no meals at all
(except a small breakfast tray on some services).
I had some business in K.C., and then for the final return to Chicago
decided to take #304 via St. Louis.
The route through Missouri was nice, following the river, and the train
here had still the appeal of a local train, stopping at nearly every town
en route. On this route, I noticed some of the detectors were confused
with the axle count, which went from 20 (the actual number), to 19 on the
next detector, and to 22 one further! Past St. Louis the train gradually
filled up, with all seats taken upon arrival in Chicago, where I stayed one
night to return home the next afternoon, thus closing a trip which was once
again a nice experience.
My next trip to US will probably be somewhere next spring. I'm looking
forward to it, and will surely take the train again wherever possible. Rail
travel is in fact the most civilised way of travel ever invented!
Best regards, and happy New Year to all !
Peter
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Van den Bossche Peter
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John J. Harmon
John Harmon
This time I travelled prepared, having brought a scanner and any
interesting railroad information I could get. The most valuable piece of
information was to be found on the BNSF website, where the actual service
timetables of the BNSF, as well as service regulations, can be downloaded
for free!
*** Another valuable resource would be to bring along copies of the
appropriate pages of the Steam Powered Video rail maps (produced in the UK).
Similar to rail maps commonly available in Europe, these maps show even the
most obscure rail junctions, as well as abandoned lines. For a trip such as
yours, attempting to bring the original volumes would add too much weight to
your suitcase. They're not yet available for all areas of the country
(including Texas), but a couple of new ones come out every year.
I travelled in a sleeper this time, and since the track past Fort Worth was on
BNSF, I could use the timetables for following where we were, acknowledging
speed restrictions, and above all, to locate the detectors! I like to listen
to detectors (even having installed some detector recordings as hour chimes on
my computer :-). Never heard one though proclaiming a defect.
*** Fortunately, defects are rare, but can sometimes be amusing. SP used to
have a female voice, which announced a defect as follows: "SP detector,
milepost XXX, STOP YOUR TRAIN! STOP YOUR TRAIN!", followed by a description of
the defect.
Otherwise I sat back, relaxed, enjoyed the view and hear the
whistle blow at each level crossing (for some reasons, American loco
whistles have a much better "sound" than their European counterparts which
are more like oversized car horns.
*** Not everyone enjoys train whistles, although I must confess that I do. I
remember a few years ago, when VIA Rail Canada still ran a short Super
Continental between Winnipeg and Vancouver, I had a rommette in a sleeper
located right behind the engine. As the little 3 or 4-car train raced across
the prairie, It passed over a grade crossing about every mile or so... all
night long! I found the rythmic sound of the whilstle actually helped me get
to sleep, but some passengers were really annoyed the next morning.
Traveling through Texas, one realises how big this state really is. After a
good dinner (unfortunately, on this train, they still serve on plastic
plates), I went to sleep.
*** Unfortunately, Amtrak is having trouble getting the message here. They
fail to see that meals in the diner are part of the total travel experience,
rather than just another cost center. They tried this about 20 years ago, and
found that passengers voted with their feet. With little corporate memory,
they tried it again fairly recently, and quickly reversed their decision on
many trains, but apparently not the EAGLE.
I do not get the point yet that a city the size of Phoenix must exist without
any direct rail connection.
*** Phoenix was dropped when SP downgraded the line west of that point a few
years ago. There has been some talk that UP may upgrade the line, which might
permit Amtrak to restore service to Phoenix. Unfortunately, the city politios
don't seem to care one way or the other.
I had some business in K.C., and then for the final return to Chicago decided
to take #304 via St. Louis.
*** This is a train where basic hot food, warmed in a microwave on plastic
plates with plastic utensils, would be appropriate. It's a day train, with
most passengers not traveling the full route of the train. But when I rode
this train a few months ago, the hot entrees never got loaded in Chicago, so
we had to make do with the standard Amtrak cafe fare, which is OK for a snack,
but not a full meal.
On this route, I noticed some of the detectors were confused with the axle
count, which went from 20 (the actual number), to 19 on the next detector, and
to 22 one further!
*** Dectectors are notorious for not being exact. If a hot axle is detected,
the detector will usually provide the axle number, from the front of the
train. Crews are trained to check that axle, and if nothing is found, several
axles in either direction from that indicated by the detector. Some dectectors
also give train length, and ten consecutive detectors will usually give ten
different numbers.
Leonardo Boselli
> Amtrak is a more interesting way and exciting way to travel in fact,
> besides offering excellent value (I used an USA Railpass, available for
> forward to it, and will surely take the train again wherever possible.
> Rail travel is in fact the most civilised way of travel ever invented!
Seem it is the season for travelogues, as well for planning summer
holydays and trips ....
Today i received a link fro another travelogue in US, made in august
1998 by an Italian , that wrote in
http://www.geocities.com/Yosemite/Geyser/5748/
all his experiences: I read and compared to Peter's narration.
There are five things in common in the two narrations:
a) Amtrak's railpass for European people are cheap,
b) train are consistently late and not viable,
c) staff, except drivers and engineers is helpful,
d) coaches are comfortable
e) food is sometimes poor or unavailable, other times good, but
this is not predictable (althought observation is unfortunately valid
even for most european lines)..
Then while PVdB was quite enthusiasth GP was more caustic,
nothing some problem that let me think much about coming in US
by train ...
1) Delay were often abnormal, he said that most of peole
accepted as inevitable, while in Europe for half of that delay
conductors had been thrown under the train, stations burned and
tickets reimboursed. For one third of the US delay (or the two
poster were extremely unlucky ?) in Europe this would lead to have
that news on first page of national newspaper and request for
resignation of railway managers.
3) Amtrak requires advanced check in, a thing unknown in
Europe, and extremely annoying, since it add much more time to
travel, without any real advantage, looking as a way to discourage
people to use trains.
4) Stop at stations are extremely long, either for poor operating
practices (such refueling locomotive, when in Europe these are just
swapped with filled ones) or distrust against passenger (no allowing
to board freely, either not allowing use of all available doors and not
assigning a place contestually with buy of ticket)
5) Staff organization is poor, since he told once left halfway
between station becouse train staf dead in the law, and was not
relieved at previous station (40 minutes distant)
6) Tracks except on some lines are very poorly maintained,
according european standards , and do not allow resting due
noises and shackes.
7) Dispatchers give preference to freight trains
8) Sidings are too much few on single track lines, and trains go
slow
9) He say of having had a bad experience on a leg of his 12 day
America railway trip, having his train suppressed, the bus they
gave them broke in nowhere, and the other bus, arrived after 5
hours waiting, was locked in an accident where tv reporter arrived
well before equipment to reopen the road.
This would explain why in US you ask more than the 15' that in Eu
are considered pessimistic for a connection ...
I am very concerned on my plans ...
anyway look http://freedom.dicea.unifi.it/~leo/toscana/serw98.html
Leonardo Boselli
Firenze
http://freedom.dicea.unifi.it/~leo/toscana
Ernest H. Robl
recent accounts of train travel in the U.S. by Europeans.:
...
As someone who has traveled by train in both the U.S. and Europe
(and who speaks enough German to talk to train crews in German
speaking countries) I can add some comments.
> 1) Delay were often abnormal, he said that most of peole
>accepted as inevitable, while in Europe for half of that delay
>conductors had been thrown under the train, stations burned and
>tickets reimboursed. For one third of the US delay (or the two
>poster were extremely unlucky ?) in Europe this would lead to have
>that news on first page of national newspaper and request for
>resignation of railway managers.
Large delays are most typically encountered on the long-distance
Amtrak trains that cover many hundreds if not thousands of miles.
Sometimes, though not always, these delays are related to severe
storms. (I have also been on trains in Europe that were delayed
or even cancelled due to storm conditions, in one case a mudslide
blocked a track.) I have, of course, also encountered lengthy
delays due to weather in flying to various parts of the U.S.
> 3) Amtrak requires advanced check in, a thing unknown in
>Europe, and extremely annoying, since it add much more time to
>travel, without any real advantage, looking as a way to discourage
>people to use trains.
Amtrak has a ways to go in several areas related to passenger
handling. However, many Amtrak stations, because of the small
number of trains per day, also have a very small staff. Many trains
will sell only the number of seats/beds available. It helps to know
if people who have bought tickets and made reservations will show
up.
> 4) Stop at stations are extremely long, either for poor operating
>practices (such refueling locomotive, when in Europe these are just
>swapped with filled ones) or distrust against passenger (no allowing
>to board freely, either not allowing use of all available doors and not
>assigning a place contestually with buy of ticket)
Again, these long stops typically take place on long-distance trains.
Refuelling stops on main lines in Europe are typically not necessary
because the lines are electrified. The long stops are used to perform
a variety of servicing and inspections.
The use of a limited number of doors has also annoyed me at times,
particularly when a train has sufficient crew to place a crew member
at each door. However, some of the differences to boarding and
detraining procedures are related to equipment. Also, the U.S. is
a very litigious society. Anyone injured in a fall during boarding or
detraining is likely to sue -- and be awarded a large amount of money.
> 5) Staff organization is poor, since he told once left halfway
>between station becouse train staf dead in the law, and was not
>relieved at previous station (40 minutes distant)
Unlike in Euope, not every major station is likely to be a crew
base. On most lines, Amtrak has its own engineers, so the fact
that there was a station does not guarantee that there would have
been qualified engineers available.
> 6) Tracks except on some lines are very poorly maintained,
>according european standards , and do not allow resting due
>noises and shackes.
This is true for *some lines.* However, I cannot recall such a
situation in recent travels.
> 7) Dispatchers give preference to freight trains.
North American dispatchers who are on this list can probably
tell you that there are many more factors taken into consideration
than just whether a train is a freight train or a passenger train. I
think most railroads and most dispatchers make an honest effort
to keep Amtrak trains on schedule.
> 8) Sidings are too much few on single track lines, and trains go
>slow
Remote-controlled sidings in remote territory are expensive.
Speed is relative. Most railroads will run trains as fast as
conditions permit.
> 9) He say of having had a bad experience on a leg of his 12 day
>America railway trip, having his train suppressed, the bus they
>gave them broke in nowhere, and the other bus, arrived after 5
>hours waiting, was locked in an accident where tv reporter arrived
>well before equipment to reopen the road.
>This would explain why in US you ask more than the 15' that in Eu
>are considered pessimistic for a connection ...
>I am very concerned on my plans ...
>anyway look http://freedom.dicea.unifi.it/~leo/toscana/serw98.html
When you are traveling over great distances for an extended period
of time, it is always best to build in a safety margin. If you are
connecting to or from a train that started over a thousand miles
away, keep in mind that a lot can happen over that distance.
Sometimes people who compare European passenger service with
Amtrak overlook the fact that the networks are fundamentally different.
If you compared say Frankfurt-Munich in Germany with the Amtrak
Northeast Corridor (NEC), particularly Washington-New York, you would
find far more similarities than if you compared service between
Frankfurt and Munich with Amtrak service across sparsely populated
Montana. Though I do not have access to detailed statistics, I am
willing to bet that trains in the NEC run much closer to schedule than
those on long-distance routes.
Amtrak service is far from perfect. However, service has improved
in many areas in recent years, and, for the most part, my experiences
-- even having a European standard for comparison -- have been
positive. Yes, I have encountered a few less-than-friendly Amtrak
employees. But I've also encountered the occasional unfriendly
railroad employee in Europe.
I recall one incident on a European branch line a few years ago. I was
riding on a sparsely-occupied train of three coaches. In the timetable,
the service was shown as second class only. I had a first-class
Eurailpass. For some reason, the train did, however, have a first class
coach in its consist. So I boarded that coach, which was not locked off
in any way. A few moments later, the condutor showed up and quite
rudely told me to get out of that coach, as there was no first class
service on that train. Interestingly enough, when I later looked into the
first class coach from the adjoining second class car, I saw the
conductor, assistant conductor, and two other railroad employees
sitting in the first class seats playing cards.
No, the incident was not good public relations for that particular
railroad, but I did not dwell on it. I had far more good experiences on
trains in Europe that trip than negative ones.
For anyone outside the U.S.: I would still strongly recommend Amtrak
as a way to see the U.S., particularly the sparsely populated and more
scenic areas out West. You will see more of the country than if you
fly from city to city and you will meet more interesting people than if
you rent a car and drive by yourself.
Amtrak may not operate exactly the same as the railroad systems you
are used to elsewhere, but, for the most part, you can adjust to these
differences.
-- Ernest
--
Ernest H. Robl, Durham,NC,USA Stock photography; photojournalism; writing
Specializing in transportation and travel subjects for more than 25 years.
mailto:e...@mindspring.com Phone +1 (919) 401-9480 Fax +1 (919) 402-0721
http://www.robl.w1.com "I'd rather be on the train." Near NS milepost H-53.
Intermodal Container FAQ: http://www.robl.w1.com/Transport/intermod.htm
Wayne Kuhl
amount of insight here. I am not a ticket agent, but I am a station
caretaker.
Large delays are most typically encountered on the long-distance
Amtrak trains that cover many hundreds if not thousands of miles.
Sometimes, though not always, these delays are related to severe
storms. (I have also been on trains in Europe that were delayed
or even cancelled due to storm conditions, in one case a mudslide
blocked a track.) I have, of course, also encountered lengthy
delays due to weather in flying to various parts of the U.S.
Many times trains are delayed due to signal failures, trains ahead
going in emergency, and collisions with automobiles. Also,
connecting passsengers are sometimes held up on other trains, which
therefore makes the train late.
Amtrak has a ways to go in several areas related to passenger
handling. However, many Amtrak stations, because of the small
number of trains per day, also have a very small staff. Many trains
will sell only the number of seats/beds available. It helps to know
if people who have bought tickets and made reservations will show
up.
The reason that AMtrak wants advance checkin is so that when the crew
members call up the arriving station, the crew members can have an
idea who is riding and who is not. If you have a disablity, or a
special request, this is the time to do it. Plus it allows for the
station staff to make sure that you are fully prepared for your trip.
Again, these long stops typically take place on long-distance trains.
Refuelling stops on main lines in Europe are typically not necessary
because the lines are electrified. The long stops are used to perform
a variety of servicing and inspections.
Like you said, the short distance trains stops are rarely more than 3
minutes, unlesss they are waiting for the time to leave (which
happens more often than people think, many times in Durnad the train
will sit for 5 minutes so that it can leave on time)
The use of a limited number of doors has also annoyed me at times,
particularly when a train has sufficient crew to place a crew member
at each door. However, some of the differences to boarding and
detraining procedures are related to equipment. Also, the U.S. is
a very litigious society. Anyone injured in a fall during boarding or
detraining is likely to sue -- and be awarded a large amount of money.
As to the limited number of doors issue.. I dont know about long
distance trains, but on the International (the train that goes
through Durand) the conductor only opens the door to the car that he
wants his passengers to get on at. We many times "block" (that is we
get our passengers in the order that they get off) so that the
conductor can put them in the car he wants. Many times car 4 will be
devoted to one place, car 3 to canade, etc.
Unlike in Euope, not every major station is likely to be a crew
base. On most lines, Amtrak has its own engineers, so the fact
that there was a station does not guarantee that there would have
been qualified engineers available.
Amtrak crews rarley die on the hogs law, but if they do it is usually
able to be recrewed in under n hour. Look at the freight railroads
in this country... if a crew goes dead on the law... rarely are they
recrewed in under an hour.
This is true for *some lines.* However, I cannot recall such a
situation in recent travels.
As for track conditions, the speeds of the train are comparitive to
the condition of the track. True in Europe the tracks are straight
as an arrow and perfect, but then again the trains over there are
comparitively lighter than here.
> 7) Dispatchers give preference to freight trains.
Dispatchers try there hardest to keep Amtrak on time, but we all have
to remember the chiefs nose in the dispatchers ears telling him that
this train needs to get to point A with minimal delay. Sometimes it
is in the best interest of the railrodas to let AMtrak sit for 10
minutes, so that the railroad can remain fluid.
> 8) Sidings are too much few on single track lines, and trains go
>slow
Most railroads have a siding every 10 or 15 miles, which is usually
adequate spacing. The problem is that the railroads do not think
about how long there freights are before they send them out....
Usually freights are too long for most of the sidings.
When you are traveling over great distances for an extended period
of time, it is always best to build in a safety margin. If you are
connecting to or from a train that started over a thousand miles
away, keep in mind that a lot can happen over that distance.
Thank you, I dont know how many times I have told passengers this. :)
Sometimes people who compare European passenger service with
Amtrak overlook the fact that the networks are fundamentally different.
If you compared say Frankfurt-Munich in Germany with the Amtrak
Northeast Corridor (NEC), particularly Washington-New York, you would
find far more similarities than if you compared service between
Frankfurt and Munich with Amtrak service across sparsely populated
Montana. Though I do not have access to detailed statistics, I am
willing to bet that trains in the NEC run much closer to schedule than
those on long-distance routes.
I think the NEC train run at 90% if I remeber my statistics
correctly.
Amtrak service is far from perfect. However, service has improved
in many areas in recent years, and, for the most part, my experiences
-- even having a European standard for comparison -- have been
positive. Yes, I have encountered a few less-than-friendly Amtrak
employees. But I've also encountered the occasional unfriendly
railroad employee in Europe.
AMEN to that! No matter where you go, somewhere you are going to
encounter a rude employee. You just have to try to make fun of it
anyways, and have a nice safe leisurely ride on whatever mode of
transportation you are riding on...
Have a good one
Wayne
Keith Buckley
> > 1) Delay were often abnormal, he said that most of peole
> >accepted as inevitable, while in Europe for half of that delay
> >conductors had been thrown under the train, stations burned and
> >tickets reimboursed. For one third of the US delay (or the two
> >poster were extremely unlucky ?) in Europe this would lead to have
> >that news on first page of national newspaper and request for
> >resignation of railway managers.
Don't forget distances covered. In Europe 200 mile trip is long distanced.In
USA
2000 mile trips are common. In USA mostly single track lines, Europe
multi track territory. In USA (except Northeast Corridor, San Diego Line)
long freight trains, Europe freights are smaller and fewer.
> Amtrak has a ways to go in several areas related to passenger
> handling. However, many Amtrak stations, because of the small
> number of trains per day, also have a very small staff. Many trains
> will sell only the number of seats/beds available. It helps to know
> if people who have bought tickets and made reservations will show
> up.
Yup they do, on commuter lines advance reservations not required.
> > 4) Stop at stations are extremely long, either for poor operating
> >practices (such refueling locomotive, when in Europe these are just
> >swapped with filled ones) or distrust against passenger (no allowing
> >to board freely, either not allowing use of all available doors and not
> >assigning a place contestually with buy of ticket)
In Europe many of your mainlines are electrified, payed by the government.In the
USA we have few main tracks that are electrified. Amtrak budget
would not support the expense of having additional locomotives on hand
to replace units that need refueling on there long distance run.
> > 6) Tracks except on some lines are very poorly maintained,
> >according european standards , and do not allow resting due
> >noises and shackes.
>
> This is true for *some lines.* However, I cannot recall such a
> situation in recent travels.
Once again, European Railroads are supported by govt's and ownedby govt's. In
the USA most are owned by private companies, the expense
in maintaining mainline track for 100 mile running is expensive, private
freight railroads don't get a good return on the investment. In Europe/Japan
taxpayers pick up the expense. Most USA freight railroads need only to maintain
mainline to 60 mph standards and not 110 or higher. Those 16,000 ton coal/grain
trains sure pound the heck out of tracks, switches. Now if Europe ran heavy
freights they would start having the same problems.
> > 7) Dispatchers give preference to freight trains.
Bullsh*t. On the BNSF, we give the railroad away to Amtrak.The first thing I do
on any line that runs Amtrak is determine the
time it's expected to arrive. I start planning hours in advance,
holding freights, moving traffic to sidings, holding trains in yards, just
to create a opening for Amtrak to run. My freights all get delays
waiting on Amtrak. Let me assure you that on the BNSF, Amtrak
doesn't pay enough for the priority service they get from us.
KKB
Mark A. Bess
> > 7) Dispatchers give preference to freight trains.
>Bullsh*t. On the BNSF, we give the railroad away to Amtrak.The first
thing I do
>on any line that runs Amtrak is determine the
>time it's expected to arrive. I start planning hours in advance,
>holding freights, moving traffic to sidings, holding trains in yards, just
>to create a opening for Amtrak to run. My freights all get delays
>waiting on Amtrak. Let me assure you that on the BNSF, Amtrak
>doesn't pay enough for the priority service they get from us.
Believe me, Keith is right on this one. As someone who occasionally
railfans BNSF in SW Iowa, let me tell you that when #6 leaves Omaha in the
a.m., that railroad east toward Creston will be dead until it goes by.
It's useless to try and find a moving freight train on that line until
Amtrak gets by! If I head the other way toward Lincoln, NE in the early
a.m. and the BNSF appears dead as a doornail, I usually suspect a
late-running #6 and catch it somewhere on the way.
MAB
Leonardo Boselli
such documents, one of which have been posted to the list, and for
the other I gave a link.
I then summarized for comments. I add some notes
On 29 Dec 98, at 14:25, Wayne Kuhl wrote:
> Amtrak has a ways to go in several areas related to passenger
> handling. However, many Amtrak stations, because of the small
> number of trains per day, also have a very small staff. Many trains
> will sell only the number of seats/beds available. It helps to know
> if people who have bought tickets and made reservations will show
> up.
> members call up the arriving station, the crew members can have an idea
> who is riding and who is not. If you have a disablity, or a special
> request, this is the time to do it. Plus it allows for the station staff
> to make sure that you are fully prepared for your trip.
have more than a 50% reimbursement on his fee, for people having
special request there is a check in limit, but if you have no special
request you can just show up to the latest moment.
> detraining procedures are related to equipment. Also, the U.S. is
> a very litigious society. Anyone injured in a fall during boarding or
> detraining is likely to sue -- and be awarded a large amount of money.
I did not put a comment I read on one of the travelogues: On some
stations the platform were in bad shape ... could this have to do ?
Once in Tyrol I had some very large baggage to unload and the car
remained outside the platform. I asked help to station staff and
they said there was no problem, if I had some diffculties they could
hold the train until I (myself) had completed unloading, but help:
nein !
> As to the limited number of doors issue.. I dont know about long
> distance trains, but on the International (the train that goes
> through Durand) the conductor only opens the door to the car that he
> wants his passengers to get on at. We many times "block" (that is we get
> our passengers in the order that they get off) so that the conductor can
> put them in the car he wants. Many times car 4 will be devoted to one
> place, car 3 to canade, etc.
This is OK if all passenger have to board on the same car, but
seem that the use is even when people move along the train .
> Amtrak crews rarley die on the hogs law, but if they do it is usually able
> to be recrewed in under n hour. Look at the freight railroads in this
> country... if a crew goes dead on the law... rarely are they recrewed in
> under an hour.
I just resume what i read: I still think he had a bad journey, but
anyway this is not a good advertisment for AT...
> > 7) Dispatchers give preference to freight trains.
> Dispatchers try there hardest to keep Amtrak on time, but we all have to
> remember the chiefs nose in the dispatchers ears telling him that this
> train needs to get to point A with minimal delay. Sometimes it is in the
> best interest of the railrodas to let AMtrak sit for 10 minutes, so that
> the railroad can remain fluid.
Just to note: here there is a rule for holding a passenger train
against a freight: if holding the passenger train let the freight train
save x time the passenger train lose, (with x being 3 to 20
according the category of the two trains) then a passenger train
can be hold
> > 8) Sidings are too much few on single track lines, and trains go
> >slow
> Most railroads have a siding every 10 or 15 miles, which is usually
> adequate spacing. The problem is that the railroads do not think
Erupe: siding every 12 km max, you can have up to 25 in very
exceptional very light traffic lines, but if you have a main line with
single trak usaully a siding every 5 km max is the rule
> about how long there freights are before they send them out....
> Usually freights are too long for most of the sidings.
:-((( I have seen even here: Usually the lenght of a train is given in
axles, and lenght is computed. but if you have a train with many 2
axles very long carboxes it is easy to exceed the siding lenght !
> When you are traveling over great distances for an extended period
> of time, it is always best to build in a safety margin. If you are
> connecting to or from a train that started over a thousand miles
> away, keep in mind that a lot can happen over that distance.
> Thank you, I dont know how many times I have told passengers this. :)
I have to admit another thing: In Europe even on very long distance
(say 2000 km) it is rare you do not have another train within a
couple of hours, so a missed connection is not "lethal"
> have access to detailed statistics, I am willing to bet that trains in the
> NEC run much closer to schedule than those on long-distance routes.
> Yes, I have encountered a few less-than-friendly Amtrak employees. But
> I've also encountered the occasional unfriendly railroad employee in
> Europe.
Both author compared favorably the friendlyness of Amtrack
employees, giving average score better than europeans ...
> AMEN to that! No matter where you go, somewhere you are going to
> encounter a rude employee. You just have to try to make fun of it
> anyways, and have a nice safe leisurely ride on whatever mode of
> transportation you are riding on...
Leonardo Boselli
nucleo informatico e telematico
Dipartimento Ingegneria Civile
Universita` di Firenze
V. S. Marta 3 - I-50139 Firenze
tel +39()0554796431 fax +39()055495333
http://www.dicea.unifi.it/~leo
Wayne Kuhl
>on any line that runs Amtrak is determine the
>time it's expected to arrive. I start planning hours in advance,
>holding freights, moving traffic to sidings, holding trains in yards, just
>to create a opening for Amtrak to run. My freights all get delays
>waiting on Amtrak. Let me assure you that on the BNSF, Amtrak
>doesn't pay enough for the priority service they get from us.
Believe me, Keith is right on this one. As someone who occasionally
railfans BNSF in SW Iowa, let me tell you that when #6 leaves Omaha in the
a.m., that railroad east toward Creston will be dead until it goes by.
It's useless to try and find a moving freight train on that line until
Amtrak gets by! If I head the other way toward Lincoln, NE in the early
a.m. and the BNSF appears dead as a doornail, I usually suspect a
late-running #6 and catch it somewhere on the way.
SAme up here in Durand... ther is what we (the Durand railfans) call
the amtrak lull.... about noon (3 hours before Amtrak is due) the
lull starts, and as soon as Amtrak gets out of town it all breaks
loose. For railfans, the best time to watch trains is right after
Amtrak goes by as there most assuredly will be a fleet of trains
coming.
Keith Buckley
> >Bullsh*t. On the BNSF, we give the railroad away to Amtrak.The
> first thing I do
> >on any line that runs Amtrak is determine the
> >time it's expected to arrive. I start planning hours in advance,
> >holding freights, moving traffic to sidings, holding trains in yards, just
> >to create a opening for Amtrak to run. My freights all get delays
> >waiting on Amtrak. Let me assure you that on the BNSF, Amtrak
> >doesn't pay enough for the priority service they get from us.
>
> Believe me, Keith is right on this one. As someone who occasionally
> railfans BNSF in SW Iowa, let me tell you that when #6 leaves Omaha in the
> a.m., that railroad east toward Creston will be dead until it goes by.
> It's useless to try and find a moving freight train on that line until
> Amtrak gets by! If I head the other way toward Lincoln, NE in the early
> a.m. and the BNSF appears dead as a doornail, I usually suspect a
> late-running #6 and catch it somewhere on the way.
Let me further state, that on BNSF the policy from all the bossesI encounter is
give AMTRAK the railroad. You don't want
to be the dispatcher who delayed #6 or #5 for a slow moving
coal train. I've dispatched Amtrak between Denver and
Creston IA and all the officials and train crews understand
when you tell them in advance your holding for Amtrak. It's one of the
few times train crew wanna-be dispatchers don't offer there assistance
on planning your meets or gripe about the delays. Everyone expects
delays when Amtrak is running. Even our hottest freights #60 and #63
can expect delays. Oops, that's ZCHIDEN9 and ZDENCHI9.
The same applies to MW forces when you tell them to clear 20 minutes
early because Amtrak is in the picture. The only acceptable delays I've
heard about are things outside your control, train in emergency, train
getting a drawbar / knuckle, derailment. Even then the response is how come
you didn't hold them at ...
I don't know how UPRR handles Amtrak, but if #6 Denver performance is any
indication it would appear they don't give them the same handling.
My personal opinion is BNSF goes overboard in pushing Amtrak and
that surprises me. Especially since I consider myself a railfan. Prior to
working
as a dispatcher for BN / BNSF I would read railfan magazines that wrote
horror stories about delays caused by poor handling. I believed
what I read and expected the freight roads to hold Amtrak or put them
in the siding for meets. This doesn't happen on BNSF, at least on territory
I'm familiar with. I'm shocked to admit I think Amtrak gets better service
than they pay for on BNSF. I would prefer to delay them every once
in a while in order to keep my railroad fluid, treat them like a regular train.
But BNSF company officers do not and constantly
remind and assist us in giving Amtrak green signals.
I'm proud of the handling we (BNSF) give Amtrak, any passenger who travels
between
Denver and Chicago will get the best trip possible, because operating
people on BNSF do everything within there abilities to ensure Amtrak arrives on
time.
The other night #6 had mechanical problems. BNSF turned over an SD60 for
power.
A few years back I had a coal train stall heading towards Omaha, I suggested
Amtrak
shove him into the siding at South Omaha. My goodness, you should of seen the
shocked
reaction from the company officers. Needless to say we found other means to
clear
up the coal load and Amtrak wasn't used in helper service.
KKB
Ronald J. Robertson, Jr.
my experiences the least amount of delays have been on the "Crescent", "City
of New Orleans", "International", "Adirondack", " Southwest Chief", "Lake
Shore Limited", "Cardinal", and "Empire Builder". I have experienced many
delays, holding for freight trains on "Sunset Limited", "Coast Starlight",
and "California Zephyr" portion operated on UP tracks. It appears to me that
UP really does not want AMTRAK trains operating on their rails!
Jim Robertson
John J. Harmon
posting. These are annotated by ***.
John Harmon
1) Delay were often abnormal, he said that most of peole
accepted as inevitable, while in Europe for half of that delay
conductors had been thrown under the train, stations burned and
tickets reimboursed. For one third of the US delay (or the two
poster were extremely unlucky ?) in Europe this would lead to have
that news on first page of national newspaper and request for
resignation of railway managers.
*** This sounds like a gross overstatement, or at least written tongue in
cheek. I've been on late trains in Europe and never offered a reimbursement.
Most trains in Europe complete their runs in 12 hours or less. And passenger
service is intensive on most lines, which have only marginal freight service.
Freight trains are short, and can easily duck into short sidings to get out of
the way. It's a lot easier for a train running over 2000 miles to run into
some adverse weather condition on the way.
3) Amtrak requires advanced check in, a thing unknown in
Europe, and extremely annoying, since it add much more time to
travel, without any real advantage, looking as a way to discourage
people to use trains.
*** Advance check in us usually in effect only at major terminals, or if
baggage is being checked. For Corridor trains, which are more comparable to
train service in Europe, there is no advance checkin. Actually, there IS an
advantage to advance check in for transcontinental trains. Because many
station platforms in the US are much shorter than the length of the train,
passengers are usually assigned to a particular coach, based on destination.
It's a lot easier to walk five car lengths down the platform carrying luggage,
than to do it on the train. Having said this, I've never understood why the
seat assignment can't be made at the time of booking, as is common in Europe.
4) Stop at stations are extremely long, either for poor operating
practices (such refueling locomotive, when in Europe these are just
swapped with filled ones) or distrust against passenger (no allowing
to board freely, either not allowing use of all available doors and not
assigning a place contestually with buy of ticket)
*** On cross -country trains, trains must stop by law every 1000 miles for a
full safety check of equipment. Usually, but not always, the locomotives are
refueled at the same time. Because most routes only have one train per day, it
would not be cost-effective to keep an extra set of locomotives at an
intermediate point. However, we are seeing more protracted delays as trains
are delayed to add/subtract mail cars at intermediate points. This may be
annoying, but is better than not having the train run at all.
5) Staff organization is poor, since he told once left halfway
between station becouse train staf dead in the law, and was not
relieved at previous station (40 minutes distant)
*** I think this is infrequent, and occurs only when something totally
unanticipated occurs. Amtrak operating crews are permitted by Federal law to
be on duty for 12 consecutive hours, and most long distance runs are scheduled
for 8-10 hours, assuming the train maintains it's schedule. Crews can be
taxied into remote spots from a crew base, but this is not always easy to do
without additional delay.
6) Tracks except on some lines are very poorly maintained,
according european standards , and do not allow resting due
noises and shackes.
*** In general, I disagree with this comment, although there are some
notable
exceptions (e.g. the SUNSET LTD Route east of San Antinio)
7) Dispatchers give preference to freight trains
*** Probably truer a few years ago than now. Amtrak has negotiated incentive
performance agreements with the freight railroads, which means that they get
paid more if they keep Amtrak on time. Some railroads do a better job than
others, and Union Pacific had gridlock problems within the last year,
following their merger with Southern Pacific. This area should continue to
improve.
8) Sidings are too much few on single track lines, and trains go
slow
*** Sometimes true, but many railroads are now building more sidings and even
laying a second main line, in order to handle increased freight traffic. Where
sidings are few, a delay factor is usually built into the schedule.
9) He say of having had a bad experience on a leg of his 12 day
America railway trip, having his train suppressed, the bus they
gave them broke in nowhere, and the other bus, arrived after 5
hours waiting, was locked in an accident where tv reporter arrived
well before equipment to reopen the road.
*** True, but I suggest this might happen anywhere in the world where a train
was cancelled due to weather or accident conditions. Unless the problem is a
derailment, the condition causing the cancellation is probably affecting other
forms as transportation as well.
Bob Pickering
Europe, rails came after most towns. So they kind of slink through where
they can. In other areas, most towns grew up around a rail line.
Bob
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John J. Harmon
I have to diagree on some of the above. It's not unusual for the Crscent to be
an hour late southbound out of Washington. I don't know what happens after
that - there may be enough padding in the schedule for it to catch up.
It's no accident that the Lake Shore Limited is referred to by many as the
Late Shore Limited. It's been more than an hour late just about every time
I've ridden it. Likewise the Empire Builder, although I admit that I haven't
ridden it recently.
John Harmon
Ronald J. Robertson, Jr.
minutes of what is shown on the schedule. I consider that on time. Yes, I
know that the Lake Shore Limited is often referred to as the Late Shore
Limited, but the one time I rode it, we arrived in Chicago fifteen minutes
early. I have ridden the Empire Builder eastbound and westbound, and have
arrived late once in Seattle and late once in Chicago. I must admit that I
ride these trains during the summer months, when severe weather is not a
problem.
Jim Robertson
MAHLON EBERHARD
Dec 9 I was on P 317 headed towards Chicago and we sat at Air Line Jct on
the CSXT for 35 mins waiting on
a signal from TD-4 on the GTW . This is SOP if UNCLE PETE has no room for
the train the Trunk doesn't want the train tying up one of their mains
between Air Line Jct and Thornton Jct waiting for a signal.
Returning from Chicago Dec 17 on P 050 we set for almost an Hour at Roseland
waiting for a hole to
be made at Yard Center.............
Cookie
i9ng mntPm caofytiAt 05:56 PM 12/29/98 -0500, you wrote:
>I have ridden AMTRAK trains on many different routes. I must say, that from
>my experiences the least amount of delays have been on the "Crescent", "City
>of New Orleans", "International", "Adirondack", " Southwest Chief", "Lake
>Shore Limited", "Cardinal", and "Empire Builder". I have experienced many
>delays, holding for freight trains on "Sunset Limited", "Coast Starlight",
>and "California Zephyr" portion operated on UP tracks. It appears to me that
>UP really does not want AMTRAK trains operating on their rails!
>
>Jim Robertson
>
>
Wayne Kuhl
> an hour late southbound out of Washington. I don't know what happens after
> that - there may be enough padding in the schedule for it to catch up.
> It's no accident that the Lake Shore Limited is referred to by many as the
> Late Shore Limited. It's been more than an hour late just about every time
> I've ridden it. Likewise the Empire Builder, although I admit that I haven't
> ridden it recently.
>
> John Harmon
>
Like I said in my earlier post many of these long distance trains
(Lake shore limited, etc) are delayed waiting for passengers on the
empire builder, also AMtrka uses run through cars... so that the
train set on the empire Builder may follwo right on through to the
lake shore limiteds route (I am not sure if that is the connection or
not... but that is what happens between train a and train b)
Aaron Kahn
writes:
<< I have experienced many
delays, holding for freight trains on "Sunset Limited", "Coast Starlight",
and "California Zephyr" portion >>
This brings to mind a question. I am planning a trip and would like to know on
a regular basis how late is the Zephyr into Denver when heading Eastbound from
Emeryville?
-Aaron Kahn
bno...@aol.com
John J. Harmon
<<Like I said in my earlier post many of these long distance trains
(Lake shore limited, etc) are delayed waiting for passengers on the
empire builder, also AMtrka uses run through cars... so that the
train set on the empire Builder may follwo right on through to the
lake shore limiteds route (I am not sure if that is the connection or
not... but that is what happens between train a and train b)
>>
Point well taken. But nothing runs through from the west to the Late Shore, as
the latter is Amfleet/Viewliners, while the former is Superliners.
I think the runthroughs are Empire Builder to City of New Orleans and Chief to
Capitol Limited, but I may have them reversed.
John Harmon
Wayne Kuhl
> Point well taken. But nothing runs through from the west to the Late Shore, as
> the latter is Amfleet/Viewliners, while the former is Superliners.
> I think the runthroughs are Empire Builder to City of New Orleans and Chief to
> Capitol Limited, but I may have them reversed.
Yeah your right on both aspects, I should have realized that the Lake
Shore was that way... most often when it goes through Toledo though
it is on time, so it must lose altot east of there
Wes Leatherock
a post by Leonardo Boselli wrote, comparing two recent accounts
of train travel in the U.S. by Europeans.:
[ ... text deleted ... ]
>> 4) Stop at stations are extremely long, either for poor operating
>>practices (such refueling locomotive, when in Europe these are just
>>swapped with filled ones) or distrust against passenger (no allowing
>>to board freely, either not allowing use of all available doors and not
>>assigning a place contestually with buy of ticket)
> The use of a limited number of doors has also annoyed me at times,
> particularly when a train has sufficient crew to place a crew member
> at each door. However, some of the differences to boarding and
> detraining procedures are related to equipment. Also, the U.S. is
> a very litigious society. Anyone injured in a fall during boarding or
> detraining is likely to sue -- and be awarded a large amount of money.
The use of a limited number of doors is not a new thing in
U.S. passenger railroading, and there may be substantial reasons
favoring the practice.
In the late 1940s I was attending the University of Oklahoma,
and I used to take the train back to Norman on Sunday nights from
my home in Perry, Oklahoma.
This was on the Kansas Cityan, an all-coach hot same-day
train on the Santa Fe from Chicago to Oklahoma City. At Perry,
there was always only one door open when I boarded at 11:20 p.m.
(it was very rare for it to be late, and the dwell time was
probably on the order of 45 seconds).
After getting somewhat familiar with the operation, I
understood the reason only one door was open. It was not
desirable to disturb passengers in every car at that time of
night so a very few passengers could get on or off.
Passengers, even those from points up the line as far
as Chicago, would be directed to the car that would be open
for local passengers destined to that area. Passengers going
to Oklahoma City would be directed to cars terminating there.
There was also a through car to Dallas, carried on a
local south of Oklahoma City. Since I was going on beyond
Oklahoma City (even by only 20 miles or so), I preferred to
get in that car.
I soon found that if you sought out the conductor--
usually at a seat near the front of the local car doing his
paper work, or near the door as you boarded--and gave him
your ticket, he would give you a hat check and you could
move to any car in the train that you wanted to, including
the through car going beyond Oklahoma City. He would even
tell you where that car was in the consist if you wanted
to know, but it was always in the same place and it wasn't
necessary to ask after the first time.
In this case, at least, the Santa Fe seemed to be
operating reasonably in opening only one door.
Wes Leatherock
wle...@sandbox.dynip.com
Leonardo Boselli
> "Ernest H. Robl" <e...@mindspring.com> wrote, in response to
> a post by Leonardo Boselli wrote, comparing two recent accounts
> of train travel in the U.S. by Europeans.:
>
> [ ... text deleted ... ]
>
> >> 4) Stop at stations are extremely long, either for poor operating
> >>practices (such refueling locomotive, when in Europe these are just
> >>swapped with filled ones) or distrust against passenger (no allowing
> >>to board freely, either not allowing use of all available doors and not
> >>assigning a place contestually with buy of ticket)
>
> > The use of a limited number of doors has also annoyed me at times,
> > particularly when a train has sufficient crew to place a crew member
> > at each door. However, some of the differences to boarding and
> > detraining procedures are related to equipment. Also, the U.S. is
> > a very litigious society. Anyone injured in a fall during boarding or
> > detraining is likely to sue -- and be awarded a large amount of money.
>
> The use of a limited number of doors is not a new thing in
> U.S. passenger railroading, and there may be substantial reasons
> favoring the practice.
>
> train on the Santa Fe from Chicago to Oklahoma City. At Perry,
> there was always only one door open when I boarded at 11:20 p.m.
> (it was very rare for it to be late, and the dwell time was
> probably on the order of 45 seconds).
> After getting somewhat familiar with the operation, I
> understood the reason only one door was open. It was not
> desirable to disturb passengers in every car at that time of
> night so a very few passengers could get on or off.
That operation is very reasonable, if only a few passenger board/unboard.
Should many passenger have to board at the same place ideally they should
scatter along the train so they can board as quickly is possible, this
would also avoid the cattle call around the only door.
An incidental note on night european trains: Overnight some trains
with sleepers travel with the intercommunication doors locked, to avoid a
continuous passage, so one MUST board exactly the car he need
John J. Harmon
<<That operation is very reasonable, if only a few passenger board/unboard.
Should many passenger have to board at the same place ideally they should
scatter along the train so they can board as quickly is possible, this
would also avoid the cattle call around the only door.
An incidental note on night european trains: Overnight some trains
with sleepers travel with the intercommunication doors locked, to avoid a
continuous passage, so one MUST board exactly the car he need
>>
The practice of leaving intercommunication doors locked is forbidden here for
safety reasons. Train staff must have quick access to all cars in case of
emergency. This even applies to private cars.
John Harmon
Leonardo Boselli
> An incidental note on night european trains: Overnight some trains
> with sleepers travel with the intercommunication doors locked, to avoid a
> continuous passage, so one MUST board exactly the car he need
> >>
> The practice of leaving intercommunication doors locked is forbidden here for
> safety reasons. Train staff must have quick access to all cars in case of
> emergency. This even applies to private cars.
the doors are locked with a standard key that is in possess to ANY member
of staff. It is the same key that is used to close all the external doors
when the train leave a station (the control close all the doors but the
one near the key, so the conductor can watch the closing of the doors and
giving the start signal to engineers. A turn in the opposite direction
close even that door.
That key is the same for ALL trains and open all the doors and actuate
nearly all commands on the train (only the one that actually start the
train have a
different size, for obvious security reason)
M. Meeuse-de Lange Boom
> Let me further state, that on BNSF the policy from all the bosses I
> encounter is give AMTRAK the railroad.
May be I am wrong but my impression (not just from taveloques but also
personal experience) is that all these horror-stories originate on UP.
Indeed on BNSF things are very different if you exclude the effects of
nature which are more severe in the USA than in Europe in most cases.
Besides, as the network is denser trains can be re-routed more easily in
Europe.
Don't agree though with statements that freight-trains are smaller in
numbers in Europe. Thing is that, due to the shorter distances most of
them run at night on the main-lines but even during day-light there are
many lines where 2 or 4 freight-trains each way can be seen hour after
hour albeit not the heavy-weights as are run in the USA.
However, from a dispatching point of view, do you really stop all these
freight trains running on a certain line during or even before the time
Amtrak is excpected or do you calculate which meets are reasonably
attainable.
(In the latter case, a broken hose pipe can screw up all of your
planning and make your bosses unhappy about delaying Amtrak, I know).
And also, how do you handle things when Amtrak runs late itself for
whatever reason ?
I recall a horror story on UP when the Texas Eagle left LA 12 or more
hours late and 24 hours later this came as a surprise to those
dispatching a 1000 miles further on. Couldn't grasp that one !
Ad Meeuse
Rich Copeland
never did anything to delay Amtrak. But the simple
fact, confirmable by checking, is that the Intercity
trains (which run primarily on freight railroads) have
a hideous on-time performance record, and that
the NEC and San Diego lines, which are primarily
passenger railroads, have a reasonably good performance
record. There are many reasons for this, and it is
a very complex problem. BUT, Leonardo's statements
comparing European vs. Amtrak performance are basically correct.
Rich Copeland
Glenside, PA
Erich Houchens
> Let me further state, that on BNSF the policy from all the bossesI encounter
is
> give AMTRAK the railroad. You don't want
> to be the dispatcher who delayed #6 or #5 for a slow moving
> coal train. I've dispatched Amtrak between Denver and
> Creston IA and all the officials and train crews understand
> when you tell them in advance your holding for Amtrak. It's one of the
> few times train crew wanna-be dispatchers don't offer there assistance
> on planning your meets or gripe about the delays. Everyone expects
> delays when Amtrak is running. Even our hottest freights #60 and #63
> can expect delays. Oops, that's ZCHIDEN9 and ZDENCHI9.
The secret to dispatching A5 on the Omaha desk is to knowthat he has almost 35
minutes of padding between Creston
and Omaha. This is not to say I go out of my way to delay
him...however if it means getting Z-DENCHI a little further
up the line.... Overall your right about Amtrak being hot.
> The same applies to MW forces when you tell them to clear 20 minutes
> early because Amtrak is in the picture. The only acceptable delays I've
> heard about are things outside your control, train in emergency, train
> getting a drawbar / knuckle, derailment. Even then the response is how come
> you didn't hold them at ...
Yeah, the old "if the move works your a hero but if it doesn't workwork a
zero"..
> I don't know how UPRR handles Amtrak, but if #6 Denver performance is any
> indication it would appear they don't give them the same handling.
> My personal opinion is BNSF goes overboard in pushing Amtrak and
> that surprises me. Especially since I consider myself a railfan. Prior to
> working
> as a dispatcher for BN / BNSF I would read railfan magazines that wrote
> horror stories about delays caused by poor handling. I believed
> what I read and expected the freight roads to hold Amtrak or put them
> in the siding for meets. This doesn't happen on BNSF, at least on territory
> I'm familiar with. I'm shocked to admit I think Amtrak gets better service
> than they pay for on BNSF. I would prefer to delay them every once
> in a while in order to keep my railroad fluid, treat them like a regular
train.
>
> But BNSF company officers do not and constantly
> remind and assist us in giving Amtrak green signals.
>
> I'm proud of the handling we (BNSF) give Amtrak, any passenger who travels
> between
> Denver and Chicago will get the best trip possible, because operating
> people on BNSF do everything within there abilities to ensure Amtrak arrives
on
> time.
> The other night #6 had mechanical problems. BNSF turned over an SD60 for
> power.
I believe that was last Thursday. I sat down on the Omaha line andhad the most
unusual occurrence of A6 meeting A5 between Red
Oak and MP 436. I haven't ran that many Amtrak trains at once
since the fall of 96 :-)
> A few years back I had a coal train stall heading towards Omaha, I suggested
> Amtrak
> shove him into the siding at South Omaha. My goodness, you should of seen the
> shocked
> reaction from the company officers. Needless to say we found other means to
> clear
> up the coal load and Amtrak wasn't used in helper service.
Had the same thing happen to me with a coal load on southOmaha hill. They didn't
like my idea of using P40's as pusher
power either.....
> KKB
--
Erich S. Houchens
Fort Worth, Texas
Internet: eshou...@earthlink.net
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