While checking Thanksgiving schedules found 2402 not listed after about 1 week before Thanksgiving. However 2402 is listed except thanksgiving day.
Metro North Woodlawn - New Rochelle - New Haven has narrower track spacing than standard, and the tilt feature of Acela trains is not in use on this section, limiting speed on curves.
daveklepper Metro North Woodlawn - New Rochelle - New Haven has narrower track spacing than standard, and the tilt feature of Acela trains is not in use on this section, limiting speed on curves.
Even if the tilt system were enabled the benefit would be insignificant on such a small section of track.
It's a moot point but is ~64 miles such a small section of track?
charlie hebdo It's a moot point but is ~64 miles such a small section of track?
The Northeast Corridor Boston to Washington is 457 miles in distance.
Most analyses of Amtrak in the NEC point out that it is really two corridors for most of the ridership: Boston to NYP and NYP to DC. So since the former is about 214 miles, 64 miles is a significant portion, about 30%. But your rigidity does not seem to allow you to admit another's view of anything.
charlie hebdo Most analyses of Amtrak in the NEC point out that it is really two corridors for most of the ridership: Boston to NYP and NYP to DC. So since the former is about 214 miles, 64 miles is a significant portion, about 30%. But your rigidity does not seem to allow you to admit another's view of anything.
Spin it any way you like, the Northeast Corridor is 457 miles in length.
Q.E.D.
charlie hebdo Q.E.D.
Q.E.D. not. You have not and cannot spin the Northeast Corridor into two seperate entities .
This from Wikipedia:
I shouldn't expect you to be familiar with various analyses, as opposed to the content of your postings, anymore than you would have any real knowledge of the train ROWs in Germany beyond your quote from a newspaper article.
charlie hebdo I shouldn't expect you to be familiar with various analyses, as opposed to the content of your postings, anymore than you would have any real knowledge of the train ROWs in Germany beyond your quote from a newspaper article.
My, my I see that we are a bit testy. Perhaps you should introduce some fiber into your diet.
I have presented you with the facts and you choose to rely on analyses from an unknown source.
Plural.
243129 I have presented you with the facts and you choose to rely on analyses from an unknown source.
Joe: I have no doubt about your credentials. I would encourage you to look at and use this forum as a test lab for your ideas. Up to this point, what you propose has been met with skepticism, at best. Some have offered suggestions. If you could take an honest look at your reactions, you will see why your letters to politicians and Amtrak and newspaper letters have largely been met with deafening silence. It's up to you.
Why is the Providence and Worcester included in Wikapeeia's listing? Does have freight trackage rights on parts of the system, but it, itself, is not part and never was.
23139: The average speed New Rocelle - New Haven, non-stop, is less than 60mph. That it takes just slightly less than an hour makes it significant when you are trying for a three-hour running time Boston - New York With tilt, the average speed could be raised to 90, saving ten-to-fifteen minutes, significant. Very few if any places where curves could be straitened withiout huge expense.
When the Merchants Limitd and Yankee Clipper had a four-hour running time from Grand Central to Boston, even then 1-1/2 hours were spent GCT - New Haven, 70 miles. Penn Station is reached a seeral-miles longer, but I believe tilt on Acelas is used New Rochelle - Sunnyside.
daveklepper 23139: The average speed New Rocelle - New Haven, non-stop, is less than 60mph. That it takes just slightly less than an hour makes it significant when you are trying for a three-hour running time Boston - New York With tilt, the average speed could be raised to 90, saving ten-to-fifteen minutes, significant. Very few if any places where curves could be straitened withiout huge expense. When the Merchants Limitd and Yankee Clipper had a four-hour running time from Grand Central to Boston, even then 1-1/2 hours were spent GCT - New Haven, 70 miles. Penn Station is reached a seeral-miles longer, but I believe tilt on Acelas is used New Rochelle - Sunnyside.
During my career the Merchants had a running time of 3 hours and 55 minutes between GCT and Boston and that included an engine change at New Haven!
As a side note I was the engineer on the Merchants on its last run out of GCT before it was moved to Penn Station.
I was referring to the average speed that might be possible between New Rochelle and New Haven, not New York - Boston.
But I think 90 mphs non-stop NY - Boston might be possible. On one occasion I saw 110mph on the Turbotrains speedometer steadily between Portchester and Rye.
232 miles Penn Station - Boston. 90mph gives 155 minutes, two hours and 35 miniutes. What prevents this is speed limitations Penn Station - Sunnyside, the Hell Gate Bridge, the New Rochelle interlocking itself, bridge slowdowns, New Haven approach and departure racks, various bridges, same situation at Providence as at New Haven, Readville interlocking, Boston Terminal approach tracks, and you can add some more.
I agree, more than tile would be required, mainly RoW infrastructure improvements.
I remember it as four hours, but I accept your correction that it was 3:55. What ended it was the addition of the Route 128 stop, with running time increased to what I remember as 4:10, but you may correct me.
In all those days, the engine change at New Haven was scheduled as five minutes; but, later, fewer people at the coupling and the requirement for a standing brake-test increased it to 15 minutes.
I'm sure I rode behind you more than once. And Noel Weaver was a good friend and once gave me a GG1 cab ride NH-Penn.
Perhaps some NYC - BOS trains should run from GCT? After all, a lot of that ridership does not continue farther south.
Duplicate
Until New Haven was absorbed by PC, that operation was the norm. However, the question of servicing trains routed to GCT could be problematic as there is no easy way to get to and from Sunnyside.
Did the New Haven have an arrangement with the NYC for servicing its trains, or did the NH have its own facility?
I'm glad I had finished breakfast before reading the statement about the nonease in getting from Grand Central to Sunnyside.
Johnny
Service them in NH or Boston, since it's only a ~250 corridor.
My idea is to run just a few trains each way in early morning and mid to late afternoon for businessmen, with few intermediate stops.
DeggestyI'm glad I had finished breakfast before reading the statement about the nonease in getting from Grand Central to Sunnyside.
Aren't they talking about access to the new deep platforms at GCT?
If it were by way of Mott Haven, yes, it'd be a sad commentary...
charlie hebdo Service them in NH or Boston, since it's only a ~250 corridor.
The New Haven had an engine house at 49th Street in Grand Central for locomotive maintenance.
charlie hebdoService them in NH or Boston, since it's only a ~250 corridor.
The issue is whether Amtrak has facilities in those locations still, or could cost-effectively establish them for the Avelia Liberties. Since I expect new training, maintenance and equipment may be needed for them, it is not necessarily 'showstopping' if nothing current exists -- I suspect there is something in or near New Haven for Springfield service, and this would be expanded for the 'second spine' projects going to or near Hartford -- but it would have to be carefully laid out technically and then carefully 'costed'.
Probably makes sense not to have an 'expanded' maintenance base just for these trains built at New York prices if there is an alternative reasonably north. Note that at least theoretically it could be south, too; for example at the 'end' of the reversing jumpover NJT considered in New Brunswick.
1. Added complication of a DC power pickup and control system and third-rail shoes to get from Mt. Vernon West or Woodlawn to GCT. (Now there is both AC caternary and 600V DC third rail between Mt. V and Woodlawn.)
2. Congestion below Mott Haven during rush hours. Metro North operates more suburban trains than PC did before Amtrak.
3. Possible higher costs by needing some Amtrak people at GCT duplicating the functions of those at Penn.
Overmod charlie hebdo Service them in NH or Boston, since it's only a ~250 corridor. The issue is whether Amtrak has facilities in those locations still, or could cost-effectively establish them for the Avelia Liberties. Since I expect new training, maintenance and equipment may be needed for them, it is not necessarily 'showstopping' if nothing current exists -- I suspect there is something in or near New Haven for Springfield service, and this would be expanded for the 'second spine' projects going to or near Hartford -- but it would have to be carefully laid out technically and then carefully 'costed'. Probably makes sense not to have an 'expanded' maintenance base just for these trains built at New York prices if there is an alternative reasonably north. Note that at least theoretically it could be south, too; for example at the 'end' of the reversing jumpover NJT considered in New Brunswick.
Are you saying everything is serviced in Sunnyside? Even so, trains must be lightly serviced in Boston (and in DC) now before turning around for return trip.
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