The eastbound Empire Builder of the 28th is last reported at Rugby ND running 6:26 late. Although this is unusual in its degree of being off schedule, it is very common for the Builders to have difficulties maintaining schedule in eastern Montana and North Dakota this year.
It is scheduled into Chicago at 3:55PM. The Cardinal is scheduled out at 5:45. the Capitol at 7:31, the City at 8:05 and the Lake Shore at 9:30. A Builder passenger holding a connection with these trains is in danger of not making it.
I know Amtrak will compensate room & board for a missed connection, but will they hold an outbound for incoming passengers? If so, does anyone know what criteria are used to make the decision?
Personal experience says that connection holds at Chicago are kept to a minimum since slots on most routes in and out of Chicago are at a premium. My daughter and I missed a westbound connection from the Lake Shore to the Zephyr in May by about 35 minutes. Customer service in Chicago is somewhere between barely acceptable and just plain awful, especially around shift change time, which is right after most of the westbounds have left.
On the other hand the Amtrak operations department has to struggle stuff that makes you wonder how trains ever arrive on time. On the trip in question a car had a mechanical problem just west of Cleveland. Between Amtrak and NS mechanical departments a whole bunch of problems were dealt with in about 3 hours. Unfortunately that meant our window through about 150 miles of track work was blown, so we ended up 4 hours and 20 minutes late.
We did salvage a good day in Chicago, at a decent hotel. Better than staying overnight at an airport.
Can you describe that particular experience with Customer Service? You did get a decent hotel and accommodations on the next day's train. But how was it tough sledding to get what you needed and deserved?
I recall a closely similar experience much earlier in Amtrak's history. The Lake Shore nicked an automdobile whose driver "ran the crossing," and we were delayed about two hours just west of Eklhart. But an Amtrak customer service rep boarded at South Bend and went through through the train offering specifically the same solution you received. I pointed out that the day after my scheduled arrival in Denver, I had reservations on the RGZ to Salt Lake City, and what is also important, a client was supposed to meet with me between Provo and Salt Lake City to discuss further work. (The RGZ left Denver at 7AM and the westbound CZ (or SFZ) arrved two or more hours later, if on-time.) The solution was that connections with the as yet not renamed Super Chief to Raton were possible, with a Greyhound connection to Denver. I would still be able to visit with my sister Lillian and Leonard and Alice Bernstein in Denver, but my sister was very surprised to be told to pick me up at the Bus Teminal instead of Union Station!
The clients (a couple, not just the husband) who met me at Provo insisted on my debarking the train and riding with them to Ogden to catch Amtrak to Oakland, instead of using the D&RG van from Salt Lake City to Ogden. They wanted more time.
I can just image my trying to arrange such a solution in Chicago with the Super Cheif - Southwestern Chief just about to depart! I think this was late Spring 1972.
rcdrye On the other hand the Amtrak operations department has to struggle stuff that makes you wonder how trains ever arrive on time. On the trip in question a car had a mechanical problem just west of Cleveland. Between Amtrak and NS mechanical departments a whole bunch of problems were dealt with in about 3 hours. Unfortunately that meant our window through about 150 miles of track work was blown, so we ended up 4 hours and 20 minutes late. We did salvage a good day in Chicago, at a decent hotel. Better than staying overnight at an airport.
Of course it is, but why would you? If you were flying and missed the last connection because of mechanical problems (not weather), you would be put up in a hotel at airline expense with meal vouchers and transfers. But you have to ask.
C&NW, CA&E, MILW, CGW and IC fan
As I understand it, sometimes the host RR insists that Amtrak trains leave on time or close to it.. They believe problems on other (connecting) RR's are not their problem.
ACY As I understand it, sometimes the host RR insists that Amtrak trains leave on time or close to it.. They believe problems on other (connecting) RR's are not their problem.
The decision to wait for connecting passengers off of a late running train, i.e. the Empire Builder to the Capitol Limited, probably is dependent on a multiplicity of factors.
In FY12 the Capitol Limited carried an average of 310 passengers per train. This was the overall passenger load. Passengers probably got on and off the train at each stop between Chicago and Washington and vice versa.
Lets suppose the Empire Builder is running five hours late. And it has 27 connecting passengers for the Capitol Limited. If Amtrak holds the Capitol for the connecting passengers off the Empire Builder, it runs the risk of angering a greater number of Capitol passengers. And it runs the additional risk of causing them to miss connections in Pittsburgh, Washington, etc. In this case, if I were in charge, I would release the Capitol Limited and take my lumps from the connecting passengers.
The Texas Eagle has two through cars that are switched from the Sunset Limited to the "real" Texas Eagle in San Antonio. If the Sunset Limited is running really late - I don't know the trigger point in number of hours, Amtrak releases Number 22 without the connecting cars from the Sunset Limited. To protect the service it parks a coach and sleeper in San Antonio to be used in case the transfer cars from the Sunset Limited are not available.
Sam1 <snip> Amtrak releases Number 22 without the connecting cars from the Sunset Limited. To protect the service it parks a coach and sleeper in San Antonio to be used in case the transfer cars from the Sunset Limited are not available.
<snip> Amtrak releases Number 22 without the connecting cars from the Sunset Limited. To protect the service it parks a coach and sleeper in San Antonio to be used in case the transfer cars from the Sunset Limited are not available.
The existence of the "protect" cars is interesting. What that implies is that there are very few passengers traveling from west of San Antonio to a destination on the Eagle -- passengers who don't arrive on a late Sunset need not be provided for on the Eagle yet the additional cars are still needed.
In the past there have been proposals to make the through route Chicago/San Antonio/Los Angles with a stub running between New Orleans and San Antonio. This seems to say there is little demand for such a service.
Dakguy201 Sam1 <snip> Amtrak releases Number 22 without the connecting cars from the Sunset Limited. To protect the service it parks a coach and sleeper in San Antonio to be used in case the transfer cars from the Sunset Limited are not available. The existence of the "protect" cars is interesting. What that implies is that there are very few passengers traveling from west of San Antonio to a destination on the Eagle -- passengers who don't arrive on a late Sunset need not be provided for on the Eagle yet the additional cars are still needed.
I don't know how many passengers ride from points west of San Antonio to points north of San Antonio on the Texas Eagle (Sunset Limited) through cars. Apparently there are enough that Amtrak considers the through cars worthwhile. West of San Antonio the train is really the Sunset Limited with two Texas Eagle through cars.
The issue re: the parked cars (one coach and one sleeper) is an equipment issue for Number 22. If it does not get the through coach and sleeper off the Sunset Limited, it would not have a sleeper, except for the transition sleeper, and it would be light one coach (two rather than the three regularly assigned).
Number 22 needs the sleeper for the first class passengers boarding in San Antonio and points beyond. There are not enough spaces in the transition sleeper to cover the service. Moreover, it does not have any bedrooms. It probably could get by with just two coaches. On most days two coaches probably would be sufficient for the normal passenger load, at least south of St. Louis.
The Sunset Limited has a transition sleeper, a New Orleans sleeper, etc., as well as an Eagle coach and an Eagle sleeper on the back of the train. The coach and sleeper are dropped at San Antonio. Number 22 then backs down and couples onto them.
I go to San Antonio approximately six to eight times a year. On one occasion I noticed that the reserve cars were gone. I assumed that they were used because Number 2 had been late enough to trigger a decision by Amtrak management to place the cars in service so that Number 22 could be released with the necessary equipment.
Dakguy201 Sam1 <snip> Amtrak releases Number 22 without the connecting cars from the Sunset Limited. To protect the service it parks a coach and sleeper in San Antonio to be used in case the transfer cars from the Sunset Limited are not available. In the past there have been proposals to make the through route Chicago/San Antonio/Los Angles with a stub running between New Orleans and San Antonio. This seems to say there is little demand for such a service.
The 2010 PRIIA Sunset Limited/Texas Eagle Improvement team recommended running the Texas Eagle as a daily through train from Chicago to LAX, dropping the Sunset Limited, and substituting a New Orleans to San Antonio connecting train.
According to Amtrak the proposal fell apart because the UP wanted too much money to upgrade its infrastructure to handle a daily train west of San Antonio. Apparently Boardman caved in without much of a fight.
As an interim step, it seems to me, Amtrak could have run the Eagle as a three day a week through train from Chicao to LAX, with a connecting train from New Orleans, thereby eliminating the car transfer issue at San Antonio. Also, it would have freed up a sleeper since it would not be needed between New Orleans and San Antonio. Why Amtrak management did not recognize this opportunity is beyond me, unless they were bowing to political pressure from the communities east of San Antonio.
Given the paucity of the results stemming from the PRIIA improvement studies, I cannot help but wonder if they were performed mostly for window dressing. Amtrak management does not appear to have implemented any of the tough recommendations, i.e. stood up to the UP over the Sunset Limited/Texas Eagle issue.
Dakguy201 The eastbound Empire Builder of the 28th is last reported at Rugby ND running 6:26 late. Although this is unusual in its degree of being off schedule, it is very common for the Builders to have difficulties maintaining schedule in eastern Montana and North Dakota this year. It is scheduled into Chicago at 3:55PM. The Cardinal is scheduled out at 5:45. the Capitol at 7:31, the City at 8:05 and the Lake Shore at 9:30. A Builder passenger holding a connection with these trains is in danger of not making it. I know Amtrak will compensate room & board for a missed connection, but will they hold an outbound for incoming passengers? If so, does anyone know what criteria are used to make the decision?
I rode the Lake Shore Limited #48 on the 16th. We were held an hour for connecting passengers from #8.
cbq9911a Dakguy201 The eastbound Empire Builder of the 28th is last reported at Rugby ND running 6:26 late. Although this is unusual in its degree of being off schedule, it is very common for the Builders to have difficulties maintaining schedule in eastern Montana and North Dakota this year. It is scheduled into Chicago at 3:55PM. The Cardinal is scheduled out at 5:45. the Capitol at 7:31, the City at 8:05 and the Lake Shore at 9:30. A Builder passenger holding a connection with these trains is in danger of not making it. I know Amtrak will compensate room & board for a missed connection, but will they hold an outbound for incoming passengers? If so, does anyone know what criteria are used to make the decision? I rode the Lake Shore Limited #48 on the 16th. We were held an hour for connecting passengers from #8.
And, CBQ, what was the effect on your own train ride? (I can understand the impact of the 'held' train missing its slot; also the ramifications for the turning time of late equipment at the destination end.)
I would still like to know why rcdye says customer service in Chi is not up to snuff. People's own personal expereinces in the case of missed connections is what I would like to read. I told how it was arranged back in 1972. What about now?
daveklepper I would still like to know why rcdye says customer service in Chi is not up to snuff. People's own personal expereinces in the case of missed connections is what I would like to read. I told how it was arranged back in 1972. What about now?
When we arrived on the Lake Shore about 45 minutes after the Zephyr left we immediately headed to the Customer Service office (I had the advantage of knowing where it was). When we got there we were greeted by two desk positions , one of which was staffed by a woman who looked up at our group of 30 or so off the Lake Shore with a "Deer in the Headlights" expression. The CS office has space for about 10 people and no seats so it got crowded quickly, since everyone dragged their luggage in, too (I left mine outside with my daughter). After about 10 minutes a second clerk wandered in and started to set up shop, taking another 10 before serving her first customer. Meanwhile the person I later learned was the supervisor wandered in and out in a relaxed manner, not interacting with the staff or the passengers in any way.
The first clerk did a conscientious job of filling out the paperwork (one hotel voucher, one three-part cash voucher for taxis and meals) while noting that re-booking was impossible since the space for tomorrow's Zephyr had a hold on it (presumably for us?) so we were told to wait for the supervisor. Passengers for other trains which had left were eventually redirected by the second clerk to later connections if possible. The second clerk then handled the paperwork for one couple, deciding that for some reason the cash vouchers had to be filled out a different way (total value for two people $42.00). I clocked her at 22 minutes for the two customers.
Once we had acquired our valuable paperwork we were told to go across the lobby to the ticket counter to get cash for our vouchers which involved waiting in line another 10-15 minutes as rush hour pedestrian traffic picked up through the space we were waiting in. The Ticket Clerk was very helpful and quick (she was the one that ID's the space hold, the CS clerk had only noted that she couldn't do anything...).
After about one hour of watching this activity I finally tracked down the supervisor to find out about our space on tomorrow's train. Meanwhile my 14 year old daughter was sitting on the floor against the outside wall of the CS space crying, since there were no seats anywhere near to sit normally. A party of Amish or Mennnonites with several young children were also having trouble finding spots to camp out while awaiting info.
We were eventually re-booked into the transition sleeper for the next day and took a taxi to the South Side Hotel on 26th St where we got a reasonably nice room with a perfect view of the Green Line L.
The rest of the time in Chicago was not bad as I was born there and know my way around. A trip to the American Girls flagship store on Michigan Avenue made up for a lot with my daughter. Got in some L riding that was fun, too.
On the Zephyr the transition sleeper attendant was on his first solo trip as a sleeper attendant (he was also the coach attendant for the first coach) so he had some learning to do about where to find things but by day 2 had everything working as it should. Good ride, interesting fellow travelers, early arrival in Emeryville.
My only experience with a missed connection while traveling via Amtrak came in April of last year, when a man stepped in front of #6 as it was coming into Provo: we were five hours late leaving Provo, and could not make up more than about an hour. I had expected to change in Chicago, taking the Cardinal to Washington. Before we arrived in Galesburg, I, along with five or six other passengers who were also going to ride the Cardinal from Chicago, was given a ticket good on Burlington Trailways that would take me to Indianapolis in time to catch my train (this bus schedule is used by Amtrak to transfer passengers who are going on the Texas Eagle so they can take it from Bloomington). My only complaint is that there was no notice given to the people in Chicago that I would catch up with the train in Indianapolis, and there was a note on my roomette door proclaiming that I was a No Show; no one had been given my room, so I was able to occupy it.
I do not know how passengers who were transferring to the Capitol Limited made out.
Johnny
Thanks for the personal experiences notes
I work out of the Lorton crew base, so the Sunset & its connections are pretty far out of my territory. But I wonder how those "protect" cars are crewed. Somebody needs to make 42 revenue berths in the sleeper and be there to attend to the passengers' needs. There is no San Antonio Crew Base to provide onboard service personnel to do these things. The closest o.b.s. crew base is a very small one at Fort Worth, which may be too small to provide anybody.
I suspect the cars may not be there to substitute in the case of late trains. They may be there to be used as substitutes in case a car has a serious mechanical defect enroute and needs to be cut out of the consist. In that case, the defective car would be cut out and the new car cut in, and the poor attendant would probably have to transfer all his supplies (linens, blankets, pillows, cleaning supplies, etc. etc. etc.), leave behind the car he has properly set up, and start from scratch on a new car in the middle of the night. The passengers would probably have to wait in the lounge or diner (probably closed for service/sales) until he got the work done. If that's the case, my sympathy is with the poor attendant. And the sleepy passengers.
Tom
ACY I work out of the Lorton crew base, so the Sunset & its connections are pretty far out of my territory. But I wonder how those "protect" cars are crewed. Somebody needs to make 42 revenue berths in the sleeper and be there to attend to the passengers' needs. There is no San Antonio Crew Base to provide onboard service personnel to do these things. The closest o.b.s. crew base is a very small one at Fort Worth, which may be too small to provide anybody. I suspect the cars may not be there to substitute in the case of late trains. They may be there to be used as substitutes in case a car has a serious mechanical defect enroute and needs to be cut out of the consist. In that case, the defective car would be cut out and the new car cut in, and the poor attendant would probably have to transfer all his supplies (linens, blankets, pillows, cleaning supplies, etc. etc. etc.), leave behind the car he has properly set up, and start from scratch on a new car in the middle of the night. The passengers would probably have to wait in the lounge or diner (probably closed for service/sales) until he got the work done. If that's the case, my sympathy is with the poor attendant. And the sleepy passengers. Tom
Several years ago, which was the last time that I rode the Texas Eagle through San Antonio, the sleeping car attendants on the Eagle through sleepers changed in San Antonio. The LAX to SA attendant stayed on the car until 6:00 a.m., when he was replaced by the Chicago based attendant, who had arrived the night before on the southbound Eagle. Westbound the process is reversed.
Only the attendants on the through sleeping cars are swapped out in San Antonio. The other OBS personnel stay with the Sunset Limited or the Texas Eagle.
The reserve cars were positioned in SA when the Sunset Limited's departure time out of LAX was moved back to 10 p.m., thereby reducing the time in SA to transfer the two cars from the eastbound Sunset Limited/Texas Eagle to the northbound Eagle. If the Sunset Limited/Texas Eagle does not make the connection in SA, the northbound Eagle would not have a regular sleeper. If the SA/LAX bound Eagle is very late and cannot transfer its through cars to the Sunset Limited/Texas Eagle, the northbound Eagle has the required cars for the return trip to Chicago. If this were to occur, the reserve cars probably would be coupled onto the Sunset Limited because they would be needed eventually in LAX to balance the equipment needs for the eastbound Sunset/Eagle.
The spotted cars are heated and/or cooled so that they can be placed into service quickly. I presume the beds in the sleeper have been made up. If the cars are required for the northbound Eagle, the sleeper would be serviced by the attendant who arrived the night before on the Eagle terminating in SA, which is the normal procedure given the change of the car attendant in SA.
The only time the reserve cars would be needed is when the through cars are transferred. That happens three days a week. On the other days of the week, when the southbound Eagle terminates in SA, they are available for the trip back to Chicago. Thus, the only potential use for the parked cars occurs on those days when the Sunset Limited is operating.
This whole mess could have been avoided by dropping the Sunset Limited, running the Eagle as a through train, even on a three day a week schedule, and implementing a connecting train from New Orleans to SA. Amtrak apparently did not push the issue for reasons unknown. So the result is that a passenger railroad that some say is equipment constrained keeps two cars in San Antonio that as a seldom tapped reserve. Not only are the cars idle most of the year, Amtrak had to have an electric power supply built to keep the cars cool in the summer and warm in the winter.
Sam1 +The reserve cars were positioned in SA when the Sunset Limited's departure time out of LAX was moved back to 10 p.m., thereby reducing the connection time in SA and the window to transfer the two cars from the Sunset Limited to the northbound Texas Eagle. As noted, if the Sunset Limited/Texas Eagle does not make the connection in SA, the northbound Eagle would not have a sleeper. If the SA/LAX bound Eagle is very late and cannot transfer its through cars to the Sunset Limited, the northbound Eagle has the required cars for the return trip to Chicago. If this were to occur, the reserve cars probably would be coupled onto the Sunset Limited because they would be needed eventually in LAX to balance the equipment needs for the eastbound Sunset/Eagle. The spotted cars are heated and/or cooled so that they can be placed into service quickly. I presume the beds in the sleeper have been made up. If the cars are required for the northbound Eagle, the sleeper would be serviced by the attendant who arrived the night before on the Eagle terminating in SA, which is the normal procedure given the change of the car attendant in SA. The only time the reserve cars would be needed is when the through cars are transferred. That happens three days a week. On the other days of the week, when the southbound Eagle terminate in SA, they are available for the trip back to Chicago. Thus, the only potential use for the parked cars occurs on those days when the Sunset Limited is operating. This whole mess could have been avoided by dropping the Sunset Limited, running the Eagle as a through train, on a three day a week schedule, and implementing a connecting trains from New Orleans to SA. As noted, Amtrak apparently did not push the issue for reasons unknown. So the result is that a passenger railroad that some say is equipment constrained keeps two cars in San Antonio that as a seldom tapped reserve. Not only are the cars idle most of the year, Amtrak had to have the city electric utility build a power supply connection for the energy required to keep the cars warm and/or cool.
+The reserve cars were positioned in SA when the Sunset Limited's departure time out of LAX was moved back to 10 p.m., thereby reducing the connection time in SA and the window to transfer the two cars from the Sunset Limited to the northbound Texas Eagle. As noted, if the Sunset Limited/Texas Eagle does not make the connection in SA, the northbound Eagle would not have a sleeper. If the SA/LAX bound Eagle is very late and cannot transfer its through cars to the Sunset Limited, the northbound Eagle has the required cars for the return trip to Chicago. If this were to occur, the reserve cars probably would be coupled onto the Sunset Limited because they would be needed eventually in LAX to balance the equipment needs for the eastbound Sunset/Eagle.
The only time the reserve cars would be needed is when the through cars are transferred. That happens three days a week. On the other days of the week, when the southbound Eagle terminate in SA, they are available for the trip back to Chicago. Thus, the only potential use for the parked cars occurs on those days when the Sunset Limited is operating.
This whole mess could have been avoided by dropping the Sunset Limited, running the Eagle as a through train, on a three day a week schedule, and implementing a connecting trains from New Orleans to SA. As noted, Amtrak apparently did not push the issue for reasons unknown. So the result is that a passenger railroad that some say is equipment constrained keeps two cars in San Antonio that as a seldom tapped reserve. Not only are the cars idle most of the year, Amtrak had to have the city electric utility build a power supply connection for the energy required to keep the cars warm and/or cool.
blue streak 1 Sam1 +The reserve cars were positioned in SA when the Sunset Limited's departure time out of LAX was moved back to 10 p.m., thereby reducing the connection time in SA and the window to transfer the two cars from the Sunset Limited to the northbound Texas Eagle. As noted, if the Sunset Limited/Texas Eagle does not make the connection in SA, the northbound Eagle would not have a sleeper. If the SA/LAX bound Eagle is very late and cannot transfer its through cars to the Sunset Limited, the northbound Eagle has the required cars for the return trip to Chicago. If this were to occur, the reserve cars probably would be coupled onto the Sunset Limited because they would be needed eventually in LAX to balance the equipment needs for the eastbound Sunset/Eagle. The spotted cars are heated and/or cooled so that they can be placed into service quickly. I presume the beds in the sleeper have been made up. If the cars are required for the northbound Eagle, the sleeper would be serviced by the attendant who arrived the night before on the Eagle terminating in SA, which is the normal procedure given the change of the car attendant in SA. The only time the reserve cars would be needed is when the through cars are transferred. That happens three days a week. On the other days of the week, when the southbound Eagle terminate in SA, they are available for the trip back to Chicago. Thus, the only potential use for the parked cars occurs on those days when the Sunset Limited is operating. This whole mess could have been avoided by dropping the Sunset Limited, running the Eagle as a through train, on a three day a week schedule, and implementing a connecting trains from New Orleans to SA. As noted, Amtrak apparently did not push the issue for reasons unknown. So the result is that a passenger railroad that some say is equipment constrained keeps two cars in San Antonio that as a seldom tapped reserve. Not only are the cars idle most of the year, Amtrak had to have the city electric utility build a power supply connection for the energy required to keep the cars warm and/or cool. SAM --- The extra cars were not discussed much when I was there but it was mentioned that if east bound Sunset is too late the normally thru cars on the late Sunset then become the standby cars. The mechanical people in SAS seem to like the spare cars as they can substitute any bad order car when needed. They seem to have enough parts there to fill out their work time getting the spare cars *** and span. Wonder if CHI ever sends down car(s) to be worked on with a spare car changed to the terminating Eagle when it arrives SAS ?
Sam1 and Blue Streak ---
Your explanations are a good illustration of my reasons for being reluctant to give many opinions on the operation of trains that I don't work. I will say that when I worked the sleepers, I didn't much like to work a car that had been set up by someone else. I wanted to be able to open a berth for my passengers and feel comfortable in the knowledge that that bed was made properly & would give the passenger a comfortable night's sleep. That's why I frequently arrived at work before my scheduled time and started making beds on my own time. And at my layover point, I often would forego a break to be sure the car was set up right. Then the work was easier on the return trip.
I had to pay for my hotel room because the airline wouldn't. That was in Atlanta, and storms fouled up schedules. I did get a discount on the hotel room I think.
Sam1 I doubt the veracity of the mechanical folks explanation for the reserve cars in San Antonio. They were only placed there after the latest change in the Sunset Limited's schedule, which narrowed the transfer window from nearly eight hours to 4 hrs. and 50 minutes for the westbound transfer and 2 hrs and 10 minutes for the eastbound transfer.
Blue Streak,
My recollection is that your trip took you west across the northern tier of the country, south along the west coast, and east along the southern tier of the country. Presumably you arrived and perhaps departed San Antonio on the Sunset Limited.
Unless the Sunset Limited was running late, you had to be up and off the train at an early hour to watch the switching operations in San Antonio and talk with the mechanical department folks. Did you get any sleep on your trip?
I worked for the Santa Fe Rlwy beginning in 1966 in Kansas City, MO. The Super Chief - El Capitan trains 17 Westbound, and the Chief train 19 left as advertised, which is to say they departed Dearborn Station on time. They were not delayed , as other arrangements could be made with other carriers.
Sam1 Blue Streak, My recollection is that your trip took you west across the northern tier of the country, south along the west coast, and east along the southern tier of the country. Presumably you arrived and perhaps departed San Antonio on the Sunset Limited. Unless the Sunset Limited was running late, you had to be up and off the train at an early hour to watch the switching operations in San Antonio and talk with the mechanical department folks. Did you get any sleep on your trip?
I rode the Eastbound SW Chief a few years ago - We were late out of Kansas City and they estimated we would be at least an hour late in Chicago. They had buses meet the train at Joliet and connecting passengers for the East were bused to a connection with the East Coast trains after they left Chicago.
Jim
Modeling BNSF and Milwaukee Road in SW Wisconsin
I have solved the connection problem in Chicago by never, ever trying to make a same day connection in Chicago. I almost never have been able to anyway. Only once did it work and that was by about 5 minutes. Talk about stress. Once when the SW Chief was OT into Chicago the Lake Shore had been canceled for the day. They wouldn't ticket me on the next day's LSL because they couldn't guarantee that it would leave either so the alternative was to sit up all night in coach to DC (no rooms available) with a connection to a corridor train the next day to Boston. I said "no thanks" and they provided me with a SW Airlines ticket to Providence and I made an easy connection to South Station on the MBTA. I arrived home a day early. The worst was a 6 hour late CZ with the before mentioned bus transfer from Galesburg to Indianapolis to catch the Cardinal. It would have been minimally acceptable except that the Cardinal had been delayed by 3 hours after leaving Chicago and didn't arrive into Indianapolis until 3:30 AM. Had to spend 3 1/2 hours sitting on a bench in that filthy, dreary, scarey train/bus station the whole time. that was the end. I said never aagain and on several occasions I have been very glad I have.
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