Absolutely non-germane to the Hoosier State--but....
When I rode THE Capitol Limited in 1968, I asked for a coach ticket to Baltimore (it cost no more that a ticket to Washington), and a single slumberroom to Washington. It took the ticket seller in Grand Central a little while (with my attempting to explain the request to him) to comprehend what I wanted.
Johnny
From other posts, I think that the locomotives are able to MU through the consist. The train is so small that only one unit is needed at a time, and so I suspect that it is cheaper to keep the second unit dead in tow than it is to find somewhere to turn the train.
The first cars were delivered in prr colors but were not accepted or put into service until 1969, well into the PC era. Your right it took about a year to get the bugs out.
A fewMetroliner cars were delivered before the PC merger and lettered for PRR. But testing and debugging and completion of the order extended well beyond merger time. Indeed, the service was started before any of the straight coaches were delivered. The PRR lettered cars were relettered before entering service.
Question: Is the Hoosier State's trailing loco just hauled as dead power or are the cars equipped with wiring and jumper cables for multiple unit or is the Distirbuted Power technology used? I hope it is either the second or third, but a fear the first is the case.
Very true Paul. I know that when the postal service pulled the plug on the b & o, the head end accounted for 70% of its total passenger revenues.
To its credit it ran good clean and well marketed trains. The road consolidated the capital ltd, the ambassador and the Columbia into one mega train running 20 plus cars ( much like union Pacific's to everywhere ). They marketed low week day fares, senior fares and operated slumber coaches as lower price alternative to grow revenues and ridership. Their most unquie marketing tool was their auto train service. A fore runner to the auto train corp, passenger's could have their autos shipped on a b&o freight train and delivered to the station.
The american passenger train was nearing extinct by the mid 60's. But a few roads choose to operate their remaining service to higher level of service to reflect to the public and its shippers their corporate tradition in providing excellent customer service.
It says a lot about the economics of passenger service in the 1960's that operation of the trains was heavily dependent on postal contracts and the regulatory ordeal required to discontinue a train.
We also need to remember that for every "Super Chief/El Cap", "Empire Builder", etc. there were also trains like the "Thoroughbred", "Lake Cities", "Blue Bird" and a host of others that were barely hanging on.
Deggesty BaltACD Videographer mentioned that the Dome was closed approaching Chicago. Why? I can understand stopping food service, but closing the Dome? When I rode B&O's Capitol Limited into Chicago, riding the Dome from Gary into Grand Central was always a thrill. The only times I remember being chase out of a dome was when I rode the Capitol Limited from Chicago in 1968 and when I rode Amtrak's version in 1987. I do not recall exactly, but I think Silver Spring was the point at which we were told to go down. In 1987, a lady asked why, and I told her it probably because of the wires overhead in Washington--and she told me that there were no wires overhead there; I did not argue with her (I hope she looked up as we entered the electrified zone).
BaltACD Videographer mentioned that the Dome was closed approaching Chicago. Why? I can understand stopping food service, but closing the Dome? When I rode B&O's Capitol Limited into Chicago, riding the Dome from Gary into Grand Central was always a thrill.
Videographer mentioned that the Dome was closed approaching Chicago. Why? I can understand stopping food service, but closing the Dome?
When I rode B&O's Capitol Limited into Chicago, riding the Dome from Gary into Grand Central was always a thrill.
The only times I remember being chase out of a dome was when I rode the Capitol Limited from Chicago in 1968 and when I rode Amtrak's version in 1987. I do not recall exactly, but I think Silver Spring was the point at which we were told to go down. In 1987, a lady asked why, and I told her it probably because of the wires overhead in Washington--and she told me that there were no wires overhead there; I did not argue with her (I hope she looked up as we entered the electrified zone).
Passengers were ushered from B&O Dome cars at Silver Spring account it being the last stop prior to entering Washington Union Station's electrified territory at F Tower or QN Tower, depending on whether the train was headed in or backed in to WUS.
Never too old to have a happy childhood!
Another railroad that actually resurrected its passenger service in the 60's was kcs. They made the last purchase of new equipment in 1966 of any rail road from Pullman standard for its southern belle service. This order along with cars purchased from NYC helped to increase both rider ship and revenues.
Its premature death came from the united States postal service in the form of canceled mail contracts.
The up bought some new cars from acf in 64.
The atsf ordered 24 hi level coaches from Budd in 1963 for its San Fransisco chief service.
Pennsylvania railroad order 61 Metroliners in 68 ( 31 coaches, 20 snack bars and 10 parlors.). But this came about from high speed ground transportation act of 1965. Order by the prr and delivered to PC. The us department of transportation worked with prr, Budd and its contractors to develop high speed rail service.
Passenger service was both disappearing and improving with each road going its own way.
I don't completely agree with your generalization that trains of the 60's were zombies. Many roads of the time had given up on passenger service, other still carded good and even great trains. Atsf, b&o, sal,acl to name a few. Ic was still offering ballest burners. I can still remember going to travel shows in the 60's and coming home with travel brochures ( quaint I know ) promoting the empire builder, cal zephyr , cap limited and the silver meoter.
Just saying these collection of cars, represent the best and last attempt to make private rail service work in the us. But we know how it ends.
Ride them while we can I know I plan too.
ROBERT WILLISON Great looking train. But the same beautiful cars did not stop the decline in rail passenger ridership in the 60's. Let's hope the third time is the charm.
Great looking train. But the same beautiful cars did not stop the decline in rail passenger ridership in the 60's. Let's hope the third time is the charm.
The bulk of the decline was in the 1950s. By the 1960's passenger trains were zombies.
What this train has going for it that trains of the 50s didn't have is that it gets to pay Amtrak's rent to the host RR. It's much less than cost and much, much less than the value of the "slots" it consumes
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
The dome car at present functions only as diner/lounge space, so sensibly vacates to speed detraining. From next month the dome level will be reclassified as Business Class, with included meals--so obviously will not be vacated prior to arrival. (Interesting question--where will IP put Business Class large suitcases/bags)?
The lower level will provide diner/lounge service (not included in the fare) for coach riders.
Carl Fowler
Considering how the consist of the "Hoosier State" is currently arranged, the only thing that you would see from an observation car would be the back end of a GP40FH-2. The full-length dome is a nice touch, but this is a short haul (only about 200 miles) so additional luxury items might be superfluous.
Yes, a round-end ob with chairs arranged so you can look back and see where you have been.
Also, each Pleasure Dome car had a private dining room as well as lounge space and the lovely one and two dome seating with rotating chairs.
For some time after traveling between Chicago and Albuquerque in 1973, I regretted not asking if my family of five could eat in the Turquoise Room. However, in 1991, my wife and I were invited to take part in a special trip which featured Plaza Santa Fe, an ex-Q Bird sleeper, and Charles Clegg and Lucius Beebe's original observation car. As I recall, there were three options for seating when eating--and we took advantage of all three, thus eating in the Turquoise Room.
Only thing needed to recreate 'the glory days' of passenger travel would be a round end Observation Lounge car to bring up the markers.
I wonder if this was a mid week trip and if this was typical of the number of passengers? It seemed to be a nice ride, but the speeds need to be competitive with driving and be a daily operation to really be viable.
Give that man a tripod! Otherwise, well done.
The GP40FH-2s are rather strange in the sense that the cowls of F45s were used, but the cabs were not (and were later used on MARC's GP40WH-2s a half decade later). Later Tri-Rail F40PHL-2s that were largely similar had both the F45 cab and hood. So why was the original GP40 cab used? NJT operated standard F40PHs at the time so NJT had widecabs. And MARC had standard cab GP39H-2s that outlasted the GP40WH-2s. Was it a cheaper conversion? M-K must have had their reasons but the whole affair is rather strange.
For what it's worth, I do like the GP40FH-2s.
...well, except for the locomotive. It's a mutt. What was NJT thinking?
Gorgeous equipment. Hope Ed Ellis is right and this works out.
You Tube has a very nicely done (22 minute) trip report on the new joint Iowa Pacific/Amtrak upgraded HOOSIER STATE at https://www.youtube.com/watch?v=3TszX-xazwk&feature=share
On minor correction from the talk in the video: The Santa Fe did use the full-length dome cars on the El Capitan before the High-Level cars arived in 1956. Generally, however, this equipment was assigned to the Chief, San Francisco Chief, and sometimes to the Texas Chief and the Kansas City Chief. The full-length cars never ran on the Super Chief. It used unque Pullman-built "Pleasure Domes", with upstairs parlor-car rotating seats. A wonderfull video. This puts any other Amtrak corridor train out of Chicago to shame.
Carl H. Fowler
President
Rail Travel Adventures
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