Zoom to about minute 3:00 in the video below and look at the difference in coupler height between an Amtrak locomotive and a former Metra Electroliner......
https://www.youtube.com/watch?v=X20GRrtG9N8
While SEPTA did operate the Electroliners on the Norristown High-Speed Line (as Libertyliners), Metra never did. The difference in coupler heights is to be expected, the Electroliners were interurban equipment designed to operate on the L with its tight clearance diagram and not in interchange service on steam roads.
Wow do they make 1:1 scale kadee washers for that
Joe Staten Island West
CMStPnP Zoom to about minute 3:00 in the video below and look at the difference in coupler height between an Amtrak locomotive and a former Metra Electroliner...... https://www.youtube.com/watch?v=X20GRrtG9N8
As stated in another response METRA wasn't even dreamed of when the Electroliners left the Windy City. All of the North Shore's passenger equipment had a lower coupler height that standard steam road (AAR SPEC) height. NS's locomotives had special adapter nuckles which could be installed to tow passenger equipment if necessary. Have a picture somewhere.
And when you look at the video it's not an electroliner it's an IC/ Metra Highliner. These EMU cars ordered by the IC and inherited by METRA have transit couplers (note the adaptor nuckle) and were never intended to couple to AAR interchange equipment.
The IC also had adapter couplers, and the old original mus were occasionally hauled by steam and diesel locomotives in speicial services. Indeed, some of the mu trailer cars went into service behind the tank suburban locomotives before the electrification went into service. (The IC-suburban high platforms came before the electrifcation, not afterward.) Even the New York City Transit Authority, today, has adapter couplers available when needed. So do Metro North and LIRR, which have mus with a coupler different than the subway, but still not the same as a regular railroad coupler. But their pushpulls use regular railroad couplers.
I looked at the 3 minute mark segment when they were coupling up. Those guys trying to adjust the coupler would be in trouble where I work for safety rule violations.
Jeff
If memory serves me correctly, those IC Commuter cars were called "Highliners", not Electroliners.
I also have the memory that the Electroliners ran north from Chicago, and not south. I never rode them, but I was able to ride Highliners when going to the Museum of Science and Industry.
Johnny
I was an occasional rider of the Highliners at various times. Easing around the tight curve at 71st and Yates on the South Chicago branch was always interesting.
greenrail If memory serves me correctly, those IC Commuter cars were called "Highliners", not Electroliners.
Noted earlier.
Seashore Trolley Museum got three North Shore cars and one CA&E car on their own wheels, shipped in freight trains to the Kennebunk railhead, then trucked to the Museum. The CA&E car came with adapters for its Tomlinson couplers, and the CNS&M cars came with height adapter couplers (the ones on the cars were lower and smaller than AAR couplers). Since the cars' brake systems were essentially compatible with normal train air, their brakes were cut in during the trips.
Side note - CNS&M 755, 420 (ex-obs) and 415 were displayed as a train on October 8 at the museum for the first time in years. 755 and 420 are nearly fully funded for restoration (body on the running 755, one motor and some body work on 420). One of the museum's staff even cooked hamburgers on 415's grill. Fully restored CA&E 434 needs its recently rebuilt compressor installed to be operational.
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