More stories! We don't know what to ask -- what do you remember as notable or interesting, for a start...
OK, how about the Turbo-Train? There's a lot of "Old husbands tales" about that one. I have to call them "old husbands tales" because old wives don't care about these things, or most of them anyway.
Likes? Dislikes? How well did it run? Or didn't? Maintanance issues and reliability? Ahead of it's time or a dead-end? And what did you personally think about it?
Flintlock76 OK, how about the Turbo-Train? There's a lot of "Old husbands tales" about that one. I have to call them "old husbands tales" because old wives don't care about these things, or most of them anyway. Likes? Dislikes? How well did it run? Or didn't? Maintanance issues and reliability? Ahead of it's time or a dead-end? And what did you personally think about it?
Similar to the ACELA in that it was glitzy. It had airline style seating, made noise like a jet plane when accelerating from a stop. Not very dependable but there were United Aircraft technical personnel onboard for every trip. Running time not much better than conventional trains due to the fact that you can only travel so fast on the existing ROW. The ACELA will suffer the same fate as the TurboTrain if the government allows it. It was a novelty as were it's predecessors the Daniel Webster, John Quincy Adams and the Roger Williams. They didn't work out, the TurboTrain didn't work out and the ACELA won't work out without a dedicated infrastructure.
Acela has been around 20 years already. Seems to be working.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
zugmann Acela has been around 20 years already. Seems to be working.
Get an Amtrak timetable and check the running time against the regionals, which make more stops, and then tell me how successful it is.
I asked for permission to show that an AEM-7 with 6 cars could equal the ACELA running times. They declined.
Lasted 20 years. Must have something going for it.
zugmann Lasted 20 years. Must have something going for it.
P.T. Barnum said it best
Thanks! The fact there were United Aircraft techs on board for every trip speaks volumes. I think you said more in one sentence than most others did in paragraphs.
Then you knew my friend and fellow Branford (Shore Line Trolley Mus.) member Noel Weaver, who gave me a GG1 cab ride New Haven - Penn Station. Nothing wrong with the GG1 riding quality! I sat in the fireman's seat. Amtrak had gone to one-man engine crews or perhaps this was done under Penn Central or earlier. He invited me when he saw me photographing the train. After arriving at Penn I went back to the coach to retreave my suitcase in an overhead rack and dutifully handed my ticket to the conductor. Slow orders made us late.
I'm pretty sure he would know Noel, or Jack Neiss. Perhaps he knew R.J.Russell (who taught me how BP-20s were run in commuter service).
I for one would like to hear any stories regarding the 'older heads' and their approaches both to running trains and to coaching/mentoring younger employees. By far the most fun part of the Mike Bednar videos is when you actually recognize the people in the cab and caboose windows, and know something about them as people and not just 'adjuncts to the train action'.
daveklepper Then you knew my friend and fellow Branford (Shore Line Trolley Mus.) member Noel Weaver, who gave me a GG1 cab ride New Haven - Penn Station. Nothing wrong with the GG1 riding quality! I sat in the fireman's seat. Amtrak had gone to one-man engine crews or perhaps this was done under Penn Central or earlier. He invited me when he saw me photographing the train. After arriving at Penn I went back to the coach to retreave my suitcase in an overhead rack and dutifully handed my ticket to the conductor. Slow orders made us late.
Yes I did know Noel, he was a dozen or so men older than me on the Shoreline roster. Nice fellow, good engineer. While the ride quality of the GG-1 was acceptable, the sight quality without a fireman was 'challenging'.
BTW you should have kept the ticket and cashed it in later.
Overmod'm pretty sure he would know Noel, or Jack Neiss. Perhaps he knew R.J.Russell (who taught me how BP-20s were run in commuter service).
Noel I did know but were the other two fellows New Haven engineers? The names are not familiar. BP-20's? Were they the old MU's with a power car and two trailers?
BP-20's were the passenger version of the Baldwin Sharknose. They rode on A1A trucks and finished up on the NY&LB.
OvermodBe careful here.
Must have been partial memory of something I read.
I'm certainly not an expert of the Santa Fe - the northeastern roads are more my flavor.
Thanks for filling that out.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
I think 243129's an old New Haven man, as far as I know the NH never had BP-20's, more popularly known as Baldwin Sharks.
New Haven had a couple of interesting 'sharknose' Baldwins, but with hydro kinetic drive for lightweight trains.
Russell and Neiss were both PRR engineers but might have gotten into contact with Joe later on, perhaps in Amtrak service between NYC and Philadelphia.
OvermodRussell and Neiss were both PRR engineers but might have gotten into contact with Joe later on, perhaps in Amtrak service between NYC and Philadelphia.
I ran into Penn Sation New York from 1963-2014 so I may have had interaction with them over the years. My home division was the Shoreline Division, Boston to New York, both Grand Central and Penn Stations, Springfield, Worcester, Cape Cod(Hyannis), South Braintree, New Bedford, Holyoke, passenger, through freight, local freight and yard.
Then, even though the NYNH&H never had E-units, you eventually did get to tun them, afer PC almost immediately after absorbing the NH, transferred the FL-9s to Hudson and Harlem commuter service, eliminating egnine changes at Harmon and White Plains North Stastion, and put GG1s on Penn Station - New Haven and E-7s and E-8s New Haven Boston of both Cental and Penn heritage.
How did riding qualities and general operation of the E-units znd FL9s comopare?
And considering the view available from a GG-1 engineer's cab, fortunate indeed that there are zero grade crossings Penn - NH!
daveklepperHow did riding qualities and general operation of the E-units znd FL9s comopare?
The E-units provided a far more comfortable ride than the FL-9.
daveklepperAnd considering the view available from a GG-1 engineer's cab, fortunate indeed that there are zero grade crossings Penn - NH!
Yes, but MOW employees on left-hand curves were certainly in jeopardy.
243129I ran everything from the New Haven 'fleet' up to and including the ACELA. Electric,diesel, Turbo Train, through freight,local freight,passenger, yard. Any questions you may have I would be happy to answer.....if I can.
I noticed a photo of an EP-5. Did they have any unusual running qualities? I understand that they would overheat in the GCT tunnels. Did they ever pinpoint the problem?
MidlandMikeI noticed a photo of an EP-5. Did they have any unusual running qualities?
They ran on both AC and DC, strong power and they tended to slip a lot.
MidlandMikeI understand that they would overheat in the GCT tunnels. Did they ever pinpoint the problem?
The blowers were modified and that seemed to rectify the problem.
Joe, Did the modified Budd Car trains have the standard Budd car controls or did they have something like a standard locomotive throttle system? And how were they to operate? Any thing special to transition from diesel to third railand visa-versa? Did the diesel stay running for airconditioning HVAC and/or lights?
He must be referreing to the special Daniel Webster Budd equipment, A McGinnis effort, because the large fleet of normal NYNH&H Budds were regular ones without any electric propulsion capability. I believe the NH had the second largest fleet, second only to the B&M, which for a number of years ran all its passenger service with them except the Montrealer-Washingtonian, and while it laster, the Ambassador.
Regarding my handing the conductor the ticket, goes with my wearing a kippah. If I had done anything like your suggestion, would I not be a hypocrit? You would not make the suggestion to a priest, minister, or rabbi, would you? (Or Imam?)
daveklepper Regarding my handing the conductor the ticket, goes with my wearing a kippah. If I had done anything like your suggestion, would I not be a hypocrit? You would not make the suggestion to a priest, minister, or rabbi, would you? (Or Imam?
Regarding my handing the conductor the ticket, goes with my wearing a kippah. If I had done anything like your suggestion, would I not be a hypocrit? You would not make the suggestion to a priest, minister, or rabbi, would you? (Or Imam?
Dave, I don't understand what you're referring to.
Who suggested what? ??
(I enjoyed the story of the cab ride, and then giving the conductor the ticket.)
Some-one suggested I take the ticket to a ticket office and get a refund! Or mail it for a refund.
I have to admit that in an earlier stage of my life I probably would have done that! I've learned that the best protection against the temptation to steal is to be as thoroughy honest as one can be at all times.
I think the 125th St. - GCT special 600V DC third-rail equipment may have been removed at one point, because with the McGinnis departure (or even earlier), they were removed from NY - Boston service and used with regular Budds and MUed in trains with them.
Got it. Thanks.
daveklepperRegarding my handing the conductor the ticket, goes with my wearing a kippah. If I had done anything like your suggestion, would I not be a hypocrit? You would not make the suggestion to a priest, minister, or rabbi, would you? (Or Imam?)
Yes I would have. You did not occupy a revenue seat and you were my guest.
daveklepperHe must be referreing to the special Daniel Webster Budd equipment,
The Roger Williams consisted of Budd equipment not the Daniel Webster.
daveklepperSome-one suggested I take the ticket to a ticket office and get a refund! Or mail it for a refund. I have to admit that in an earlier stage of my life I probably would have done that! I've learned that the best protection against the temptation to steal is to be as thoroughy honest as one can be at all times.
I resent your implication of me encouraging you to 'steal'.
daveklepperI think the 125th St. - GCT special 600V DC third-rail equipment
The New Haven changeover to DC was Woodlawn-GCT
Roger Williams was the 'hot rodded' RDC train. (I think it is wiser to call them "RDCs" instead of 'Budds' or 'Budd cars' because it reduces confusion with other Budd products). I too would like to know the difference (if any) in the operating controls and seating. Since these were nominally designed for higher top speed the difference might be substantial -- and equipment might have been changed over their surprisingly long (for lightweight '50s trains) service life.
At least one of the streamlined-nose cars has survived so the cab equipment could still be checked. But I prefer firsthand recollection.
I do not recall the DC equipment on the RDCs being particularly large, and I suspect it was sized only to operate where the law required 'electric' operation, probably at relatively low track speed. I would be highly interested in where the change to DC was practically made on the Roger Williams trains, how fast they could be operated in straight DC, and how reliable the arrangement was in practice, including bad weather. I would not be too surprised to find them not cut over to DC until 125th St or even approaching the Park Avenue tunnel entry especially in later years... but we have someone at hand who will know.
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