I am reminded of how passengers were loaded on the Century at one upstate station which was not shown as a stop (in an issue of Trains, in the fifties). Several railroad employees took part in the process, as many as necessary to throw the passenger's baggage on board and two to throw the passenger onto the train. Nothing was said about how detraining was accomplished. Throw Mama onto the train.
Even the low-level entrances of the superliner cars require the use of a stepstool at many, if not all, stations.
Johnny
A McIntosh One other factor to consider is assistance that the handicap and elderly passengers require. Another group would be a fairly large family or other group traveling.
One other factor to consider is assistance that the handicap and elderly passengers require. Another group would be a fairly large family or other group traveling.
A train with low level entry cars pulls up to a low level platform. How is a passenger who uses a wheel char to board? Is a bridge plate used? Or is a lift used?
For westernn routes ( any superliner route ) high level platforms will not work since the superliners are made for low level boarding. On those routes where the Amfleet / Viewliners are used a high level platform could be used except -----
High level platforms interfeer with the clearance guages of the freight RRs especially high wide loads. Each station with high level platforms would require either ---
1. A gaunlet track to clear the platform which requires plaatform set back, a swithch and signals at each end with the addition of protection to prevent misrouting of freights onto the platform Probably give a restricting signal to station platform ?
2. A separate platform track off set from the main line. Again signals at each end of platform track for both platform track and main line and 2 sets of switches. Estimated cost anyone ? possibility $1.5M ? Then the building of long enough platforms and relocating station in some cases + on double track either cross overs to access far main track or an PED overpass to other station track . Estimated low ball cost $10 - 20 M ? per station.
3. # 1 or # 2 is not a good use of finite resources.
4. Where passenger loads call for longer platforms that is the first option to prevent the double stops. Then adopt the European system of placing locating signs to direct passengers to proper boarding locations. This does have some drawbacks.
a. Unmaned stations cannot adapt to locating soaches and sleepers at different ends of train for whatever reason. Sometimes turn times prevent a consistent location of of the cars. This would require more doors open and car attendants verifying that person is a passenger ?They might need smart phone / ticket readers as well ?
b. Different number of revenue cars can affect the placement of baggage cars which can be the major delay at stations.
5. At the bigger stations these location signs can direct persons before entering the platform and on the platform as well. Use of ticketless smart phones or tickets may allow passengers to scan at these displays to direct passengers to proper loading area.
Smaller station displays can be passive.
This could work well on the NEC which should receive them first as all platforms except Wilmington can load without a second stop.
Note:: on Superliner routes making a platform that passenger walked straight on to car has the same clearance problems as the above single level trains.
The entraining and detraining processes for the Amtrak trains that serve Texas take a very small bit out of the scheduled running times. The biggest factor for the Texas Eagle's end point schedules is the padding that is built into the schedule. On many occasions Number 21 arrives in San Antonio as much as an hour ahead of schedule. I have seen it leave Temple two hours late and arrive on time or nearly on time into San Antonio.
Double stops are required on occasion for the Eagle and Sunset Limited in Texas, but it does not happen frequently if my observations are an accurate reflection of operating conditions. I never miss an opportunity to watch Amtrak's trains when I am able to do so.
A major impediment to quicker entraining for the Texas trains, which probably is true in other locations, is the TSA requirement that all passengers show their tickets and id to the conductor, as well as the car attendant, before they get on the train. Or at least I think it is a TSA requirement.
When I was a kid in Altoona, we jumped on the train as soon as it was ready for boarding. The conductor or trainman lifted our tickets after the train was under way. On one occasion, as I remember it, one of the trains that I was taking to New York made an unscheduled stop in Tyrone to detrain a person who had entrained in Altoona and did not have a ticket or money to buy one. I was told this by the conductor, who happened to be my neighbor.
One of the neat things about growing up in Altoona was that I or my family knew most of the engine crews and passenger train conductors and trainmen.
Yes, dwell times are a speed and schedule factor for all passenger trains. And the double stops at stations is actually a result of success...long trains separating coach and sleeper cars, more people riding; but old short platforms and operations getting in the way. One solution: more trains...shorter trains, more often, less dwell time. Works in transit and can be transposed to work in passenger train operations where "service" is the game, not just running trains.
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While the suggestion sounds good in the NEC, where the only carry-on luggage is usually a briefcase and high-level platforms already exist, it gets a bit difficult on the long-distance routes. High-level platforms are out since the Superliners have low-level doors like a gallery coach. Wide doors would require a complete re-equipping of the passenger fleet. Passengers on the long-distance routes also don't tend to travel light and checked baggage is not always available. Longer platforms might be feasible and could eliminate a lot of double stops.
Good idea on all trains, including NEC. Compare Amtrak's dwell times with commuter trains boarding many more passengers at a stop. Or compare with intercity trains in Europe.
C&NW, CA&E, MILW, CGW and IC fan
On long distance trains outside of the NE Corridor it can take as long as 20 min to load a train. In Eleria OH the train makes two platform stops one for coach and the other for sleepers. Its a hurry up and wait on the Lake Shore and Capital Limited. If we want to speed up train service you need to open all the doors and have high leval platforms and let the passengers seat themselves commuter style. You also need wider doors as well as its a real pain to get luggage around those narrow doors
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