Railroad Forums
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philipmartin wrote:Running NJT trains between Trenton and 30th Street was discussed prior to the Pope's visit to Philadelphia. I believe the laws setting up NJT preclude it.It can be done if there were a crew change in Trenton Station, SEPTA crew taking over to PA and vice versa, just like the football train from Connecticut to New Jersey.
Ken S. wrote:Makes me wonder if MBTA would have surplus diesel equipment (F40s) and retired/stored coaches (MBBs?).DutchRailnut wrote:LIRR has no usable equipment, all cars require high level platforms and engines are proprietary to the bi-Levels and do not have PTC yet.Does CDOT have spare MAFERSA cars?
MN could send Bombardier cars, but cab cars and engines do not have PTC yet.
all MN/CDOT EMU's (M-8) are for high level platforms only and will not power on 25 hz.
R36 Combine Coach wrote:Makes me wonder if MBTA would have surplus diesel equipment (F40s) and retired/stored coaches (MBBs?).No spare locos. They have 12 dead F40PH-2C units right now that they're so desperate to repair they're RFP'ing for outside contractors to pick up the slack because the shop is hopelessly bogged down and unable to keep up with the mounting casualties. Most of the stored F40PH and GP40MC units recently retired have been stripped of parts to band-aid the remaining Geeps and later-gen F40's and are inoperable at the moment. Sort of doesn't matter because those things would never be able to run through a tunnel to begin with.
stephenjohnson10 wrote:Whenever something like this happens, I'm always interested in how certain operational items are handled. Maybe someone here has the answers.As to point 1, the time saved by omitting a station stop is no more than a minute or two; much more time than that is lost at points where passengers are leaving the train, as those in the middle of a car are forced to fight their way through the standing mob (who have nowhere to move to) to get to the door. This is particularly noticeable on trips from Center City, since at every stop there will be people trapped in the middle and trying to get out. And of course the Silverliner Vs and their predecessors were never designed for quick entrance and exit at the best of times.
1. Why are so many trains delayed, when far fewer are running than normally run? Especially if many trains are skipping stations and picking up time that may have been lost on abnormally large amounts of people boarding at previous stations.
2. I am guessing fewer crews are needed because fewer trains are running. Is SEPTA forcing crews to take vacation time or doing something else similar since the full weekday compliment of employees is obviously not needed?
Thanks in advance.
scotty269 wrote:Why aren't these people opting to use the NHSL from Ardmore Junction?Through the morning rush, just three inbound SEPTA trains stopped at Ardmore. When an Amtrack train stopped around 8:45 a.m. the conductor told potential riders they could get on to go to 30th Street Station but it would cost $11. A few people had prearranged with Amtrack. Most of those waiting continued to wait.http://www.mainlinemedianews.com/articl ... um=twitter" onclick="window.open(this.href);return false;
JeffersonLeeEng wrote:Why aren't these people opting to use the NHSL from Ardmore Junction?Habit and routine are powerful. When the 42nd St. Shuttle in New York had a catastrophic fire that caused beams that held up 42nd St. to buckle, pedestrians had to detour to certain north-south streets to cross. One morning I came out of GCT and noticed a pedestrian who had gone under the yellow tape and was climbing over a barrier to cross 42nd St. When stopped by a cop, he said, "but this is how I get to work." A lot of those people may not know how to find the NHSL (or Ardmore Junction, or Ardmore Ave., for that matter).
JeffersonLeeEng wrote:Why aren't these people opting to use the NHSL from Ardmore Junction?Or the 106 or 103 to Upper Darby then the MFSE.
JeffersonLeeEng wrote:Why aren't these people opting to use the NHSL from Ardmore Junction?
ExCon90 wrote:Habit and routine are powerful. ... A lot of those people may not know how to find the NHSL (or Ardmore Junction, or Ardmore Ave., for that matter.Sad to say, it's not just force of habit / lack of familiarity. I worked in CC with a number of people who took the Paoli Line. When there were disruptions, I'd offer to guide them through using the MFSE and NHSL but the usual response was horror or disgust that I'd, uh, "lower" myself to ride a SUBWAY. One daughter lives near Audubon and has a choice of taking the Norristown RRD or the NHSL. She takes the latter because it runs more often and the MFSE stops closer to her job, yet hears the same "you actually ride the SUBWAY???" comments from her co-workers too.
jonnhrr wrote:Or even better, the 44, with DIRECT service to Center City leaving from right next to the Ardmore RRD station lot!!JeffersonLeeEng wrote:Why aren't these people opting to use the NHSL from Ardmore Junction?Or the 106 or 103 to Upper Darby then the MFSE.
F-line to Dudley via Park wrote:If MARC is keeping the MARC IIA's that have already been displaced by the new MLV's in ready-to-run reserve duty, those are next-most obvious choice to borrow and get onsite quickly.Doubtful. If they're any IIA's that haven't been converted to "bike cars" for the weekend, I haven't seen them. They may already have been scrapped or sold off.
JoeRailRoad wrote:From "10 in Motion" http://www.nbcphiladelphia.com/traffic/ ... 60501.html" onclick="window.open(this.href);return false; we get: "NJ Transit spokesman Jim Smith said. "Under regulations, SEPTA crews are not qualified to operate NJ TRANSIT equipment." I wonder what regulations they are referring to; Union rules?philipmartin wrote:Running NJT trains between Trenton and 30th Street was discussed prior to the Pope's visit to Philadelphia. I believe the laws setting up NJT preclude it.It can be done if there were a crew change in Trenton Station, SEPTA crew taking over to PA and vice versa, just like the football train from Connecticut to New Jersey.
Joe
