8 replies to this topic

[KevinKorell]

Although not officially part of the Fest, those returning to Northeast destinations from Chicago on the Capital Limited or Lake Shore Limited or Cardinal (RESTORED!) can post their memories here. This can include any necessary Northeast Regional trains taken as part of the trip.

[KevinKorell]

There was some concern with the planned work in Maryland that the Capitol Limited would have to put us on a bus east of Pittsburgh if we were in Clevelend too late. As it turned out, even with some delays getting out of Chicago Union Station and further delays getting out of Chicago itself (we spent some time sitting on the overpass over the Dan Ryan Expressway), we managed to be able to run through to Washington and got here only 19 minutes late. Piotr, Jishnu, and I are in the Club Acela waiting for Regional 132 northward. The Lake Shore Limited appears to be 1-1/2 to 2 hours late (with Grace and Alan aboard), and the restored Cardinal (which Rick scored tickets for) is between 50 and 60 minutes down.

[KevinKorell]

OK the three of us are on Regional 132 in Business Class, with me stealing Wifi from an adjacent Acela Express train (don't tell!!). I'm headed for Wilmington, DE and the other two travelling New Jerseyans are going to Metropark.

[amtrakwolverine]

The LSL was late getting its operating crew. I texted alan cause my train 354 was swapping crews outside of battle creek with sister train 355. He said they were still waiting for there operating crew. Only the OBS had showed up.

[KevinKorell]

Well what an adventure the 3 of us had on the Northeast Corridor! What a splendid way to end a Fest! We left Washington on time, but a few minutes out, our power died. The train coasted into New Carrollton station with just the first (BC) car on the platform. We were told that there was a power issue, and they were trying to get it fixed. Then they announced that the train was dead, they could not restart it, and that management was on their way up from Washington. They said that an empty rescue train was being assembled in Washington and it would soon be here. The 4 PM Acela stopped on the adjacent track and something, presumably some part, was dropped off to those trying to fix our engine. Then the Acela left. Soon after, we saw southbound #145 arrive in the station, but its pantograph was down just like ours. It too was disabled and could not move. Now the rescue train could not get to us, nor could anything move in either direction. 145 was stuck, and 99 was behind it. Both were headed not only for Washington but points in Virginia. A MARC diesel engine arrived from the north on our track, and soon hooked up to our disabled engine. Still, they were unable to provide any HEP to our train, which by this point was stifling hot inside. Most passengers had gone downstairs to the waiting room with A/C, but some of us remained on board or on the hot platform. There were some passengers in the rear cars that were unable to walk up to where the only doorways were, so the idea was to try to move the train forward so that they could exit on the platform from their coach. Finally, a train arrived going northbound on the one available track. At first we thought it was the empty rescue train, but in fact this was Regional 126, scheduled an hour later than our train. Everyone who was still on the platform boarded it, ready to fight if they didn't let us ride onward. The crew finally announced that this train was taking on 132's passengers, and to make room. The 3 of us got seats in 126's business class. Soon all refugees were on board after a 2 hour ordeal in New Carrollton, and our crowded train made its way up the corridor without further incident. Since the disabled train was a Boston-bound train, and 126 was only going to New York, the conductor was trying to make arrangements for 126 and the train right behind it, 166 to Boston, to share one platform at New York Penn Station to facilitate transfers. So we 3 had our fun, but I'm finally in Wilmington and Piotr and Jishnu should be arriving in Metropark about now. I'll be continuing up to Philadelphia and then my NJT train in the morning, provided the Northeast Corridor is functioning.

[jis]

Boston bound passengers were supposed to be transferred to 166 at New York, from 126. The conductor announced that they were going to platform 126 and 166 on the same platform to facilitate a cross platform transfer at NYP. I don't know what happened since I left 126 at Metropark. A MARC diesel from Baltimore was tacked on to the north end of the consist. It was first pulled fully into NCR so that they could disembark a few disabled passengers. Then it was supposed to be shoved back to WAS (track 16), given a new locomotive and become some other train I suppose. The original plan as far as I understand it, was to use the consist of 126 as the rescue train, shove back 132 to WAS and have it substitute for the missing consist of 126, cascaded down to some appropriate later train. This plan fell apart when 145 stalled at NCR blocking the other platform track. Finally after 145 managed to restart and get on its way, they just piled everyone from 132 onto 126 and proceeded on the way. The only role that Acela 2258 played is to bring a mechanic and the alleged "management" guy from WAS to NCR, stop briefly to drop them off and then set off on its way. 2222 was stuck in this mess, and finally overtook us near Wilmington. There were two southbound Acelas stuck nose to tail at Baltimore waiting for the northbound logjam to clear through the single B&P tunnel that was in operation. The two afternoon southbound LD trains were also sort of entangled in all this and its residue. One nice touch was at Metropark where the Conductor was acting as the rear flag sticking his head out the rear door of 126 as it departed. He waved at us (Piotr and me) and shouted an apology for the delay. We had had a long chat about this, that and the other with him while en route. He was one of the better conductors I have come across, as was the original lady conductor on 132. The conductor of 132 ordered the free water trays to be brought out within 15 minutes of our partial arrival at NCR, which I thought was a very nice proactive piece of decision making given the oppressive heat that was already developing in some of the Coaches. She also advised those going to BWI to consider sharing cabs to the airport instead of waiting, and encouraged other passengers to go downstairs to the air conditioned waiting area at NCR. On the whole Amtrak staff in the field came through with flying colors in this incident IMHO.

[KevinKorell]

Thanks Jishnu for your persepective. I agree the conductress on the broken down 132 was very professional; you could see that she strived to keep everyone informed. Even after she had suggested people go downstairs into the waiting room, she still kept those of us who remained with the train informed as to what was going on. People were understandably upset, but this was a sad comedy of errors that all took place around the same time. She wanted to provide them with answers, but the manager and the technicians were quickly moving through Plans A, B, C, D, etc to get the train going or get the passengers on their way with no positive results. Interesting banter too between the engineers of 132 and 145, who had a mock (friendly) argument about who would get the technician first. The engines were within close shouting distance (no radio needed) of one another, so we heard both sides of that one. "I broke down first, so I get him first!". I forgot to mention that it appeared that the last plan was to pull the disabled train forward to disabled passengers could detrain (and they had to be extremely hot at that point!), and that was accomplished just as 126 rescued us. Next step they were going to try to back the train 9 miles to Washington Union Station. By the way, if you see HHP-8 engine 653 arrive with your train in tow, RUN AWAY!

[KevinKorell]

There was some concern with the planned work in Maryland that the Capitol Limited would have to put us on a bus east of Pittsburgh if we were in Clevelend too late. As it turned out, even with some delays getting out of Chicago Union Station and further delays getting out of Chicago itself (we spent some time sitting on the overpass over the Dan Ryan Expressway), we managed to be able to run through to Washington and got here only 19 minutes late.

By the way, with all the excitement about the Maryland Meltdown in New Carrollton, some clarification is in order about the Capitol Limited. The reason we stopped near the Dan Ryan Expressway was because the engineer when going around a curve saw smoke coming from under one of the sleepers. Turns out it was a brake hanging down from the 3001 sleeper, the one in which Piotr was riding. They cut out the offending brake so that they could continue on their way to racing the clock to avoid bustitution. At least we got to watch CTA trains on two lines: Red Line in the median of Dan Ryan, and the Green Line Ashland branch on an elevated structure.

Hopefully Ivy City Yard replaced this brake before this consist goes out as #29 today.

[CNJRoss]

Hopefully Ivy City Yard replaced this brake before this consist goes out as #29 today.

This repair would be mandatory.

Passenger trains must have all brakes functional at their initial terminal. Brakes that fail enroute may be cut-out (up to a specified percentage), however the last car must have functional brakes. If the brakes fail on the last car, it can either be set-out or switched forward in the train.

Ross