All Aboard Ohio proposed that in January 2016 (http://freepdfhosting.com/cf26514bc8.pdf). Look at page 18, schedule 41 westbound and schedule 40 eastbound. The trains travel via Dearborn and Ann Arbor as well. This is in addition to 43 and 42 which are the Pennsylvanian extended to Chicago. So I would get TWO trains to Chicago. You wonder why I love AAO so much.Cleveland has four trains all calling the overnight hours. Of course it would make sense for one train to stop in the daytime both directions. How about a train leaving from Philly early in the morning to ensure arrival on Ohio in the afternoon .Going East a morning departure from Chicago.
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Was the GW before or during the Amtrak era? Was there ever an Amtrak train that had two or more splits?Having a through train combine and separate at two (or more) locations is a recipe for timekeeping disaster, IMHO....
Although it has been done in the past...such as the Cardinal's predecessor (George Washington), as well as the UP's "City of Everywhere", and some other's...but those were in a different era, with a different environment for passenger train operations...
The main issue in that era was the deplorable rail condition in Indiana on the Penn Central lines....both the Cardinal and the Floridian were constantly re-routed in search of better track...There was a George Washington paired with James Whitcomb Riley in the early Amtrak era. As I recall it was a phenomenal CF.
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And Railroaders took pride in their Line and their jobs!For a number of reasons....there was of course, much more passenger equipment, much more mechanical forces at various location, more than one-a-day trains on many routes, so that if a train section was seriously delayed, they had alternate trains to forward late trains on, etc....and certainly not least....the railroads operating the passenger trains, in general, had a much better attitude towards their operation.
Actually, whether all admit to it, or not....I think they still do....its the management mostly, that doesn't....And Railroaders took pride in their Line and their jobs!For a number of reasons....there was of course, much more passenger equipment, much more mechanical forces at various location, more than one-a-day trains on many routes, so that if a train section was seriously delayed, they had alternate trains to forward late trains on, etc....and certainly not least....the railroads operating the passenger trains, in general, had a much better attitude towards their operation.
It's not always fair to blame the dispatchers. If a line is just clogged up and congested to saturation, there's not much juggling room that even a willing dispatcher can use to priorizie Amtrak.At this point, there is conclusive evidence that dispatchers in certain divisions of certain railroads have been led to believe that their job is to delay Amtrak trains for freight trains. This is, of course, flatly illegal, but nobody has managed to nail the relevant management on it yet.
You can tell what's going on because other dispatchers in other divisions of other railroads do what they're supposed to.
You mean those who fund the operation. They are the ones who consider the costs of protecting services.Actually, whether all admit to it, or not....I think they still do....its the management mostly, that doesn't....And Railroaders took pride in their Line and their jobs!For a number of reasons....there was of course, much more passenger equipment, much more mechanical forces at various location, more than one-a-day trains on many routes, so that if a train section was seriously delayed, they had alternate trains to forward late trains on, etc....and certainly not least....the railroads operating the passenger trains, in general, had a much better attitude towards their operation.
Yeah, that's just top-level incompetence. I'm thinking of the sort of stuff which happened on the CN lines, which amounts to deliberate troublemaking. Amtrak actually filed a complaint to the STB (its first ever against a Class I IIRC) over that.Often a Dispatcher is placed in a no win situation by decisions made at higher levels on how much traffic will be shoved through the Dispatcher's territory. All that the Dispatcher can do is deal with the hand that s/he is served by events and decisions out of their control.
For example, the NS fiasco with auto-dispatching (which BTW happened under Moorman's watch) is something that a Dispatcher could not do much about, short of just quitting or getting fired.
Not like the CN stuff.Oddly enough, Amtrak seems to face similar problems in territories dispatched by Amtrak Dispatchers, even involving Amtrak trains.
And Metro-North is actually one of the worst for dispatching Amtrak poorly (and in their case it's legal -- it's only illegal to prioritize freight over passengers, it's legal to prioritize some passengers over other passengers), so yeah.Of course screwing NJT trains is completely par for the course too. So I guess what is good for the goose is good for the gander when the tables are turned.
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