I don’t see how you could read that from my statement in response to the message I quoted, but…whatever.
I mean, obviously freights are already running plenty of taller equipment throughout the country, so “every single street and building” couldn’t reasonably apply to the entire country.
While Amtrak calls the department Customer Relations, I have yet to see any concrete evidence that asking for “Customer Service” gets the call routed differently. It’s been a mantra on here, but there have been lots of urban legends passed around as fact before.
The comment I was responding to was specifically about Chicago Union Station, which is definitely a passenger-only station area.
None of which operate through Chicago Union Station, so completely irrelevant.
If I may offer a suggestion, posting this chart for an Amtrak newbie is more trouble than helpful. It’s more like “expert mode” for someone who really cares about arcane details rather than the simple mode of just looking up the fare for the trip they want to take. Especially since fares can...
Sure. All you have to do is rebuild every single street and building that was built over the tracks over the last century or so. And for what purpose? So a handful of long-distance trains can have a taller sleeping car or lounge car?
You shouldn’t have to pay a fare for the airtrain if your ticket is actually to/from EWR and not NWK. You can scan your Amtrak eticket at the Airtrain fare gates.
That said, it still seems like you’d be better off at Newark Penn, if for no reason than on your return, you’ll have a lot more...
On 66/67, stops are fairly frequent and the relative passenger turnover is high at some of these stops. You don’t have the luxury of 45-60 minutes in between stops to find the small number of passengers that were probably directed to a specific car to make it easier for the conductors/car...
What legislation required running the Autumn Express? Never heard of that before.
As I recall, the Autumn Express was cancelled under Anderson on the basis that these sorts of specials took too many resources for relatively little return and also compromised reliability of their regular...
The CHI-DEN sleeper ended circa 2011/2012 when Denver Union Station construction began in order to accommodate the commuter rail system being built and Amtrak had to move over to the temporary station.
Three pages of discussion, and nobody has mentioned Detroit. A depressing, bus station-esque depot with not enough seating and a dirty, narrow platform that they keep locked until the security guard escorts everyone up there a few minutes before the train arrives.