I guess some could make that comparison, but by definition DMU is more than one unit connected whereas RDC's in their prime ran as singles more often than not. There was also a recent thread here about the logistics of running DMU's sharing tracks with heavy freight - regulations, crash-worthiness, etc. AFAIK that was never a consideration with RDC's, with many running on freight lines that saw no other passenger service. That's still the case with one remaining route in Ontario.Question: Are RDC & DMU synonymous?
Oh, and I also saw on another thread that when MARC Penn Line trainsets arrive in Washington, they are sometimes routed out to the Camden or Brunswick lines, which are not electrified.I'm just floored at the circumstances where running Diesels on electrified lines ends up being the better option. This is backwards in so many different ways.
Operations with multiple RDC's included two and three car trains in Canada and the U.S. In the early 1970's a two-car train on the CN out of Edmonton split en route into one-car trains for Drumheller and Calgary. There was at least one operation like that in the northeastern U.S.I guess some could make that comparison, but by definition DMU is more than one unit connected whereas RDC's in their prime ran as singles more often than not. There was also a recent thread here about the logistics of running DMU's sharing tracks with heavy freight - regulations, crash-worthiness, etc. AFAIK that was never a consideration with RDC's, with many running on freight lines that saw no other passenger service. That's still the case with one remaining route in Ontario.
It should be pointed out that back in the "good old days" when service was supposed to be so excellent, all the OBS employees were unionized.
- As far as OBS, it's actually impossible to transition out the bad OBS. Because of the union, it's all based on seniority and seniority alone.
Back in the late 60's/early 70s I used the ride the RDCs on the Reading on the Pottsville - Reading - Philadelphia route. The trains were all at least 2 cars long, sometimes they were 4 cars.Operations with multiple RDC's included two and three car trains in Canada and the U.S. In the early 1970's a two-car train on the CN out of Edmonton split en route into one-car trains for Drumheller and Calgary. There was at least one operation like that in the northeastern U.S.
The RDC fit well into the goal of making major routes successful where strong feeder routes can be set up. However, by the time it was introduced some railways had already gone sour on passengers and others remembered struggles with earlier motor cars. B.F. Biagini of the SP told me that their one unit, bought because Cal PUC made them try it instead of discontinuing the Oakland<>Sacramento Senator. "always seemed to sitting in the shop." Later in my transportation career I learned that has more to do with the oddball status of a small subfleet than anything to do with the Budd Corporation.
The photo shows a three-car RDC train. This ran Edmonton<>Saskatoon on the CN main line, replacing the Super Continental. The redundant RDC-4 was required to be certain to trip track circuits.
View attachment 19029
Since you are making specific claims and using it to disparage Amtrak, perhaps you can provide some credible references to support your claims?I guess, since RDC's were commercially successful and more profitable to operate, they were discontinued for use by Amtrak - no sense keeping cars around that generate a profit.
One of the longer RDC runs in the East, was on the Reading...Back in the late 60's/early 70s I used the ride the RDCs on the Reading on the Pottsville - Reading - Philadelphia route. The trains were all at least 2 cars long, sometimes they were 4 cars.
You don't need to stop posting. All that is being is to provide supporting documentation for a somewhat serious claim for which there is little evidence as far as I can tell. I am sure B&M would have loved it if your claim were true, since they pretty much bet their passenger service on the Budd RDCs.Sorry to have disparaged Amtrak - I will henceforth defer to your expertise and discontinue commenting in this thread ... enjoy
Ahh! Post Aldene plan but before discontinuance of service to Philly via West Trenton. I envy you. That was a little before I came to this country as a poor graduate student who could barely afford an LIRR ticket to get to NYC from Stony Brook and back.One of the longer RDC runs in the East, was on the Reading...
The RDC equipped "Wall Streeter" would leave Newark Penn Station on its evening run to the Reading Terminal in Philadelphia. Upon reaching its destination, it would make a brief stop, and then (under a different train number), change direction, and run all the way to Pottsville. While not carded as a "thru train", passenger's did not have to disembark, and could stay aboard for the entire trip, which I did a couple of times...
Thanks.You don't need to stop posting.
RDCs proved much less costly to operate than regular consists and were well received by railroads throughout North America as well as some overseas lines. An RDC cost approximately 50 per cent less to operate than a conventional locomotive-hauled train.
The RDC was visually attractive, easy to maintain, lightweight, flexible and powerful. The stainless-steel exterior was almost maintenance free. Operating controls were positioned at each end of the car to eliminate costly and time-consuming trips to turn the car at stub-ended terminals. The units could be used singly or in multi-car trains. The RDCs had a high power/weight ratio providing fast pick-up. Twin compact six-cylinder diesel engines produced 550 horsepower enabling the car to accelerate to 44 mph in 60 seconds, 54 miles per hour in 90 seconds and 80 miles per hour in under four minutes. The RDC had a top speed of 83 mph on level track.
Now, if they were "commercially successful", less costly to operate (50% seems like a nice savings) and could save time on end turns - can you substantiate a "good" reason the design was abandoned for useThe cars were primarily adopted for passenger service in rural areas with low traffic density or in short-haul commuter service, and were less expensive to operate in this context than a traditional diesel locomotive-drawn train with coaches. The cars could be used singly or coupled together in train sets and controlled from the cab of the front unit. The RDC was one of the few DMU trains to achieve commercial success in North America.
How does B get to hear their dissatisfaction?>>Why do you believe Bedroom D is the best bedroom? <<
B,C,D,E are the same size. It depends on which end is facing forward, but more often than not, D has the bench seating facing the same way the train is going, which matters to some. E is nice, too, but it's closest to the upstairs bathroom that all the roomettes are using and occasionally you can hear/smell the proximity. B is typically closest to dining room and facing same as D. However, A is about 1/3 smaller and difficult for two people to comfortably be in so B gets to hear their dissatisfaction. D is closer than B to the service attendant in Room 1. YMMV, just my opinion.
Irrelevant...we are comparing longest RDC runs, not longest Amtrak runs.
But the extended Sunset ran 3,066 miles, Los Angeles to Miami....
3,066 miles? That would have been a sweet trip, though a bit long! Did it take 5 nights to get from LA to Miami? I googled it and tried Wiki but I must be looking past the time it took. Back when the dining car served good food and had very good service a 5 day trip wouldn't have been too bad. It would have had a nice variety of views you travel through, too.