An Inventory of Its Passenger Car
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Bilevel Rail Car - Wikipedia
Bilevel rail car - Wikipedia https://en.wikipedia.org/wiki/Bilevel_rail_car Bilevel rail car The bilevel car (American English) or double-decker train (British English and Canadian English) is a type of rail car that has two levels of passenger accommodation, as opposed to one, increasing passenger capacity (in example cases of up to 57% per car).[1] In some countries such vehicles are commonly referred to as dostos, derived from the German Doppelstockwagen. The use of double-decker carriages, where feasible, can resolve capacity problems on a railway, avoiding other options which have an associated infrastructure cost such as longer trains (which require longer station Double-deck rail car operated by Agence métropolitaine de transport platforms), more trains per hour (which the signalling or safety in Montreal, Quebec, Canada. The requirements may not allow) or adding extra tracks besides the existing Lucien-L'Allier station is in the back line. ground. Bilevel trains are claimed to be more energy efficient,[2] and may have a lower operating cost per passenger.[3] A bilevel car may carry about twice as many as a normal car, without requiring double the weight to pull or material to build. However, a bilevel train may take longer to exchange passengers at each station, since more people will enter and exit from each car. The increased dwell time makes them most popular on long-distance routes which make fewer stops (and may be popular with passengers for offering a better view).[1] Bilevel cars may not be usable in countries or older railway systems with Bombardier double-deck rail cars in low loading gauges. -
AAPRCO & RPCA Members Meet to Develop Their Response to New Amtrak Regulations
Volume 1 Issue 6 May 2018 AAPRCO & RPCA members meet to develop their response to new Amtrak regulations Members of the two associations met in New Orleans last week to further develop their response to new regulations being imposed by Amtrak on their members’ private railroad car businesses. Several of those vintage railroad cars were parked in New Orleans Union Station. “Most of our owners are small business people, and these new policies are forcing many of them to close or curtail their operations,” said AAPRCO President Bob Donnelley. “It is also negatively impacting their employees, suppliers and the hospitality industry that works with these private rail car trips,” added RPCA President Roger Fuehring. Currently about 200 private cars travel hundreds of thousands of miles behind regularly scheduled Amtrak trains each year. Along with special train excursions, they add nearly $10 million dollars in high margin revenue annually to the bottom line of the tax-payer subsidized passenger railroad. A 12% rate increase was imposed May 1 with just two weeks’ notice . This followed a longstanding pattern of increases taking effect annually on October 1. Cost data is being developed by economic expert Bruce Horowitz for presentation to Amtrak as are legal options. Members of both organizations are being asked to continue writing their Congress members and engaging the press. Social media is being activated and you are encouraged to follow AAPRCO on Facebook and twitter. Successes on the legislative front include this Congressional letter sent to Amtrak's president and the Board and inclusion of private car and charter train issues in recent hearings. -
November/December 2020
Nov. – Dec. 2020 Issue Number 865 Editor’s Comments The next Membership meeting will be a virtual Zoom meeting at 7:30 p.m. Thursday, January 7. Inside This Issue If you know someone who wants to view the meeting, either a visiting railfan or an interested person, it is okay to pass the Editor’s Comments 1 link onto them (but please do not send to large groups). Inside This Issue 1 Watch for an email with meeting sign-in details. Club Officers 1 President’s Comments You will notice that this issue is a bit longer than our normal. 2 We decided that it was time to better coordinate the issue Amtrak News 2 month with the calendar, so this issue is a one-time combina- Pictures from Many of the CRRC Steam Trips 3-6 tion of two months of H & M. In January, we will return to our typical monthly issue of 16 pages. In the meantime, Virtual Railfanning in Time of COVID-19 7 please enjoy this month’s articles and its many photos. Santa Fe, Ohio? 8-9 Happy Holidays! Let’s all have a safe and happy New Year! A Visit to Kentucky Steam Heritage Corporation 10-15 Railfan’s Diary 16-21 Do you have thoughts and questions that you’d like to Steam News 22-27 share in future Headlight & Markers? Meeting Notice 28 Send electronic submissions to: [email protected] Perhaps you’ve thought of submitting an article or two --- now would be a great time to do so! Dave Puthoff Club Officers Club Email: [email protected]. -
Pullman Company Archives
PULLMAN COMPANY ARCHIVES THE NEWBERRY LIBRARY Guide to the Pullman Company Archives by Martha T. Briggs and Cynthia H. Peters Funded in Part by a Grant from the National Endowment for the Humanities Chicago The Newberry Library 1995 ISBN 0-911028-55-2 TABLE OF CONTENTS Introduction ............................................. v - xii ... Access Statement ............................................ xiii Record Group Structure ..................................... xiv-xx Record Group No . 01 President .............................................. 1 - 42 Subgroup No . 01 Office of the President ...................... 2 - 34 Subgroup No . 02 Office of the Vice President .................. 35 - 39 Subgroup No . 03 Personal Papers ......................... 40 - 42 Record Group No . 02 Secretary and Treasurer ........................................ 43 - 153 Subgroup No . 01 Office of the Secretary and Treasurer ............ 44 - 151 Subgroup No . 02 Personal Papers ........................... 152 - 153 Record Group No . 03 Office of Finance and Accounts .................................. 155 - 197 Subgroup No . 01 Vice President and Comptroller . 156 - 158 Subgroup No. 02 General Auditor ............................ 159 - 191 Subgroup No . 03 Auditor of Disbursements ........................ 192 Subgroup No . 04 Auditor of Receipts ......................... 193 - 197 Record Group No . 04 Law Department ........................................ 199 - 237 Subgroup No . 01 General Counsel .......................... 200 - 225 Subgroup No . 02 -
California Parlor Car Tours
CALIFORNIA MOTOR COACH TRAIN & CITY PACKAGES CALIFORNIA REPUBLIC ENJoy CALIFORNIA THE EASY Way California Parlor Car Tours Monterey Carmel Big Sur Hearst Castle Yosemite National Park San Francisco Los Angeles www.calpartours.com 500 Sutter Street, Suite 401 San Francisco, CA 94102 2014/2015 (415) 474-7500 tel (415) 673-1539 fax California1-800-227-4250 toll free California Cypress Big Sur 3, 5 OR 7 DAYS FROM SAN FRANCISCO TO LOS ANGELES California offers some of the world’s most spectacular sights and best spots for vacations. From the Golden Gate to Tinsel Town this tour itinerary includes must see places along the Big Sur coast on the Pacific. You can choose just the three day tour along the coast or combine it with San Francisco and/or Los Angeles to make it a 5 or 7 day package vacation. Tours in San Francisco, to Monterey, along the Big Sur, to Hearst Castle and in Los Angeles are with a driver guide on a motor coach. From Paso Robles or San Luis Obispo to Los Angeles you travel by AMTRAK Coast Starlight. The train has vista dome car for sightseeing and a dining car for meals San Francisco Riesling—Arrive almost any day. Day 1: (D) San Francisco. 2 nights at The Handlery Union Square Hotel or Tuscan Inn Fisherman’s Wharf *. Afternoon free for exploring the city, Fisherman’s Wharf, riding cable cars, etc. Dinner tonight or tomorrow at an Italian restaurant. Day 2: (B) 11 hour Wine Country Tour (W) of Sonoma and Napa OR 7 hour City and Muir Woods Sausalito Tour (CM) 3 days California Cypress Big Sur Tour—+++ See note below Day 3: (B) (D) San Francisco to Monterey, tour by full size motor coach. -
DEVELOPMENT of a HAZARD-BASED METHOD for EVALUATING the FIRE SAFETY of PASSENGER TRAINS Richard W
Reprinted from InterFlam ‘99, 8th International Fire Science and Engineering Conference. Proceedings. June 29 - July 1, 1999, Edinburgh, Scotland. Interscience Communications Ltd., London, England, 1999 DEVELOPMENT OF A HAZARD-BASED METHOD FOR EVALUATING THE FIRE SAFETY OF PASSENGER TRAINS Richard W. Bukowski, Richard D. Peacock, Paul A. Reneke, and Jason D. Averill NIST Building and Fire Research Laboratory Gaithersburg, MD 20899 USA Stephanie H. Markos Volpe National Transportation Systems Center U.S. Department of Transportation Cambridge, MA 02142 USA ABSTRACT The fire safety of U.S. passenger rail trains currently is addressed through small-scale flammability and smoke emission tests and performance criteria promulgated by the Federal Railroad Administration (FRA). The FRA approach relies heavily on test methods applied to the primary combustible materials of rail vehicle components. As building fire safety regulations move toward performance codes, there has been interest in the application of fire hazard assessment to rail vehicles using modeling techniques. Accordingly, with FRA funding, the National Institute of Standards and Technology (NIST) and the Volpe National Transportation Systems Center (Volpe Center) have been working on such an alternative approach. This effort included a systematic study of the fire performance characteristics of current rail car materials. First, the heat release and smoke production of actual materials in use were characterized in the Cone Calorimeter. Next, full-scale assembly tests of components such as seats and interior panels constructed of these same materials were conducted in a furniture calorimeter. Full-scale tests of rail cars incorporating the tested components are planned. The predictive accuracy of fire hazard modeling techniques will be assessed against the full-scale test results and the model’s utility in evaluating alternative fire safety improvements, such as automatic suppression or smoke exhaust will be demonstrated. -
A Guide to Train Travel in the USA | Coast to Coast by Amtrak from $186
The Man in Seat 61... A beginner's guide to Train travel in the USA . Ho m e A bo ut C o ntact Guestbo o k USA coast to coast from $186... Yo u'll see no thing o f A m erica at 35,000 feet, so co m e do w n to Earth and see w o rld class scenery fro m an A m trak train acro ss the U nited States. Yo u can travel co ast to co ast fro m as little as $186 (aro und £153 o r €174) if yo u bo o k w ell in advance, o ne o f the w o rld's great travel bargains. The U SA has an ex cellent rail netw o rk fo r visito rs, and altho ugh o nly a skeleto n netw o rk by Euro pean standards it'll take yo u to alm o st all the to w ns & cities a visito r w ants to see, in co m fo rt at affo rdable prices. Lo ng- distance trains in the U SA are o perated by the Natio nal Railro ad Passenger C o rpo ratio n, better kno w n as A m trak, w w w .am trak.co m . This page ex plains w hat yo u need to kno w to plan and bo o k a m em o rable trip acro ss A m erica by train... On this page... Train service in the U SA , at a glance Ho w to buy A m trak tickets C ro ssing the U SA by train via C hicago C ro ssing the U SA by train via New O rleans New Yo rk to Flo rida Bo sto n - New Yo rk - W ashingto n DC New Yo rk to M o ntreal & To ro nto O ther A m trak ro utes W hat are A m trak trains like? A m trak's U SA Railpass Ho lidays & to urs by train acro ss the U SA Ho tels & acco m m o datio n in the U SA Flights to the U SA Euro pe to the U SA by Q ueen M ary 2 Train services in the USA, at a glance.. -
Railfan's Diary Home to Virginia from Seattle, the Long Way Or He Definitely Has Too Much Free Time on His Hands! by Jim Mixter
Railfan's Diary Home to Virginia from Seattle, the Long Way Or He Definitely Has Too Much Free Time on his Hands! by Jim Mixter Part I-- Five years ago, Lolly and I flew out to Seattle to see my oldest relative, then 90, and we came home to Northern Virginia on the Empire Builder and the Capitol Limited, with late February weather conspiring to turn a three day, three night trip into five days and nights, though Amtrak took good care of us and we enjoyed the journey. With my uncle now 95, it was time to visit him again, though Lolly couldn’t make this trip. So, on Wednesday, October 26, I flew via United from Reagan National Airport in Washington to Chicago and then Seattle. I had traveled extensively on both United and Continental during my working career, and often earned elite frequent flyer status, but that had ended when I retired. Then, Continental merged with United. Lolly and I flew a United round trip to Houston after the merger; little did I know that this put me over the one million lifetime mile mark with the merged airline. A few days later, I received a package by FedEx with a Lucite memento and the news that I had been awarded Gold status for life!! We don’t fly much anymore, and when we do, we go the cheapest way, often Southwest or one of the start- up carriers. But I found I could fly to Seattle for $210 on United, and my Gold would enable me to upgrade to First Class 48 hours before travel if space was available. -
Spring Break Amtrak Trip March 12-19, 2010 Day 1 – March 12, 2010 in November, the Iowa State Railroad Club Discussed The
Spring Break Amtrak Trip March 12-19, 2010 Day 1 – March 12, 2010 In November, the Iowa State Railroad Club discussed the idea of taking a train trip for our spring club trip. Before Christmas break, we had booked tickets for a trip from Osceola, Iowa; to Sacramento, California; to Seattle, Washington; and back to Minneapolis/St. Paul, Minnesota. In Sacramento, we would visit the California State Railroad Museum. In the end, a total of ten people went on this train trip. Participants from the club included Cliff Cessna, Brian Bauer, Ben Hucker, Nathan Smith, and Patrick Johnson. The other five participants were invited along. Ben and Cliff are currently taking a class in Railroad Engineering (CE 515) and the professor, Dr. Reg Souleyrette, expressed interest in going on the trip. As it turned out, Dr. Souleyrette and his family (wife Rosemary, two children Jackie and David, and mother-in-law “Grandma” Ruth) went on the trip as well. We departed Ames just before 6:00PM for Osceola, Iowa, where we were to catch the westbound Amtrak train #5, the California Zephyr, with a scheduled departure of 8:09PM. We arrived at the Amtrak station just after 7:00PM to find it completely packed. Several dozen people (close to 100) got on the train, most of them headed to Colorado, presumably for a spring break ski trip. The train arrived about 25 minutes late and made two separate stops to load passengers, first the sleepers, then the coaches. We finally departed at 8:49PM, 40 minutes late. Due to the limited availability of sleepers, Nathan rode in coach on this train. -
Appendix B.Doc
B BACKGROUND MATERIAL SECTION 2 – PLAN ADMINISTRATION GUIDELINES 2.1 Governance It is assumed for the purposes of this System Plan that the ownership of commuter rail assets throughout the State of Minnesota would be in the public interest. In other words, the citizen taxpayers of the state would own the system – specifically those commuter rail assets that are separable from the freight rail facilities, systems, equipment and/or rights-of-way that are owned by the relevant freight railroads. There are several considerations that validate the assumption of public ownership: • The public sector is the logical administrator and overseer of public transportation services provided over rights-of-way owned and operated by multiple freight rail carriers. • Public policy dictates that commuter rail service be provided within the framework of a regional and potentially statewide, publicly funded multi- modal transportation system. • The public sector is the appropriate and responsible choice as manager of the expenditure of public funding required to plan, design, construct, operate and maintain such a system. • The provision of commuter rail service is not viable without substantial public sector financing, which would not likely be available under the auspices of private ownership. The commuter rail service sponsor is the public entity or combination of entities that serves as the public’s principal agent for or overseer of such service. As such, a sponsor serves at a minimum as the lead administrator or contracting entity for all services to be provided. All commuter rail services operated throughout the nation are owned by the public sector and sponsored by one or more public agencies through a variety of intergovernmental agreements. -
Amtrak Service Standards Manual for Train Service and On-Board Service Employees, Version 6, 2011
Description of document: Amtrak Service Standards Manual for Train Service and On-Board Service Employees, Version 6, 2011 Requested date: 07-May-2011 Released date: 28-July-2011 Posted date: 01-August-2011 Date of document: Effective date: April 30, 2011 Source of document: Amtrak FOIA Office 60 Massachusetts Avenue, NE Washington, D.C. 20002 Fax: 202-906-3285 Email: [email protected] The governmentattic.org web site (“the site”) is noncommercial and free to the public. The site and materials made available on the site, such as this file, are for reference only. The governmentattic.org web site and its principals have made every effort to make this information as complete and as accurate as possible, however, there may be mistakes and omissions, both typographical and in content. The governmentattic.org web site and its principals shall have neither liability nor responsibility to any person or entity with respect to any loss or damage caused, or alleged to have been caused, directly or indirectly, by the information provided on the governmentattic.org web site or in this file. The public records published on the site were obtained from government agencies using proper legal channels. Each document is identified as to the source. Any concerns about the contents of the site should be directed to the agency originating the document in question. GovernmentAttic.org is not responsible for the contents of documents published on the website. NATIONAL RAilROAD PASSENGER CORPORATION GO Massachusetts Avenue, NE, Washington, DC 20002 VIAE-MAIL July 28, 20 II Re: Freedom oflnformation Act Request We are further responding to your May 7, 2011 request for information made under the Freedom of Information Act (FOIA), which was received by Amtrak's FOIA Office on May 13, 2011. -
Inclusive and Universal Design Considerations for Next Generation of Passenger Railcars DTFR53-11-C-00013 DTFR53-15-P-00034 6
C Inclusive and Universal Accessible Design U.S. Department of Transportation Considerations for Next Generation of Passenger Federal Railroad Administration Railcars Office of Research, Development, and Technology Washington, DC 20590 DOT/FRA/ORD-20/28 Final Report July 2020 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. Any opinions, findings and conclusions, or recommendations expressed in this material do not necessarily reflect the views or policies of the United States Government, nor does mention of trade names, commercial products, or organizations imply endorsement by the United States Government. The United States Government assumes no liability for the content or use of the material contained in this document. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503.