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Not entirely sure here, but I think that, at the end of NYC, all parlor car service was operated with Budd-built 10 RMT-6 DBR sleepers from the VALLEY series. Prior to that, I know thatBudd-built 22 RMT sleepers from the BAY series were used (same as those converted into the sleepercoaches). Occasio...

I remember Andrea well from my railfanning at Penn Station back in the early days of AMTRAK. She was one of the nicest people that you could ever meet. I wish her all the best in retirement.

I found these pics on the Fallen Flags website and was wondering who owned these coaches before PC. I'm thinking they were either GN or UP. http://www.rr-fallenflags.org/pc/pc-co3004cza.jpg http://www.rr-fallenflags.org/pc/pc-c3005cza.jpg In late 1968/early 1969, PC wanted some updated coaches for ...

Of those that I can recall: Pre-Amtrak AT&SF #20/2 (Chief - 2nd section) in August 1967 - sleeper REGAL HOUSE (as a teenager) ... 1 hour late @ Kansas City/15 mins early into Dearborn Station (left to the imagination how fast we went) UP #104 (City of Los Angeles) in August 1969 - sleeper OCEAN ...

Also, many of heritage diners are ex-BN/CB&Q equipment (mostly CZ/DZ cars; I don't recall if the KCZ or TCZ diners were ever converted to HEP). Also, there were four ex-PRR twin-unit diners (BUDD) that contained dormitory space, but none of these made the cut for HEP. Non-HEP heritage diners inc...

I haven't seen this posted; so, forgive me if has already been asked. The April issue of TRAINS shows a picture of Amtrak #3 (Southwest Limited) passing through Amarillo, Texas, either late in December 2006 or early in January 2007. Apparently, the trains were detoured via the BNSF Southern (freight...

303 - #The South Wind (Miami-Louisville-Chicago) 304 - #The South Wind (Chicago-Louisville-Miami) 305 - The Kentuckian (Louisville-Chicago) 306 - The Kentuckian (Chicago-Louisville) # - Chicago-Louisville on PRR, beyond on L&N (to/from Montgomery), ACL (to/from Jacksonville), FEC (to/from Miami)

Additions ... 7 - no name (Mail & Express - Pittsburgh-St. Louis) 13 - *no name (Mail & Express - New York-St. Louis) 14 - *no name (Mail & Express - St. Louis-New York) 77 - no name (Mail & Express - Pittsburgh-Cincinnati) 78 - no name (Mail & Express - Cincinnati-Pittsburgh) * ...

These are names from a 1953 Official Guide. They probably didn't change much, if at all. 3 - The Penn Texas (New York-St. Louis) 4 - The Penn Texas (St. Louis-New York) 7 13 - no name (Mail & Express - New York-Pittsburgh) 14 - no name (Mail & Express - Pittsburgh-New York) 30 - "Spirit...

To complete the answer to the first question ... There are pictures of these cars in "The Twentieth Century Limited 1938-1967" by Richard J. Cook Sr. These pictures show the cars in the post-war scheme with dark grey bodies and a light grey stripe along the window line (see p. 30 and p. 41...

Back in the early days of AMTRAK, both the SILVER METEOR and the CHAMPION were scheduled to head south, utilizing the same equipment that arrived that morning, within 4 hours (and sometimes less) of the northbound's arrival. Of course, it was quite common to see both trains arrive in NYP about 20 mi...

Additionally, what would you do with the equipment once it gets to Newark? The station is too busy to leave it there, and there's really no place south of the station to store it. You could back it to the NJT yards at Harrison (a somewhat dangerous move). Or, continue to Philadelphia? (See above ......

I'll agree with the 20th Century Limited (the all-Pullman version, not the one with coaches and sleepercoaches added) for North America. This train just ever-so-slightly beats out the Super Chief. Once the coaches were added to the Century, the Super Chief takes over the North American title. Close ...

On the topic of the mid-train dome lounge ... The car, as originally built, contained a lounge for coach passengers, dormitory space for the crew with indicivial single bedrooms for the dining car steward and Zephyrette, and the 24-seat dome for sleeping car passengers only. This car was originally ...

The TGV's maximum speed is 175??? All TGVs (as far as I know), as well as the EUROSTAR, operate at 300 kph, or 186 mph. EUROSTAR speeds (for the present) are lower in England; not sure about Belgium. The original TGV, or TGV-EST as it is sometimes called, was limited to 280 kph, or 168 mph. This wa...