R36 Combine Coach wrote: ↑Wed Jul 21, 2021 5:30 pm
The Harrisburg high speed Metroliner service (stillborn) was originally supposed to be a SEPTA service, and even
single unit Silverliners ran in Harrisburg service in the 1970s, so there is some precedent for SEPTA to Harrisburg.
R36 and Everyone: Beginning in the 1960s through the 1970s SEPTA partially sponsored Philadelphia-
Harrisburg passenger rail service. There were a few Metroliner MU cars that were going to be assigned to this
service (10?) that never were originally. This service was operated through that period with Silverliner Two and
Three MU cars equipped with at least one lavatory. HBG-PHL MU trains offered a 1 hour 45 minute on average
service time and usually ran with one or two Silverliner MU cars in service as mentioned.
Amtrak replaced the Silverliners with leased Jersey Arrows in the 1979-1980 time period until the Metroliner MU
cars were "bumped" off the NEC in 1981-1982 into NYP-PHL-HAR service and re-named them "Capitoliners".
The 103 mile PHL-HAR line is a speed-concious route - with the Metroliner MU cars and than less frequent and
slower diesel trains were operating specifically during the 1990s the line saw a noteable decline in ridership.
At one point Amtrak seeked to discontinue electrified service altogether west of the SEPTA commuter area.
PennDot stepped up and funded major upgrades to the infrastructure of the PHL-HAR route as we have all
noted. Retaining electrification along with some dedicated Keystone equipment was the right move.
SS: The slow trackage in the 5 or so miles between 30th Street Station and Overbrook is a one-direction
problem - westbound. Upgrading the tracks in the vicinity of the 52nd Street flyover and the SEPTA RRD
Overbrook facility to allow a higher speed would be helpful to Amtrak and SEPTA Paoli-Thorndale trains.
In closing MU cars have a significant history on the PHL-HAR route...MACTRAXX
EXPRESS TRAIN TO NEW YORK PENN STATION-NO JAMAICA ON THIS TRAIN-PLEASE STAND CLEAR OF THE CLOSING TRAIN DOORS