The Meridian, MS - DAL / Ft Worth should be an extension of the Crescent. Meridian - Ft Worth is approximately530 - 550 miles apart. That probably means 11- 13 hours enroute.
The present Crescent schedules at Meridian are -------
1. southbound 1611. Northbound 1337.
2. If departure from Meridian to FTW at 1800 - 1900 then end points of DAL and FTW would be early morning. Delay departures from Meridian to about 1800 - 1900, then arrivals at DAL and FTW can be about 0600 - 0700.
3. East bound a 2100 - 2200 departure would give a Meridian arrival of about 0900 -1100' That would give a 2-1/2 hours connection time at Meridian. Or the Crescent could return to its 0700 or even 0630 departure from NOL, Then departures from FTW about 1900. That could be a more reasonable connection at Meridian. That way the old ATL departure could be at 2000. That will guarantee connections to Carolinian at CLT and to STAR at Raleigh for Florida destinations.
4. IMO the passenger demand will be much more on the FTW segment than NOL. Either way train numbers will be 219 and 220 for the stub section either NOL or FTW?
5. It may be better if the NOL section leads the combined train. It can pull clear of back section. A front loco(s) can back onto the FTW section, have a full class 1 brake test, potable water top offs, and Lav serviced. Then be ready to proceed to FTW.
6. Consists: ____ _ NOL Bag dorm 1 coach 2nd coach a coach snack car. 1 sleeper. When special events in NOL then 2 or 3 more coaches. FTW baggage, 3 - 4 coaches, diner, lounge, 2 - 4 sleepers. Combined north of Meridian will make a very long train. Possible of 11 to 16 cars meeting NYP capacities. Maybe by dropping some cars at WASH? Then Reduced to 7 - 12 cars. WASH drops can be assigned back to southbound Crescent or on Silver service trains. This number of cars will need at least 3 locos for Crescent to maintain schedule BHM - WASH with the many steeper climbs.
Stations:
11. Meridian can have added back the 2 station tracks to the west of the NS main track. That is if nothing has changed since last there? The ideal way would be for connection switches at the midpoint between the 2 tracks. Train comes in from north, drops rear section and pulls clear of connection. Lead Loco(s) can then pull away from train and back onto rear section. Makes best minimum time in Meridian.
Northbound FTW section pulls in short of connection switches drops train. NOL section pull through connection and then backs onto FTW section. Then NOL loco backs onto train.
12. Jackson, Ms. As I have heard a switch needs placement at station. Not familiar of how station is laid out. How connections to CNO would be interesting.
13. Vicksburg station know absolutely nothing.
14, Shreveport. Is the Shreveport station there or just a cleared area?
15. Now the routing from here has some doubts. The UP track to DAL may be quicker. Would only need UP to Marshal then on Eagle route. The KCS route from there appears longer and slower. That might be desirable to have a slower schedule time? If KCS is used the Eagle would cross at Jefferson. That might be idea if either route blocked from there to DAL.
Note this would allow for connections to Eagle on west causing no layover in NOL for passengers west of SAS.
A big problem is the yearly cancellation of the Crescent south of ATL M- Thursday from early Jan to mid-March by NS.
The present Crescent schedules at Meridian are -------
1. southbound 1611. Northbound 1337.
2. If departure from Meridian to FTW at 1800 - 1900 then end points of DAL and FTW would be early morning. Delay departures from Meridian to about 1800 - 1900, then arrivals at DAL and FTW can be about 0600 - 0700.
3. East bound a 2100 - 2200 departure would give a Meridian arrival of about 0900 -1100' That would give a 2-1/2 hours connection time at Meridian. Or the Crescent could return to its 0700 or even 0630 departure from NOL, Then departures from FTW about 1900. That could be a more reasonable connection at Meridian. That way the old ATL departure could be at 2000. That will guarantee connections to Carolinian at CLT and to STAR at Raleigh for Florida destinations.
4. IMO the passenger demand will be much more on the FTW segment than NOL. Either way train numbers will be 219 and 220 for the stub section either NOL or FTW?
5. It may be better if the NOL section leads the combined train. It can pull clear of back section. A front loco(s) can back onto the FTW section, have a full class 1 brake test, potable water top offs, and Lav serviced. Then be ready to proceed to FTW.
6. Consists: ____ _ NOL Bag dorm 1 coach 2nd coach a coach snack car. 1 sleeper. When special events in NOL then 2 or 3 more coaches. FTW baggage, 3 - 4 coaches, diner, lounge, 2 - 4 sleepers. Combined north of Meridian will make a very long train. Possible of 11 to 16 cars meeting NYP capacities. Maybe by dropping some cars at WASH? Then Reduced to 7 - 12 cars. WASH drops can be assigned back to southbound Crescent or on Silver service trains. This number of cars will need at least 3 locos for Crescent to maintain schedule BHM - WASH with the many steeper climbs.
Stations:
11. Meridian can have added back the 2 station tracks to the west of the NS main track. That is if nothing has changed since last there? The ideal way would be for connection switches at the midpoint between the 2 tracks. Train comes in from north, drops rear section and pulls clear of connection. Lead Loco(s) can then pull away from train and back onto rear section. Makes best minimum time in Meridian.
Northbound FTW section pulls in short of connection switches drops train. NOL section pull through connection and then backs onto FTW section. Then NOL loco backs onto train.
12. Jackson, Ms. As I have heard a switch needs placement at station. Not familiar of how station is laid out. How connections to CNO would be interesting.
13. Vicksburg station know absolutely nothing.
14, Shreveport. Is the Shreveport station there or just a cleared area?
15. Now the routing from here has some doubts. The UP track to DAL may be quicker. Would only need UP to Marshal then on Eagle route. The KCS route from there appears longer and slower. That might be desirable to have a slower schedule time? If KCS is used the Eagle would cross at Jefferson. That might be idea if either route blocked from there to DAL.
Note this would allow for connections to Eagle on west causing no layover in NOL for passengers west of SAS.
A big problem is the yearly cancellation of the Crescent south of ATL M- Thursday from early Jan to mid-March by NS.