Matt Johnson wrote:Woody wrote:Matt Johnson wrote:Seems kinda dumb that they can't even get the Eagle up to 90 or 100, and will be stuck running at 79 on the 110 mph railroad. ...
Who said they can't get 90 or 99?
The Superliners are rated for 100 mph tops, while the new bi-level equipment should be rated for 110 mph. How could that mean the Eagles are "stuck" at 79?
See previous posts. That is the case on the current short 110 mph stretch and will remain the case even when the full 110 mph operation begins. To me, riding the Eagle at 79 mph on that route would be even more frustrating than riding a NJ Transit Arrow III at 80 mph on a Princeton Junction express!
Well, O.K., if you say so. But I'd hate to generalize from anything happening on that "short 110 mph stretch". That segment is a glorified P.R. stunt. As I read it, the trainload of pols and press accelerated to 110 mph, everyone celebrated, and immediately the train began to slow down because it was reaching the end of the showpiece section. There was no cruising along at the maximum speed. So now if the
Eagle is not participating in this energy-intensive stunt every day, I'm O.K. with that.
If the three or four fast trains limit is renegotiated to allow more fast train frequencies, a fast(er) slot could be found for the
Texas Eagle. But maybe not. I'd say the UP actually has legitimate concerns about arranging a fast slot for the
Eagle, given the LD trains frequent lateness and inability to keep to schedule. We're all frustrated by those issues now, and speeding up St-Louis-Chicago won't prevent such problems accumulating San Antonio-St Louis.
But I still think the
Eagle will greatly benefit from these upgrades. The by-pass sidings and better signaling should almost eliminate lateness problems arising on this northern St Louis-Chicago part of the route. This should somewhat reduce the incidence of lateness. Somewhat. LOL.