Last passenger trains at Danbury & Waterbury

I was thinking more of refurbished Budd's. I think they're using some in Dallas. And what is NJT Light Rail using? Would those work?

Even with refurbished Budds you run your cost sky high, a Brookville with 3 cars uses about 400 gallons per day and only one engine to maintain and one HEP.
on equivelant seating a 3 car BUDD RDC the fuel would be arround 3 times 225 gallons and 6 engines to maintain and 6 Torq converters.

add to that the topping of on cooling fluids and the lawsuits for smoke inhalation..............

"UNCLE" on the Budds, Dutch. What about the NJT equipment?

NJT equipment ?

DutchRailnut wrote:NJT equipment ?

I think Jeff is talking about the DMUs used on the River Line.

not FRA compliant, can not run on shared tracks, unless by time seperation, and for sure could not handle the loads that some Mini bombs carry.

DutchRailnut wrote:not FRA compliant, can not run on shared tracks, unless by time seperation, and for sure could not handle the loads that some Mini bombs carry.

Okay, then if if they are no longer freight customers below Waterbury, and the stone train is using the Danbury branch (although I know P&W prefers using the Maybrook via the Waterbury), then why not sever it from the main line and the Highland and just put a transfer station in Devon? I think that's one of the suggestions on the Waterbury (and New Canaan joint) study anyway. The shuttles run an awful long way from Bridgeport to get to the wye anyway.

Cause people want a one seat ride and most work in Bridgeport.

To separate the Waterbury Branch would become a Federal case. It is still officially a part of the freight railroad system even though there are presently little if any freight movements over this line between Waterbury and Devon. DMU equipment on this line would be a big mistake. Another thing, how do you propose to get the DMU equipment to Bridgeport or would you spend a fortune for a passenger station at Devon and where would you put it? Simple answer, it won't work period.
Noel Weaver

Doesn't Pan-Am(PAR)retain the freight rights on the branch to Derby Jct??
And want to retain it as a "backdoor/last resort" interchange point with the P+W??
The Stadler DMU maybe FRA "type-accepted"but not useable in "heavy" commuter/intercity rail service,
like MNR's New Haven Line main.
A 3 car set with a BL-20 might be the best way to go,just find a "cure" for the mech "kinks"!;)

Say, where was the old station in Devon? Was it right there at the wye?

Yes

DutchRailnut wrote:Cause people want a one seat ride and most work in Bridgeport.

Well, if they got more frequent service on the branch, and the line was extended beyond Waterbury (as some of the politico's in Central CT want), and they could even get up to Monroe since the Maybrook beyond Tilcon is essentially defunct, than why not? Wouldn't light rail be cheaper than what's going on now with P32's and maxi-bombs since they can't use the BL's on the line? Ditch the stupid busway and run it all the way to Hartford!

I know, I'm foaming.

As for the transfer station in Devon, it wouldn't have to be much; a two or four car platform with no building and no parking.

Sarge your getting into fantasy land, cut it out......

khansingh wrote:Say, where was the old station in Devon? Was it right there at the wye?

In the last years that any passenger trains stopped at Devon it was just Naugy trains but in earlier years there were platforms on both tracks 3 and 4 on the mainline as well as on the Naugy and a few mainline trains stopped there. I have timetables that show trains on both the mainline and on the Naugy stopping at Devon.
Noel Weaver