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VOL. 11 NO. 17 
ISSUE NO. 232 

FROM: P. O. Box 9007 
Berkeley, CA 94709 USA Be echrema 

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ee ee ed 

in a letter appearing in RIN #230, John Pawson expresses an opinion that Au- 
trak's political support would be enhanced if service is restricted in the future 
to regional operations primarily in the Eastern half of the nation. ’ 

The following excerpt from a letter which | received from Congressman Phil 
Gramm, a prominent conservative representing the Texas Sixth District, dated Oct 
1, 1981, does not indicate that this is the case: 

"| have attempted to ensure that Amtrak President Boyd and the other relevant 
Antrak officials reviewed all available information and alternatives before sak- 
ing the final decision to reduce INTER-AMERICAN service south of St. Louis to 
three times a week. While the INTER-AMERICAN ridership performance has improved 
significantly this year, Amtrak nonetheless determined that daily service could 
not be justified at this time and with the budget constraints mandated by Cong- 
ress. | have received assurances that this decision will be periodically reviewed 
and that Amtrak will make all efforts to see that utilization of the INTER-AMERI- 
CAN continues to increase. {| have also informed President Boyd of my concern 
that, if Amtrak continues to become a more regional system, it will be increasing- 
ly desirable to see that only the regions served bear the costs of Amtrak. You 
can be sure that { will continue to*nmonitor Amtrak's efforts pertaining to the 
INTER-AMERICAN and to the other trains that are competing for Amtrak's resources 
and will work to see that Texas fis not discriminated against." 

Nor do current ridership figures indicate that additional regional service 
would prove to be an advantage politically in areas where intense air competition 
abounds and people are still able to use their automobiles over short distances. 
Most corridor operations where the abundance of service currently exists are 
manifesting declines in ridership with some discontinued entirely at the last 
schedule change while long distance routes are approaching saturation and cannot 
show further ridership increases unti] additional cars or trains are added. The 
Metroliners suffered a 25.3% decline in June and a 32.9% decline in July at the 
height of the travel season. 

Amtrak's politics will improve if federal funding is maintained at reasonable 
Jevels which wil] not come under continual attack by Congress and the Administra- 
tion and is used strictly for inter-regional long distance operations. Regional 
operations should be paid for by those who use them with local funds. 

M. 0. Monaghan, Director-at-Large, NARP Region IX 
Garland, Texas ; 

| wake a regular point of asking passengers, both on the trains and at vari- 
ous stations, their opinion of the food service being provided by Amtrak. The 
vast majority of the people that | interview, mostly coach passengers, express 
extreme disappointment in the entire food service operation. This is not only 
is quality of the food, but the service and attitude of the dining car person- 

An interesting aspect of the interviews that | have conducted is that the 
majority of the passengers come on board expecting traditional food service. 
Also, | don't restrict my interviews to any particular group. Whether by prior 
experfence or by hearing about dining cars from others, these people are coming 
on board wanting and looking for more than hamburgers, sandwiches and potato 

Rail Travel News, Vol. 11, No. 17. October, 1981, Whole number 232. 

Copyright © 1981 by Message Media. Published twice monthly by Message Media, 

P. 0. Box 9007, Berkeley CA 94709. Subscription $19.00 per year; single copy 80¢. 
Overseas and institutional rates on request. STAFF: James Russel], Editor. 

Paul Rayton, Editor-at-Large. Regional Correspondents: Peter Putnam Bretz, South- 
ern California; Jack Ferry, !]}inois; Adron Hall, Mississippi; Kenneth Maylath, 
Maryland; Peter Roeha, Massachusetts. 

chips. And they are certainly not intimidated by china and three-course meals 
as Mr, Anderson suggests (Letters, RIN #228). 

The mandate that Congress has given to Amtrak to achieve complete recovery of 
food service expenditures by Fiscal Year 1984 is completely asinine in light of 
the fact that airlines experience 100% loss on food service. They give it away. 
However, Congress did leave the back door open for Amtrak by giving them the 
option to contract out food services, 

An arrangement similar to the one employed by the Santa Fe and Fred Harvey 
for many, many years could work to the advantage of Amtrak. (Quite simply, 
Amtrak would contract all food services to one or more food service contractors. 
The contractors would lease the dining cars for a very nominal fee. The con- 
tractors would have the responsibility of providing all the food and food serv- 
ice personnel. Amtrak would in turn have the responsibility of maintaining the 
dining cars under general train maintenance expenditures. Amtrak would also 
have the responsibility of imposing rigid quality standards for both food and 
service. The result would be high quality food service with no cost to the 


These eye-catching Amtrak graphics, with their Western motif, are from promo- 
tional material for the Western Superliner trains. In an "Extra" edition of 
Amtrak News, the rail corporation noted that Superliners now run on the following 

corporation, The responsibility of meeting food service expenditures would now 
be in the hands of the contractors. 

The potential for this type of arrangement is almost unlimited, Special ty 
items could be added to the menus of trains serving specific regions. For exam- 
ple: New England clam chowder on trains going to Boston or the New England area; 
red snapper on the Florida trains; chicken Creole on the trains going to New 
Urleans. These are just a few of the possibilities. 

Amtrak marketing must assume the responsibility of making this well known to 
the traveling public. This fs the very enticement that made rail travel popular 
for many years. Uining car meals were still advertised as a reason to take the 
train until very recently. The Southern Railway ran ads featuring the meal 
service on its SOUTHERN CRESCENT until the service was assumed by Amtrak in 1979, 
Amtrak marketing should advertise their dining cars as "One of thé many reasons 
that makes Amtrak the preferred choice of millions" rather than their common 
practice of referring to trains as an alternative. This type of advertising 
worked before and there is no reason why it shouldn't work today. 

Alan Boyd has stated time and again that rail travel is experiencing a re- 
naissance, Let's bring this revival to full fruition. Throw away the paper and 
plastic. Break out the linen and china. Bring back the dining cars to the roll- 
ing restaurants that they used to be. After all, "Dinner in the diner could be 

. " 
finer, Thomas H. Schramel, Director 

Eastern Missouri Association of Railroad Passengers 
St. Charles, Missouri 
| have greatly enjoyed your magazine over the past years, as | have my many 

rail trips on VIA and Amtrak, However, the ceaseless carping of many of the 
railfan element about Amtrak--e.g., Amfleet small windows and now long haul meal 
service--| have found generally to be out of touch with reality of the new rail 
rider. The past is dead; what is needed are ways to meet the future. Thanks 
for a great little magazine. : 

Douglas Smith 

Ottawa, Ontario, Canada page 3 


The Amtrak appropriations bill for fiscal year 1982 is getting closer to final- 

. ization, tho the full Senate will not be voting on it until November at least. 
NARP reported that on Oct 21 the Senate Appropriations Subcommittee on Transporta- 
tion approved the full DOT bill, including the full $735 million for Amtrak, the 
same amount given in the earlier authorization bill, The Amtrak section included 
a "save the CARDINAL" amendment offered on behalf of Senator Robert Byrd. The 
total DOT appropriation is about half a billion dotlars more than that requested 
by the White House in the latest round of budget cuts, but about half a billion 
less than the amount the White House had requested last March, 

NARP said that the full Appropriations Committee is taking up the bil] Oct 27, 
and no problems with the Amtrak appropriation are expected there. The bil] should 
go to the Senate floor some tine after that, and what happens there to the "save 
the CARDINAL® amendment is "not quite as certain." The House-Senate conference to 
iron out differences between the House's and Senate's versions is expected in 
early to mid-November. NARP noted that "it is fair to say that Amtrak supporters 
got everything they could have hoped for® in the legislation. 


In a move to bolster sagging ridership in the Northeast Corridor, Amtrak is 
introducing faster Metroliner schedules between New York and Washington with 
the Oct 25 timetable change (and the return to Standard Time). Three daily ex- 
press Metroliners, using AEM-7 locomotives and Amfleet cars rather than self- 
propelled Metroliner cars, will run the route in 2hrs, 59mins. Running express, 
they will make intermediate stops only at Baltimore and Philadelphia. Other 
scheduled Metroliners will make five intermediate stops, as before, and will run 
on faster schedules also. These latter trains will be scheduled for between 
Shrs, 15mins and 3hrs, 20mins running time. Three late-morning Metroliners are 
being discontinued as a result of Amtrak's budget cuts. Amtrak said that the 
equipment from the discontinued runs will be used to increase capacity on the 
remaining trains, 

The three express Metroliners will consist of one club car, a dinette, and 
three 60«seat Amcoaches equipped with leg rests and reclining seats. A free 
light meal or snack will be offered club passengers, and they can order a vari- 
ety of hot foods, premier wines and beers, and cocktails at reasonable prices, 
Amtrak said. Coach passengers will be offered a "more distinctive selection of 
food and beverage items." 

The self-propelled Metroliner cars will be used between Philadelphia and 
Harrisburg on the 600-series trains, and also on 200-series NY-Philadelphia 
clocker service. The Boston-New York SHORELINER will use LRC equipment and 
run a faster schedule, hitting a maximum of 100mph in places. One Boston-NY 
and five New Haven-Springfield roundtrips are discontinued, 

Antrak said that completion of major track work allows use of 110mph tracks 
between Washington and New York. 


Modified dining service (airline-style) was introduced nationwide on Amtrak on 
Oct 11, with the exception of the SILVER STAR, the only train remaining with the 
traditional type of dining. The SAN FRANCISCO ZEPHYR has an experimental "en- 
hanced" service which will be introduced nationwide about Nov 15. By Dec 15 the 
SILVER STAR should be completely converted to Heritage Fleet equipment, and will 
then also go airline-style in the diner. The enhanced service was tried in part 
on om BROADWAY LIMITED for one week early in October. The SF ZEPHYR offers for 
page : ; 

Bed ac Sa ecu 

breakfast freshly cooked scrambled eggs and pancakes. The pre-plated meals on 
the other trains offer for breakfast omelette with cheddar cheese, twin apple- 
stuffed crepes, and scrambled eggs. For dinner there are five choices: short 
ribs, chicken, lasagna, Seafood Americana, and roast turkey. The change coming 
Nov 15 is in the manner in which the food is presented--a larger tray with match- 
ing cup and bowls, a new tray mat, and coffee containers which hold 10 ounces so 
a second cup need not be requested. Some type of tablecloth is said to be under 


VIA RAIL PRESIDENT Frank Roberts has expressed his support for the Pepin plan 
of passenger train cutbacks. In an interview with the Montreal Gazette in early 
October he said that VIA will now have a "good basic system we can build on." 
Elsewhere, Roberts complained that some cutback opponents don't even ride trains. 
Neither does Roberts, charged Harry Gow, Transport 2000 Canada Board member at a 
joint press conference With Dr. Pierre Bermond, President of Transport 2000 France, 
in Ottawa on Oct 15. Gow said he has seen Roberts only once in many thousands of 
miles of rail travel (30,000 minimum in 1980), and that was on the short Montreal- 
Ottawa run. For longer runs, Roberts has been observed using the plane. He has 
admitted in a public speech using the Montreal-Toronto plane, has been seen at 
Dorval welcoming his scn on a Fredericton-Hontreal flight, and came to the NARP 
Board meeting on May 1-2 from Montreal to Washington by Delta Airlines. Gow said 
this non-use of the train helps explain the "curious isolation from rail reality® 
Roberts seems to exhibit. Even when he comes to Ottawa, he usually avoids the 
station interior, heading directly for a taxi parked near the platform, thus 
avoiding the staff, Gow said. Dr. Bermond stated that Transport Minister Pepin 
had cited erroneous figures when he had claimed in the French-language press that 
railways were on a "world-wide decline", including the French National Railways 
(SNCF). To set the record straight, Bermond sent a telegram to Pepin in which he 
outlined the actual SNCF record since 1960 (Pepin, in a Le Droit article, had 
claimed an 11% decline in ridership since 4960). The actual figures are: non- 
stop express trains 91.1% gain; commuter trains 66.7% gain; local trains 20.3% 
drop, except a 3.9% gain since 1976; substitute local buses 8.0% drop since 1977. 

Total ridership gain 1960-1979 was 67,22, ner 

REGISTERING THEIR CONCERN over the announced cuts in Canad 
VIA Rail service, mayors, community leaders and other 
representatives of municipalities and regions across Canada arrive in Ottawa on 
Oct 26 for a meeting. Mayor Marion Dewar of Ottawa opens the proceedings and 
hosts a luncheon. Transport Minister Jean-Luc Pepin has agreed to meet a group 
of the delegates selected to represent each of Canada's regions. Also, opposition 
spokesmen on transportation Don Mazankowski (former Transport Minister) and New 
Democratic Party critic Les Benjamin will present their views the gathering. 
Transport 2000 Canada President Guy Chartrand will give an overview address on 
the rail cuts situation, 

TRANSPORT MINISTER PEPIN has denied a charge that the rail cuts he has an- 
nounced were done illegally. The cuts were made by cabinet order, without public 
hearings. Opposition members of Parliament brought the charge on Oct 15. A law- 
yer from Winnipeg intends to-bring the issue of legality to the Supreme Court. 

VIA RAIL CUTS seem to have brought an almost unprecedented amount of political 
flak to the Administration, Another example of such is the page-long column by 
Harry Bruce in Macleans Magazine (Oct 12}, in which he talks of the cutting out 
of the ATLANTIC LIMITED as a "classic example of how Central Canada uses its 
political clout to screw the Maritimes". 

ALGOMA CENTRAL RAILWAY completed its best year yet; the Agawa Canyon trips 

attracted 106,000 passengers, 5% higher than the record set in 1979. iage 8 


NOV. 15 TIMETABLES are not yet available from the printer, VIA said in an 
Oct 22 communication, but the corporation pro.ided some updated schedules which 
correct those given here last issue. Train 9 will arrive Prince Rupert at 6:30 
pm, not 5:40. Train 10 leaves Prince Rupert at 8:30am, not 8am, Train 110 will 
arrive Winnipeg at 7:15pm, not 7:10. Train 681 arrives Edmonton at 2:40pm, not 
1:55pm. Train 682 arrives Saskatoon at 8:50pm, not 7:55pm. Train 8 leaves Win- 
nipeg at 8:15pm, not &:30, Train 7 arrives Winnipeg at 8:30am, not 8am. VIA 
has issued a small blue-and-yellow folder with schedules of the above trains. 


"MODERN RED CARS in 3 years!" read the Aug 15 newspaper story. Will Long 
Beach and the L.A, region get any kind of electric rapid transit? 

Assembly Transportation Committee Chairman Bruce Young believes modern Red 
Cars on the L.A.-Long Beach line can make it--and soon! The overwhelming suc- 
cess of the San Diego Trolley proves that mcdern Red Cars work, Caltrans's Adri- 
ana Gianturco says the Long beach line can cut it, She just negotiated and saved 
a viable Century Freeway project with two lanes for transit. Two regionally- 
prominent Republicans are for it: Assemblyman Nolan Frizelle from Huntington Beach 
is enthusiastic, and biggest surprise of all, coastal L.A. County's supervisor 
Deane Dana--very conservative--is for it. He endorses Bruce Young's bill to pur- 
chase a segment of this line--officially the "Willowbrook branch"--that would be 
abandoned along with Century Freeway construction. 

The SP's terminal superintendant P. K. Baumhefner said SP is open to negotia- 
tion and cooperation (SP owns the former PE lines). Young's committee and Cal- 
trans are both desirous of fair resolutions at no cost to the railroads--and that 
means to their freight services. 

The Southern California Rapid Transit Uistrict (RTD) is committed to building 
the $2 billion-additional-funds-needed Wilshire subway from downtown L.A. to 
North Hollywood; but even here, in testimony at the committee hearing in August, 
Red Car light rail technology was called feasible, reasonble in cost, under the 
chairman's relentless prodding of RTD's metrorail engineer. But William Ryan 
advised the chair that the major problem was entry of the light rail into down- 
town L.A., either at Union Station or the shopping district. 8ring us the plans, 
Young shot back--bring me your plans for converting the £1] Nonte busway to rail-- 
{ submit they don't exist, he continued, If al] the RTD is interested in is 
these 18 miles of Wilshire subway, then | would be helpful; we'll create the Wil- 
shire Corridor Rapid Transit District for heavy rail, and give the light rail to 
a regional agency, possibly to a joint powers agency of all those involved, 

But, the Norwalk assemblyman continued, | am concerned that one costly project 
of dubjous funding 80% from Washington will hold up projects that can be absol- 
utely turnkey before the 18-mile subway goes into construction. RTD governmental 
affairs' Barry Engleberg was optimistic on the subway. He says a "line item" for 
continuing its engineering is well underway in Congress and probably will become 
law. Then, with the national economy expected to improve, the major subway con- 
struction monies are expected to become available at the time they can be used. 
Fine, said chairman Young, I'm all for your continuing the engineering, just so 
Jong as it's not at the expense of everything else. A successful light rail line 
will give impetus to the subway. 

Caltrans can build an $85 million line at grade and on Alameda St. The trans- 
portation committee favors a $150 million line, elevated over major railroad 
crossings and north of Santa Monica Freeway, a line just for trolleys. Bpth Young 
and Gianturco say existing funds are available. Young concludes: "I assure you 
we Will carry this to a successful conclusion," «Robert J, Swan. 
(This is a portion of Mr. Swan's publication on the Red Car debate previ ously 
page 6 advertised in RIN.) 


The Board of Directors of the National Association of Railroad Passengers-- 
regional directors from all parts of the nation--met in San Francisco on Oct 8- 
10. It marked the first time that the NARP Board had its meeting in the Far 
Hest. The Oct 9 program was open to the public, and RIN attended most of the 
addresses that day. 

The surprise of the meeting was the talk by Amtrak Marketing Vice President 
William Norman, His position is a difficult one to fill, especially in the 
eyes of rail supporters who never believe that Amtrak's Marketing Department is 
doing an adequate job in selling their favorite trains. But everyone with whom 
we spoke was very favorably impressed with this man, particularly after he had 
spent three full hours on his feét before this very critical group of knowledge- 
able rail supporters, exhibiting undiminished information and enthusiasm for 
passenger trains. 

Mr. Norman possesses a particularly effective manner of public speaking, 

For example, he begins an answer to a questioner in an honestly apologetic tone 
(if such is appropriate), relates what in retrospect should have been done, and 
gradually works into a dynamic and forceful presentation of how things will go 

in the future if he has any say about them. 
His memory of facts and figures and situa- 
tions seems boundless, and he weaves them 
all together into an impressive fabric that 
could only by done by someone who does his 
© homework well and is thoroughly involved in 
every facet of the day-to-day operation of 
his department. 

Mr. Norman brought with him a hard hat 
_ which he left sitting on the speaker's table, 
and he donned it a couple of times when he 
knew he was addressing issues of some con- 

On the subject of the use of dome cars, 
he said that there was not a member of Am- 
trak that doesn't feel that the dome is a 
great marketing product. However, he said, 
Antrak has a commitment to Superliners, 
Dome cars are applicable to some short 
distance routes, he said, where Super- 
liners are not used. 

On the subject of equipment, Norman said that if Amtrak had had 300 more 
cars, they could have been filled this summer. Amtrak has to build new cars 
that will increase its passenger-carrying capacity as much as possible. With 
its limited capital resources, Amtrak must build as many coaches as possible, 
he said. The implication was that’ this would rule out construction of dome 
cars, at least in the immediate future. 

Amtrak's new reservations computer was discussed, Norman said that the pre- 
sent ARTS system is "magnificent, but not designed to do what it's doing." It 
was built for the passenger capacity that Amtrak reached back in 1975. This 
summer, the reservations system was "nothing short of chaos." The new systen, 
known publicly as "Arrow" (previously it was called "Spike", but Norman said . 
that Arrow is like Amtrak's logo--fluid and dynamic and:indicating thrust, while 
Spike is stable and fixed), will go on line on Oct 31, On that date the res 
system will be shut down for about 7-8 hours to get the new one set up, and Nor- 

page 7 

William Hornan addresses the 
NARP Directors. RTN photos. 

aan will personally push a symbolic button th ‘ degins operation of the Arrow, 
ahich he said is the "most advanced in the tra.portation industry". ; 
Some other Norman quotes: Schedules: "We don't write schedules, we negotiate 
chem with the railroads." Modified Food Service: "Some cynics said, sit down 
to the last supper." (Norman said that sophisticated statistical studies of 
the new food service on the four trains on which it was tested showed it to be 
‘disastrous"; most riders came with a high expectation of good food, and said 
that they wouldn't ride the train with the new food, and will tell their friends 
not to ride; 93% approved of conventional-type He Sol nip relbare jin Ep? 82?: 
ith Amtrak's "razor-thin budget" the costs would be too high; some specia 
trains will be run there, but no displays. The PACIFIC INTERNATIONAL: An excel- 
‘ent market, but VIA charges in Vancouver so high that no way Amtrak could meet 
criteria, and negotiati iled. 

NARP Executive Director Ross Capon (at microphone) and NARP President Jack 
Martin accept from George Falcon on behalf of Oregon Senator Bob Packwood a 
Gold Spike Award for assistance in improving rai] service, as Caltrans's 
Adriana Gianturco and Amtrak's Art Lloyd (seated) look on. 

California Department of Transportation (Caltrans) Director Adriana Gianturco 
spoke after lunch, summing up Caltrans's view of rail passenger service in the 
state. Mrs. Gianturco seems to be ‘grewing ever more confident in her position, 
and she spoke with both forcefulness and humor and made no bones about Caltrans's 
gripes with both Amtrak and the railroads on some issues. She said that Cal trans 
has recommended extension of the SAN-JOAQUINS to Los Angeles, and tho Amtrak is 
not favorably inclined to this, the state won't drop its request. As to re-rout- 
ing the COAST STARLIGHT thru Sacramento, Amtrak agrees with the state on this, 
and informed SP of the plan, but SP said that track work is needed before the 
change can be made. Caltrans and Amtrak both disagree that track work is needed, 
and so arbitration hearings were starting Oct 13. Gianturco said she did not like 
this "time-consuming" arbitration process. She said that the overnight train that 
starts up Oct 25 was first proposed four years ago, and thousands of hours of time 
have been put jnto the matter before it was settled, : 

Caltrans is "concerned" about declining ridership on the SAN DIEGANS, Adding 

a seventh train resulted in an overall ridership drop, equivalent to 18% per train. 
She said this was caused by a 10-minute lenathening of the schedule when the seventh 

train was added, and an "inordinate 52% faré increase over the last two years." 
She "wants promotions jn the next few months." She said it's possible to expand 
the customer base rather than raise prices. 

page 8 

Gianturco scolded Amtrak for its "one-sided" 403-b contracts. "The state puts 
up 65% of the avoidable costs and has zero assurance that the customer gets serv- 
ice." She asked for an arbitration clause between the states and Amtrak in the 
403-b contracts. 

Caltrans wants two more roundtrips between San Jose and Sacramento. Added to 
the COAST STARLIGHT, the overnight train and the SAN FRANCISCO ZEPHYR, that would 
be five roundtrips daily on at least part of the route. In answer to a question 
she said that there is no reason the overnight train couldn't go all the way to 
Portland or Seattle. 

Other topics covered by Hrs. Gianturco: Light rail project dates: Sacramento, 
1986; L.A. to Long Beach, Jan 1, 1982. San Francisco commute line gets 46 runs 
instead of 44, starting Oct 25; Caltrans will refurbish coaches, build stations, 
coordinate train and bus. A study on the Santa Clara transit corridor will be 
out on Nov 16. A $4 million project to improve the L.A.-San Diego track has 
been signed, Caltrans sent out worldwide requests for proposals on high-speed 
train service in the state, but the state legislature blocked the action. Then 
Japan asked Caltrans to work with them in a study of high-speed trains in free- 
way rights of way. 

We Were unfortunately unable to remain to hear the talk by Byron Nordberg, 
President of Citizens for Rail California, but we did hear most of the presenta- 
tion by Ronald Sheck on his Amtrak 90 proposal. Sheck said that Amtrak can break 
even by 1988 and then begin to make a profit, provided proper planning and con- 
mitment is forthcoming now. 

Amtrak's most critical problem is the inability to develope adequate rider- 
ship--to fully utilize its infrastructure, he said. Amtrak has a very thin level 
of service--754 of the system has one train a day or less, while Europe has sev- 
eral trains a day, even on lines outside of cities, 

Amtrak has some positive advantages oing for it: (1) people like to ride 
trains; (2) new equipment is in place; (3) the operating costs of other modes are 
growing faster than Amtrak's; (4) state interest in rail service is at a high 
level; (5) Amtrak's market potential is big and barely tapped; (6) Amtrak is not 
burdened with costly commuter and rural branch lines as other nations are; (7) a 
reservations system is in place; and (8) railway labor may be ready to negotiate. 

Congress has three possible courses of action before it: (45 keep the status 
quo for Antrak, (2) cut subsidies and reduce the system, (3) or make capital ine 
vestments in Amtrak, Sheck said that if $2.6 billion in capital investments were 
given Amtrak over a 6-year period, its subsidy requirements would decline to $39 
million in fiscal year 1988, The total of capital investment and operating sub- 
sidies for that whole time would be only $6 billion, whereas $7 billion would be 
required for operating subsidies alone, without the capital investment, 

A policy of no growth will kil] Amtrak off, Sheck said. Growth, developing the 
present network, is the only feasible al ternative. 

te Pe a eee 
ee ee ee 
by Kevin Gregoire 

An_ open house was held at Amtrak's new Albany-Rensselaer NY station on Sep 
26. The formal opening of the station was Oct 15. 

Amtrak had on display one-F~40 locomotive and an Andinette car. Conrail had 
one locomotive and a rail safety car, and the B&M and the D&l each had a loco- 
motive there. Amtrak had set up a table inside the station to display and give 
away souvenirs. 

The new station can handle 300 passengers per hour at peak capacity. The old 
station will be turned into a commissary. 

The Rensselaer station location has a funny history. Originally Albany had to 
be abandoned because the new Interstate highway 787 could not be built under the 

Page 9 

railroad bridge approaching the station because federal highway standards needed 
six inches more clearance, causing the rail bridge to be abandoned, torn down, 
rendering the station useless (it still stands!). New York Central decided to — 
abandon Schunestany also, and bujld a combined Capital District Station in Colonie 
(halfway between Schenectady and Albany). The Public Service Commission objected, 
and required them to build one in Rensselaer also. Colonie was abandoned by An- 
trak, and Schenectady returned, but the Rensselaer location was made the perma- 
nent Albany station with the construction of the Turboliner facility there, and 
now the new station. 

A formal Family Days equipment display, hopefully displaying Superliners, will 
take place at this location next May or June. 


The Rail Fantrips department of RIN listed in issue 229 the following trip: 
Oct 10: Deschutes River rail excursion, Portland-Madras OR via UP & Oregon Trunk, 
1st Amtrak excursion in NW, Lv Portland 7:30am, back 9:30pm, $49.95... 

The excursion was sponsored by the Pacific Northwest Chapter of the National 
Railway Historical Society, whose president, Ben Fredericks, is a regular RIN 
reader. It was the second excursion the chapter put on this year, the first 
being the excursion to California with the 4449 steam locomotive when it was 
taken to Sacramento for the Railfair. The 630 passengers who traveled on this 
trip experienced not only the unusual excursion they had anticipated, but also 
an unexpected adventure which approximately doubled the mileage of their trip. 

The Deschutes River Special ran on Union Pacific tracks, using Superliner cars, 
following the route of the PIONEER, except that beyond The Dalles, at Oregon Trunk 
Junction, the train would head south into the canyon of the Deschutes River, on 
the east side of the Cascade Mountains. 

The Deschutes River Canyon is rarely seen from the window of a passenger train, 
and for about the first 100 miles from Oregon Trunk Junction the only access to 
the river is by railroad, boat or on foot. The walls of the river canyon vary in 
height from 700 to 2200 feet in this area, and the river itself drop about 1400 
feet in altitude in that space as it flows north into the Columbia River. 

The area is full of railroad history, and excursionists were provided with a 
specially-prepared booklet outlining the history and points of interest of the 
excursion territory, Starting at Moody a series of rapids are passed, including 
Moody Rapids, Rattlesnake Rapids and Colorado Rapids. Just before Lockit, a 
canyon named Harris Canyon joins the Deschutes Canyon on the left, Further on, 
Macks Canyon joins on the left, and then Ferry Canyon on the right, just before 
Sinamox is reached. (Sinamox is the Chinook Indian word for "seven", and other 
Chinook numbers appear along this route--Kloan for "three" and Lockit for "four" .) 

Two competing railroads, the Oregon Trunk and the DesChutes Railroad Company, 
built lines simultaneously on either side of the canyon beginning in 1909. The 
two lines, led by railroad magnates Harriman and Hill, were in fierce competition 
with each other. Gradually the two lines were consolidated, The first regular 
passenger train ran into Bend on Oct 31, 1911, exactly 70 years ago. 

The Oregon Trunk had passenger service into recent times. For example, a 
1952 timetable shows a dafly passenger train in each direction between Bend and 
Wishram WA, where a connection was made with the SP&S. Train 102 left Wishram 
at 12:15am daily and reached Bend at 6:15am, while Train 103 left Bend at 6:30pm 
and reached Wishram at 12:45am with 23 stops and flagstops along the way. 

Beyond Sinamox the train passes Rattlesnake Canyon on the left. Then at Qak- 
brook the river makes a big horseshoe bend. The train crosses the river, enters 
a tunnel, and then re-crosses to the west bank, At Sherar is the historic loca- 
tion of Sherar's Bridge, the first bridge over the river, built in 1860. Here 
east-west highway 216 crosses the rail line, Halfway between Sherar and Maupin 
the White River joins the Deschutes. 
page 10 

Before Kaskela, the rail line 
crosses to the east bank of the river. 
At Gateway the line leaves the river 
canyon and runs onto table land to 
Madras and beyond. 

The excursion train reached Madras 
as planned, and there was a photo run- 
by at one point on the trip. Madras 
is a town of 2235 population at an 
altitude of 2242 feet, and is the 
county seat of Jefferson County. Here 
the train was turned for the return 
run to Porttand. (Before arrival 
here a box lunch was served.) 

The return run was about 12 miles 
back north of Madras when an unsche- 
duled stop was made. A Union Pacific 

Devihon freight train had derailed nine cars 
kaskala (OT) ahead of the excursion train, at a 
nee tunnel at Gateway. The freight had 
( left Hadras shortly before the excur- 
Cerewarg? sion train had, and was about 13 
el miles in front of it. There was a 
delay of about an hour while plans 
sont were made for rescuing the trapped 
Matoliu excursionists. Finally the train 
casa was backed up some distance to a 
siding at which the engines were run 
=m around the 10 passenger cars and it 
was pulled on to Madras. The plan 
taabia) was now to take the train south to 
Prineritle Jt. ricwita  Chemult, where it would join the SP 
teowon (Antrak} line and head north to Porte 
é land over the COAST STARLIGHT route, 
Sd The train stopped in Bend for 23 hours while some 



arrangements were made. Passengers who had boarded at The 
Dalles--about 40 of them--were bused home from here. Other 
passengers rushed to telephones to advise those at home of 
their change of itinerary. 

Original plans were for Kentucky Fried Chicken dinners te 
be put aboard at The Dalles, and arrangements were made to 
pick up the dinners at Bend instead. 

The train moved on to Chemult, where the BN and SP join, 
reaching there about 11:30om. It was snowing in Chemult, 
and there the two engines were moved to the proper end of 
the train, and it was turned. The train had been refueled 
in Bend; a local fuel oi] dealer had filled the tanks with 
diesel fuel from his small tank truck. 

After a partly-unscheduled 580-mile trip, the train 
reached Portland as dawn was breaking--at 6; 55am Sunday. 

Commented excursionist Vic Snyder, who provided much of 
the naterial for this article, "This trip will not be soon 
forgotten." The Portland Oregonian reported the trip news 
in both its Sunday and Monday editions, and noted that Ben 
Fredericks, chapter president, announced over the PA as the 
train pulled into Portland, that it had run on three rail- 
roads for a distance of 580 miles, page 11 




LIMITED now departs Chicago at 7:25pm 

and on this Sunday, October 11, after a 
day of railfan activities around Chicago that 
started at 4:30am, my tired legs were most 
gratified to see the conductor begin checking 
in sleeper and slumbercoach passengers at 

Tonight's train 40-440 consisted of diesel 
units 358 and 356 (F40s), baggage 1243 (NY 
mail), baggage 1356 (NY baggage), 1225 and 
1255 (both Washington mail), 10/6 sleeper 
2882 "Pacific Trail”, coaches 4724 & 4710, 
lounge 3125, diner 8517, coaches 4703, 4618 
& 4700, slumbercoach 2081, 10/6 sleeper 
2915 ''Pacific Hills", and baggage-dorm 
1620. The Washington revenue cars were 
2882, 4724 and 4710; we would get a lone 
F40 engine and a lounge at Pittsburgh. 

Upon boarding the slumbercoach, I was 
met by a friendly attendant who took me to 
upper single #5 and gave me a Welcome to 
Heritage Fleet flyer, a diner service flyer, 
a copy of Express magazine, and one of 
Amtrak's Oct 1-Oct 24 shcedule change fol- 
ders. The PA blared with announcements, 
and by 7:15 everyone was aboard and we 
were ready to leave. The train was clean 
and looked handsome, and on every seat and 
in every room was a copy of Express maga- 

My room was yellow in color and a little 
beat up, but otherwise everything worked 
fine. My only minor gripe was that linens 
were placed after departure, so I could not 
wash up before dinner, 

The diner opened upon departure, and I 
was eagerly sitting there, awaiting a crack 
at the new food service. The menu was a 
small card--four entrees, check your selec- 
tions and pay in advance. Service was rea- 
sonably fast, but there were those plastic 
utensils and the plastic plate and bowl on a 
blue tray. The food was not good, and it 
cooled quickly. My tablemate, who had the 

_ beef tips (I had the Seafood Americana) felt 

they were good, and we both paid roughly 
$7 with tip for our trouble. He noted that he 
had come from Tampa to Chicago on the 
SILVER STAR and the BROADWAY (via New 
York) and he preferred the STAR's fresh- 
cooked cuisine (at that time all but one set 
of the STAR's equipment were conventional, 
non-HEP cars). Allin all, as a long-time 
rider I felt badly about this meal, and the 
empty dining car tended to verify my feeling. 
After dinner I hit the rack, enjoying a good 
night's rest. The attendant correctly woke 
me at 5:45, and a few minutes later we rolled 
into Pittsburgh, early at 5:50. 

page 12 

The Pittsburgh passenger facility now is a 
trailer located near the old trainsheds, be- 
tween them and the grand old station. Despite 
the chill, there was some switching to be ob- 
served. First the Washington F40, #273, 
was sitting nearby, and lounge 3124 was 
already waiting on the Washington track. The 
train was cut between cars 4710 and 3125 and 
pulled over to the Washington track and cou- 
pled to 3124. Then they cut between cars 
1356 and 1225 and set the engines and New 
York baggage cars back over to the main 
train. Then engine 273 came over to the 
Washington track and coupled on, and that 
was that! 

About ten passengers came out to board 
the new CAPITOL LIMITED, which now 
consisted of engine 273 and cars 1225, 1255, 
2882, 4724, 4710, and 3124 "Betsy Ross." 
The two attendants in 3124 were set up and 
ready at departure, and had the coffee hot. 
Both sections departed on time, ours at 

The CAPITOL ran about one mile east on 
the Conrail main to a point called "Bloom" 
on Conrail. We then handswitched to the 
left, started down a mild grade, and soon 
handswitched onto the old B&O main at 
Field Junction. We then ran several miles 
downhill in a gulch at 35-40mph, passing 
under CR and even a long tunnel, finally 
emerging at Glenwood Junction at 7:20am. 
There we were held for the first PAT com- 

A Capitol Idea! 
Amtrak's New 
Capitol Limited 

Any travel between Washington and 
Pittsburgh or Chicago should include 
Amtraks Capitol Limited. This new service 
takes passengers through some of 
Americas most beautiful countryside; pass- 
ing historic Harpers Ferry and winding 
along the Youghiogheny River. 

Beautiful vistas, though, are not the only 
reasons to take the Capitol Limited. Con- 
venient scheduling will get you between 
the Nations Capitol and Pittsburgh and 
points west to Chicago easily. Plus, the 
Capitol Limited's Heritage Fleet equipment 
gets you to your destination in climate 
controlled comfort. 

by Walt Stringer 

ty g : 
"ots Anode SS 
” CB : 
2 . umbus 2 * 
ak — e 
x i O) Sc Ra © — 
ss S “ee 
OL OFS Ts peeincn 
ad wa & e 

new map . "McKeesport" is printed in orange rather than black because the 
stop is not operative yet. Connellsville is misspelled on map. Gone are both 
routes that connected Cincinnati directly with the East Coast, 

muter train (four Budd cars) for 7-8mins, 
and then we started a very pleasant run down 
the river into B&O country. 

We passed the other PAT train about 7:45 
and eased thru McKeesport fo stop yet) at 
7:50. The run to Connellsville was pleasant, 
and the B&O crew, which boarded at the 
Conrail station and went to Cumberland, was 
very informative. 

The B&O is double track, speeds from 40- 
55, and very smooth. Passing thru the 
small Youghiogheny River towns in the morn- 
ing fog was like a trip thru time, with the 
fall colors adding a striking backdrop. 

Arrival at Connellsville was 9am (7mins 
late). The beautiful old yellow station has 
been torn down and replaced by an Amshack. 
About ten passengers boarded, and numerous 
Chessie employees watched our stop. Sever- 
al freights awaited us in the big yard east of 
town. Most of our 100 or so passengers 
were having breakfast by this time, and the 
service provided in the lounge (glorified 
Amcafe food with table service) was adequate. 

As any student of travel knows, a fall 
crossing of the Alleghenies means colors, 
and if it's on a route closed to passenger 
trains for 10 years, all the better. 

According to the timetable, it is 150 miles 
from Cumberland to Pittsburgh, including 
the notorious Sand Patch Grade and tunnel. 
The CAPITOL is allowed three hours for the 
92 miles from Connellsville to Cumberland, 
the true heart of the ride. This part of the 
B&O still has interlocking towers and helper 
engines at remote points, plus some topnotch 
scenery. The line climbs very slowly from 
Connellsville, following the Youghiogheny 
River thru winding valleys, with red and 
orange and yellow trees everywhere. 

We passed Confluence at 9:47, the gray 
depot at Rockwood at 10:20, and then began 

the 20-mile climb to Sand Patch at Garrett 

at 10:30. Ali along there was evidence of 

the abandoned main line of Western Maryland, 
paraliel to us; at least one huge trestle near 
Meyersdale is still in. 

Meyersdale, known for its maple sugar, 
lies in a beautiful valley with miles of fall 
colors in every direction, and we passed 
its depot at 10:40. We had no trouble climb- 
ing the hill at a nice pace, and at 10:48 the 
CAPITOL LIMITED crested the summit and 
entered the mile-long Sand Patch Tunnel, to 
begin the 20-mile descent to Hyndman and 
Cumberland. Due to bridge work, B&O had 
only one track open here. But this present- 
ed little problem, as there wasn't much 
freight moving--perhaps one drag noted be- 
tween Pittsburgh and Connellsville, three 
between Connellsville and Sand Patch, and 
one waiting at the bottom of the grade at 
Hyndman, which we passed at 11:20. 

After a short and fast sprint, we arrived 
Cumberland early at 11:45, with very little 
passenger exchange there. The line from 
Cumberland to Washington is, of course, 
regular Amtrak territory, and the new crew 
showed passenger experience. The engineer 
gave us a wild, bouncy ride down the Poto- 
tmhac Valley to stay on time. Meanwhile, I 
enjoyed lunch--a table-served, ample-sized 
chef's salad, for a fiver. Our only delay 
was running reverse from Brunswick to 
Rockville to get around a Speno train. 

Martinsburg and Harpers Ferry had little 
business to offer. Final arrival in Washing- 
ton was at 3:15, five minutes late. On the 
last leg from Rockville to Silver Spring we 
sprinted at nearly 90mph, overtaking several 
Red Line Metro trains in the process. It ~ 
looked as if the Rockville Metro line is about 
one year from readiness. 

page 13 

by Walt Stringer 

On the evening of Oct 12 I decided to use 
the MONTREALER to travel from Washing- 
ton to Philadelphia--which nearly turned out 
to be a fateful choice. The train was made 
up of an E60 engine, two sleepers, diner, | 
Amdinette, and the usual melange of Amfleet| 

Just beyond the Baltimore- Washington 
International Airport (BWI) station, near 
Halethorpe, I heard the air let loose under 
the train, and then the head-end power went 
out, followed by a cloud of dust on the right 
hand side of the train. We decelerated from 
80 to zero very quickly, and I ran to the 
vestibule and pulled the emergency handle. 

The sight outside in the twilight was not 
pretty. Three cars to the rear, lying 
across the outside track, were the remnants 
of a portable crane, its boom exactly level 
with the Amfleet windows. Up ahead, the 
rest of the boom was protruding from the 
baggage car. 

The collision happened at 6:05pm, and 
by 6:10 fire, police and paramedics had 
arrived. I found an open vestibule and 
walked to the front of the train. The dam- 
age was considerable. E60 engine 962, 
its pantograph now down, had its nose 
bashed in, all lights broken, and a hole 
gashed in its side. The side of the baggage 
car had been peeled open as if someone had 
taken a can opener to it, and the crane boom 

was protruding from it. The first sleeper, 
2983 "Pine Arroyo", had a gaping hole where 
two roomette windows once were. 

The train crew was not lucky--the engin- 
eer went to the hospital with his head band- 
aged, and the fireman was shaken up. No 
one in the baggage car or sleeper was hurt, 
but the train was effectively disabled. I 
heard the fireman say that the driver of the 
portable highway crane had jumped free 
before impact. 

Local firemen went thru the entire train 
and asked if anyone was hurt. Periodic PA 
announcements were made to keep us calm. 
A large crowd of locals gathered trackside, 
and gradually Amtrak managers began to 
arrive and take charge. 

Finally, about 7:00, as occasional other 
trains slipped by on the adjacent two open 
(normal southbound) tracks, we were told 
that we would be transferred to the north- 
bound PALMETTO, which would pull up 
next tous. We were told to keep our seat 
checks and get all our possessions. No 
announcement was made concerning those 
passengers destined beyond the Corridor, 
but a logical assumption was that there 
would be a makeup train from New York. 

The transfer to train 90 was smooth, we 
were off again at 7:30, and arrival at 
30th Street Philadelphia was at 9:22, 30 
minutes late for the PALMETTO. 

Amtrak's report on the accident described above by Walt Stringer indicated 
that the crash occurred at the Knecht Avenue crossing, which has a sign warning 

of "High Speed Trains". 

The MONTREALER came to a stop with the last car on the 
The consist of the MONTREALER was engine 962, baggage 1451, sleeper 

2983, slumbercoach 2087, diner 8500, Amfleet cars 20221, 21811, 21842, 21039, 

21100, 20019 and 21046, and baggage 1159. 
be scrapped because of wreck damage. 

Cars 1451 and 2983 will reportedly 

Car 2983 had bedrooms C and D demolished 

(not roomettes, as author Walt Stringer had believed at the time), but fortunate- 

ly they were unoccupied. 

to be traveling at 60mph at the time. 
lacerations around the right eye. 
hours later. 

After the impact of the locomotive and the highway 
crane, the crane swung around and rammed the two cars. 

The train was believed 

The engineer suffered a broken nose and 
He was released from the hospital a few 
All tracks were blocked by the wreck and the emergency equipment, 

and Amtrak held all trains for a time, causing delays to three other Amtrak 
trains: train 124 20mins, train 90 35mins (including picking up 190 passengers 
from the stricken NONTREALER), and train 119 9mins. The crane, a 15-ton mobile 
crane belonging to a Baltimore construction company, was moving in a westerly 
direction across the tracks when it stalled (one report said it ran out of gas). 

The locomotive had a smashed front end, 

both windshields broken, all lights 

damaged, cab signal bar damaged, and a 2-foot hole in the right side of the 
engine. At 9:30pm Conrail engine 6455 was coupled on to move the damaged train 

to the Baltimore station. 

At about tam, after being inspected, it was sent to 

Washington at a speed limit of 30mph due to flat wheels from emergency braking. 

page 14 

Mixed Train of Thoughts 

AMTRAK'S FALL TIMETABLE appeared in advance of its Oct 25 effective date. 

The system timetable, pictured here, is effective thru Apr 24, 1982, except that 
Northeast Corridor schedules in it are effective thru Feb 6, The booklet, prin- 
ted in an edition of one million (the previous system timetable had a printing of 
740,000) carries a full-color cover featuring a photo of a bright orange Florida 
sunset that stretches across the entire width of 
the open folder. On page 3 Amtrak lists what's new 
in the timetable: Faster Metroliners (see this is- 
sue of RIN, p.4); More time in Montreal (The MONT- 
REALER reaches Montreal an hour earlier); Better 
Florida service (SILVER STAR runs over an hour 
faster, and better schedules at key cities); Thru 
service from the EAGLE to the SUNSET LIMITED; 
EMPIRE BUILDER connects at Portland to the COAST 
STARLIGHT; New service Sacramento to Los Angeles 
overnight; Seattle-Vancouver BC bus connection is 
introduced (this was omitted from page 50, how- 
ever, where it's said to be listed; as noted here 
last issue, it leaves Seattle at 6:20pm and runs 
nonstop with a Vancouver arrival at 9:40pm; leaves 
Vancouver 7:30am and reaches Seattle at 10:45am); 
New stations served are Connellsville PA, Wishram 
and Bingen-White Salmon WA; Discontinued service 
on the CARDINAL ("It is possible that legislation 
will result in some restoration of service at a 
later date")..... 

THE SAN JOAQUINS have had a speedup in their 
running times as of Oct 25, and schedule changes. 
However, there are two errors in the new system 
timetable for the SAN JOAQUIN listings: the bus 
connection to L.A. from train 710 is omitted-- 
the bus actually leaves Bakersfield at 10:45pm 
and reaches L.A, at 1:05am; and the times for the 
bus connection from train 708 are given as 4:25pm 
departure and 4:40pm arrival (a 15-minute rocket 
ride over the Tehachapis!), while the correct departure time from Bakersfield is 
2:25pm. Schedules of the trains have been shortened by 35mins, resulting in an 
even 6-hour trip the full route. Departures from Oakland are now 8am and 42745pm 
and from Bakersfield 6:35am (better than the previous 6:05am) and 4:20pm..... 

SAVING THE CARDINAL has taken a good deal of effort on the.part of NARP and 
other passenger train supporters, It's not saved yet, tho things look more hope- 
ful at the moment. There are- good reasons for preserving it, as outlined in a 
letter this month to legislators from NARP Executive Director Ross Capon. Capon 
said that Amtrak projections show that the train would meet the avoidable-loss 
criterion in the coming fiscal year. "The passenger-miles-per-train mile (PMTM) 
will have risen 107% from FY 78 to FY 82--from 58.9 to 122, assuming that Amtrak's 
projection for the latter year holds. (We think they are conservative and, in 
fact, the loss of service on some off-peak days in early October may actually in- 
flate the PNTM!) That 107% increase suggests an old adage: ‘If it's not broken, 
don't fix it.' Yet there are factors that will continue to boost ridership. Last 
month, Beckley WV (near the Prince station) lost its east-west air service. ue 

page 15 

Yast flight from Natfonal Airport is now at 2:30pm and trip time takes longer 
than the train, because of the layover required in Greensboro NC. When Amtrak's 
new Hammond IN station opens, there will be another ridership explosion, assur- 
ing the train will meet the 150 PMTM criterion jin FY 83. e train would gain 
access to heavily populated northwestern Indiana and adjacent I?linois points 

and passengers to and from Amtrak's Michigan trains would, for the first time, 

be able to make convenient connections with the CARDINAL. (\f the train ran via 
Indianapolis, it could not serve Hammond.) Intermediate points between Chicago 
and Cincinnati produce good ridership tho none are manned. Chicago-Muncie is the 
9& Yargest market along the entire route, in terms of number of passengers per 
city-pair, even tho the train is not timed to encourage such travel. As with the 
EMPIRE BUILDER and SOUTHWEST LIMITED, ridership is strong because these people 
lack alternative transportation"..... 

CAPITOL LIMITED PATRONS with memories of pre-Amtrak days may recall that the 
train was one of the B&O trains that carried "Strata-Domes*--low-profile dome 
cars with spotlights mounted on the roof to illuminate the countryside at night 
for the benefit of scenery watchers..... 

SEVEN TURBOLINER SETS were built by Rohr for the Empire Service, but the pre- 
sent schedules require only five comlete sets (the MAPLE LEAF and the ADIRONDACK 
are Amfleet trains), so two sets can be in the shops for service at any one time. 
The Turbo cafe car that was damaged in the Dobbs Ferry wreck is being rebuilt at 
the Turbo shop at Rensselaer NY. The Turbo power coach from the same wreck is 
being rebuilt at the Beech Grove, Indiana shop..... 

* § 

THE DAY-SPACE CHARGE in Superliner sleeper rooms has been eliminated by Amtrak 
effective Oct 25, This means that the overnight charge must now be paid by any- 
one wanting a sleeper room on a daytime trip, and the fee is much heftier than 
before. A deluxe bedroom on the COAST STARLIGHT between Uakland and Los Angeles 
will now cost $120 in addition to the transportation charges Chi cago-Minneapo- 
lis is now $120 instead of the previous $18 per person (the $120 is the charge 
regardless of the number of people occupying the bedroom)..... 

CAFETERTA-LOUNGE CARS 3122 (unnamed) and 3123 "Genera? Lafayette" currently 
operating on the Boston section of the LAKE SHORE LIMITED appear to be about to 
be replaced by Amdinettes, t least for the winter, with cafeteria-loungs perhaps 
headed for the MAPLE LEAF. $+ doesn't appear that cafeteria-lounges are destined 
to return to the LAKE SHORE unless as a thru Boston-Chicago operation in combina- 
tion with thru coaches, sleeper, and baggage-mail currently operated..... 

LAKE SHORE PROMOTION as a ski train is being finalized. Amtrak, the Berkshire 
Hilton of Pittsfield MA and Bousquet's Ski Area (featurin lighted ski trails for 
night skiing) of Pittsfield are preparing a package deal Chat leaves Boston Fri- 
day evenings during the winter and arrive Pittsfield (passengers could also board 
at Framingham, Worcester or Springfield), then on Sunday mornings depart Pitts- 
field for Boston and intermediate points. Amtrak will run an extra Amcoach to 
Rensselaer on Fridays and from there on Sundays on the regular LAKE SHORE, Pas- 
sengers will stay at Berkshire Hilton Inn (across the street from the Pittsfield 
train station) and ski at Bousquet's Ski Area (visible from train station), eat- 
ing meals at the Hotel, all part of a package. Ski equipment is to be stored in 
the baggage-mail car..... 

LOS ANGELES UNION Station should be sold to Caltrans, Caltrans believes, so it 
can be developed into a multi-modal transit facility. But a Van Nuys newspaper 
reported this month that the three owner railroads, Santa Fe, SP and UP, may not 
agree to the state's offer, which was expected to be made sometime in October, 
as railroad attorneys are recommending that the owners reject the offer, as the 
state does not have authority to condemn the structure, and probably won't be 
able to come up with enough money to suit the railroads, The state has been talk- 
ing about $18 million for the terminal, while the railroads think $30-50 million... 
page 16 ; 

THE OVERNIGHT TRAIN Sacramento-Los Angeles began operation Oct 25, and on Oct 
22 and 23 ah inaugural press daylight train ran south on the route. The photo 
above is of that train leaving Oakland on the 22nd, with a Caltrans brass band on 
the rear platform of car 10,000. The train began life unnamed, and a contest fs 
underway to name it, announced in newspaper ads as the inaugural took place. Pro- 
motional material refers to the train as the "___". The public is to supply a 
name, and the deadline for entries is Nov 18, (Handprint your name, address and 
zip code on 3"x5" plain paper and include train name--one name per entry--and send 
to: Name That Train Contest, PO Box 161506, Sacramento CA 95816.) Prizes are 
train trips. At the NARP Directors meeting this month, Caltrans Director Adriana 
Gianturco quipped that the SP wanted to name the train the "Medfly Express", while 
San Francisco Chronicle columnist Herb Caen wrote that someone had suggested the 
name "Night Crawler". We'll have full details on the train startup next issue..... 

& & 

CORRESPONDENT ADRON HALL reported in RTN 230 that there was some interest in 
Mexico's extending a passenger train to San Antonio to connect with the shortened 
EAGLE (formerly INTER-AMERICAN). In mid-Uctober an Associated Press release came 
out with information that this plan is still being worked on, and that it could 
require an international treaty..... 

A SPECIAL TRAIN was run Seattle-Omaha-Mexico City by several railroads about 
a month ago for U.S, and Mexican dignitaries. Consist of the train (seen on the 
northbound deadhead run at Kansas City Oct 6 at 3:55am was: Mopac engines 3313, 
3314, 6056, 3228, 3069, 3244 (all off at K.C.), UP engines 3731 & 3579 (on at K.C.), 
UP generator car 301, UP 5779 storage-baggage, UP staff car "Cabarton", UP staff 
dorm car 1607 "Sun Point", UP staff dorm "Omaha", UP business cars 111, 112, 102, 
and "Arden", UP staff dorm 1611 "Sun Stope", UP diner 4810, UP dome lounge 9004, 
UP business car 110, UP bus. car 103 (assigned to Mr. Kissinger), UP business car/ 
sleeper "Wyoming", UP bus, car "Shoshone" Cortvate car for Mrs. Evans}, and MoPac 
bus. car #1 (off at K.C.). On the southbound run the train reportedly slowed to 
3=10mph during cocktail and dinner hours so passengers could move safely between 
open-platform cars, Operation on the NdeM was reported very smooth, The President 
of Nexico had dinner on-board while in Mexico City for layover. On southbound run 
the train was complately service in Kansas City, with windows washed, train 
watered and other service done..... 

SPECIAL PRESS RUN in the Northeast Corridor was i ie aah a 27 eet 
ington, with_a press car on a regular Amtrak train to publicize the new faster 
ae er was moved Washington-NY Oct 26 on the NIGHT OWL..... 

FOUR AMFLEET 1] CARS are to be delivered to Amtrak by the end of October. The 
first photo of one of the new cars, built for long distance trains in the East, 
was published in a recent issue of Railway Age..... page 17 

MILITARY EXODUS SPECIAL trains will be ru: by Amtrak from Ft. Jackson (south 
of Columbia SC) to New York and return during the Christmas season. The first 
train will leave Ft. Jackson 6pm Dec 16 and reach New Yrok 10:10am the next day; 
the second train leaves Ft, Jackson at 7am Dec 17 and reaches New York at 11:10pm 
that night. The first train returns from New York 6:05pm on Jan 4 and reaches 
Ft, Jackson at 9:40am the 5!, while the second leaves New York 8:10am Jan 5 and 
arrives Ft, Jackson at 11:45pm that night. There are 17 intermediate stops..... 

SANTA CLAUS ARRIVAL by Amtrak in Pittsfield MA is being planned for sometime 
after Thanksgiving. Santa will be driven to Rensselaer to board train 448 (the 
F40 engine having a Santa Special poster on its nose), and will reach Pittsfield 
about 11am, where he will give out Amtrak souvenirs. This move replaces the pre- 
viouslyeused arrival by helicopter..... 

NEW YORK NEWSPAPER ads were run by Amtrak preceding the Oct 25 speedier Netro- 
liner service inaugural, with a teaser caption that read simply "Oct. 25, 1981. 
Washington becomes civilized." on a background of a blurred, speedy-]ooking photo 
(made with zoom lens?) of the front of an Amtrak locomotive. The locomotive seems 

recognizable only to those already familiar with Amtrak trains..... 

to be announced soon 
by Amtrak's new head 
of corporate devel op- 
ment, said Amtrak VP 
William Norman in an- 
swer to a question at 
the NARP Directors! 
meeting this month jn 
San Francisco. Amtrak 
is "in the midst of 
serious work negotia- 
tions" in drawing in 
private-sector capi- 
tal, and it would be 
impolitic to respond 
further at this time, 
he said. At another 
point he noted that 
the mail-express bus- 
iness runs at a "pure 
profit", but Amtrak 
needs more baggage 
cars in order to gar- 
ner more business. 

He said that a man 
from Federal Express 
who loves trains re- 
cently joined Amtrak 
and brought his ex- 
pertise in this field 
with him..... 

would be a good in- 
vestment to run daily 
said Amtrak's William 
Norman, but it would 
cost $9.5 million Am- 
trak doesn't have..cee 
page 18 




NOW BEING DEMOLISHED it will coon be only a memory. This highly detailed document was 

issued by the New York Central railroad company and hes all revisions thru 1964. 

Diagram covers area fram VanBuren street to just south of Roosevelt road. 

Scale: linch = 40 feet; Size: 11 feet by 1 ft. 3in, Allcopies inlike new condition. 
PRICE -$25.00+ $3.00 postage & insurance. 

OUR MOST POPULAR ITEM. Includes Concourse ond Waitingroom FLOOR PLANS !!! 
Comes in 2 sections: 1) FLOOR and TRACK plan— Monroe to VanBuren St; Size: 2 ft. by 3 fr. 
2)TRACK PLAN- covers area VanBuren to Roosevelt road; Size: 2 ft. by9ft. Scale for both: 
linchs SO feet. SOLD AS SET ONLY All copies in like new condition, 

PRICE — $35.00+$3.00 postage & insurance. 


For over 50 years under Pensylvania R.R. ownership it wos taken over by Amtrak in 1976. 

This diagram shows location of present and future yard facilities, engine shop,commissary, 

etc. Also shows relocation of trackage. Very fine detail on this huge 9ft.x3h. document 

issued by Amtrak in 1977. Covers area: Taylor to just south of 18th st. Scale:lins SOft, mint. 
PRICE — $25.00+$3.00 postage & insurance. 

Includes LASALLE, DEARBORN and GRAND CENTRAL stations, AJ.&5.F 21st. coach yard 
EVERYTHING between State st. and the Chicago River. Made in the 1920's Size: 4ft. x 9f. 
All copies are in excellent condition and show very fine detail; the scale being appreximatly 
lin. 100 ft. Unfortunatly the shading is inconsistant, some areas appear darker than others 
none the less still very interesting and historic — ONLY $15. POSTAGE PAID 

BUY ANY 2 ITEMS and receive the above for ONLY $6, |BUY TWO OR MORE AND 
BUY ALL 3 ITEMS and receive the above for ONLY $3. \WE WILL PAY POSTAGE. | 


“WE ALSO BUY, TOP $PAID” ne BOX 4671 CHICAGO, IL. 60680 

S00 LINE RAILROAD'S mixed train service to Sault Ste. Marie (mentioned last 
issue) may end soon, as the railroed has applied to the state of Wisconsin for 
permission to drop it, saying it is used only infrequently by "fans and an oc- 
casional enterprising newspaper reporter"..... 

News in this is updated thru Oct 26, 1981. 

How does one do a book review without read- 
ing the book? In the case of "Amtrak at 
Milepost 10"--easily. By press time we had- 
n't gotten past the magnificent photos yet. 
Publisher PTJ Publishing Inc. says of this 
book by Kar] Zimmerman that it started out 
to be a relatively modest book, timed to be 
published at Amtrak's 10% birthday, but the 
actual publication was September, once the 
tremendous amount of material available was 
condensed to 80 pages (11x84, b&w and color 
wo photos, softbound). The material finally 
used must be the cream of the crop, for we haven't seen such splendid Amtrak 
photography before. The emphasis is upon diversity of subject matter, and yet a 
balance is maintained over Amtrak's years and domain, and including some pre-Am- 
trak trains, The text is no doubt perfectly fine, but the photos are so compell- 
ing that you may not get to it. The book sells for $10 (plus $2 post & hala) 
from PTJ Publishing Inc., PO Box 397, Park Forest IL 60466, 

ee a ee ee 

*Southern Pacific special to Mexico City leaving Oakland Oct 11: engines 
3201, 3209 (SDP45s); cars 295 & 298 baggage, sleeper 292, lounge 291, business 
cars 100 "Airslie", 140 "Stanford", 150 "Sunset", 

*Burlington Northern specials Sioux City-Lincoln Sep 23 on rear of freight 
& Lincoln-Sioux City Sep 27: heater car, baggage car, sleeper "Big Horn Pass", 
business car "Red River", diner "Lake Michigan", lounge "Como", lounge "De- 
schutes River", business car "Mississippi River", 

*Burlington Northern special St, Louis-Nemphis-Birmingham-Pensacola leaving 
St. Louis 7am Oct 8: engine 3103 (GP50); caboose 11568, business cars "Red 
River", "Canadian River" (ex-SLSF #17), "Mississippi River". 

“SUPER CONTINENTAL, VIA train 3, Vancouver Sep 23: engines 6507 (FP9A), 6607 
(F9B); cars 9653 baggage, "Inkerman", 5616, Skyline 505, 5706, "Chateau Radis- 
son", "Ennishore", "Greenway", 1339 diner, "Chateau Dollard", "Chateau Iber- 
ville", "Stuart Manor", "Petitcodiac River", "Mount Robson", "Banff Park". 

*CANADIAN, VIA train 2, Vancouver Sep 23: engines 8519, 8525 (GP9s), 6653 
(F9B); cars 616 baggage, "Vermillion River", 123, 124, Skyline 516, 5740, 5750, 
"Bayfield Manor", "Brock Manor", "Alexandra" diner, "Edgeley", "Erickson", "El- 
mira", "Revelstoke Park". 

*PENNSYLVANIAN, train 46, Altoona Oct 11: engine 374; cars 21049, 20027 cafe. 

*SAN DIEGAN, train 578, Santa Ana Oct 18: engine 224; cars 21256, 21260, 
20041 cafe, 21182, 21186. 

*SOUTHWEST LIMITED, train 4, Kansas City Oct 18: engines ATSF 5066 (freight 
engine on at La Junta}, Atk 322 (off at La Junta due to cracked wheel), 289; 
cars 1372, 1249, Hi-level 39938, Superliners 31027, 34100, 33011, 38027, 

32009, 32033, (1:40 late). Train 3, same Oct 11: engines 253, 234, 246; cars 
deadheads 10001 & 10002 DOT test cars, 1218, 1226, 1228, Hi-level 39910, Super- 
liner 31002, Hi-level 39947, Superliner 34074, Hi-level 39971, Superliners 
38025, 32022, 32016. page 19 


<a tg, 

*Santa Fe Directors Special Corwith (Chicago) to Phoenix Oct 9: engines 
5945, 5947, 5942 (FPs); cars 139 steam generator, sleepers 68 "Regal Spa", 66 
"Regal Lark", business cars 53 "Mountainair™, 52 "Atchison", dome lounge 60, 
bar lounge 62, bus. car 51 "Topeka", sleepers 65 "Regal Lane*, 64 "Regal Hunt*, 
bus. car 50 "Santa Fe", track inspection car 89, 

*CNW specials "Fall inspection Trains" at Sioux City Sep 28: engine 5081 (GP. 
50}; business cars 402, 401, 400. 


eee ee 
Nov 14: First OKC Train Show, at Ramada Inn Convention Ctr, jct of 1-35 & 1-40, 
Oklahoma City OK, Major RR exhibits, model trains, tour of Santa Fe yards, door 
prizes etc. i adult, Benefits OPRA & other groups. Bob Chapman, Chan, 2221 
Nail Parkway, Moore OK 73160. 799-6947, 

Feb 6-21, 1982: Winter Explorer Tour, escorted Cali fornia-Oregon-B.C,-Canadian 
Rockies-banff-Cal gary-Great Plains-Hudson Bay-Thompson-Churchi}1-The Pas-Winni- 
peg; fly home. $1920 up. Great Western Tours, Sheraton Palace Hotel, San Fran- 
cisco CA 94105; (415) 398-2994. 

One Rail Fantrips listing is free. Send full info to: 

RAIL TRAVEL NEWS, Fantrips Dept, PO Box 9007, Berkeley CA 94709, 


ASTERS OF RAIL TRAVEL--and Amtrak is our specialty. We enjoy seeing that you 
have the best accommodations available. Call or write us--GREAT WESTERN TOURS, 
Sheraton Palace Hotel, Suite 900, San Francisco 94105; (415) 398-2994. Receive 
your tickets by mail--pay by check or credit card. It's easy--one call does it all 
DINING CAR DISHES, glasses, silver, cloth. Timetables, guides, stationery, rules, 
netal & Pullman items, annual reports from 30 railroads. Long stamped envelope 
brings list. J. McClellan, 1752 S. Wichita, Wichita, Kan. 67213. Will buy items. 

EVERYONE PLEASE PROTEST the November 15@ VIA Rail cuts by letter or telegram to 
Hon. Pierre Eliot Trudeau, Prime Minister, House of Commons, Ottawa, Ont., Canada 
without delay. The chances of saving anything depend entirely on your action. 
Tom's original clear plastic slip covers for public timetables only $7.95 per 100, 
$35 per 500. The most talked about timetable grab bags only $12. 100-page book 
"The Wonderful World of Railroad Timetables" $7.95. 

Tom Coval, 21.£. Robin Road, Holland PA 18966. 

Read the most current, authoritative news on timetables--rail, bus, air, transit, 
ship, in the "First Edition " published monthly by the National Association of 
Timetable Collectors. Annual dues $15 to: Tom Coval, 21£. Robin Rd, Holland PA 
18966, Members also receive the fabulous historical quarterly magazine "The 
Timetable Collector." 

RIN ADVERTISING RATES: Express Ads $1 per line of 80 spaces. Display ads: only 
$1.25 per square inch. RAIL TRAVEL NEWS, Box 9007, Berkeley CA 94709. 


Due to the increase in first class postal rates, the yearly subscription 
rate for RTN will become $19 effective Nov 1 (for 24 issues). The single-copy 
price will be 80¢. Subscription orders postmarked later than Oct 31 will be 
processed at the new rate. We regret the necessity of having to conform to 
this inflationary move on the part of the Postal Service. 

page 20 

| | 


Metroliners 85,207 -32.9 Washington-Mont - 
NE Corr Conventional 498,770 -13.7 New ork floras bite 3 
Phil a-NH-Springfield 22,640 1.9 Chicago=NY¥/Washington 30,516 -15.6 
NY-Philadelphia 196,708 -2,6 Chicago-Cincinnatt/DC-20,609 14.0 
Phila-Harrisburg 71,183 -10.1 Chicago-Seattle 44,725 5,8 
New York-Harrisburg 24,057 -19.2 Chicago-San Francisco 39,618 6.1 
TOTAL NE CORRIDOR: 898,565 -13.5 Chicago-Los Angeles 42,666 7.8 
NY-Niagara Falls 72,121 5.4 Chicago-New Orleans 24,069 -12.4 

Chicago-St, Louis 27,251 -10.2 Chi cago-Texas eo 386 2516 

Chicago-Miivaukes 23,951 -12.9 een: | ee ae 
Chie.-Detroft/Toledo 41,620 6.3 ete tne aes 
esos” Wet ave Skamettintn 3735 100 
Chea Uh ee erg New York-Savannah 17,221 «32.4 
Syattle-ilgena 7789 45 Seattle-Salt Lake/Chi 23,559 47,5 
Vancouver-Seattle 8°798 25-0 New York-New Orleans 31,255 8.2 
. ai , : L.A./Ogden-Chicago 16,584 6.4 
Washington-Cincinnati 11,213 -8.9 9 ’ z 
Wash.-Martinsburg 20,456 «2,2 TOTAL LONG DIST.: 530,095 0.4 
Qakland-Bakersfield 20,772 29.0 Special trains ~~~ 100.0 
New York-Montreal 10,451 -1.5 STSTER TOTAL: 1,908,087 -5.8 
bce Huron pend -1,7 Here are the July Antrak ridership 
ChicaroDuluth 11°06 2.3 figures, just released by the corpora= 
ieee ; Ne ; a 24h T tion. July continues the pattern of 
ae pl ral oe 7.8 June (see RTN 230 for June figures). 
Glomee s Us -- Systemwide ridership was down 5.8% 
Bice : a City t2'006 a compared to July 1980. Most of the 
Phila Phiten, , y 4°55? 80,2 dropoff continues to be in the North- 
aa pats urg ¢ 29.3 east Corridor, which was down 13.5%. 
gene 1636 -- The COAST STARLIGHT continues to set 

Chicago-Minneapolis 6,057 0.4 

TOTAL SHORT DIST.: 479°677 4-6 new records for a single train, with 

almost 65,000 passengers. 


"Results from a recent=-and still inco 
mplete--survey of 300 met i 
Mgt eg ttn abet a Ra a Federal subsidies for Sublette rectdltia 
E s will hurt. Thus far, 25% of tho d 
said they might have to end operations by 1985 $ ed oe 
said they expected the base fare to iss above 1 fetes ie he 
d b e next th 

een percent said they pl anned to reduce service, and 1 aid thon ee ii 
eeking or considering a rise in state and local assistance to make up for part of 

the shortfall." 
i --Kenneth N, Gilpin in New York Times, Oct 11. 

_ "Leo Jed, the city Public Utilities Commission's assistant 1 
Hn aaa a a will probably have to rasa eee erat 
state transi i i i 
iecqeeee ay uty: ae ara A 20 percent increase in the rege 
--San Francisco Chronicle, Oct 15. 

(The present fare of 8,3¢ is well below the national average?) page 21 


4% commission at all times. 
Phone (303) 387-5336 
Experienced, Dependable 
The Alma House 

As: ppm “sane Wr oS 


Consisting of Old State and Railroad 
maps 70-110 years old. All States. 
Stamp for 

Some old County maps. 
The Northern Map Co. 

Dept.RT Dunnellon, FL 32630. 

Carl loucks 
..-. Selling Railroad Timetables 

Employee Timetables, Public Timetables, 
Brochures, Guides, Postcards, Tickets, a 
full line of transporation paper items. New 
catalogue issued monthly. Stamped Self 
[Addressed Envelope for latest list and 

199 Wayland St., Hamden, Ct. 06518 

Be sure to notify RIN of your 
nex address as soon as possi- 
ble. Don't rely on the Postal 
Servica to forward your aail! 

Ted and Sylvia Blishak, owners of 
Accent on Travel, are frequent 

RTN contributors. 

Accent on Travel holds Amtrak's 
"Golden Spike Award" for high 

ticket sales. 

DON'T DIAL AMTRAK! Dial Ted and Sylvia Blishak at (415) 326-7330 
for your reservations and AVOID BUSY SIGNALS AND "HOLOS"! Low fares 
for families, handicapped travelers, senior citizens. We also sell 
Britrail and Eurail passes, cruises, and air tickets. 

Call "The Railfans" at Accent on Travel, 1030 Curtis Street, 

Menlo Park, California 94025. (415) 326-7331 

RTN is now offering our Tenth Anniversary Year 

BACK ISSU ES volume, all the issues of 1980--18 issues sent 
all in one parcel at the price of $8 postpaid. Other back issues are also 
available and will be listed in upcoming issues, or write for information. 
RAIL TRAVEL NEWS, PO Box 9007, Berkeley CA 94709. 

Rate The Trains 

You can subait your ratings now on regu! arly-scheduled North American passenger 
trains (not commuter) that you have personally ridden recently. Give the date or 
approximate date of each trip so we can place ratings in the proper survey. 

INSTRUCTIONS: Rate each train on each of the 11 categories (A-K) listed below: 

(A) Your overall impression of the train, taking everything into account; (B) Service 
from operating crew (conductor, etc.); (C) Dining or snack crew service; (D) Lounge 
crew service; (£) Food quality; (F) Car mechanical condition; {G) Car cleanliness 
and housekeeping; (H) Condition of track & roadbed; (1) Desirability of train's 
schedule; (J) Condition of stations: (K) Appropriateness of type of equipment used. 

Use the 9-point rating scale below. Do not use previous rating forms, as we have 
changed sone of the categories. Put ratings on separate sheet from other correspond= 

1~__ 2____3__ 4__ 5__§6_7____ 8—_ 9 
Extr rs * 
remely Average, Extremely 
poor acceptable good 

Sn en en ee ee ee es es ee 

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“COMMENTS: To add comments, copy circled number on separate 
sheet, write train name after it, followed by your comments. 
RAIL TRAVEL NEWS, Box 9007, Berkeley CA 94709