The way we’ve segregated passenger and freight these days, it might be too big of a political gap to breech, not matter how much sense it made… There would be much hand wringing over whether or not the passenger subsidy was winding up in the pockets of the freight RRs.
What if we get rid of the passenger cars and just put the passengers in the containers, double stacked? Then they could go out on the platforms to enjoy fresh air and the view, just like an old observation car. When they get to the IM terminal the whole container is put on a truck and driven to the Amtrak terminal or loaded onto a different car if they are through passengers. It could be expanded to include an excting Maersk line cruise, all in the same container!
My understanding is that FRA and DOT only require shakles in boxcars that were built prior to 1994. Not being an engineer, it would seem that the 20 and 40 foot containers would have better crash-worthiness than the domestic 45s, 48s and 53s, plus the 20 footers could be made into first or business class accomadations with bags of rags and old army surplus blankets that can be used as day beds or convertable beds, while the 40 foot coach class would retain straw or more likely foam packing material. The addition of a Thermo-King refrigeration unit could be done for the southern routes in the summer. A dedicated container could be assigned for checked baggage also, to keep the cans from rolling around.
No, the shackling requirements, as well as the noise protection, power points for active information-retrieval equipment and Taser recharge, and distributed tracking-device infrastructure were changed in 1996. This was about the same time that the military transport-pod modifications were approved to allow these railcars to be converted in time of national need – a key component leading to increased Congressional willingness to let Amtrak fall by the wayside.
Crash-worthiness of the containers is incidental, as all of them are essentially escape-proof without special tools. Note that your point about 20 and 40 foot containers applies to structural strength and “cell” suitability (honest! look it up!) on modern container ships… admittedly for ‘steerage’ accommodations rather than the perhaps more exciting deck-with-a-view.
Cans are best accommodated via a press to collapse them, as they ‘package’ better in this form, and rattle and smell less.
Looking at the schedules, I have to agree with Don. It is 2 1/2 days by rail from Baltimore and DC to Atlanta, and you don’t even change railroads.
A question about the schedules. Do they show the real departure time and arrival time or just cut off and trailer available at the other end times? Still wouldn’t change my answer. 2 days is too long for a passenger train to get from here to there.
I think they’re cut-off to availabilty, which are generally an hour or two from train arrival/departure.
skedz.com lists CSX has having real time departures
Your problem is also with speed limits. For most areas anyways, the difference between passenger speeds and even intermodal speeds can be too slow for any effective passenger schedule.
“Mr and Mrs Berg of Teaneck New Jersey, your grand prize, behind Door Number 3. You’ll be taken to the intermodal yards and escorted through the passenger boarding facility to your deluxe closet on a train. Your sleeping car will be tacked on behind Symbol Freight NJC-57 for a fun ride to the outskirts of Chicago. We have a deluxe basket of fruit and mineral water so you won’t want for anything on your 30 hour jorney. (please don’t share it with the deadheads.”
Ah…There’s something about a train that’s magic.
Mitch
Your gonna give 'em blankets?
Man, your going spoil them, big time…
Ed[:-^]
I dread the day when someone suggests “Lets have a frivolous discussion…”
Jay
Okay here…Intermodal Yards and Satilite Stations outside of major citys have worked before…
Lorton VA for the Autotrain and Richmond VA on the RF&P line. By having intermodal terminal as starting points there is room to load automoblies as well. By tacking on Passenger cars on The New York Central Mainline(CSXEXCONRAIL) behind Piggybacks service increases could be had on that line between Intermedary stops such as Syracuse,Rochester,Buffalo,Cleveland,Toledo,Ext. without train conflicts. Perhaps you can have the Lakeshore even tie up with a Intermodal train on its rear with engines and all and have distributed power.
I don’t think you are listening to my concerns.
It does not matter if the passenger cars are at the head or the rear of the stacks, there will not be HEP available. A HEP power car would need to accompany each passenger train set to assure power is always available.
Is Clevelandrocks really a railroader?
Richard