Posts Tagged ‘Amtrak late trains’

Empire Builder Subject to Delays in Montana

May 25, 2017

Amtrak’s Empire Builder will be subject to delays as long as two hours through June 16 due to BNSF track work being undertaken in Montana.

The work will take place on the route of the Chicago-Seattle/Portland train between Glasgow and Whitefish.

In a service advisory, Amtrak said westbound No. 7/27 may encounter delays of up to two hours at stations west of Glasgow. Eastbound No. 8/28 may encounter delays of up to two hours at stations east of Whitefish.

Amtrak noted that trains can make up time and passengers are encouraged to  check the status of their train before heading to the station.

Amtrak to Allow All to Get Late Alerts

May 23, 2017

Amtrak said this week that it will allow anyone to subscribe to automated email or text message notifications sent out when Amtrak trains are behind schedule at specific stations.

Until now, only passengers holding holding reservations or tickets could use this service.

In a news release, Amtrak said the messages will be sent out at no charge although data and message charges might be imposed by cellular carriers.

“This useful new tool allows anyone – whether you’re traveling on one of our trains, monitoring travel options or just picking up someone from a station – to stay informed,” Amtrak said in the news release.

The alerts will be of particular use to passengers who buy multi-ride tickets because they are not linked to specific train numbers.

Notifications will be provided for up to six trains and stations by either text or email and delivered on a single day, every day, or just certain days of the week.

The notifications schedule can be modified or deleted at any time by creating a subscription at Amtrak.com/delayalerts.

Operating Issues Plague Amtrak Trains

May 3, 2017

Amtrak long distance trains serving the Midwest have been hit with a long list of woes that have caused service disruptions, detours and cancellations.

The Texas Eagle was forced to detour in southern Missouri after a washout on its route via the Union Pacific’s Iron Mountain Subdivision prompted a detour on the former Cotton Belt route between St. Louis and Polar Bluff, Missouri.

Consequently Nos. 21 and 22 missed the scheduled stop at Arcadia Valley, Missouri, and ran late, arriving in Chicago 11 hours late on Sunday.

The Southwest Chief was delayed by a spring snowstorm between Dodge City, Kansas, and Lamar, Colorado, on Sunday that led to No. 3 being more than 15 hours late arriving in Los Angeles.

BNSF personnel provided grade crossing protecting during whiteout conditions.

A head-on collision of two Canadian National trains at Money, Mississippi, on Sunday caused the City of New Orleans to be terminated en route.

Passengers were taken from bus from Memphis to New Orleans on Sunday and Monday.

Northbound passengers rode a bus from Jackson, Mississippi, to Memphis on both days.

A BNSF derailment on Monday led to the Empire Builder being detoured in both directions. Nos. 7 and 8 were expected to detour on Tuesday over a Union Pacific route between Spokane, Washington, and Sandpoint, Idaho.

Losing a Locomotive Along the Way

September 18, 2016

amtrak-blog-4

This is not a photograph that I would have been able to get under ordinary circumstances.

The eastbound Capitol Limited in arriving in Pittsburgh in broad daylight. Had the train been on-time or even close to its schedule, it would have halted in Penn Station in the darkness and before I got there.

But something happened to No. 30 along the way and it arrived in Pittsburgh with just one locomotive. It is Feb. 19, 2005.

No. 30 departed Chicago the previous evening on time. I know because I was in Chicago Union Station waiting to board the Three Rivers to Pittsburgh.

In those days the Three Rivers was the last train of the day out of Chicago. I was riding the Three Rivers to Pittsburgh because it was slated to be discontinued in another month.

A friend and I had ridden to Chicago from Cleveland on the Lake Shore Limited and we would take Greyhound home.

But it would be awhile before the bus left so we had time to kill. I had noticed an unusually large number of passengers sitting in the Pittsburgh station. I no longer remember how we learned that No. 30 had yet to arrive.

But we found out and I was able to get this image of the Capitol Limited arriving.

It wasn’t funny to the passengers riding No. 30 on this day, but my friend and I were amused that we had departed Chicago hours after No. 30 left and arrived in Pittsburgh an hour or two before it got there.

If You Want to be Ontime Aboard Amtrak, Then You Need to Get on or Off at an Endpoint City

March 9, 2016

Only once have I lived in an Amtrak endpoint city. Otherwise, I’ve lived in places at or near an intermediate station.

I mention that because in my experience your best chance for an on-time arrival or departure is at an endpoint city.

For 20 years I rode Amtrak twice a year to visit my dad when he lived in downstate Illinois.

The westbound Capitol Limited or Lake Shore Limited typically arrived late into Cleveland, but on several occasions No. 29 or Nol 49 were on-time or even early arriving into Chicago Union Station, where both terminate.

My connecting train, the Illini, almost always departed Chicago on time, but more often than not arrived late at my destination of Mattoon, Illinois.

I’ve observed this phenomenon on other routes, too. In May 2014, I rode the Empire Builder from Chicago to Seattle.

On TransportationWe left Chicago 1 hour, 12 minutes late due to being held for a more than four-hour late arriving Lake Shore Limited.

During the 2,200-mile journey we were upwards of two hours late at times, but arrived into Seattle 15 minutes early.

How was that possible?

The short answer is what Amtrak euphemistically calls “recovery time.”

It is built into the schedule to enable a late Amtrak train to make up time before arriving at an endpoint city.

You often find recovery time by examining the running time between an endpoint city and the next station.

The running time of the Capitol Limited from South Bend, Indiana, to Chicago is 1 hour, 54 minutes. The running time from Chicago to South Bend is 1 hour, 29 minutes.

For the Lake Shore Limited, the running time from South Bend to Chicago is two minutes longer, but exactly the same from Chicago as the Capitol Limited.

The City of New Orleans has a running time of 49 minutes from Chicago to Homewood, Illinois, a distance of 24 miles. Yet its inbound counterpart “needs” 1 hour, 16 minutes to travel the same distance.

As this is written, Amtrak and its host railroads are sparring in a rule-making proceeding by the Surface Transportation Board over on-time standards.

A 1973 federal law gives preference to passenger trains over freight trains and Amtrak is arguing for an absolute interpretation of that standard. The Association of American Railroads sees it differently.

The STB is not going to get involved in every instance in which an Amtrak train is late.

Rather, the issue is a repeated pattern of a host railroad favoring freight trains over passenger trains and/or the host railroad’s repeated failure to dispatch Amtrak trains in a manner that results in on-time performance.

Amtrak argues that when a train arrives or departs at intermediate stations should be taken into account when considering if a host railroad has engaged in a pattern of preferring its freight trains over passenger trains.

The ARR counters that Amtrak schedules are unrealistic given the operating and physical characteristics of today’s railroads.

Both parties want to have it both ways. It’s a bit cheeky for Amtrak to talk about on-time performance at intermediate stations when its own schedules are skewed in favor of endpoint cities.

When Amtrak and the State of Illinois were negotiating a contract a few years ago for the state to fund certain corridor trains, Amtrak refused to agree to an on-time standard for intermediate cities, insisting that only arrival and departure times from originating cities and terminus cities be included in the standard.

In short, if the Illini is late arriving in Mattoon, tough luck. Illinois only can reduce its payments to Amtrak if the Illini is late arriving in Carbondale or Chicago.

The AAR brief might have you believe that Amtrak imposes its schedules upon its host railroads.

The same brief mentions that individual railroads have negotiated agreements with Amtrak pertaining to on-time performance.

I find it hard to believe that any host railroad that has an “incentive” contract for Amtrak on-time performance would not have a major say in Amtrak schedules over its line.

Recovery time exists in part to benefit the host railroad so that it has a better chance of earning incentive payments.

The STB proceeding is about rules that may or may not have mean much in the daily performance of any given train on any given day.

Like any legal rules, the on-time standards the STB is considering would only come into play if Amtrak initiates a proceeding against a host railroad as it has done with Canadian National over its handling of Amtrak trains between Chicago and Carbondale.

Obviously, each party wants the rules slanted in favor of its own interests and positions of strength.

Amtrak hopes that if the rules favor it that will encourage host railroads to give Amtrak the benefit of the doubt more often than not when passenger trains and freight trains are in conflict.

From a passenger perspective, Amtrak’s position has appeal. The eastbound Capitol Limited is scheduled to arrive in Cleveland at 1:45 a.m. If it arrives at 2:15 a.m., it is a half-hour late as far as passengers getting off are concerned. It doesn’t matter that it arrived in Washington on time.

The interests of passengers might seem to be central to the STB proceedings but that isn’t necessarily the case.

Amtrak has already decided that although all passengers have an interest in arriving and departing on time, the interests of some passengers outweigh those of others.

That is why it is advantageous to get on at an originating city and get off at the end of the line. You’re more likely to leave and arrive when the schedules says that you will.

Capitol and Lake Shore Performance Improving

October 17, 2014

It may not be worth stopping the presses to report, but all four Amtrak trains serving Northeast Ohio arrived in Cleveland today (Friday, Oct. 17), before 6 a.m.

The eastbound Lake Shore Limited was a mere nine minutes late, even making up four minutes of time after leaving Elyria.

Alas, the eastbound Capitol Limited was the spoiler, having halted in Cleveland nearly 3.5 hours late at 5:44 a.m.

As for the westbound trains, No. 29 arrived at 3:31 a.m. (39 minutes late) and No. 49 arrived right behind it at 3:44 a.m. (7 minutes late).

How will those trains fare getting into Chicago? It is tough to say as the performance of Nos. 29 and 49 has been all over the map for the past few days.

On Thursday, No. 29 was 39 minutes late at Cleveland, but nearly two hours late arriving into Chicago. The Capitol got there at 10:37 a.m., whereas the scheduled arrival time is 8:45 a.m.

The Capitol Limited was just over an hour late into Cleveland on Wednesday and 1:34 late into Chicago. On Tuesday, it was 59 minutes late at Cleveland, but 3:35 late into Chicago.

No. 49 has followed a similar pattern. On Thursday, it was nearly 3 hours late at Cleveland and 4:11 late into Chicago. The scheduled arrival time in the Windy City for the Lake Shore Limited is 9:45 a.m.

On Wednesday, the Lake Shore Limited was 48 minutes late at Cleveland and 56 minutes late into Chicago. On Tuesday No. 49 was 44 minutes late into Cleveland, but 4:15 late into Chicago.

The eastbound Capitol Limited had its best day on Wednesday when it arrived in Cleveland 56 minutes late. The scheduled arrival time is 1:45 a.m.

No. 30 was 2:17 late on Thursday and nearly three hours late on Tuesday.

The eastbound Lake Shore Limited was 1:55 late on Thursday, 3:06 late on Wednesday and 6:37 late on Tuesday.

Neither Amtrak nor its passengers can be pleased with these performances although there is a glimmer of hope that things are looking up and the excessive late running that has plagued these trains over the past two months may become more of an abnormality rather than the rule.

Amtrak Woes Depicted in Photographs

October 13, 2014
The Lake Shore Limited has just crossed Brookside Drive in Olmsted Falls on Sunday. It won't go much further as traffic is ahead of it.

The Lake Shore Limited has just crossed Brookside Drive in Olmsted Falls on Sunday. It won’t go much further as traffic is ahead of it.

Amtrak’s problems with tardiness between Chicago and Cleveland on the Norfolk Southern Chicago Line have been written about widely on this blog.

After taking this image on Sunday of a 5-hour late eastbound Lake Shore Limited at Olmsted Falls, it occurred to me that much of what hinders Amtrak can be seen here. But you need to know where to look.

Let’s start with the buckets in the foreground. More than a week ago new ties were laid aside Track No. 2 in preparation for track work.

On this day the work gang was west of here with a crew working at the Mapleway Drive grade crossing, which is a few blocks behind me.

Trains had to contact the foreman to get permission to pass the stop board. Look in front of the nose of the train. The intermediate signals at MP 195 display a stop indication for Track No. 2.

Look further and you’ll see why. An eastbound intermodal train is in the block ahead of the Amtrak.

Look at little to the left and you’ll see what appears to be a crude oil train parked in the Berea siding. Less than three minutes before I made this image an auto rack train went west on Track No. 1 and other trains were backed up behind it headed west.

No. 48 left Chicago on Saturday more than 3 hours late. Note the battered rear of the baggage car. This car is a Union Pacific coach built in 1960 that Amtrak converted to a baggage car.

Who knows how many miles it has racked up and the places it has seen. It could probably continue to roll on but Amtrak’s new Viewliner II baggage cars can’t get here fast enough to give it a respite.

No. 48 arrived into Cleveland at 11:19 a.m., 5 hours and 37 minutes late. It would reach New York Penn Station at 11:45 p.m., 5 hours and 20 minutes late.

When I posted this at 8:15 a.m. EDT today, No. 48 was running 3 hours late.

The rear of the westbound auto rack train passes the head end of No. 48. New ties line the shoulder of Track No. 2. Interestingly, there are no new ties (yet) along the shoulder of Track No. 1.

The rear of the westbound auto rack train passes the head end of No. 48. New ties line the shoulder of Track No. 2. Interestingly, there are no new ties (yet) along the shoulder of Track No. 1.

P42 No. 111 leads Amtrak No. 48 on Sunday. Can we call this an Amtrak bar code unit?

P42 No. 111 leads Amtrak No. 48 on Sunday. Can we call this an Amtrak bar code unit?

Olmsted03

A bit of fall colors enlivens the scene.

 

Capitol, Lake Shore Resume Going to Chicago

October 12, 2014

Amtrak’s Capitol Limited and Lake Shore Limited resumed operating to Chicago on Saturday after nearly a week of terminating and originating at Toledo.

The first westbound Capitol Limited to Chicago was greeted with a seven-hour delay between Alliance and Cleveland and finally limped into Chicago Union Station at 7:46 p.m., 11 hours late.

Before now, that would have resulted in the outbound No. 30 being significantly delayed, but Amtrak said it would put together another equipment set for the Capitol.

It apparently did that because No. 30 left on Saturday a mere mine minutes behind schedule.

However, the good fortune would not last. No. 30 departed Sunday morning from Cleveland 4 hours and 5 minutes late.

The westbound Lake Shore Limited fared better, although it was still very late. It departed Cleveland on Saturday 2 hours, 11 minutes late. It halted in Chicago at 3:14 p.m., 5.5 hours late.

No. 48 departed Chicago more than three hours late on account of the crew needing to rest.

Severe Tardiness Hurting Nos. 29/30, 48/49

September 3, 2014
Amtrak's eastbound Lake Shore Limited is sandwiched between an eastbound NS stack train and a parked grain train in Olmsted Falls, Ohio, on Saturday, Aug. 30. Severe congestion on NS caused No. 48 to arrive in Cleveland more than six hours late.

Amtrak’s eastbound Lake Shore Limited is sandwiched between an eastbound NS stack train and a parked grain train in Olmsted Falls, Ohio, on Saturday, Aug. 30. Severe congestion on NS caused No. 48 to arrive in Cleveland more than six hours late.

One of the realities of being a railroad photographer in Northeast Ohio is that there is little opportunity to make images of Amtrak trains because all of them are scheduled to pass through that region during nighttime hours.

During the long days of summer, it is possible to photograph the eastbound Lake Shore Limited in early morning light, but forget about it with Nos. 29, 30 and 49, which are scheduled into Cleveland, respectively at 2:53 a.m., 1:45 a.m. and 3:27 a.m.

But of late, Amtrak has given photographers amply opportunity to get daylight photographs. The eastbound Lake Shore Limited and Capitol Limited, in particular have often been mid to late morning trains through Cleveland.

A study of Amtrak’s performance for the last two weeks of August found that just once did any of the four Amtrak trains serving Northeast Ohio arrived on time.

Timekeeping has been particularly bad for the eastbound trains. Here is a summary of how the region’s Amtrak trains have been doing.

No. 29 (WB Capitol Limited)

If you’re boarding at Cleveland, your train has arrived reasonably on time during the past two week. The best day for No. 29 was on Aug. 22 when it departed Cleveland on time. But then it ran into congestion on Norfolk Southern and arrived in Chicago 3 hours, seven minutes late.

No. 29 departed Cleveland an hour of less late eight times in the past two weeks. The latest that it departed Cleveland was on Aug. 28 when it left 4 hours, 14 minutes late. On other days, it was a little over an hour late.

But getting to Chicago is another matter. If you were aboard No. 29 on Aug. 24, you probably felt you would get to the Windy City in good time. After all, the schedule padding alone would make up for the 16-minute tardiness out of Cleveland. But No. 29 halted at the Chicago Union Station bumper posts 5 hours, 48 minutes behind schedule. Just three times in the past two weeks has No. 29 arrived in Chicago less than an hour late and much of the time it was between two and three hours late.

No. 30 (EB Capitol Limited)

The best that No. 30 did into Cleveland was 1.5 hours late on three occasions. On four days No. 30 departed Cleveland more than four hours late.

Generally, No. 30 has not lost a significant amount of time east of Cleveland en route to Washington, D.C. One exception occurred on Aug. 28 when No. 30 departed Cleveland nearly 7 hours late, was nearly 10 hours late departing Pittsburgh and was 12 hours, 22 minutes late when it halted in Washington at 1:32 a.m.

No. 48 (EB Lake Shore Limited)

This train often departs Chicago late because it waits for connecting passengers from super late inbound western trains, mostly notably the Empire Builder. No. 8 from Seattle/Portland has been running hours late for much of the year despite efforts by Amtrak to improve things by moving up the departure times from the West Coast.

On just one occasion during the past two weeks, has No. 48 made up time before reaching New York’s Penn Station. That was on Aug. 23 when No. 48 left Cleveland 6 hours, 28 minutes late and rolled to a stop in New York a mere 5.5 hours late.

No. 48’s best day in Cleveland was on Aug. 22 when it was just 44 minutes late departing. But the next day No. 48 was 6.5 hours late leaving Cleveland and things have not substantially improved since then.

During the study period, No. 48 got away from Cleveland at least an hour behind schedule on every day but Aug. 22. On six days, the tardiness ranged from 4 to 6.5 hours.

No. 49 (WB Lake Shore Limited)

Passengers leaving Cleveland on No. 49 had to feel reasonably good about their prospects for making their connections to the western fleet out of Chicago.

During the study period, No. 49 left Cleveland less than a hour late five times. On four other occasions it departed Cleveland less than two hours late.

But No. 49 more often than not lost a substantial amount of time before reaching Chicago.

Twice, No. 49 left Cleveland a half-hour late, give or take a couple of minutes. That’s not bad, relatively speaking.

But more often than not, what happened to No. 49 after it left Cleveland has not been good.

No. 49 has routinely arrived in Chicago over the past couple of weeks anywhere from two hours to five hours late.

On Aug. 22, No. 49 left Cleveland nearly five hours late, which turned into 8 hours, 49 minutes down into Chicago.

The best that No. 49 did was 54 minutes late into Chicago on Aug. 27 on a day when it left Cleveland 32 minutes behind schedule.

Some of the congestion on NS has been caused by single-tracking prompted by track work. Presumably, this work will end for the season this fall and operating conditions will improve. But media accounts indicate that NS, like other Class 1 railroads, has enjoyed a rise in traffic, which means more trains competing for track space.

The railroad is seeking to hire additional operating workers in the Chicago area and has sought to increase its motive power fleet.

The opening next year of the expansion of the Bellevue Yard is also expected to take some pressure off the Chicago Line.

It may be of little consolation to all of those severely delayed Amtrak passengers this summer, but perhaps better operating conditions are on the way.

The stack train to the right of Amtrak No. 48 would cross over from Track No. 2 to Track No. 1 at Berea, Ohio, further delaying No. 48.

The stack train to the right of Amtrak No. 48 would cross over from Track No. 2 to Track No. 1 at Berea, Ohio, further delaying No. 48.

A 7-hour late eastbound Capitol Limited traverses territory that is usually travels during the darkness hours. It is shown at Brady Lake, Ohio, between Cleveland and Pittsburgh.

A 7-hour late eastbound Capitol Limited traverses territory that is usually travels during the darkness hours. It is shown at Brady Lake, Ohio, between Cleveland and Pittsburgh.

Another view of the eastbound Capitol Limited at Brady Lake, Ohio, on Aug. 29. The train was running 7 hours late.

Another view of the eastbound Capitol Limited at Brady Lake, Ohio, on Aug. 29. The train was running 7 hours late.

Ultra Late 49 and About to Get Later

July 21, 2014
The westbound Lake Shore Limited is more than 10 hours late as it saunters through Olmsted Falls, Ohio, on Sunday, July 20.

The westbound Lake Shore Limited is more than 10 hours late as it saunters through Olmsted Falls, Ohio, on Sunday, July 20.

Amtrak’s westbound Lake Shore Limited left New York Penn Station six hours late after a Saturday afternoon rock slide near Peerskill, N.Y., blocked the tracks. Not only was Amtrak affected, but so were Metro North commuter trains.

Hmmmmm. If this keeps up, No. 49 will be through Cleveland in late morning or early afternoon. No. 49 is scheduled to arrive into Cleveland at 3:27 a.m. and although it is frequently late, it seldom is late enough to be seen in daylight.

I kept an eye on No. 49 and decided to capture it at Olmsted Falls. Amtrak Julie predicted a 1:44 p.m. arrival before I left my house just after 11 a.m.

At some point, the Amtrak website put No. 49 into “service disruption” mode and the last report was departing Buffalo Depew station at 10:44 a.m., 10 hours and 45 minutes late.

I would later learn that No. 49 had arrived in Cleveland at 2:06 p.m., 10 hours and 33 minutes late.

With Julie of no help, I had to rely on radio reports on the NS road channel. The NS dispatchers had their hands full, particularly the Toledo East dispatcher who had to contend with 18 miles of single track west of CP 216 near Vermilion.

At one point, trains 21Z, 21G, 27J, 15N and 417 were backed up waiting for track as a small fleet of eastbounds was allowed to move on the single track.

On the Cleveland Terminal side, westbound 19A tripped the detector southeast of Cleveland. Trains 65R and 65K were re-crewed in the Cleveland area and from the sound of things on the radio more westbounds were coming.

The first report I heard of No. 49 was about 2:10 p.m. when the Cleveland Terminal dispatcher reported that Amtrak had just left the station. Shortly thereafter, the terminal dispatcher called Amtrak 49.

“Hey, do you guys have any passengers on that train?”

“Oh yeah, we’re packed.”

Presumably, the dispatcher took this information into account in deciding what trains to move and when. His immediate interest was the 65K, which had re-crewed at CP Max and was ready to leave. At first the dispatcher told the 65K that it would follow Amtrak out of CP Max.

Then the 65K was told to take ’em down to Eastland Road. Ultimately, the 65K was told to watch for signal indication at CP 194. No sooner had that information been conveyed but the Toledo East dispatcher came on to tell the 65K not to go past Lewis Road (MP 195) until instructed to do so.

Amtrak typically leaves the Cleveland station on Track No. 1 but must cross over to Track No. 2 to work the platform at Elyria. I am not sure if No. 49 crossed over at CP Max or at Berea. Whatever the case, the engineer called a clear signal for Track No. 2 at 195.

Shortly after Amtrak had passed Olmsted Falls at 2:35 p.m., I heard the Toledo East dispatcher tell the foreman at the single tracking site that five eastbounds would the next movements.

The dispatcher told Amtrak that it would go two to one at CP 210, I think it was, and would pull in behind a freight at CP 216. If I understood this correctly, it meant that No. 49 would be waiting for the five eastbounds plus the westbound in front of him to get out of the way.

I would find out later that I had heard correctly. A friend reported that No. 49 went through Vermilion at 5 p.m. it had taken an hour and a half for No. 49 to travel about 20 miles.

Here is what my friend reported:

“It [No. 49] ended up sitting for six eastbounds and the 15N went ahead of it through the single lining. We never did see the 417; it was the low man on the pole and then some. They ran the 65R oil train around it, as well.

“The 65K was still being held as were the 145, 11V and at least two others. The 18N was coming out of Bellevue and wondering why he was going into the siding at Avery with the trains it was meeting no where in sight. ‘No where for you to go once you get to Vermillon,’ came the explanation from the dispatcher.

“The dispatcher shifted the traffic direction to eastbound for the 20E, just as we were leaving about 6:15 p.m.

“There were some good chuckles from listening to the radio conversations. The 65R and the foreman were having a tough time hearing each other, but everyone else on the railroad could hear both of them just fine.”

An online report indicated that No. 49 terminated at Toledo and the passengers were taken by bus to Chicago. Passengers for No. 48 on Sunday night were to travel by bus to Toledo.

At about 6 a.m. on Monday morning, the Amtrak universe in Northeast Ohio had returned to normal. No. 48 was doing 79 mph east of Sandusky and appeared to be operating about an hour late on the Track a Train feature. The status mechanism said information on arrival and departure times at Cleveland were unavailable due to a service disruption.

As for No. 49 today, it was running an hour and 16 minutes late. I’m sure some passengers grumbled about that. If they only knew what they missed had they been scheduled to board their train a day earlier.

Late4902

Three generations of Amtrak rolling stock can be seen in this view. There are Amfleet II coaches, a heritage fleet dining car and two Viewliner sleepers.

Three generations of Amtrak rolling stock can be seen in this view. There are Amfleet II coaches, a heritage fleet dining car and two Viewliner sleepers.

Two passengers wave from the back of private car Mount Vernon.

Two passengers wave from the back of private car Mount Vernon.