Hi there! Welcome to one of the greatest channels you have ever feasted your eyes on! (If it isn't, that's ok.) I am a railfanning boi who likes trains and other stuff including the Pennsylvania Railroad (as noted in my channel name), LIRR, Music, Memes, etc. Please like my videos and subscribe if you are interested and want to have a good time! :D
This excursion was yesterday, and the LIRR spread several ads about this excursion about a month in advance, usually with a LIRR steam engine in the poster. Further official info about this excursion can be found here: away.mta.info/deals/lirr-escorted-tour-190th-anniversary-tour-2024/
Thanks for coming out to see the events. I was there (aka the loudmouth lol). I was sitting and standing next to Hector, and Steve from LIST doing video and photo. Pretty much my photos are being used for LIST, and RMLI, but I will soon post some of mine including a video of the events.
nice! I filmed the line up to Boston last month from the rear window, still the best view out of any train (that normal passengers can ride anyway). I did a similar thing you did by riding the Crescent between Newark and Trenton when there used to be a loophole where you could spend $7 more than an NJT fare to ride in an Amfleet II on a long-distance train. they have since "fixed" it and you can't do the trip for $19 anymore.
In 1976 I operated the EMD 6C electric locomotive, numbered 1975. Pulling a mixed freight train of just under 100 freight cars, From Meadows Yard In South Kearney N.J. To Potomac Yard in Alexandria Virginia. The return trip back started in Potomac Yard in Alexandria Virginia to Meadows Yard in South Kearney N.J. This freight train was TV-24 a TTX Truck Train. Pulling the mixed freight train with the EMD 6C. This Electronic Locomotive alone struggled to pull the just under 100 freight cars. But did manage to get the mixed freight train to 50 mph. Its maximum authorized speed. On the return trip I had the EMD 6C number 1975, came off the electric locomotive pit. And after the 3 diesel electric locomotives were uncoupled and in the clear. After of course I had the proper signals 15:29 . The locomotive crossed over and coupled up to TV-24. Potomac yard was where the Catenary System started heading for the North East Corridor. At Union Tower interlocking was where the train was diverted number 1 mainline track on the total of 3 mainline tracks North East Corridor. Once the TV-24 was clear of Union interlocking. The EMD 6C easily got the TTX Truck Train to 60 mph the maximum speed for Truck Trains. The TV 23 and TV -24 were scheduled freight trains. That was included in the passenger train schedule. During this time the EMD 6C number 1975 was still in its testing phase. I never got the opportunity to operate the EMD 10B Number 1976. There was an experimental General Electric locomotive. That was a dual mode locomotive. It was electric and had a diesel engine for a diesel electric locomotive. I only saw it once, and never made it past the testing phase,it turned out to be a massive failure. I’ve some photos of this locomotive. Somewhere around my home or storage shed. That is mixed in somewhere with all my photographs. If I ever come across these photos. I’ll post them on RU-vid. I do remember I wrote what information I could get about this dual mode locomotive and wrote the information on the back of the photos. This dual mode GE locomotive was being tested on the catenary at Wilmington Shops. From the little information I could get. GE was so embarrassed that nothing was ever really written about it. This locomotive was black with no numbers on it and a torn tarp was covering it. It was supposedly going to compete with the EMD 6C but with the addition of a diesel engine. There wouldn’t have to be locomotive swaps. Until tr train entered another railroad. It’s main purpose was for trains where the catenary system ended.
Thank you so much for sharing, and I never knew about that experimental dual mode GE engine (if I find more info on it, I could make a video about that engine specifically). You also raise an interesting point about the 1975 not pulling many cars but sustaining high speeds, as many freight trains that use electric engines overseas usually have similar characteristics: short trains at high speeds, so it could have to do with the overall design of electric engines, which is also why you'll occasionally see amtrak electrics having to double head 8 car trains nowadays, even though they have a top horsepower of 8,800hp (one of the highest of any engine ever built in the U.S.)
My immediate family has been working on the railroad since my Great, Great Grandfather that was a locomotive engineer on the Pennsylvania Railroad. One of his son’s,my Great Grandfather was also a locomotive engineer on the Pennsylvania Railroad. His other 3 S were Conductors on the Pennsylvania Railroad. The railroad family tree originates on my father’s mother’s side. My dad’s mother’s 3 brother’s were Conductors on the Pennsylvania Railroad . My dad’s father unfortunately was blinded in one eye when he was young.The Pennsylvania Railroad wouldn’t hire him because of this. My father and his sister’s husband were conductors on the Pennsylvania Railroad,Penn Central Railroad,Conrail Railroad my father also worked and retired from New Jersey Transit Rail Operations. My dad’s 2 brothers were train dispatchers on the Pennsylvania Railroad,Penn Central and Conrail. My brother is a retired Conductor that worked for Penn Central,Conrail and retired from NJTRO. I was a Locomotive Engineer that worked for Penn Central,Conrail, Amtrak and retired from NJTRO. My 2 sons are Locomotive Engineers on NJTRO and my eldest Grandson is a 7th generation Railroader. He just recently passed the Conductors training course and is now a licensed qualified Conductor on NJTRO. Nepotism was and still is common on railroads. I believe this is good practice for certain jobs on the railroad. Such as Locomotive Engineers and Conductors. I just turned 18 years old when I was hired as a Fireman/Assistant Locomotive Engineer. From day one on the railroad. All I heard was you will never be as good as your father. This made me strive to be at least as good as my father.
It's the Hell Gate Bridge, not the Hells Gate Bridge. I love the views from this bridge though where you can get some incredible views of New York City and it's cool to see it here as a "reverse cab ride" onboard Amtrak's Vermonter.
good shit man, its so cool learning more about nj transit and really hope gateway is everything it seems it will be, love from the morristown/gladstone line haha 🫶
I just came here from your video on E8's. Ewwwww, the stark difference in loco design couldn't be more different ! All modern locos in every country of the world look like they were designed by a committee of hummus eating hipsters ! The locos are all bland and lacking in character.
The E's in their black Penn Central liveries, covered in rust and filth, were like the rail equivalent of Spielberg's 'Duel' truck ! Terrifying and beautiful !
this makes me so angry. like guys you had the catanary, but these companies dont care about long term profit modern electric locomotives are incredibly efficient, insanely releiable, quiet and make more powe than the Diesels. we habe 8700hp locomotives.
I rode on the Keystones on the NEC between Washington DC and Philadelphia in the late 60s. The ride quality gave new meaning to the term “rock and roll.”
Nice to see you made a cameo in that video! There were a bunch of railfanners at Hoboken that day, as by the time I went I also saw a few folks from Long Island and even Thunderbolt.
The CNW Falcon service, I believe was their intermodal trains. The high end high speed trains...and yup a quick google search confirms my memory, they had paired 18 wheeler trailers painted to match the service for their customers. Fun fact only 2 engines in all of CNW got the falcon scheme, and Lionel is representing both here
33:00 I’m pretty sure they painted that one specifically in Brunswick green I could be wrong but I know they painted at least one 33:28 Santa Fe had a few Y6’s
Quick clarification regarding the EMU derivatives: In 1958, the PRR ordered six new EMUs based on the Pioneer III design, which were thus named Pioneer III. They were incompatible with older rolling stock due to their innovative rectifier controls. These were the last new passenger equipment acquired solely by the PRR using its own funds. In the early 1960s, the city of Philadelphia financed the acquisition of a new set of EMUs of a derivative design for both the PRR and the Reading (as well as the last-ever order of RDCs for the Reading's remaining unelectrified services). These were initially referred to simply as "Silverliners". However, the original six EMUs were subsequently retroactively dubbed "Silverliner I" with the newer cars classified as "Silverliner II". The two classes can be relatively easily distinguished by looking at the side doors. Silverliner II doors do not extend into the roof at all. These two types of cars were not compatible-the Pioneer III/Silverliner I used conventional knuckle couplers and MU hoses while the publicly financed "Silverliner II" featured new automatic couplers that integrated air brakes and MU connections into the coupling mechanism. The older cars also had smaller motors, which meant that they accelerated slower, creating further complications in a possible mixed consist. This status as a small batch of inferior, incompatible, oddballs lead to their (comparatively) early retirement in the early 1990s. Philadelphia subsequently helped finance a THIRD batch of EMU, appropriately dubbed the Silverliner III. However, bidding led to this batch being contracted out to Saint Louis Car Co. instead of Budd. SLCC ran massively behind schedule, leading to this batch being referred to as "Lateliners". In order to avoid patent infringement, SLCC did not use a tubular body structure like the earlier batches. This can be seen in the photograph at 8:00-the second car back in the train has a more angular, boxier, appearance, with a distinctive seam between the car side and the roof. As the photograph demonstrates, the Silverliner III was compatible with the Silverliner II. Finally, in the mid 1970s, a fourth, significantly larger, batch of EMUs arrived to replace the bulk of the older PRR and Reading EMUs. The Silverliner IV was immediately distinguishable through the massive hump/"blister" on its roof for its dynamic braking system, as well as an obvious plug in the middle of the car intended for future replacement with central doors to speed up high-level boarding (but never used). It, too, was compatible with the prior two classes of Silverliner (but not the Pioneer III/Silverliner I). The three classes continued to operate together in service until the end of the 2000s, when the now-elderly Silverliner II and Silverliner III were finally retired. The Silverliner IV, however, continues in service (now approaching its 50th birthday!) at the time of writing, with no immediate, definite, plans for replacements in existence as of July 2024 ("wish-list" line-items in the long-term budget being the only evidence of said replacements existence).
The narrator (myself) is completely aware of the fact, as the Pennsy's logo is also a Keystone for this very reason. It's just a fact that was implied since the Keystone has a very strong presence in the Pennsylvania Railroad.
I like how only the Welsh have managed to successfully use Double Fairlie locos, while other countries are just confused by it. If the Ffestiniog can use them for 150+ years, then how hard can it be for others to? Also on the note of rough riding, if the US think a Fairlie is bad they haven't experienced a quarry Hunslet... I have (I'm a trainee fireman at the Bala Lake Railway) and they are bouncy but still useful little locos
Just one thing. The GG1s weren't HEP compatible. They only had steam boilers. Amtrak had to create HEP cars when they accepted the Amfleets in the 70s.
@@sadams12345678 But the video implies that they were, rendering the HEP car redundant: "as even though it wasn't needed due to the excessive power" Therefore, this is a valid correction to make.
