#metroliner

This a follow-up to yesterday’s glint-photos of Amtrak Keystone 656 passing through the curve Gap, Pa. As the train passed, I turned to frame it up with Gap’s famous clock. Amtrak 600 is the first in the series of Siemens ACS-64 electrics. Tracking the Light Posts Daily!

So I went to the grapevine vintage railroad which was fun and a it was nice seeing the F9s but can someone explain to me

WHAT ARE CONNECTICUT METOR LINERS DOING THERE JUST ROTTING??

The metroliner has to be the best one in my opinion, they're all great though!

I also like the Florida, East and Southwest Chief Posters

It was a retro 1970s moment at Christiana, Pennsylvania, when I made these coming and going views of Amtrak Keystone train 648. The Conrail caboose to the right of the train is former Erie Lackawanna that was painted in an usual variation of COnrail blue at Erie’s Meadville, Pennsyvlania shops in 1976. The cab car is one of the former PRR/Penn Central self-propelled Metroliner cars developed by…

Day 18: Budd Metroliner

Info from Wikipedia:

The Budd Metroliner was a class of American electric multiple unit (EMU) railcar designed for first-class, high-speed service between New York City and Washington, D.C. on the Northeast Corridor. They were designed for operation up to 150 mph (240 km/h): what would have been the first high speed rail service in the Western Hemisphere. Although 164 mph (264 km/h) was reached during test runs, track conditions and electrical issues limited top speeds to between 100 mph (160 km/h) and 120 mph (190 km/h) in revenue service. The single-ended units were designed to be arranged in two-car sets, which were in turn coupled into four to eight-car trains.

The Pennsylvania Railroad (PRR) ordered 61 Metroliner cars from the Budd Company in 1966 as part of a collaboration with the federal government to improve railroad service between New York, Philadelphia, and Washington. After difficulties testing the cars, PRR successor Penn Central began its eponymous Metroliner service on January 16, 1969. Amtrak took over the service in 1971. Despite high aspirations, the Metroliner cars proved to have poor reliability, with less than two-thirds of the fleet in service at many times. Four cars were successfully overhauled for improved operation in 1974, but the rebuilding cost more than the original purchase price of the cars. Thirty-three more cars were overhauled in 1979–1980. However, by this time, new AEM-7 locomotives pulling Amfleet cars could match Metroliner schedules with higher reliability. Metroliners were withdrawn from Metroliner service entirely in 1981; they served until 1988 on Keystone Service trains.

Despite their electrical flaws, the Metroliners proved mechanically sound. Amtrak ordered over 600 non-powered Amfleet cars, based on the Metroliner design and also manufactured by Budd, in the mid-1970s. Beginning in 1987, Amtrak converted 23 former Metroliners for use as cab control cars on corridor trains. Fourteen more cars were used with minimal modifications: six as cab cars and eight as trailer coaches. Most former Metroliners were scrapped between 2003 and 2011. However, some cab cars remain in use on Keystone Service and Shuttle trains. Three former Metroliners have also been converted to technology testing or track measurement cars, and one more is used by Amtrak as a special-purpose business car. One original Metroliner is preserved at the Railroad Museum of Pennsylvania.