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*BONUS ENTRIES* - Metro North C1 Test Run, 1992: in order to test the recently purchased C1 railcars on the Long Island Railroad's sister agency, two recently sold LIRR FL9s were on the ends of two brand new C1 coaches, as they were spotted testing on the Hudson Line in 1992, thus marking the only instance any bilevel equipment has ran into Grand Central, thanks to the C1's profile being the same of an FL9. Although the C1 (and later C3s that the LIRR wpuld puechase as a result) would never be purchased by Metro North, there were several unofficial discussions of MN being interested in purchasing bilevels over the years, but no official orders for bilevels exist as of now. - Metro North is the last railroad to use steam heated engines: While it was still in service, Metro North GP9 #750 was one of the last engines in the U.S. with an operating steam generator. Although, MN used the steam to clear the third rail of ice and snow, not to heat coaches, and the engine has since been retired and replaced by newer, HEP equipped diesels ever since the mid 2000s. - Grand Central Overhead Wires: In addition to the 3rd rail, many early electric engines utilized an early form of overhead wires that were built unto the roof of the station and the Park Avenue tunnels, as the system would switch back to 3rd rail once back above ground. Although these wires were last used well before the creation of Metro North, it's believed that the overhead wires still exist in a small tube above the tracks.

awesome! I was there too and glad you were able to see it!

wow this video has so many views…

Ten more years until the LIRR bicentennial. BTW, which upgrade should WeGo Sar do first? Purchasing Siemens chargers locomotives, switching the Nashville terminal to Union station, or double tracking up to at least Mt Juliet(Ideally all the way to Lebanon)?

Great Day thank you for the video

1 minute early

very nice you had a epic day while I was in phili

When did this happen and why didn’t they post this on their website

Shocked they didn't have 404 pull the train. Still, great footage and pics, mate.

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.

Was that our old pal, 404 on the siding?

Wait until Metro-North Railroad starts sending some New Haven Line trains to NY Penn Station, that's going to be a massive banger, OMG!!!

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 CZcams. 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.

Could you do a video on DMIR 404?

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.

23:32 - Linden*wold* not Linden*wood* .

I want a model that looks derailed

Nicely done with good research and images.

wipe off your phone lens a little, its gonna go a long way

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 🫶

saw this thing about a year ago in Sanford!

Паровоз 4-14-14-4

Андреев

b for burger king and d for deez nu-

Can you do OCW 97 and 114

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.

18:29

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.”

W vid😂

Hey I'm in that photo at 27:50 ! One of the guys in the back wearing tan cargo pants lol

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

13:38 *pause* "NOW THATS A NICE COMBO* hahaha

I only knew about those cars thanks to the Northeast Corridor Simulator game by Roblox.

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

its "lue-a-vule" is how you pronounce it, the way you say it the people in the region/city hate that pronunciation.

I pre ordered that n&w king coal set through trainworld. The price they have it for is too good to pass off that's all I'm getting from it.

I could be wrong but the southern pa’s look a little green, it may just be the lighting that makes them look black.

I can only imagine what CUP's video of this will be like

Why the J3A Hudson looks different it's because it's a LionMaster engine

GTW unit have error IT'S ACe not M-2 Because conducter side invertor box have 2 vent not 3 simple panel

He has spoken.

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).

6:02-I looked at that, and my first thought was "Boston Revere Beach and Lynn". And I was RIGHT!!!!!

Epic

Nice video but could hardly understand you cause you talked so fast .

This guy completely ignores the fact that Pennsylvania is called the Keystone state which is why the Amtrak Keystones are named like that.