Tag Archives: trains

Talking Transportation: Memoirs of a Metro-North Conductor

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Jim Cameron

Being a train conductor seems like a simple, boring job: collecting tickets, opening and closing doors, reminding people to keep their feet off the seats. Yawn.

But there’s a lighter side to the job, as I wrote a few years ago, based on former conductor Michael Shaw’s great book, “My Rail Life,” after he retired from a 36-year career on the New Haven line. He clearly loved his job. And he swears these stories are true.

He once told passengers on a standing-room only train: “OK, folks. We are half way to Grand Central. It’s time for everyone who’s been seated to get up and give their seats to folks who’ve been standing.”

Asked by a passenger boarding at Grand Central, “What times does this train arrive in Stamford?” he answered candidly, “Usually about 20 minutes after the schedule says.”

On another train he announced: “Folks, I have good news and bad news. The good news is that Metro-North fixed the air conditioning you complained about not having all summer long. The bad news it’s now winter.”

Honest to a fault, he turned in everything left by passengers on his train to the Metro-North Lost and Found … even an envelope containing $400 in cash. (The lost money wasn’t claimed so he got it back.) On several occasions, he’d find a lost briefcase or cell-phone and personally return it to the owner’s home the same day.

He also loved razzing his fellow railroad workers, once announcing, “If you have any railroad questions or would like to take your picture with a real railroad engineer, come to the front of the train and say hello to Jerry, who loves chatting with people.” The engineer’s name was not Jerry and the real man at the controls really didn’t like people.

Approaching Bridgeport, Shaw announced the connection for the Waterbury train, adding “Be sure to ask your Waterbury conductor for one of the free 100 Years Commemorative pins.” There were no such pins.

On Friday late night trains, Shaw would bet with his fellow conductors watching drunk passengers boarding at Grand Central, guessing who would be first to throw up. Shaw immediately chose a 95-pound blonde he saw staggering to the nearest car with her equally inebriated boyfriend. Even before leaving the station his co-worker came and gave him his winnings.

Shaw always went out of his way to keep passengers informed about delays. In the horrendous winter of 2014 when the railroad almost ground to a halt, he printed a one-page apology for the previous day’s delays and did his own seat-drop of 500 copies before the train left New Haven. His regular passengers were so grateful for his candor, they gave him a standing ovation as he entered each car to collect tickets. His railroad bosses were not amused.

Approaching an obviously “senior” citizen to collect his fare, the old timer asked if Shaw needed his ID to prove his age. Saying that wouldn’t be necessary, the old timer asked, “Are you saying I look too old?” “No,” said Shaw. “You look honest.”

On another occasion he approached an elderly, grey-haired woman, who wanted to buy a senior-discount ticket. “Are you over 65?,” he asked in a teasing voice. “Actually, I’m 82” she said. “Well, you look marvelous!,” said Shaw, asking “What’s your secret?” Without a smile or batting an eyelash, she said “Rough sex.”

If you need a good chuckle, you’ll love this book.

Editor’s Notes: i) Jim Cameron is the founder of the Commuter Action Group and advocates for Connecticut rail riders. He writes a weekly column called ‘Talking Transportation,’ which is published by a number of publications in the state.
ii) ”Talking Transportation” won first place in the general column/commentary category in the 2024 Connecticut Society of Professional Journalists Excellence in Journalism Contest.

Talking Transportation: Dangers of the Fall

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Jim Cameron

I love the fall. But I hate the leaves!

Sure, they look pretty as they change colors, but when those leaves are spent and fall to the ground, they present real problems for travelers.

Whether you rake your leaves yourself or have someone “blow” them for you, disposing of leaves is a hassle.

Growing up (many years ago) I remember we used to burn our leaves, heedless to the air pollution and health effects. A better alternative is to use a mulching-mower and just grind up the leaves on your lawn, providing much-needed nutrients to your soil. Or try composting them on your own property.

In most towns leaves must be bagged and left curbside for pick-up. In other towns, like Stamford, Middletown and Farmington, you can just rake the leaves into a pile at the curb, loose, and the town will vacuum them up … eventually.

Often however, the piles of leaves left curbside get rained on, creating a giant soggy mess, blocking parking and leading to slippery roads. At speeds of 40–45 mph, it can take up to three times longer to stop on wet leaves compared to dry pavement, with stopping distance increasing from about 80 feet to over 200–250 feet.

But the slippery, almost winter-like driving conditions caused by wet leaves also affect our trains. Their wheels also slip on wet leaves and the trains’ “brains” sense it and go into emergency braking. You’ll know this is happening when the trains suddenly “dump their air,” and brake quickly.

Usually it’s just a minute or so to reset the computer and you carry on. But as in a real emergency, braking and stopping distance are quickly diminished. Which is why railroads take a number of defensive steps to literally clear the tracks.

So bad was the leaf slime problem in years past that Metro-North would have 25% of its fleet out of service as the trains’ brakes locked the wheels to a stop, grinding flat spots on the wheels, requiring repairs.

This is especially a problem on the Danbury branch, a 397-foot uphill climb from Norwalk to “The Hat City.” Often, locomotive-pulled trains couldn’t get enough traction so that they had to skip stations like Cannondale just to keep momentum to climb uphill.

You see, on a diesel locomotive there are only eight traction wheels making contact with the rails. But on the electric M8 cars, every car is a locomotive, so contact with the wheels is spread across the entire train, increasing traction … another good reason to re-electrify the Danbury branch.

In years past the railroad used high-pressure water jets to blast the slippery leaf pectin from the rails. But now they have resorted to lasers. Metro-North’s Laser Train uses high-intensity lasers to remove this contaminated layer in a single pass at speeds up to 60 mph, allowing Metro-North to clean the entire network at least once a day. The train is a rare sight, usually operating overnight to clear the tracks in time for the morning rush hour.

Last year the Laser Train saw a 40% reduction in leaf-related “slip slide” events, leading to the lowest wheel-regrinding costs on record.

So enjoy the fall and the beauty of the foliage. But beware the dangers, whether driving or training, of “slip sliding away.”

Editor’s Notes: i) Jim Cameron is the founder of the Commuter Action Group and advocates for Connecticut rail riders. He writes a weekly column called ‘Talking Transportation,’ which is published by a number of publications in the state.
ii) ”Talking Transportation” won first place in the general column/commentary category in the most recent Connecticut Society of Professional Journalists Excellence in Journalism Contest.

Talking Transportation: Rules Vary for Bikes on Board

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Jim Cameron

Taking mass transit is great. But when you step off your train or bus, what do you do to get to your final destination? Increasingly, that means BYO wheels: a bike, e-bike or scooter.

The problem is the rules for bringing your “wheels” are much different depending on your carrier.

METRO-NORTH:

You can bring your non-electric-powered bike on the train anytime except rush-hour. Some cars include wall-mounted racks; check TrainTime for bike-friendly trains and car markings. If you have a folding bike that can stow in the overhead rack, you can bring it anytime.

But if your bike or scooter is powered, the rules are quite different.

First, you can’t ride your e-whatever at the station, on the platform or in the train. You can only bring your wheels on the train if it folds up, weighs less than 100 pounds and is your property, i.e. not a CitiBike, VEO etc.

You cannot charge your e-bike on the train. It must have UL-certified batteries and be stored in an area so it doesn’t block other passengers. Whatever the rules may be, the train conductor or railroad staffer always has the final say and can stop you and your bike from being on the train.

Remember… if your final destination is Grand Central Terminal there are any number of Citi Bike stations just outside on the street. At New Haven there are bike-shares available through Ride New Haven.

SHORE LINE EAST & HARTFORD LINE:

The e-bike rules here are quite similar. Unlike on Metro-North, regular (non-electric) bicycles are welcome anytime. On the Harford Line, CT Rail trains welcome bikes anytime for free. But Amtrak Hartford Line trains accept bikes only with a reservation and a charge of $20. All e-bikes with lithium-ion batteries are banned on all trains on the line.

At Hartford’s Union Station you can rent a scooter (but no bikes) through VEO. Bikes may be added in the future.

CT TRANSIT BUSES:

Connecticut’s buses were pioneers in allowing bikes … not on the bus, but on racks mounted on the front of the bus. The racks only hold two bikes, and it’s first-come, first-carried.

Only standard non-motorized bikes are allowed on racks; e-bikes, scooters, and motorized vehicles are not permitted, regardless of weight.

OTHER BUSES IN CONNECTICUT:

All GBTA (Greater Bridgeport) buses are equipped to carry your bicycle … two-bike maximum, first-come first-served. Norwalk Transit rules aren’t crystal clear. You might want to consult your carrier’s website or ask the driver before trying to transport your device.

PORT JEFFERSON FERRY:
The Port Jefferson Ferry allows bicycles and e-bikes onboard, but according to company policy, they are considered luggage and must be kept with the rider at all times. Cyclists are required to carry their bikes as well as any baggage up and down staircases to the passenger decks. If there’s room you can use the elevator.

Whatever your destination, always BYO (and wear) a helmet when operating on two wheels. And remember: E-bikes and scooters should use UL-certified batteries and never be charged aboard any vehicle or station.

Editor’s Notes: i) Jim Cameron is the founder of the Commuter Action Group and advocates for Connecticut rail riders. He writes a weekly column called ‘Talking Transportation,’ which is published by a number of publications in the state.
ii) ”Talking Transportation” recently won first place in the general column/commentary category in the Connecticut Society of Professional Journalists Excellence in Journalism Contest.

Talking Transportation: Jim Cameron Finally Boards the NextGen Acela

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Jim Cameron

I finally had a chance to ride the new NextGen Acela and I have to admit, I was wrong: This really is Amtrak’s train of the future.

But here are a few tips for making your next ride frictionless. These tips are mostly about riding Acela, but many hold true for slower Northeast Corridor trains.

WHAT’S A NEXTGEN ACELA? These are the new trains built by Alstom, previously known as Avelia Liberty. They hold 25% more passengers than the existing Acela trains and can, at least for 32 miles with fast, straight track in New Jersey, travel up to 160 mph compared to the old Acela’s 150 mph.

Just a few of the new trains are running so far but 26 are more on the way, replacing the older Acelas, which will be retired.

BOOK EARLY: We booked our Acela tickets about two weeks in advance and scored senior fares (10% discount) of “only” $204 one way from Stamford to Washington DC. Waiting at the station to board I heard the ticket agent startle a younger passenger seeking a ticket to DC by quoting her the same-day walk-up fare of $402 one way. A minute later the helpful agent said she could make the same trip a half-hour later (on the slower train) for half as much.

RESERVED SEATS: Seats on all Acelas are now reserved. But don’t trust the seating chart you’ll see online. When we boarded the train we found our seats faced backwards (not in the direction of travel) and had no window. But a helpful conductor found us better seats right on his phone. Consult a third-party seating chart to make sure you get the seats you want.

If you want the Quiet Car, be aware there’s only one car with 59 seats. Otherwise you’ll be enjoying the “finance bro” across the aisle making deals enroute by phone.

BOARDING ADVICE: The cars on the NextGen Acela are much shorter than the regular trains, so position yourself carefully on the platform to minimize walking once the train arrives. I noticed Amtrak staff at each station helping minimize “dwell time” for the train by getting passengers off and on as quickly as possible.

USE THE RED CAPS: If your train originates at your station, like our return from DC, get priority pre-boarding with the help of the Red Caps. Avoiding the throngs queueing to board is worth a tip, even with reserved seats.

HOW’S THE RIDE?: In a word, spectacular. All the Acelas run no faster than Metro-North in Connecticut, but south of NYC it’s a whole different railroad. True to its promise our train hit 159 mph on the straightaways in New Jersey and the ride overall was very smooth, unlike the 25-year-old Amfleet cars or the 50-year-old Amfleet cars on the slower trains.

SERVICE: Enroute the cabin cleaning staff came around to collect trash and Café Car items were available (credit cards only) from a cart moving between the cars. The Café Car itself looked great with self-serve windows displaying the food items. But there are no tables to sit down, just some counters where you can perch and munch.

The food offerings were “premium” and priced accordingly.

The on-board Wi-Fi was spectacular… truly 5G.

ON-TIME?: Like many Amtrak trains, even the super-Acela tends to run a few minutes late in Connecticut because of Metro-North traffic. We departed about ten minutes late from Stamford but, because the schedule is padded, were on time out of Penn Station NY and arrived early in Washington DC.

IS IT WORTH TRYING?: Yes, at least once. Amtrak has a lot riding on these new trainsets, so try one soon and you’ll see what the future will be like.

Editor’s Notes: i) Jim Cameron is the founder of the Commuter Action Group and advocates for Connecticut rail riders. He writes a weekly column called ‘Talking Transportation,’ which is published by a number of publications in the state.
ii) ”Talking Transportation” recently won first place in the general column/commentary category in the Connecticut Society of Professional Journalists Excellence in Journalism Contest.

Talking Transportation: Don’t Believe the Hype

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Jim Cameron

Don’t believe everything you read or see in the media. 

Sage advice on any topic, but especially when it comes to coverage of transportation.  A couple of recent stories illustrate my point.

Improved Cell Service on Metro-North

The Governor and Connecticut Department of Transportation (CDOT) Commissioner held a media event recently in Stamford to promote the fact that AT&T has improved its cell coverage along the New Haven line. That telco spent $6 million installing 30 high-powered macro towers and small cell nodes, some of them on CDOT land, in a public-private partnership. Many are specifically aimed at dead-spots in service on the trains.

This is good news…if you are an AT&T subscriber.  If you use Verizon or T-Mobile and find an area with no cell coverage on your commute, this won’t help you. The AT&T enhancements are for its customers only.

There is no word from the other companies on how they might be filling holes in their service. But… it’s a start.

However if you read the media coverage, you’d think every commuter’s cellphone coverage had been improved!  “Cellphone service to get upgrade on Metro-North rail line,” proclaimed the Hearst papers. “Wireless service upgrades coming to New Haven line for CT commuters,” said WSHU public radio.

Improved cell coverage is a crucial issue for commuters looking to be more productive during train-time. But attention-grabbing headlines such as these may lead to a perception of better service. The more you’re told “cell service is getting better” the more you’ll think it is.  Or so they hope.  

But… don’t believe the hype.

Faster Than Acela?

In April another media event, this time at Grand Central, celebrated faster train service from New Haven: three early morning (5 – 7 am) super-express trains, one of them cutting ten minutes off its old running time, making that single train “faster than Acela”.

Great news… if you’re a pre-dawn-commuter from New Haven. Again, kudos to Metro-North for much needed signal and infrastructure improvements. But has the average commute to Grand Central really improved?  Not really. The exception is not the rule.

With limited stops these super-express trains still average only 52 mph. Regular express trains get about 46 mph and locals run just 38 mph.  Remember: the M-8 cars on Metro-North are capable of 80 mph.

How Did the Media Portray These Improvements?

“New Metro-North schedule, with shorter trips on New Haven line, now in effect,” trumpeted the Hearst papers. “Metro-North Is Faster Than Acela,” promised Bloomberg (quoting MTA chairman and CEO Janno Lieber).

The “faster than Acela” claim is technically true…for one Metro-North train. Keep in mind that New Haven to Grand Central is 73 miles but to Penn Station (on Amtrak) is 75 miles. But not wanting to always sound like a grouch, I say good for Metro-North.

What worries me is the media coverage which over generalizes and lacks the caveats I’ve cited. Telling commuters repeatedly that their trains are running faster, when they are not, may be persuasive but it is not accurate.

So, take media coverage of transportation with a grain of salt.  The headlines don’t always tell the full story. And don’t believe the hype.

Editor’s Notes: i) This article has been updated to reflect a correction sent by the author regarding AT&T’s investment in new cell towers, which he had incorrectly stated as $60 million, rather than $6 million.
ii) Jim Cameron is the founder of the Commuter Action Group and advocates for Connecticut rail riders. He writes a weekly column called ‘Talking Transportation,’ which is published by a number of publications in the state.
iii)”Talking Transportation” recently won first place in the general column/commentary category in the Connecticut Society of Professional Journalists Excellence in Journalism Contest.