Travel Reference
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ees; because of elaborate procedures required by union contracts,
those with unsatisfactory performance records were gradually
weeded out. Claytor knew, as the railroad barons of a century
before knew, that what passengers remember most is having a
good meal in the dining car. Little by little (when you're habitu-
ally underfunded, there's no other way), plastic was replaced by
china and stainless-steel utensils in Amtrak diners, and airline-
type food gave way to meals prepared onboard.
Claytor was a hands-on leader who took a personal interest
in every aspect of the Amtrak operation. Many an Amtrak pas-
senger who had written a letter of complaint about some lapse
in service was surprised to receive a personal letter from Claytor
himself, who assured them the matter would be addressed.
One day at a time, Amtrak was working through many of
its problems. Engineers and conductors, who had continued to
be employees of the freight railroads over whose tracks Amtrak
trains operated, became Amtrak employees. New contracts with
labor unions resulted in more productivity from onboard crews.
In addition to support for operating expenses, Congress provided
funds for new equipment. Bi-level Superliners were ordered in
1975 to replace traditional railcars on Amtrak's western runs; an
order for new locomotives followed in 1976. In the late 1980s,
Amtrak placed an order for a new generation of passenger car,
the Viewliner, which would enable the company to start get-
ting rid of the old single-level sleepers still operating on eastern
routes. In 1993, a new locomotive appeared; it was the first in
several decades specifically designed for passenger train service.
A new order for updated Superliners was placed.
In December 1993, Graham Claytor retired at the age of 81.
Sadly, he died in May of the following year, less than six months
after retiring. Graham Claytor left quite a legacy, however; it
is almost universally agreed that, without him, Amtrak would
probably not have survived.
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