Diaspora's Greatest Hits 2

Siemens Cars: Brightline vs Amtrak & Via equipment vs State-Supported Venture Cars

https://www.trainorders.com/discussion/read.php?4,5396069,nodelay=1

When discussing Siemens equipment, please keep in mind, it is all not created equal! Sure, it may look the same on the surfaces that most people can see, but open up the equipment boxes or even look at some of the material used, and you can spot differences.

Brightline basically told Siemens “we want RailJet equipment” with customized interiors. Siemens built and maintains the Brightline equipment. If a train does not make pull out or fails in service, Siemens pay penalties.

Amtrak and VIA have Technical Support, Spare Supply Agreements with Siemens, which basically ensure there is a Siemens technician available to help Amtrak or VIA diagnose and repair the equipment. The agreement also gaurantees parts avalability and delivery to the failed equipment within a specified time. If for some reason, parts or technicians are not available, or can not resolve the issues in a predetermined amount of time, Siemens pays a penalty. For ACS64, Siemens has paid more penalties than cost of TSSSA contract in the first 5 years!

The State owned equipment was not able to leverage a TSSSA agreement from the start. This is because of the some of services the States already pay Amtrak for would be duplicated in the TSSSA costs. The States each have their own unique and kwirky accounting requirements, which has been a major nightmare to try and execute any sort of TSSSA.

 Explains a lot with the Venture Cars vs Brightline as in why the former in the Midwest keep having issues

More on Amtrak Connects US

The original map

The modified map with additions in California

 

Corridors of Interest Map

Shortly after writing this piece, I had the following thought:

Could Amtrak Connects US be a bane on any non-Amtrak, non-Brightline passenger service? What if there's some entity planning intercity service on the low and their plans are co-opted by the national operator's plan to the point that it adversely affects the other entity's plans? 

Based on the fourth overall slide, it seems that Jim Coston of Corridor Capital may have answered that question during a presentation in Ohio. 

Namely, the answer seems to confirm my suspicions because why does anyone need a three-decade long contract unless they're scared of someone else providing better service? 

It's also worth noting that Coston pointed out that Herzog's Transit America Services is currently only the third intercity operator in the nation with its CTrail Hartford Line service. Combine those two with the San Joaquin JPA threatening to transfer the San Joaquin trains to Herzog and it becomes clear that Amtrak management is actually playing defense rather than taking the initiative. 

The Hartford Line runs on Amtrak tracks--don't forget that loss really wore Amtrak management down during the '10s (then-Amtrak boss Joe Boardman was perplexed that Connecticut didn't automatically hand the Hartford Line contract to Amtrak). Meanwhile, losing one of California's three state-sponsored corridors would start a ripple effect that would not only see AIPRO operators providing expanded service but would also undermine Connects US mainly due to the fact that these five operators would have skin in the game at the highest level.

Random thoughts #15

1. This is what happens when you have the largest city in the nation without passenger train service for the last 26 years and a state DOT that has been passive at best towards intercity rail. Leaders in Arizona are letting a golden opportunity slip by their fingers.
2. Connects US is proof that Amtrak President Stephen Gardner is the anti-matrix theory guy.

3. As I said almost a decade ago, Amtrak doesn’t have a funding problem, it has a management problem, and nothing emphasizes this more than the various equipment and mechanical issues that passengers have experience over the past year and a half.

4. Also, the way management handled the long-distance trains throughout this entire pandemic is way beyond appalling.

5. The gist of Disney's about face last month is that the organization is acting like a petulant child because how dare Brightline serve Mickey Mouse's competitors when the Disney organization only wanted the operator to cater to them

The Brightline-Virgin alliance is over

So, the partnership between Virgin and Brightline is over as of July 29. It is worth noting that Sir Richard Branson's had a horrible year: Virgin Trains exited the UK at the end of last year after it was stripped of its route over pension issues, and more recently, Virgin Atlantic filed for Chapter 15 bankruptcy due to the fallout over COVID-19.

I don't know if this is about Fortress Investment Group wanting to distance itself from Virgin's troubles, a blowup between the two entities over the latter never investing in Brightline or something else, but this could be a blow to the New Passenger Paradigm.

Tackling the Headlines 99: Brightline Rebrands Itself

Earlier today, this happened seemingly out of nowhere. The Brightline-Virgin partnership is yet another surprise in an autumn of surprises. The others are as follows:

1. Brightline buying XpressWest 
2. Brightline setting the stage for future service by submitting a proposal for Orlando-Tampa extension 
3. Spanish operator RENFE being tapped by Texas Central to operate the Dallas-Houston Express HSR route 
4. A shortline railroad expressing interest in providing intercity service from northeastern Pennsylvania to New York City

The Return of Sir Richard
Almost eight years after when it looked like Rick Scott--and a rapidly changing environment--had driven Virgin Trains out of the U.S., Sir Richard Branson comes roaring back.

I was wondering just how a Virgin Trains USA would look like. Now, I know. Also, in addition to the West Coast pickup, Sir Branson could very well be providing service to the underserved Charlotte-Atlanta market and the completely unserved 3C market in Ohio sooner than anyone thinks.

The New Passenger Paradigm Strikes Again
There have been times over the last two years where I have wondered if outside forces would stymie Ray Chambers's vision of a new paradigm. As it turns out, things sometimes move slower than advocates for change like.

What the rebranding means for Virgin Trains USA: Branson will now lay claim to having a national company. 

What the rebranding means for the public: For Florida, it means that untapped markets and the previously thought to be dead HSR route will be served while also being a real estate and hospitality entity. 

For California, it will make it easier for passengers to travel between Los Angeles and Las Vegas--and directly, too. 

For the Southeast, a high speed alternative to the once-a-day Crescent route along an express route while travelers don't have to put all of their eggs the southeastern states' basket. Virginia and North Carolina have it together for the first portion of the Southeast Corridor lined up. However, the latter's partnership with South Carolina and Georgia is shakier and trying to get additional frequencies on the existing Norfolk Southern route--never mind the CSX route for Raleigh to Jacksonville service--is rife with politics.

For Ohio, a chance to start anew after nearly four decades of false promises and a chance to provide an essential service to a part of a state that has been ignored.

What the rebranding means for the passenger industry: Three European entities are now in position to rewrite the passenger rail experience in America. DB (Germany) is locked to run Express routes in California, RENFE is going to run Express service in Texas, and the UK's Virgin is providing higher speed rail service to multiple states. Those who fail to adapt will be left by the wayside.

Tackling the Headlines 91

Amtrak to MIC next winter
Take: So, it looks like the national carrier is going to make the move after all. Also, check the last comment in this post.

Brightline latest

• Launch dates
• Expansion beyond Orlando
• Regulations
• Response by All Aboard Florida

Take: Even with the nonsense going on in Tallahassee, AAF perseveres.

TX HSR
Take: This measure is exposing the legislature's true colors on rail in general.

L.A. Metro Orange Line

Take: It will finally revert back to its original use.

Edited on 5/17/17: So, there's yet another twist in the Amtrak-MIC saga. So, this now means that everything I said the day after Christmas once again stands. Oh well.

Tackling the Headlines 89

Caltrain grant blocked
Take: Despicable move by the state's Republican congressional delegation.


Latest Tri-Rail news
Take: Just get that contract situation straightened out, guys.


Brightline critics beginning to face the music
Take: Even though the bashers are trying shenanigans like attempted regulations, it's a foregone conclusion that trains will not only run but will also be extended northward and westward.

Tackling the Headlines 74

It's a tale of two proposed Miami passenger stations

The downtown location is about to begin construction while the airport hub continues to be delayed.

Take: All Aboard Florida will take much less time to complete its hub than the state of Florida will with its version. The miscommunication between "America's Railroad" and the Sunshine State and various money issues plays right into the hands of libertarians who want full-on privatization of passenger services.

New Cleveland intermodal center is on the way

This has been in the works for years but has been delayed due to cost.

Take: I'd like to wish city officials good luck since Union Terminal has only accepted electric trains throughout its history and hasn't had commuter service since 1977.

SNCF expresses interest in operating HSR in Texas

This bit of news is actually a reiteration of its plans over five years ago.

Take: If the French operator can actually launch this plan and keep the slimy lawyers at bay, then, this will provide Lone Star State passengers with alternative travel options and SNCF and Texas Central will provide their own type of matrix effect for high speed systems.

Minnesota getting serious about Zip Rail

There are some links in this story to get you going.

Take: I'll definitely be keeping an eye on this project as Gopher State officials are planning for the future--unlike some of their Midwestern neighbors.

Chinese proposing HSR in Canada?

The route would be between Toronto and Windsor.

Take: This is a long ways away--no matter who operates it--but another player has entered the game. Also, this route should be taken north along the Detroit River to link a potential Detroit-Chicago Express HSR route at a revamped Michigan Central Station so passenger can travel between T.O. and the Windy City either nonstop or with only one transfer in Motown.

Rail and the 2014 Midterms

Florida

Part 1

Only in the Sunshine State can up be down. Over the summer, Rachel Dovey and Fred Frailey talked about how backwards the rail picture was in the state--the Tea Party-backed incumbent governor Rick Scott backing the private All Aboard Florida against ex-governor Charlie Crist who clearly prefers the high speed project Scott scuttled.

Other actors in the AAF saga are Treasure Coast residents and politicians who have exhibited a nasty form of NIMBYism. It's like these people have never seen a train before. They chose to live near an area where a major railroad frequently runs trains so it's ridiculous for them to make all of those demands. I can't help but wonder if these residents are actually upset that after 14 years of unfulfilled promises Amtrak is still nowhere close to implementing East Coast service between Jacksonville and Miami. If Treasure Coast residents want someone to blame, they should be pointing the finger at the feds for not funding the route during stimulus mania. These alleged problems would have never come up if Amtrak were already running trains through the area.

Part 2

Now that Scott has been elected to a second term, All Aboard Florida should all but be in the clear to proceed so Treasure Coast residents need to get over themselves. It really is strange that the same governor who relied on a highly biased study to finish off an HSR project that operators like Virgin were ready to run could go down in history as the guy who restored Florida's status as a major passenger rail hub--albeit accidentally. 

As for Crist, it would have been next to impossible for him to have revived the Florida High Speed Rail route just due to the fact that he would've at best dealt with a House of Representatives who has zeroed out federal HSR funding ever since it flipped to the GOP four years ago. His adversarial stance towards AAF demonstrates the overall problem I have with most Democrats. The TC residents' resistance to private sector operators hurts passenger rail (a Metro Jacksonville moderator hit the nail on the head).

The biggest thing missing over the "which train project is better" debate is the fact that neither Crist nor Scott showed any interest in corridor service along existing routes. The way to have a robust system is to work with what you have. The infrastructure is in place so foresight and selecting operators committed to producing world class service are the only things needed.

Midwest

The only way passenger rail is going to advance in the Buckeye State is for communities and advocacy groups to continue taking the lead since John Kasich is guaranteed to leave Columbus in 2019. Given the recent fiasco in Indiana over the operation of the Hoosier State, I hope that All Aboard Ohio and other groups have enough foresight to talk to other operators about the Hoosier Extension and the Columbus-Chicago routes especially if Amtrak's a no-go.

Mark Dayton and Scott Walker won their reelection campaigns as well but by single digits. Dayton's DOT will continue picking up the whole price tab for not only the feasibility studies of a second Chicago-St. Paul frequency but when the trains actually operate. 

When it comes to the new equipment for the Midwestern trains, IL and MI will get their share and give WI leftovers. If anything, the Hiawathas will consist mostly of leftover Horizon Cars. Any Badger State resident hoping for rail service off of the Chicago-Milwaukee-La Crosse-St. Paul route had better pray that Ed Ellis not only turns the Varsity into a regular route but expands his shortline empire.

North Carolina

In Wake County, Democrats turned a 3-4 disadvantage on the Board of Commissioners into a 7-0 board. These results will make having a referendum on light rail easier. The trick will be convincing the voters to join its northwestern neighbors.

National Outlook

Barring a 2006-like backlash against right wing rule in D.C., HSR won't be getting a dime until 2023 at the earliest. Even though anti-HSR Californians will hold some powerful positions in the House and continue making life miserable for the CAHSR project, the nation's only Express HSR project to be funded with stimulus funds will rely on state and private sector financing until it begins service.

Amtrak will likely see its funding slashed--maybe even significantly--but the real question is whether the new Congress will allow real competition, which would be the national operator's primary threat. With both houses soon to be in the opposition's hands, the Grand Bargain should be front and center as the alternative to the now-myopic national HSR vision President Obama laid out 5 1/2 years ago. 

Noel Braymer's editorial on how Republicans are the only ones who can save the long distance trains may very well be tested now. In order to prove Amtrak's advocates wrong, the GOP should implement any one of the three suggestions Braymer laid out. Second, congressmen and women should talk to their constituents who are starving for more train service as well as advocacy groups who want more trains in their states but aren't relying on "America's Railroad."

TIGER grants will be phased out in all likelihood. The currently negotiated TIGER VII grants will be the last funds the Obama Administration gives out to rail operators of all stripes.

Sunshine State musings 4

As I alluded to last month, I'm using this article to blast opponents of All Aboard Florida. Two articles were published in depth about these NIMBYs.

The WKMG and Fred Frailey articles also showed just how misleading All Aboard Florida opponents have been. Given all of the complaining Treasure Coast residents have done, it's like these people have never seen a train before. They chose to live near an area where there's frequent service by a major railroad so demands like forcing Florida East Coast to move freight service to competitor CSX's tracks, make the Class II railroad only run fright trains at night, and cities wanting to be subsidized for alleged lost revenue once AAF begins service are way beyond ridiculous.

I can't help but wonder if Treasure Coast residents are lashing out because after 14 years of on and off pledges by Amtrak to serve the east coast of Florida, the national carrier is still nowhere close to turning a wheel. If they want someone to blame for Amtrak's unfulfilled promises, they should be pointing their fingers at the feds for not funding the FEC Jacksonville-Miami route during Stimulus Mania in 2010. Had the Obama Administration given the money for this route, the alleged problems these NIMBYs have all of sudden brought up would have never existed because Amtrak trains would be running through the area.

Tackling the Headlines 68

Work begins — finally — on Miami-to-Orlando fast train
Take: Nothing's going to stop All Aboard Florida from running its trains. I plan on addressing the peculiar situation with train service Florida within a month.

Georgians tout passenger trains to Atlanta
Take: Georgians don't need high speed rail service. What they need is a network of well-connected lines that provide frequent service.

All Aboard Wisconsin explores privately funded passenger rail between Madison and Chicago
Take: It may be the only way Wisconsin's capital ever gets rail service.

Third Amtrak Route To D.C. And New York Coming To Lynchburg
Take: Well, it's time for there to be additional frequencies. The new trains would be the first time in decades that there would be marketable frequencies along the route because the Cardinal's times aren't conducive four times a week and it may be sold out with Midwestern passengers.

Tackling the Headlines 66

All Aboard Florida reveals new Fort Lauderdale station.
Take: It's almost as grand as its plans for Miami.

A setback with the Orlando station
Take: Another mixed verdict. Just as AAF takes a step forward, something else forces them to take a step or two back.

New transit center at Bob Hope Airport
Take: If only there were some space for an actual train station there. Hopefully, when CAHSR is up and running, that problem will be solved.

Unlocking Land Value to Fund Passenger Rail

In the April issue of Railway Age, Parallel Infrastructure CEO Frank Chechile brought up the Passenger Rail Working Group presenting to Congress a plan for a national intercity system all the way back in 2007. The fact that there was a committee should be a sign to all passenger rail critics that there is a bright future for rail--in spite of the heavy price tag.

It only makes sense because neither Congress nor the White House has the stomach to raise the gas tax from 18.4 cents/gallon where it's been for almost 21 years. The highway infrastructure is crumbling and yet Congress fiddles while Rome burns. Meanwhile, the friendly skies became the unfriendly skies years ago as going to the airport now equals hassle for most people--not to mention, the loss of many amenities on flights.

Since Washington is unreliable in terms of funding, rail operators will have to be very creative. Train stations and their surrounding areas will be the key to passenger rail's success moving forward. All Aboard Florida is already taking a page out of the Japanese playbook with its plans for its Miami station.

Now, there will be some people in the rail community who will bemoan train stations resembling malls, but Washington Union Station is an extreme example of a facility that isn't thought of as a train station first. Whether anyone knows it or not, it has been intimated that one of the reasons why the original Penn Station in New York City fell in 1963 was due to a lack of non-rail uses.

By finding multiple uses for train stations, future rail operators can safeguard themselves against the next downturn in passenger rail--decades, maybe a century, from now.

Disrupters, Innovators & Rent Seekers in Rail

Introduction

The purpose of this post is to demonstrate how disruptions, innovations, and rent seeking apply to the world of passenger rail just like it does to any other form of business.

Here are some examples of business disruptions. Such actions have resulted in life being much better for society today. 

Rent seeking is the yang to disruption's yin. As Steve Blank says about this counterbalance:  

Rent seekers are individuals or organizations that have succeeded with existing business models and look to the government and regulators as their first line of defense against innovative competition… Rent seekers spend money to increase their share of an existing market instead of creating new products or markets…

Overhauling the Paradigm Could Make the Passenger Train Thrive Once Again

Here are some possible scenarios of how passenger rail could drastically change for the better:

• Operators provide multiple classes of service--beyond today's coach, business, first classes
• Premium and specialty food service on trains
• New operators using historic stations in major cities that are currently commuter only or have no meaningful Amtrak service
• Train tickets that include non-rail connections and transfers between multiple stations in the same city
• Rail operators providing other services at stations, like real estate agencies 
• Private industry like travel agencies and cruise companies getting into the world of passenger rail
• Expanded Auto Train service, regardless of operator
• Some ideas for unconventional rail travel Jon Fostik and I separately proposed a few years ago
• All-sleeper trains that are affordable but also offer premium rates
• The recent move by the feds to allow Caltrain to use European style equipment on U.S. tracks
• Different ways to finance passenger rail given that politicians aren't readily receptive to funding trains

Who Are Passenger Rail's Innovators Today?

Passenger rail ridership in America is at its highest in decades but most expansion plans to draw even more riders are stuck at the station due to congressional gridlock. There are disagreements over whether Amtrak—and by default, the public sector—should continue its role as a monopoly operator or if other carriers—some of whom are privately run—should be allowed to compete.

In the midst of the fight over passenger policy, there are several renegades who are not waiting for Congress or the White House to set new laws. In the last three years, Iowa Pacific has emerged as a potential shortline powerhouse by planning and providing passenger service to areas that hadn't carried people in decades while Florida East Coast’s All Aboard Florida has laid the groundwork for passenger service in 2015. 

Meanwhile in Amtrak's own backyard, Housatonic and New England Central have plans to provide service to cities that are underserved by the national carrier.

Last year, two different companies provided plans to run private service between Portland, ME and Montreal--one during the day, the other, at night. For years, the feds have included a Boston-Montreal route as part of a national high speed rail system, but the problem is that HSR money has dried up and even if it hadn't, there would have been some serious disagreements over where the route should go (via the Downeaster/western ME, central NH or Springfield, MA/Vermonter).

The Roadblocks to Innovation

Just as there are people who are thinking beyond an Amtrak (-only) world, there are many others who aren't willing to give up the existing order without a fight:

• The aviation and highway lobbies along with their allies like think tanks and politicians
• The Class I railroads and the AAR's Amtrak only stance
• Amtrak management's complacency (continued focus on the NEC at the expense of its other routes)
• Rail activists who support the status quo and oppose competition
• Amtrak friendly politicians who resist meaningful changes for the national carrier (NJ Transit & politicians and the Northeastern congressional delegation)
• A segment of the rail community that is opposed to lighter equipment being used because they allege that the European cars are "too dangerous" despite the fact that bulky equipment currently used on U.S. rails has its own safety issues
• True Believers who think that giving more money to Amtrak is the answer while failing to realize that the agency's management is too focused on the Northeast
• The FRA's inane standards on things like equipment crash-worthiness 

How Rent Seeking Is Blocking a 21st Century Rail Renaissance

I will now provide some examples of how rent seeking behavior is hurting the cause for passenger rail by responding to three of Blank's quotes:

Instead of offering better products or better service at lower prices, rent seekers hire lawyers and lobbyists to influence politicians and regulators to pass laws, write regulations and collect taxes that block competition.

When foreign operators devised plans to run HSR in late 2009 and early 2010, Amtrak was forced to create an HSR department just to keep up.

Amtrak president Joe Boardman sent a letter to four congressional leaders to impose burdens on some of these would-be HSR competitors by playing the liability card.

In 2012, the Senate proposed three provisions that would have stunted competition. Amtrak claimed plausible deniability because Senator Durbin and Majority Leader Reid took the brunt for proposing such foolishness. It wasn't coincidental that the move was directed at the very operators that have constantly outbid Amtrak on commuter contracts and formed the Association of Independent Passenger Rail Operators in 2011 to bid on intercity routes.

When companies are protected from competition, they have little incentive to cut costs or to pay attention to changing customer needs.

The Tea Party backlash of 2010 led Amtrak to primarily focus on the Northeast Corridor without much detail to the rest of the system. Remember, the non-NEC states are paying Amtrak for Section 209.

The FRA’s foot dragging on Section 214 provisions led Amtrak to tell three states to pay for a non-corridor train or lose service in 2016. That lax federal enforcement has also led Amtrak management to not make any serious efforts to provide additional equipment for the Western long distance trains.

The national operator is planning to completely phase out its remaining Heritage fleet while providing no additions to its eastern long distance capacity and completely neglecting inactive Superliners. Rumor has it is that Amtrak would rather scrap its older equipment than see other companies use it for state-sponsored services. 

Startups, investors and the public have done a poor job of calling out the politicians and regulators who use the words “innovation means jobs” while supporting rent seekers.

The Nightmare Scenario or the possibility of Amtrak only running overnight routes (plus the NEC) would stifle any hopes for reviving passenger rail in this country yet most rail advocates haven’t gotten this message, choosing instead to support the near monopoly.

On the other hand, it’s to the AIPRO’s credit that it got a jump start in challenging the rent seeking activities by pointing out the regulatory burdens. Now, someone needs to point the following out to the unions: If they are opposed to non-Amtrak operators, then they are in effect opposed to more jobs.

Conclusion

Innovation has helped other businesses and can help passenger rail—if entrepreneurs are allowed to. Rent seekers are around the corner and will seek to keep the laws as they are. If this latter group succeeds, then the public will be the biggest losers as America would continue to have mediocre rail service, and anti-rail forces will then continue to mock passenger trains as "outdated."

Dreams of Passenger Rail's Future

The title is from the December 2013 edition of Railfan & Railroad Magazine's Capitol Lines column written by Wes Vernon. The column was based on last year's Passenger Trains on Freight Railroads Conference where four panelists involved in the railroad industry gave their visions on the future of passenger rail in America. 

The panelists were railroad attorney John Heffner, All Aboard Florida's Gene Skoropowksi (formerly of California's Capitol Corridor), Iowa Pacific's Ed Ellis, and Amtrak VP for Governments and Corporate Communications Joe McHugh.

"More cohesion instead of the piecemeal routings here and there. The entire picture is likely less monolithic or under one entity known as Amtrak." (Heffner) 

Vernon interjected by suggesting that Amtrak remains "the 'spine' of intercity operations." Even with the failed attempt to leverage intercity and commuter rail back towards an Amtrak monopoly, "business as usual" can no longer be considered good enough for travelers.

Regarding PRIIA, Vernon looked at the possibility of states looking to private operators if they can't find alternative public funding, which in turn could lead Amtrak to using more of its equipment on longer routes. 

Once those PRIIA extensions that were signed last year expire, the states should make a serious effort to talk to other operators to reduce the cost of running their corridors. As far as the equipment goes, I have been a huge advocate of Amtrak keeping its equipment in the event states look elsewhere so that it can spread to other parts of the country.

Heffner says that there is no end to potential nationwide expansion, possibly a combination of Amtrak and non-Amtrak operators, some under contract to state or regional government agencies. It may be freight railroads, perhaps short lines or regionals deciding to just run their own passenger service. (Vernon)

There can be no end to expansion because America still has a skeletal system and other various other entities could be the key to reviving the national network.

The dream scenario leaves Amtrak as (again) the operator of most, if not all, long-distance trains. On the Northeast Corridor, Amtrak would remain the only operator other than the commuter lines. (Vernon)

A dream for who? Maybe that's a True Believer's dream scenario but as long as the current people (board and management alike) continue to run Amtrak, this is much closer to my Nightmare Scenario. President/CEO Joe Boardman and various board members have done nothing to advance long-distance trains. If anything, they're either willing to keep the status quo or see the long-distance network shrink by inaction. 

When Amtrak gets fresh blood who just won't have a dismissive attitude about expansion (i.e., always citing high costs and passing on adding routes) and is willing to consider Western passengers' needs by ordering new equipment, then will I believe that "America's Railroad" is committed to the nation as opposed to just one region.

Speaking of that one region, the NEC states' political bloc will likely use their clout to keep out anyone who may want to take on Amtrak.

Vernon cited how the shortlines are trying to get into the passenger business due to limited expansion opportunities for freight in the future.

The shortlines are proactive while the big boy railroads are reactive. The Class I railroads are focused on their specific needs and have to be goaded into dealing with passenger service (see Amtrak throwing in the towel on talking to CSX about converting the Cardinal to daily service as just one example).

The shortlines could also play the role of saviors when it comes to routes/segments/towns that are abandoned by Amtrak.

Tackling the Headlines 56

Mexico to tender $7.4 billion in passenger train projects in 2014
Take: They're getting serious. Hopefully, the political situation will improve enough to provide connecting train service to the U.S.

The Adirondack Scenic Railroad saga takes an ugly turn
Take: When it comes to the fight to just preserve the tracks on the right of way, it is way beyond preposterous that a loud group of people who are having a hard time masking their hatred of trains. The sabotaging of the railroad's property and locomotive show how low some northern New Yorkers are willing to go just to turn perfect rail pathway into a trail very few people will use.

Bad news for anyone who hates passenger rail competition
Take: While the Labour Party could very well return to the topic of re-nationalizing passenger rail in the future, they aren't going to touch it when Brits have other more important topics on their minds. Mr. Lodge points out how the arguments True Believers use are very misleading. America would be wise to learn from Britain's mistakes once Congress finally gets around to addressing passenger competition as part of a new rail bill.

Passenger excursions along a part of the old Seaboard route
Take: If these excursions prove to be a hit, then, it could lead to something much bigger.

More All Aboard Florida news
Take #1: Now, it's time for the construction to get started, and hopefully, I will be one of AAF's first passengers in two years' time.

Take #2: Tampa officials need to understand that Jacksonville is naturally on the FEC route and that it only makes sense for AAF to look northward not westward once the trains are up and running. However, that doesn't mean that Tampa shouldn't get a look from the fledgling passenger entity. Perhaps, there will be some commuter option that eventually stretches into St. Petersburg as part of a future deal to provide that area with intercity service. Of course, there is always the possibility that state of Florida gets off its high horse and provides California-style corridor service that may not require AAF at all.

Random thoughts #13

1. Cap'n Transit makes some good points on why long distance trains are still needed. Anyone in the rail community who wants to get rid of the national network at best has no understanding of how connectivity works  and at worst demonstrates elitism. The moment that the overnight routes are eliminated, small-town communities will lose yet another means of travel and will be forced to drive hundreds of miles to their destinations. The fact is, Greyhound continues cutting service to small towns and niche bus operators like Megabus are not picking up the slack because they cater to major cities and universities. As far as air travel, forget it because Congress wants to reduce or eliminate subsidies for service to small airports altogether.
2. There's a way for Amtrak to completely avoid having to serve any All Aboard Florida stations between West Palm Beach and Miami and this map is a perspective from a southbound Silver Service train. There are some in the rail community who are devising ways for Amtrak to serve stations on the FEC line but the problem is that the national carrier is usually resistant to have two stations in the same town and given that all four cities are on separate lines the entire time, there is the possibility that Amtrak would not staff anyone at the FEC stations, so that whole approach would be counterproductive.
3. When it comes to the rail station-real estate relationship, it can work for all kinds of passenger rail as the Housatonic Railroad is also devising a plan to make its stations stand out by providing things like coffee shops, newsstands, rental cars and Zipcars. Japan's JR West builds shopping centers and department stores and is Housatonic's likely model.
4. To answer Eric Jaffe's question, it all comes back to the feds. If someone in D.C. can get the clue that the current way of doing things is broken, then we could see more private involvement in passenger rail.

Tackling the Headlines 51

Via strike averted
Take: Really good news for Canadians as the summer season is about to get into full gear.

Brunswick-Rockland line's future to be decided soon
Take #1: This is a bit troubling and unfortunate for Maine Eastern. I hope that the passenger requirement remains in place if another operator runs service between the two cities.

Take #2: Depending on who gets the 59-mile line, the ME DOT should partner the new freight operator (not named Pan Am Railways) with an independent passenger entity. The problem with this model is that it would be better off being done with regional routes or in a large state like Texas (and it's something that Congress may want to consider).

Take #3: This brings me to my final point on this topic, if a shortline holding company like Iowa Pacific or Watco bids, then, there would be no need for the previous scenario to take place since the new railroad would simply take over for Maine Eastern. Otherwise, it just makes sense if the Pan Am-Amtrak partnership is further extended east.

Miami's airport station further delayed
Take: This is what a lack of communication can do to a grand project. Besides costs, All Aboard Florida's plan to build a downtown station may force Central Station to take a backseat--even if corridor service and/or additional Amtrak trains call it home.

All Aboard Florida clears another hurdle
Take: Good to see that the controversy with the Mormon Church is behind AAF. The real final hurdle is finding a way to enter Orlando International Airport.

Tackling the Headlines 48

Possible Ethan Allen rerouting a likely detriment to eastern New York

There's trouble in paradise because the state of Vermont is leaning towards rerouting the Ethan Allen Express via Mechanicville, skipping Saratoga Springs in the process.

Take: This would be an egregious example of killing the goose that laid the golden eggs. Saratoga & North Creek's service would take a big hit as it would only connect to the Adirondack. Assuming that Vermont opts for an Ethan Allen reroute over a brand new train route to Rutland, the state of New York has to step up to extend one or two Empire Service roundtrips to Saratoga Springs to maintain and maximize ridership. My solution is for Amtrak to extend Trains #236 or #238 and #235 (the train that currently runs on #290's schedule would become an Albany-NYP only train while the extended trains in question become daily if they are not already so and #239 would add Friday service).

All Aboard Florida announces new station location

Florida East Coast's passenger entity cleared a major hurdle in South Florida as it got the go ahead to build a new station on Evernia Street. 

Take: Now, they need to resolve the Cocoa-Orlando Airport conflict with the Mormon Church.

More delays with the Amtrak-FEC route

Speaking of the FEC, this story is pretty self-explanatory.

Take: Florida did everything it could, Amtrak wants this service, but the feds' refusal to fund the route in the midst of Fast Train Fever three years ago is the real culprit. As a result, my open bet is still out there.

Lawsuit against CAHSR tossed out

This stretched back to about five years ago where the issues were centered over whether the HSR route should even be along the Caltrain route north of San Jose as well as the routing between the Central and Silicon Valleys.

Take: Hopefully, all of the other lawsuits will meet the same fate.

Tackling the Headlines 43

Trains could be returning to St. Louis Union Station after all

Incoming ownership group Lodging Hospitality Management thinks that excursion trains and a transportation museum will end the historic facility's woes. 

Take: In addition to what I mentioned here and here, intercity service could result in trains to Springfield with extensions to Tulsa and Oklahoma City.

All Aboard Florida reveals a mock-up of its cars

Take: Looks nice to me.

Iowa Pacific and Adirondack Scenic Railroad join forces

The two entities plan on providing overnight train service between New York City and Lake Placid via the old New York Central Adirondack Route. A potential roadblock consists of locals who want to turn the stretch of tracks between Big Moose Lake and Sarnac into a snowmobile trail.

Take: This could be more expensive than what the average person can afford but it could lead to a more affordable alternative later on. Hopefully, the NIMBYs are put in their place because once a stretch of rail is gone, it's gone forever.