NOTE: The Hoosier State situation will be covered in a future article
Sweden and Night Trains
The Scandinavian country is doing something that was endangered just four years ago: Entering the European overnight market. This is an example of the government backing up its green agenda.
The funding portion would be like the government seeking an alternative operator to run a long distance route.
Amtrak's strategy
Over the last three months or so, Amtrak has made it clear that it doesn't really care about its originally mandated mission to provide a national system, and its leaders are emphasizing corridors instead.
Given that Charlotte-Atlanta is on the railroad's radar, it should be clear that Amtrak is on the defensive since Virgin Trains already announced its plans for the same route six months ago. A few years ago, this route was complexly off the radar of "America's Railroad" and it was little more than a long-term thing planned by NCDOT and GADOT.
The thing is, Amtrak's record with the corridors it currently has is mostly lacking and the railroad has taken next to no initiative so this idea of focusing on corridors is typical of a reactive organization. When Richard Branson took over Brightline and announced its plans to develop corridors and even challenge Amtrak in its backyard, it was reminiscent of Joe Boardman's response to foreign entities submitting their bids to operate high speed rail a decade ago.
Boardman got a reprieve as the 2010 elections curtailed HSR fever but Richard Anderson is unlikely to be as lucky because of how unpopular he already is among the rail public for his passenger-hostile approach.
Detroit studies the obvious
A decade after members of the City Council recommended demolishing MCS, the Motor City's leaders are studying restoring passenger service to its crown jewel. However, it doesn't necessarily have to have Amtrak trains stopping there. A Chicago-Toronto HSR route could be set up either privately or like Eurostar.
Toledo may be taking rail into its own hands
A consultant has clearly been paying attention to Florida when he was tasked with tackling the feasibility of a Toledo-Ann Arbor/Detroit route. Linking Toledo with Southeast Michigan will be something that requires innovative thinking because the historical default partners are completely unreliable
The Ohio DOT is likely to continue putting highways above passenger rail even if the new governor isn't as bad on the latter as his predecessor. Meanwhile, Amtrak would give this T-shaped route the same treatment that it gave the 3C Route that it studied a decade ago. Also, any feasibility study done by Amtrak will result in exorbitant costs.
Clearing up the CAHSR mess
Whatever the new governor's motives, at least someone from the Authority clarified what's going on in Sacramento.
The future of UK rail franchising
Great Britain's rail operators want an independent body overseeing the network. If the railroads get their way on commuter routes, then it would be like the German model in a way--and it'd allow them to focus on intercity routes. I mean what's good for the goose (London) is good for the gander (Liverpool, Manchester, etc.), right?
Virgin being forced out in Britain
It looks like Sir Branson may flourish here while unraveling on his side of the Atlantic. His and Stagecoach's joint bid was disqualified over pension issues. Obviously a complex issue and it would be a shame if an innovative operator were driven out of its homeland.
Showing posts with label headlines. Show all posts
Showing posts with label headlines. Show all posts
Wednesday, May 15, 2019
Friday, November 16, 2018
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:
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.
- Brightline buying XpressWest
- Brightline setting the stage for future service by submitting a proposal for Orlando-Tampa extension
- Spanish operator RENFE being tapped by Texas Central to operate the Dallas-Houston Express HSR route
- 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.
Wednesday, July 11, 2018
Tackling the Headlines 98
I'm doing something a bit different--rapid fire responses to recent topics:
- Amtrak announces Amfleet I replacement
- Southwest Chief could be replaced with buses
- Portion of Catskills Mountain RR to be turned into a trail
- New stations open in Marks, MS and Raleigh
One Big Take: It's nice and all that Amtrak is finally talking about replacing equipment that's nearly a half century old but, the company should have made it is main focus a couple of summers ago instead of replacing Acelas that are less than two decades old. The Southwest Chief situation is yet another reason for the private sector to jump in because Amtrak no longer cares about overnight travelers even though the demand is there. The CMRR is an ominous sign for the Adirondack Scenic Railroad and railroad advocates must be vigilant since the governor of New York is on the side of elitists. It's about time that both cities opened their new stations.
Saturday, June 16, 2018
Tackling the Headlines 97
A new station for Petersburg, VA
Last month, the decision was made to place the new station in Colonial Heights.
Take #1: The decision goes back to what I said in 2012: A lack of creativity drove this move. There should be multiple stations in the Petersburg area. Yes, the Ettrick station is outdated, but the answer is not to restrict its replacement to one area especially when future east-west service would be best served by a downtown station.
Take #2: The Colonial Heights move does in fact have racial undertones to it. Plus, Colonial Heights residents don't even want the new station in the first place! You just gotta love government bureaucracy.
Take #3: Isn't this the same FRA that decided to place the southern terminus of the Dallas-Houston HSR route in Northwest Houston instead of downtown two years ago? Go figure.
California not happy with Amtrak
Take #1: Richard Anderson is clearly doing a very lousy job in his first six months as the sole CEO.
Take #2: Maybe, states like California should take the logical next step by ending its relationship with the national carrier.
When a station loses its staff
A first hand look at Cincinnati going from a staffed station to an unstaffed station.
Take: There's a lot of blame to go around. First, ex-CEO Joseph Boardman for not standing up to CSX when it was time to convert the Cardinal to a daily train. Second, Congress for not enforcing competition provisions in the 2008 and 2015 laws. Third, pencil pushers among Amtrak management who thought that destaffing stations was a good idea.
So, for all those people who are still defending the loss of ticket agents and checked baggage: WAKE UP!
Last month, the decision was made to place the new station in Colonial Heights.
Take #1: The decision goes back to what I said in 2012: A lack of creativity drove this move. There should be multiple stations in the Petersburg area. Yes, the Ettrick station is outdated, but the answer is not to restrict its replacement to one area especially when future east-west service would be best served by a downtown station.
Take #2: The Colonial Heights move does in fact have racial undertones to it. Plus, Colonial Heights residents don't even want the new station in the first place! You just gotta love government bureaucracy.
Take #3: Isn't this the same FRA that decided to place the southern terminus of the Dallas-Houston HSR route in Northwest Houston instead of downtown two years ago? Go figure.
California not happy with Amtrak
Take #1: Richard Anderson is clearly doing a very lousy job in his first six months as the sole CEO.
Take #2: Maybe, states like California should take the logical next step by ending its relationship with the national carrier.
When a station loses its staff
A first hand look at Cincinnati going from a staffed station to an unstaffed station.
Take: There's a lot of blame to go around. First, ex-CEO Joseph Boardman for not standing up to CSX when it was time to convert the Cardinal to a daily train. Second, Congress for not enforcing competition provisions in the 2008 and 2015 laws. Third, pencil pushers among Amtrak management who thought that destaffing stations was a good idea.
So, for all those people who are still defending the loss of ticket agents and checked baggage: WAKE UP!
Saturday, April 7, 2018
Tackling the Headlines 96
Ford may buy Michigan Central Station
Take: While having a dedicated tenant is better than having the absentee family, I am worried if the automaker gets MCS that passenger access will be permanently cut off.
Saratoga & North Creek is going out of business
Take #1: I'll start off with this quote: "So Ellis way be right about his new outfit, but he may also be wrong, and it's worth waiting a while before hailing his new effort as a success." I have to give this person a prize because I was way too optimistic about S&NC.
Take #2: This all stems from the railroad not being able to operate freight service, which is a real shame.
SNCF opposes Texas Central's plan
1. The French operator says that the spinoff of JR Central would "doom" passenger rail in Texas
2. Texas Central hits back at SNCF
Take: On one end, SNCF has a point about TX Central's routing but on the other end, it was the feds who imposed the restrictions on where TX Central could place its Houston station. It brings up some good points, but, ultimately, it may come off as sour grapes by others.
SNCF has to worry about its own backyard
Take: Just like everywhere else in EU countries, the French operator has to prepare for competitors.
Another year of profits
Finland and Germany
Take: This is the second year in a row now. At this point, anyone in the rail community who utters "no country in the world makes money on passenger rail" will be trivialized and then ignored.
Take: While having a dedicated tenant is better than having the absentee family, I am worried if the automaker gets MCS that passenger access will be permanently cut off.
Saratoga & North Creek is going out of business
Take #1: I'll start off with this quote: "So Ellis way be right about his new outfit, but he may also be wrong, and it's worth waiting a while before hailing his new effort as a success." I have to give this person a prize because I was way too optimistic about S&NC.
Take #2: This all stems from the railroad not being able to operate freight service, which is a real shame.
SNCF opposes Texas Central's plan
1. The French operator says that the spinoff of JR Central would "doom" passenger rail in Texas
2. Texas Central hits back at SNCF
Take: On one end, SNCF has a point about TX Central's routing but on the other end, it was the feds who imposed the restrictions on where TX Central could place its Houston station. It brings up some good points, but, ultimately, it may come off as sour grapes by others.
SNCF has to worry about its own backyard
Take: Just like everywhere else in EU countries, the French operator has to prepare for competitors.
Another year of profits
Finland and Germany
Take: This is the second year in a row now. At this point, anyone in the rail community who utters "no country in the world makes money on passenger rail" will be trivialized and then ignored.
Friday, April 6, 2018
Tackling the Headlines 95: Another All-Amtrak Edition
Tunneling the Hudson
It's really about the Gateway Project vs AIRNet-21
Take #1: Amidst all the talk over funding new tunnels underneath the Hudson River, most people are ignoring the latter solution to the nation's peril.
Take #2: Of course, Gateway is the wrong way to go. The reason? It forces Amtrak to spend countless billions while the rest of the system suffers. Also, other states may be more willing to look elsewhere if "America's Railroad" becomes Northeast Railroad.
Rockland update
Amtrak won't be running service along the old Maine Eastern route this summer after all.
Take: Oops.
New year, new president, same old hostility towards passengers
1. Stations continue to lose staffing, checked baggage, and ticket sales
2. Business Class will be discontinued on the Auto Train and the Crescent on May 1
3. Eliminating other amenities systemwide
4. Outlawing private cars
Take #1: It clearly doesn't matter who's in charge of Amtrak--Boardman, Moorman, Anderson--because it's the management team and/or the Amtrak Board that's cutting back on these things.
Take #2: Business Class "failed" on Trains #19, #20, #52 & #53 because management wanted it to fail. The buffer between Coach and Sleeper was not marketed properly so it's going away after only two years.
Take #3: So, as Brightline is operating its route at brand new stations and offering all kinds of goodies to South Floridians, Amtrak wants to cut back like it's the late 1960s Southern Pacific. Way to go, guys. At this point, Washington needs to do an intervention by handing the long distance routes and all state supported routes outside of the NEC and the Chicago Hub to AIPRO members.
Take #4: A lot has been said about the ban of private cars, so I'll just say this: Losing out on revenue is the ultimate cutting of one's nose to spite his face.
Take #5: With the way things are going with Amtrak trying to become Greyhound on the rails--we're past the point of the company acting like an airline--it wouldn't surprise me that a certain segment of railfans would rather see Amtrak reduced to next to nothing than letting other operators succeed with enhanced amenities and overall improved customer service.
It's really about the Gateway Project vs AIRNet-21
Take #1: Amidst all the talk over funding new tunnels underneath the Hudson River, most people are ignoring the latter solution to the nation's peril.
Take #2: Of course, Gateway is the wrong way to go. The reason? It forces Amtrak to spend countless billions while the rest of the system suffers. Also, other states may be more willing to look elsewhere if "America's Railroad" becomes Northeast Railroad.
Rockland update
Amtrak won't be running service along the old Maine Eastern route this summer after all.
Take: Oops.
New year, new president, same old hostility towards passengers
1. Stations continue to lose staffing, checked baggage, and ticket sales
2. Business Class will be discontinued on the Auto Train and the Crescent on May 1
3. Eliminating other amenities systemwide
4. Outlawing private cars
Take #1: It clearly doesn't matter who's in charge of Amtrak--Boardman, Moorman, Anderson--because it's the management team and/or the Amtrak Board that's cutting back on these things.
Take #2: Business Class "failed" on Trains #19, #20, #52 & #53 because management wanted it to fail. The buffer between Coach and Sleeper was not marketed properly so it's going away after only two years.
Take #3: So, as Brightline is operating its route at brand new stations and offering all kinds of goodies to South Floridians, Amtrak wants to cut back like it's the late 1960s Southern Pacific. Way to go, guys. At this point, Washington needs to do an intervention by handing the long distance routes and all state supported routes outside of the NEC and the Chicago Hub to AIPRO members.
Take #4: A lot has been said about the ban of private cars, so I'll just say this: Losing out on revenue is the ultimate cutting of one's nose to spite his face.
Take #5: With the way things are going with Amtrak trying to become Greyhound on the rails--we're past the point of the company acting like an airline--it wouldn't surprise me that a certain segment of railfans would rather see Amtrak reduced to next to nothing than letting other operators succeed with enhanced amenities and overall improved customer service.
Wednesday, October 18, 2017
Tackling the Headlines 94
CAHSR will select DB to operate its line
Take #1 (Edited on 11/17/17):This becomes official tomorrow. CAHSR waited more than a month and made the announcement on 11/15/17.
Take #2: What a difference several years make! In early 2009, Virgin was the first operator to toss its hat into the sweepstakes. JR East expressed interest later on in the year. After playing catchup due to the Europeans and Asians garnering all of the attention for the Express HSR routes in CA and FL, Amtrak made a halfhearted effort to join the fray in the spring of 2010.
Take #3: Needless to say, Virgin eventually switched its West Coast route to Los Angeles-Las Vegas before disappearing from the U.S. radar completely, largely thanks to Rick Scott. Amtrak decided to solely focus its HSR aspirations on the NEC after the Tea Party Trio returned stimulus money to then-President Obama and the CA project became shaky. The Japanese operator may have been scared off by China Railway International.
Christie says he is confident new Hudson River tunnels will be built
Take: It's a matter of just who will be paying for it. I heard of a proposal that could make it easy on everybody.
Plans To Increase Amtrak Service Between Twin Cities, Chicago Move Forward
Take #1: Look at my previous takes on Google+ regarding the snail pace of what should already be in place.
Take #2: Also, go to the Trains Magazine forum.
Take #3: I agree with Andrew Selden about the states stifling themselves by not putting out their proposals out to private operators when the law has been in place for them to do so for nine years now. By continuing to solely rely on Amtrak, the costs go up, and long promised routes either get delayed or canceled.
Take #4: CMStPnP 's followup comment to Mr. Selden is pretty telling about the inner workings of Amtrak management and is yet another reason why companies like Virgin, Bombardier, and the AIPRO members must be given a chance to provide the public with an alternative ASAP.
Chattanooga-Atlanta bullet train could lure millions of air travelers to Chattanooga airport
Take #1: This is a plan that I could rally behind because of the backstory. A decade ago, Atlanta leaders considered building a second airport to relieve overcrowding at Hartsfield-Jackson Atlanta International Airport (aka the busiest airport in the world) but opted to go with the HSR line instead.
Take #2: Obviously, it never stood a chance during the stimulus era but it kept on going.
Take #3: If they're going to make this project come to fruition, maglev is not the answer, a Texas or California like project is.
Take #4: Anything that gets the long-stalled downtown station back on track gets the okay from me.
New station opens in Rochester, NY
Take: It might be pricey, but at least passengers actually have a real station than the old Amshack.
Port Huron, MI could be next
Take:The city not only needs a new station but more frequencies as well--and how about extending one or two of them to Toronto? Just saying.
A possible San Joaquin reroute in Sacramento
Take #1: It's doable but connections for Capitol Corridor, California Zephyr, and Coast Starlight passengers would have to be worked out.
Take #2: Multiple stations in the capital city means fewer people driving from afar and the light rail connections would make it easier for everyone.
Spanish airline getting into the rail business
Take: Amazing how things turn around in a matter of decades!
Here’s What Amtrak’s Fancy New Trains Will Look Like
Take: So after that, the company is sticking to the Acela name.
Take #1 (Edited on 11/17/17):
Take #2: What a difference several years make! In early 2009, Virgin was the first operator to toss its hat into the sweepstakes. JR East expressed interest later on in the year. After playing catchup due to the Europeans and Asians garnering all of the attention for the Express HSR routes in CA and FL, Amtrak made a halfhearted effort to join the fray in the spring of 2010.
Take #3: Needless to say, Virgin eventually switched its West Coast route to Los Angeles-Las Vegas before disappearing from the U.S. radar completely, largely thanks to Rick Scott. Amtrak decided to solely focus its HSR aspirations on the NEC after the Tea Party Trio returned stimulus money to then-President Obama and the CA project became shaky. The Japanese operator may have been scared off by China Railway International.
Christie says he is confident new Hudson River tunnels will be built
Take: It's a matter of just who will be paying for it. I heard of a proposal that could make it easy on everybody.
Plans To Increase Amtrak Service Between Twin Cities, Chicago Move Forward
Take #1: Look at my previous takes on Google+ regarding the snail pace of what should already be in place.
Take #2: Also, go to the Trains Magazine forum.
Take #3: I agree with Andrew Selden about the states stifling themselves by not putting out their proposals out to private operators when the law has been in place for them to do so for nine years now. By continuing to solely rely on Amtrak, the costs go up, and long promised routes either get delayed or canceled.
Take #4: CMStPnP 's followup comment to Mr. Selden is pretty telling about the inner workings of Amtrak management and is yet another reason why companies like Virgin, Bombardier, and the AIPRO members must be given a chance to provide the public with an alternative ASAP.
Chattanooga-Atlanta bullet train could lure millions of air travelers to Chattanooga airport
Take #1: This is a plan that I could rally behind because of the backstory. A decade ago, Atlanta leaders considered building a second airport to relieve overcrowding at Hartsfield-Jackson Atlanta International Airport (aka the busiest airport in the world) but opted to go with the HSR line instead.
Take #2: Obviously, it never stood a chance during the stimulus era but it kept on going.
Take #3: If they're going to make this project come to fruition, maglev is not the answer, a Texas or California like project is.
Take #4: Anything that gets the long-stalled downtown station back on track gets the okay from me.
New station opens in Rochester, NY
Take: It might be pricey, but at least passengers actually have a real station than the old Amshack.
Port Huron, MI could be next
Take:The city not only needs a new station but more frequencies as well--and how about extending one or two of them to Toronto? Just saying.
A possible San Joaquin reroute in Sacramento
Take #1: It's doable but connections for Capitol Corridor, California Zephyr, and Coast Starlight passengers would have to be worked out.
Take #2: Multiple stations in the capital city means fewer people driving from afar and the light rail connections would make it easier for everyone.
Spanish airline getting into the rail business
Take: Amazing how things turn around in a matter of decades!
Here’s What Amtrak’s Fancy New Trains Will Look Like
Take: So after that, the company is sticking to the Acela name.
Wednesday, June 14, 2017
Tackling the Headlines 93
No anti-HSR laws passed in Texas
The legislature only meets in odd-numbered years so Texas Central can largely continue building its line unabated.
Take: It's a very good thing that the yahoos in Austin aren't around to sabotage a privately operated rail project.
Trains running on renewable energy in Europe
Germany will roll out a train that's powered by hydrogen and only emits water while the Netherlands has all of its trains running on wind power--a year ahead of schedule!
Take: Meanwhile, this country is wholly incapable of having electrified rail lines outside of the Northeast.
Woes for long distance travel in Germany
Locomore's failure once again exposes that the playing field for intercity competition is still heavily tilted in favor of the national railroad and is something that needs to be fixed.
Take: Rather than pointing to Locomore's situation as some kind of alleged "proof" about competition's shortcomings, True Believers should be trying to see the whole picture. Furthermore, German regulators need to remove restrictions imposed on private operators so they can provide the public with more choices rather than letting DB have a such a lock on everything.
A commentator's take on the latest NEC mess
Singer's response to the New York Newsday's article is worth a read.
Take #1: I've wondered at the back of my head if the Amtrak Board would let Moorman clean up the mess his predecessor left behind or if it would attempt to sabotage the former Norfolk Southern boss. At least I'm not the only one who wonders that way anymore.
Take #2: The whole thing going on with Penn Station right now would have never been a full blown crisis if the former Amtrak president, NARP, and Northeastern congressmen and senators hadn't yelled "privatization" and stifled any debate six years ago when there was a plan to hand the NEC infrastructure to a new government-owned company.
They're getting restless in southern Idaho
It's been 20 years since the Pioneer left for the last time and almost eight since the infamous Amtrak study.
Take: It's important to note what the story omitted. The fact is that the Cascadia Center conducted its own study with the conclusion that a private operator could restart the Pioneer at a much lower cost than Amtrak. An organization was set up partly due to the original study. It's also worth noting that local and state officials promptly ignored the Cascadia Center's recommendations.
Let that be a note to all communities seeking restoration of their long distance services: By continuing to put all your eggs in the Amtrak basket, you will never see any service restored. Oh, by the way, Magliari is being absolutely preposterous by telling Idaho and the other states to pay for a train that was once part of the national system. The new government in D.C. really needs to enforce Section 205 of the FAST Act so other operators can save the long distance network from Amtrak's inertia.
Two more train stations lose full Amtrak access
This time, the victims are Sebring, FL and Greenville, SC.
Take: Maybe, some of Joe Boardman's leftovers still hold some kind of sway in Amtrak management. Maybe, Moorman's treating these station destaffings the same way he's treating the loss of the dining car on the Silver Star: a low priority. Whatever the reason, it's a situation that continues to be unacceptable. In the case of the latter city, this now means that there will be no Amtrak staff to assist passengers between Charlotte and Atlanta and that South Carolina as a whole is now down to three staffed stations--Charleston, Columbia, and Florence.
The legislature only meets in odd-numbered years so Texas Central can largely continue building its line unabated.
Take: It's a very good thing that the yahoos in Austin aren't around to sabotage a privately operated rail project.
Trains running on renewable energy in Europe
Germany will roll out a train that's powered by hydrogen and only emits water while the Netherlands has all of its trains running on wind power--a year ahead of schedule!
Take: Meanwhile, this country is wholly incapable of having electrified rail lines outside of the Northeast.
Woes for long distance travel in Germany
Locomore's failure once again exposes that the playing field for intercity competition is still heavily tilted in favor of the national railroad and is something that needs to be fixed.
Take: Rather than pointing to Locomore's situation as some kind of alleged "proof" about competition's shortcomings, True Believers should be trying to see the whole picture. Furthermore, German regulators need to remove restrictions imposed on private operators so they can provide the public with more choices rather than letting DB have a such a lock on everything.
A commentator's take on the latest NEC mess
Singer's response to the New York Newsday's article is worth a read.
Take #1: I've wondered at the back of my head if the Amtrak Board would let Moorman clean up the mess his predecessor left behind or if it would attempt to sabotage the former Norfolk Southern boss. At least I'm not the only one who wonders that way anymore.
Take #2: The whole thing going on with Penn Station right now would have never been a full blown crisis if the former Amtrak president, NARP, and Northeastern congressmen and senators hadn't yelled "privatization" and stifled any debate six years ago when there was a plan to hand the NEC infrastructure to a new government-owned company.
They're getting restless in southern Idaho
It's been 20 years since the Pioneer left for the last time and almost eight since the infamous Amtrak study.
Take: It's important to note what the story omitted. The fact is that the Cascadia Center conducted its own study with the conclusion that a private operator could restart the Pioneer at a much lower cost than Amtrak. An organization was set up partly due to the original study. It's also worth noting that local and state officials promptly ignored the Cascadia Center's recommendations.
Let that be a note to all communities seeking restoration of their long distance services: By continuing to put all your eggs in the Amtrak basket, you will never see any service restored. Oh, by the way, Magliari is being absolutely preposterous by telling Idaho and the other states to pay for a train that was once part of the national system. The new government in D.C. really needs to enforce Section 205 of the FAST Act so other operators can save the long distance network from Amtrak's inertia.
Two more train stations lose full Amtrak access
This time, the victims are Sebring, FL and Greenville, SC.
Take: Maybe, some of Joe Boardman's leftovers still hold some kind of sway in Amtrak management. Maybe, Moorman's treating these station destaffings the same way he's treating the loss of the dining car on the Silver Star: a low priority. Whatever the reason, it's a situation that continues to be unacceptable. In the case of the latter city, this now means that there will be no Amtrak staff to assist passengers between Charlotte and Atlanta and that South Carolina as a whole is now down to three staffed stations--Charleston, Columbia, and Florence.
Friday, March 24, 2017
Tackling the Headlines 92
Section 207 of PRIIA declared unconstitutional
Take: It's finally over. One hurdle for Amtrak's competitors has been obliterated.
CATS Blue Line Extension delayed
Take: Facepalm! I was hoping to catch the train from North Charlotte to the Arts District and Uptown this summer.
Take: It's finally over. One hurdle for Amtrak's competitors has been obliterated.
CATS Blue Line Extension delayed
Take: Facepalm! I was hoping to catch the train from North Charlotte to the Arts District and Uptown this summer.
Wednesday, March 22, 2017
Tackling the Headlines 91
Brightline latest
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.
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.
Friday, February 24, 2017
Tackling the Headlines 90: International Edition
Did someone just say a dirty word? (Hat tip James Coston)
Take:This goes against everything I constantly read from Amtrak apologists, people on online forums, and rail groups. I have read elsewhere that Japanese operators make money on running trains. If enough people do the research from themselves, then, the "no country makes money on passenger trains" narrative either goes away or it should primarily be looked at as an Amtrak problem vis a vis other operators.
A person with a rational mind has to question just how ultra egalitarian Sweden is able to deal with a Hong Kong company competing against SJ and a third operator between Stockholm and Goteborg while a much bigger America continues to have a monopoly operator that is making the passenger experience less and less pleasant as the days go by--closing stations, stripping overnight routes of dining cars, cutting back amenities on other overnight routes.
If NARP and other True Believers stopped putting all of their eggs in the Amtrak basket and were much more proactive, this country would once again passenger train service that the rest of the world envies.
Rocky times in New Brunswick
Take: I hope everything works out and VIA service is expanded along the line.
Take:This goes against everything I constantly read from Amtrak apologists, people on online forums, and rail groups. I have read elsewhere that Japanese operators make money on running trains. If enough people do the research from themselves, then, the "no country makes money on passenger trains" narrative either goes away or it should primarily be looked at as an Amtrak problem vis a vis other operators.
A person with a rational mind has to question just how ultra egalitarian Sweden is able to deal with a Hong Kong company competing against SJ and a third operator between Stockholm and Goteborg while a much bigger America continues to have a monopoly operator that is making the passenger experience less and less pleasant as the days go by--closing stations, stripping overnight routes of dining cars, cutting back amenities on other overnight routes.
If NARP and other True Believers stopped putting all of their eggs in the Amtrak basket and were much more proactive, this country would once again passenger train service that the rest of the world envies.
Rocky times in New Brunswick
Take: I hope everything works out and VIA service is expanded along the line.
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.
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.
Wednesday, February 1, 2017
Tackling the Headlines 88
More Nippon-Sharyo Woes
Additional layoffs and a hard pressing deadline without any cars to show.
Take: How did the Midwestern states not have a viable backup plan?
Iowa Pacific to Cede the Hoosier State
In a really shocking turn of events, IPH will hand the Hoosier back over to Amtrak on March 1. There are rumors that IPH is facing extreme financial difficulties that may bankrupt it--and it canceled an overnight excursion in upstate New York--but I won't speculate on that until the source confirms or denies them.
Take #1: All of this could have been avoided if INDOT had selected either Corridor Capital or Herzog. The former had available cars while the latter offered to operate the train, not just being a vendor while Amtrak crews still operated the train.
Take #2: This is really regrettable and I really hope that this doesn't dampen any other states seeking to use private operators.
Take #3: I see that some of the jackals are already gloating over the demise of Iowa Pacific as if it's supposed to be the example of keeping private operators out of the intercity market. You guys are just disgusting! Way to support increased passenger rail, guys!
Take #4: Indiana needs to mandate an increase of frequencies when it rebids this train. There is no excuse for Trains #850 and #851 to still be quadweekly with nothing on the horizon (no pun intended).
Additional layoffs and a hard pressing deadline without any cars to show.
Take: How did the Midwestern states not have a viable backup plan?
Iowa Pacific to Cede the Hoosier State
In a really shocking turn of events, IPH will hand the Hoosier back over to Amtrak on March 1. There are rumors that IPH is facing extreme financial difficulties that may bankrupt it--and it canceled an overnight excursion in upstate New York--but I won't speculate on that until the source confirms or denies them.
Take #1: All of this could have been avoided if INDOT had selected either Corridor Capital or Herzog. The former had available cars while the latter offered to operate the train, not just being a vendor while Amtrak crews still operated the train.
Take #2: This is really regrettable and I really hope that this doesn't dampen any other states seeking to use private operators.
Take #3: I see that some of the jackals are already gloating over the demise of Iowa Pacific as if it's supposed to be the example of keeping private operators out of the intercity market. You guys are just disgusting! Way to support increased passenger rail, guys!
Take #4: Indiana needs to mandate an increase of frequencies when it rebids this train. There is no excuse for Trains #850 and #851 to still be quadweekly with nothing on the horizon (no pun intended).
Saturday, December 24, 2016
Tackling the Headlines 87
Feds approve future light rail station at NCCU
Take: This project is going places
Take: Really sad news
Take: It's getting serious. The critics can't say much of anything once an operator is selected
Take: Time for TX DOT to talk to AIPRO members
Take: Not quite 2016 but it will be a major relief for passengers in 2017
Take: The next few years will be crucial
Tuesday, September 13, 2016
Tackling the Headlines 86: The All-Amtrak Edition
What Gulf Coast hurdles?
Take: Yet another reason why an independent operator, not Amtrak should be running the New Orleans-Orlando route.
Amtrak considering eliminating QuikTrak machines
Take: What other boneheaded moves did the outgoing Boardman Administration saddle the public with that we don't yet know?
Late Saturday Hiawathas to continue
Take: The company's thinking outside of the box for a change.
Court denies Amtrak a role in setting OTP standards
Take: Hopefully, this is the end and the USDOT balks on appealing to the Supreme Court because in the wake of other passenger operators expressing their issues with the feds' pro-Amtrak bias.
Take: Yet another reason why an independent operator, not Amtrak should be running the New Orleans-Orlando route.
Amtrak considering eliminating QuikTrak machines
Take: What other boneheaded moves did the outgoing Boardman Administration saddle the public with that we don't yet know?
Late Saturday Hiawathas to continue
Take: The company's thinking outside of the box for a change.
Court denies Amtrak a role in setting OTP standards
Take: Hopefully, this is the end and the USDOT balks on appealing to the Supreme Court because in the wake of other passenger operators expressing their issues with the feds' pro-Amtrak bias.
Thursday, September 8, 2016
Tackling the Headlines 85
Politico's coverage of the FRA's Pilot Program hearing
Take: On the private companies' concern that the FRA is rigging the process in Amtrak's favor, it would not surprise me if it is.The FRA has been nothing but vague to this point and has gone out of its way to impose arbitrary barriers on non-Amtrak operators.
TTD to FRA: Amtrak, Not Private Entities, Should Run National Passenger Rail System
Take #3: As I said in early 2014,
Take: On the private companies' concern that the FRA is rigging the process in Amtrak's favor, it would not surprise me if it is.The FRA has been nothing but vague to this point and has gone out of its way to impose arbitrary barriers on non-Amtrak operators.
TTD to FRA: Amtrak, Not Private Entities, Should Run National Passenger Rail System
TTD Secretary-Treasurer Larry Willis, appearing at the Agency’s public hearing, emphasized that Amtrak and its experienced employees are in the best position to provide inter-city passenger rail - “not private entities that seek to turn a profit by lowering labor costs or cutting and eroding service.”Take # 1: Tell that to the folks in Britain and continental Europe.
“The idea that a private entity can come in and provide more efficient service at a lower cost than Amtrak simply because it is a private entity is a myth,” Willis said. “Too often, private sector business models in the rail industry contemplate downgrading existing service, avoiding obligations under rail labor statutes, or undercutting collective bargaining agreements. The FRA must ensure that the pilot program shuts the door to this misguided model.”Take #2: Somebody ought to tell Mr. Willis that Amtrak has already done that with the downgrades to the Silver Star and the City of New Orleans so for him to accuse other operators of downgrading service is laughable and is deflecting Amtrak's deficiencies. For instance after Amtrak lost the Virginia Railway Express contract, it was Keolis that added special events for VRE's riders.
Take #3: As I said in early 2014,
If [the unions] are opposed to non-Amtrak operators, then they are in effect opposed to more jobs.That is the bottom line. It's Willis and Ed Wytkind who are depriving others of jobs, not the AIPRO members or Ed Ellis, and they are doing so because they are afraid of having to adjust to a world of multiple operators who may in due time provide superior service to Amtrak.
Tuesday, August 23, 2016
Tackling the Headlines 84: New Amtrak CEO
Last Friday, the Amtrak Board surprised everybody by announcing that former Norfolk Southern CEO Wick Moorman will succeed Joe Boardman on September 1--a month early.
In the Second Quarter issue of Passenger Train Journal, NARP CEO Jim Mathews warned about the dangers of an NEC-centric board could have on the next president's agenda. The magazine reported that the Amtrak Board also ignored suggestions from the States for Passenger Rail Coalition.
As Jim Wrinn said, Amtrak was on time for once. When Tom Downs was replaced, the Board named George Warrington as the interim president and didn't remove his name when challengers stepped up. The result? Amtrak almost went bankrupt due to his all-in focus on the Acelas. It took the Board a year to transition from David Gunn to Andrew Kummant. Then, after Kummant left, Boardman, fresh off of his FRA duties, was appointed as the interim boss for over a year before the Board removed the interim tag. Until last Friday, it looked as though the Board would appoint yet another temporary person who would become the permanent head.
The People Who Were Passed Over
Various magazine issues speculated as to who could replace Boardman presented various names earlier this year. In the May issue of Trains, AAF's Gene Skoropowski gave Don Phillips a list of four railroad leaders who were in their 30s or 40s. In the following issue, Phillips looked at former Amtrak veterans Al Engel and Richard Phelps--both of whom left Amtrak in 2011 (it is worth noting that in that same June issue, the Amtrak Board ignored Boardman's handpicked search firm/successor).In the Second Quarter issue of Passenger Train Journal, NARP CEO Jim Mathews warned about the dangers of an NEC-centric board could have on the next president's agenda. The magazine reported that the Amtrak Board also ignored suggestions from the States for Passenger Rail Coalition.
As Jim Wrinn said, Amtrak was on time for once. When Tom Downs was replaced, the Board named George Warrington as the interim president and didn't remove his name when challengers stepped up. The result? Amtrak almost went bankrupt due to his all-in focus on the Acelas. It took the Board a year to transition from David Gunn to Andrew Kummant. Then, after Kummant left, Boardman, fresh off of his FRA duties, was appointed as the interim boss for over a year before the Board removed the interim tag. Until last Friday, it looked as though the Board would appoint yet another temporary person who would become the permanent head.
My Prediction vs Actual Outcome
I thought for sure that the Board would pick someone who would continue along the same path of taking the states for granted and still be in reactionary mode in the wake of competition. As far as Moorman goes, he falls outside of the names listed by magazines and rail experts only because he initially told everyone that he was going to just enjoy his retirement.Amtrak's Path Forward
The operator is in need of fresh blood. The last railroader to run Amtrak--Andrew Kummant--was a low-level Union Pacific leader and had a very uneventful two-year tenure. Amtrak is staring at a future where:- All Aboard Florida's Brightline is about to resume the era of private passenger service. A successful run may mean that Florida's leaders implent their version of a California-like system without even talking to Amtrak
- Regional and shortline railroads are either providing intercity services or are planning to
- A trade group representing Amtrak's commuter competitors is chomping at the feet of "America's Railroad" to grab intercity contracts of state-supported corridors and overnight routes courtesy of the FAST Act (and PRIIA before it)
- Congressional pull alone may not be enough for Amtrak to maintain its near monopoly on passenger routes. Ironically, the tipping point may have been the Senate's failed attempt to drive private competitors out of the business in the spring of 2012
- The states themselves may be tired of paying high prices to keep Amtrak as the contractor of their routes when they have budgets to balance and expansion is met by the national operator by endless studies to nowhere. Indiana may have gotten the ball rolling by contracting the Hoosier State to Iowa Pacific, but there will be a state or group of states that will completely break away from Amtrak
What It Means for Competitors
With a former Class I executive running Amtrak, it may or may not be a bit more difficult for AIPRO members and others to get existing routes away from the national operator but time will tell. However, I will say this: It's very unlikely that Mr. Moorman will be as combative towards other operators. If anything, the new Amtrak CEO may decide on his own just which routes are worth keeping in the Amtrak system and which ones would be better off in the hands of someone else.Monday, August 22, 2016
Tackling the Headlines 83
Niagara Falls, NY opens new station, but no trains stop there
Take: It's likely that this scenario could play out in other places in the future, quite possibly in Jacksonville. After all, it has already played out this way in Atlanta where Amtrak refused to even consider relocating downtown.
Forgotten subway
Take: It's an insight to how far Cincinnati has been left in the dust.
No quick fixes for aging transit systems
Take: It's all about the public will. It's well past time that everybody pays attention to infrastructure issues and demands elected officials to properly fund infrastructure.
Talgos: From Wisconsin to Michigan to California
Take: This is a smart move given everything that has happened over the last year. Michigan was unable to close the deal for the trainsets Scott Walker walked away from the Madison extension and a desperate need for extra cars given that Nippon-Sharyo has jeopardized the stimulus-funded double decker car order.
Take: It's likely that this scenario could play out in other places in the future, quite possibly in Jacksonville. After all, it has already played out this way in Atlanta where Amtrak refused to even consider relocating downtown.
Forgotten subway
Take: It's an insight to how far Cincinnati has been left in the dust.
No quick fixes for aging transit systems
Take: It's all about the public will. It's well past time that everybody pays attention to infrastructure issues and demands elected officials to properly fund infrastructure.
Talgos: From Wisconsin to Michigan to California
Take: This is a smart move given everything that has happened over the last year. Michigan was unable to close the deal for the trainsets Scott Walker walked away from the Madison extension and a desperate need for extra cars given that Nippon-Sharyo has jeopardized the stimulus-funded double decker car order.
Saturday, June 25, 2016
Tackling the Headlines 82
Long distance competition at last?
On Wednesday, the FRA finally complied with Section 205 of the FAST Act and set the standards for bidding on long distance routes
TL;DR analysis: For once, the FRA is following the law on time. I want to see what the Ed Ellises and the AIPROs of the world do with overnight routes.
Full analysis: Go to Tumblr.
More destaffings
Recently, Amtrak has been turning staffed stations into unstaffed stations. Now, Homewood, IL and Wolf Point, MT have been added.
Take #1: I seriously wonder if Joe Boardman has enacted some kind of a scorched earth policy on his way out. The rash of destaffings and stripping the Silver Star of its dining cars come to mind as possible ways the lame duck Amtrak president is getting back at a lot of people. The latter act is also justification for the FRA's actions a couple of days ago.
Take #2: I am also getting tired of know it all railfans justifying small towns and suburban locations losing agents. Not everybody has access to technology and not everyone wants to handle computers. That mentality is exactly why so-called "flyover country" is in open rebellion against city folks. Instead of reducing staffed stations, a responsible company would be adding staffed stations.
Alabama rising?
Earlier this month, news broke that Corridor Capital was planning a regional rail system for Alabama and two other states and headquarters in Montgomery. As it turned out, Alabama media ran with this story big time. However, last Friday's NARP's newsletter poured cold water on exactly who was backing Corridor Capital's efforts. The Southern Rail Commission not only denied supporting CorrCap but also decided to stress how it was working with Amtrak among others.
Take #1: I had to reread the stories from the Alabama press and not once did I ever get any idea that CorrCap was even mentioned as an operator.
Take #2: A comment on the Trains Magazine page on the SRC's disavowal of CorrCap says it all: "So I guess if you are a private sector entity seeking improved passenger rail service the politicians don't want you." When I said that advocacy groups needed to adapt to a post-monopoly era rather than going all in with Amtrak, I didn't think that I'd have to also apply this to the states but given this development and Minnesota picking Amtrak to run the Northern Lights Express even though the planned second Chicago-Twin Cities frequency won't serve Minneapolis, I guess I have to.
Take #3: I wonder if NARP got into the SRC's ear and told them to distance themselves from Corridor Capital given how attached to Amtrak NARP really is.
Take #4: There is no excuse for the New Orleans-Orlando route to still be "suspended" after 10 1/2 years! If someone else can come along and get something going, that group should be commended not ridiculed the way CorrCap is now.
Take #5: Going back to Mr. Norton's comments in the Trains article, he's right on. The Floridian (1971-79), Gulf Breeze (1990-95), and the Gulf Coast Limited (1984-85 & 96-97) have all come and gone. If an entrepreneur is trying to provide a service that is absent and the only thing the current operator is doing is subjecting states to endless feasibility studies, sooner or later, the public will have to go with the person who is thinking outside of the box.
St. Louis Union Station excursions
Links can be found here, here, and here.
Take: Until non-Amtrak operators are allowed to run overnight trains and America gets serious about European-style high speed rail, this might be as good as it gets. But at least, Union Station is finally being used for its original purpose 38 years after Amtrak left.
On Wednesday, the FRA finally complied with Section 205 of the FAST Act and set the standards for bidding on long distance routes
TL;DR analysis: For once, the FRA is following the law on time. I want to see what the Ed Ellises and the AIPROs of the world do with overnight routes.
Full analysis: Go to Tumblr.
More destaffings
Recently, Amtrak has been turning staffed stations into unstaffed stations. Now, Homewood, IL and Wolf Point, MT have been added.
Take #1: I seriously wonder if Joe Boardman has enacted some kind of a scorched earth policy on his way out. The rash of destaffings and stripping the Silver Star of its dining cars come to mind as possible ways the lame duck Amtrak president is getting back at a lot of people. The latter act is also justification for the FRA's actions a couple of days ago.
Take #2: I am also getting tired of know it all railfans justifying small towns and suburban locations losing agents. Not everybody has access to technology and not everyone wants to handle computers. That mentality is exactly why so-called "flyover country" is in open rebellion against city folks. Instead of reducing staffed stations, a responsible company would be adding staffed stations.
Alabama rising?
Earlier this month, news broke that Corridor Capital was planning a regional rail system for Alabama and two other states and headquarters in Montgomery. As it turned out, Alabama media ran with this story big time. However, last Friday's NARP's newsletter poured cold water on exactly who was backing Corridor Capital's efforts. The Southern Rail Commission not only denied supporting CorrCap but also decided to stress how it was working with Amtrak among others.
Take #1: I had to reread the stories from the Alabama press and not once did I ever get any idea that CorrCap was even mentioned as an operator.
Take #2: A comment on the Trains Magazine page on the SRC's disavowal of CorrCap says it all: "So I guess if you are a private sector entity seeking improved passenger rail service the politicians don't want you." When I said that advocacy groups needed to adapt to a post-monopoly era rather than going all in with Amtrak, I didn't think that I'd have to also apply this to the states but given this development and Minnesota picking Amtrak to run the Northern Lights Express even though the planned second Chicago-Twin Cities frequency won't serve Minneapolis, I guess I have to.
Take #3: I wonder if NARP got into the SRC's ear and told them to distance themselves from Corridor Capital given how attached to Amtrak NARP really is.
Take #4: There is no excuse for the New Orleans-Orlando route to still be "suspended" after 10 1/2 years! If someone else can come along and get something going, that group should be commended not ridiculed the way CorrCap is now.
Take #5: Going back to Mr. Norton's comments in the Trains article, he's right on. The Floridian (1971-79), Gulf Breeze (1990-95), and the Gulf Coast Limited (1984-85 & 96-97) have all come and gone. If an entrepreneur is trying to provide a service that is absent and the only thing the current operator is doing is subjecting states to endless feasibility studies, sooner or later, the public will have to go with the person who is thinking outside of the box.
St. Louis Union Station excursions
Links can be found here, here, and here.
Take: Until non-Amtrak operators are allowed to run overnight trains and America gets serious about European-style high speed rail, this might be as good as it gets. But at least, Union Station is finally being used for its original purpose 38 years after Amtrak left.
Friday, April 22, 2016
Tackling the Headlines 81
Denver opens its first commuter rail line
Just four hours ago, the University of Colorado A Line, which runs from Union Station to the airport, marks the first time since the last Rio Grande Zephyr pulled in on April 23, 1983 that Union Station will have more than one rail tenant in accordance to the FRA's 49 CFR 238/239 portion covering intercity and commuter trains.
Take: Once all of the RTD commuter lines are up and running, the next steps taken should be as follows:
1. Provide a regional (read, intercity) rail system that serves Cheyenne, Ogden, Colorado Springs, Salt Lake City, Pueblo, and Albuquerque
2. Congress has to force Title XI Subtitle C Section 205 of the FAST Act to allow overnight competition which may be better for the Mile High City than the regional system in the long term
Amtrak discontinuing its timetables
Take #1: If the company were actually serious about expansion, it wouldn't be doing this. If those in Washington were serious about providing competition to Amtrak, the company wouldn't be doing this.
Take #2: Now, if other states follow Indiana's lead or break away from Amtrak altogether combined with even limited long distance competition, these entities (likely AIPRO members, regional/shortline railroads, and some foreign operators) could develop their own timetable. Thanks to the Saratoga & North Creek, such a timetable independent of Amtrak could already be developed since that railroad connects to Amtrak in upstate New York.
NYC MTA leaves the APTA
Take: This is big. If more of the major systems follow, then, the APTA could be reduced to representing small and midsized transit agencies.
Just four hours ago, the University of Colorado A Line, which runs from Union Station to the airport, marks the first time since the last Rio Grande Zephyr pulled in on April 23, 1983 that Union Station will have more than one rail tenant in accordance to the FRA's 49 CFR 238/239 portion covering intercity and commuter trains.
Take: Once all of the RTD commuter lines are up and running, the next steps taken should be as follows:
1. Provide a regional (read, intercity) rail system that serves Cheyenne, Ogden, Colorado Springs, Salt Lake City, Pueblo, and Albuquerque
2. Congress has to force Title XI Subtitle C Section 205 of the FAST Act to allow overnight competition which may be better for the Mile High City than the regional system in the long term
Amtrak discontinuing its timetables
Take #1: If the company were actually serious about expansion, it wouldn't be doing this. If those in Washington were serious about providing competition to Amtrak, the company wouldn't be doing this.
Take #2: Now, if other states follow Indiana's lead or break away from Amtrak altogether combined with even limited long distance competition, these entities (likely AIPRO members, regional/shortline railroads, and some foreign operators) could develop their own timetable. Thanks to the Saratoga & North Creek, such a timetable independent of Amtrak could already be developed since that railroad connects to Amtrak in upstate New York.
NYC MTA leaves the APTA
Take: This is big. If more of the major systems follow, then, the APTA could be reduced to representing small and midsized transit agencies.
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