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To what extent is the Intercity Marketplace skewed in the US
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<p>[quote user="oltmannd"]</p> <p>[quote user="V.Payne"]The other big point in the paper is if Amtrak long distance consists we're expanded to about 8-12 revenue cars...[/quote]</p> <p>This may be a problem. Is there market demand for LD train service on with the existing routes and schedules? How low would fares have to go to induce that many more riders?</p> <p>I think it is somewhat of an urban legend that LD trains are "always full". The fact is the load factor for these trains runs around 55%. That is not "always full" - it might mean that certain segments of certain routes run full during certain periods of time - but that is not "always full", or even close.</p> <p>Don't discount the cost side of the equation. What happens if you get the train staff out of the revenue space? (rotate them off like T&E guys) Automate more of the food service? Stop cooking on the train? (serve meals like a dinner train) [/quote]</p> <p>If I were backing the expansion of the long distance trains, I would want to see a sophisticated market study of the potential for using the expanded capacity.</p> <p>In FY11 the average load factor for the long distance trains was 62 per cent. I suspect that it varies widely depending on the segments, days of the week, and the season.</p> <p>The Great Southern Railway in Australia has taken a different approach to Australia's major long distance trains. For most of the year, for example, there is enough traffic to run the Ghan from Adelaide to Darwin one day a week. But during the winter months, when Aussies head north for the warmer climate in Darwin, the train runs twice a week. </p> <p>The Great Southern Railway is a stock company. Its operations are subsidized by the federal government, but it must earn a return for its investors. Thus the flexibility of scheduling the trains in accordance with market demand. What a novel idea!</p>
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