A bit of follow-up to my post regarding travel between Temple and Dallas on the Texas Eagle is in order. The $44 seat in a roomette is usually only available a day or two before train time. Otherwise, it is $87, except for the holiday travel season, when it can run as high as $137.
I will be going to Dallas in January for a concert. Today the one way senior rail fare is $16.15, whilst a seat in a roomette is $87. I bought a coach ticket. A couple of days before I am scheduled to travel, I'll check to see if a roomette is available for $44. If it is, I'll grab it. If Amtrak is still asking $87 for it, I'll ride in coach. The train will not be crowded in January. In fact, the only time the Eagle has a decent load south of Dallas is over the holidays. So there is a good chance that I will be able to get the roomette seat for $44. It is all in the timing.
sunbeamThe UP Waco sub between Taylor and Waco doesn't seem to get much use except for Amtrak, some coal and occasional rock trains. San Antonio to Dallas trains usually go through Hearne, either up the UP through Austin or over the Sunset to Flatonia and onto the Dalsa. The Waco sub south between Taylor and Smithville has had very little traffic lately.
Given some other discussions on safety, it would seem that lines that are intact but housing little freight service would be ideal candidates to upgrade to dedicated ROW for HSR.
C&NW, CA&E, MILW, CGW and IC fan
Sam1... If the train(s) originated and terminated in Dallas and San Antonio, thereby not being dependent on keeping a long distance schedule, I believe that a significant amount of time could be cut off the current schedule. Also, if a more direct line can be re-established between Austin, ala the old MKT line, the running time from San Antonio and Austin to Dallas could be reduced significantly. ... The I-35 corridor in Texas has seen a population increase of nearly 100 per cent over the past two or three decades. Density has reached a point where it is a viable candidate for frequent, quick, reliable, economical, and comfortable passenger rail service. The corridor, as well as a connection from Houston, plus extensions to Tulsa and Little Rock, is a candidate for federal funding. Whether it comes about and when is problematic.
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The I-35 corridor in Texas has seen a population increase of nearly 100 per cent over the past two or three decades. Density has reached a point where it is a viable candidate for frequent, quick, reliable, economical, and comfortable passenger rail service. The corridor, as well as a connection from Houston, plus extensions to Tulsa and Little Rock, is a candidate for federal funding. Whether it comes about and when is problematic.
Looking at the corridor, I too like the xKaty route better because it serves a larger population in Waco. While the Katy is shorter, it has more frequent and restrictive curvature. Some mileage discrepancy also might arise from the previous San Antonio station location.
I'm guessing that at some point in UP priorities, the route will be upgraded with more and longer sidings for so-called "Big Mama" freights over 10,000 feet long. This brings up whether, if freights hold the main to avoid picking the switch, passing sidings would become a short second main where Amtrak could easily accelerate to 79 mph between diverging 40-mph turnouts.
schlimm Sam1OK, the Eagle does not stop in Georgetown, so I have to drive to Taylor or Temple. Taylor is approximately 27 miles from my house; Temple is approximately 40 miles from it. Interesting saga. How far is it from San Antonio to Austin to Dallas and how long does it take via train currently? From what I remember of Texas, it sounds like a natural for corridor service, along with some route(s) to Houston.
Sam1OK, the Eagle does not stop in Georgetown, so I have to drive to Taylor or Temple. Taylor is approximately 27 miles from my house; Temple is approximately 40 miles from it.
Interesting saga. How far is it from San Antonio to Austin to Dallas and how long does it take via train currently? From what I remember of Texas, it sounds like a natural for corridor service, along with some route(s) to Houston.
It is 314 rail miles from Dallas to San Antonio, keeping in mind that the train runs due west from Dallas to Fort Worth, thereby adding approximately 21 miles to what would be a shorter distance if the train was able to take a more direct route. It is 82 rail miles from San Antonio to Austin and 232 rail miles from Austin to Dallas.
No 21 leaves Dallas at 11:50 a.m. and arrives in Austin at 6:30 p.m., with a scheduled arrival in San Antonio at 9:55 p.m. or 10 hours, 5 minutes total. No 22 leaves San Antonio at 7:00 a.m., with scheduled arrivals in Austin and Dallas of 9:31 a.m. and 3:20 p.m. or 8 hours, 20 minutes total. The schedules have more padding in them than a hockey goalie's garb.
If the train(s) originated and terminated in Dallas and San Antonio, thereby not being dependent on keeping a long distance schedule, I believe that a significant amount of time could be cut off the current schedule. Also, if a more direct line can be re-established between Austin, ala the old MKT line, the running time from San Antonio and Austin to Dallas could be reduced significantly.
The Sunshine Special, which was a Frisco/Katy offering well into the 1950s, route between Dallas and San Antonio, was 292.8 miles compared to 314 for today's Texas Eagle. Southbound the Special required 6 hours, 55 minutes to run from Dallas to San Antonio and 6 hours, 25 minutes from San Antonio to Dallas. It made six stops between Dallas and San Antonio, including Austin, compared to seven stops for the Eagle.
Since August I have made three round trips from Georgetown, Texas to Dallas on the Texas Eagle.
OK, the Eagle does not stop in Georgetown, so I have to drive to Taylor or Temple. Taylor is approximately 27 miles from my house; Temple is approximately 40 miles from it.
The fare was a bargain. It was $21 each way from Taylor; $15 each way from Temple. This is before the senior discount. My first two trips were in coach. Over the Thanksgiving holiday, because I anticipated the train would be crowded, I priced a seat in a roomette. Much to my surprise, the first class fare from Temple to Dallas was $56.95, which included the senior discount, or just about what it would cost me to fly on Southwest Airlines. Moreover, had I taken the plane, which I do quite often, I would have had to drive to the Austin airport, which is approximately 46 miles from my house, plus pay $7 a day to park in the long term parking lot. Driving to Dallas costs me approximately $42 each way.
Lunch in the dinner is included in the first class fare. I had the veggie burger going and coming. It is priced at $7, which means that the net cost of the first class fare was $51.95.
Taking the train is a good deal as long as I don't need a car in Dallas. Since I was staying downtown, with ready access to DART, I did not need a car. However, on two occasions, since I was attending the Dallas Symphony, I made sure to book a hotel close to the symphony hall. I don't cotton to the idea of being on public transit in Dallas late at night.
The downside of using the train lies in the fact that there is only one train a day. Thus, if the train runs into a major delay, I would be stuck in Dallas overnight, since there is very limited bus service between Dallas and Temple. Fortunately, the trains was on time all six times.
In addition, the schedule is very slow, in part because of the dwell times in Fort Worth, especially for Number 21. It is scheduled to arrive in Fort Worth at 1:25 p.m. and depart at 2:10 p.m. On the day I returned to Temple it arrived in Fort Worth at 12:45 p.m., which resulted in a very long dwell time in Fort Worth.
I would use the train more often if we had more than one train a day in the I-35 corridor as well as train service from Austin to Houston. Better means more frequencies and faster schedules.
It is no secret that I favor discontinuing the long distance trains in favor of more frequent and better corridor service. DFW to Austin and San Antonio would be a good place to start in Texas. If Amtrak was not hobbled by its long distance trains, it might have the resources to improve corridor services where it makes sense. The corridors don't have to be high speed. If they have an average speed of 75 miles per hour or thereabouts, along with improved station facilities, I believe that they could attract a reasonable passenger load and come close to covering their operating costs.
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