According to the student newspaper for Miami University in Oxford, Ohio (link here: http://miamistudent.net/miami-university-oxford-pledge-700000-to-open-amtrak-station/), the university and the city have each pledged $350,000 towards an Amtrak stop in the college town.
This would be on the Cardinal route. Obviously, nothing is set and stone (and everything is a long way from potentially occurring), but this seems like an interesting idea. Oxford, Ohio is a college town (Miami of Ohio football games have been on ESPN/ESPN2 over the years), where perhaps a station stop is worth considering.
I guess it is a positive that they are open to building a station. That leaves the problems of the Cardinal's less than daily service and a schedule that puts them through Oxford in the middle of the night in either direction.
A much better solution would be a regional train sponsored by Ohio and Indiana that runs between Cincinnati and Chicago on a daily basis. However, given Ohio's previous apathy to the Cleveland/Columbus/Cincinnati route, it seems unlikely to be considered.
Also in Trains NewsWire:
http://trn.trains.com/news/news-wire/2017/01/04-ohio-city-miami-university-pledge-700000-for-new-cardinal-stop
It seems I also read somewhere that it was only the 3rd new station on Amtrak in 10 years
Although Illinois is the #2 state for Miami students, trailing only Ohio - 2200 to 7000+, and mostly from the Chicago suburbs, it would seem service to Columbus, etc. would be even more important.
C&NW, CA&E, MILW, CGW and IC fan
I am under the impression that Miami is a public institution. As such, is it supported by the State of Ohio? If so then should the political leadership of the State be consulted about this expenditure? It's an interesting thought.
Dakguy201 I am under the impression that Miami is a public institution. As such, is it supported by the State of Ohio? If so then should the political leadership of the State be consulted about this expenditure? It's an interesting thought.
University funds probably coming from endowment ? However watch out for legislative action from haters.
Miami University is a coeducational public research university located in Oxford, Ohio, United States. Wikipedia Address: 501 E High St, Oxford, OH 45056 Acceptance rate: 65.4% (2016) Mascot: Swoop the RedHawk Total enrollment: 18,456 (2014) Phone: (513) 529-1809 Undergraduate tuition and fees: In-state tuition: 13,533 USD (2015), Out-of-state tuition: 30,233 USD (2015)
Never too old to have a happy childhood!
The Cardinal should be near the top of Amtraks Discontinue when times are right list so this to me would seem like a waste of money to create another stop for a train that is at risk of being discontinued........and really should be discontinued beyond Indianapolis.
At many public research universities, state funding (taxes) is usually less than 1/3 of the budget. Not at all like it was in the 60s.
Even though the "Cardinal" only goes three times per week, on a per trip basis it hauled about the same number of passengers as the "City of New Orleans", a little more than the "Capitol Limited", and a little less than the "Crescent", (2016 data times 3/7).
This new stop sounds like a good idea. There are probably other places in the country that could use a stop, especially on the outskirts of metropolitan areas.
Jim200 Even though the "Cardinal" only goes three times per week, on a per trip basis it hauled about the same number of passengers as the "City of New Orleans", a little more than the "Capitol Limited", and a little less than the "Crescent", (2016 data times 3/7). This new stop sounds like a good idea. There are probably other places in the country that could use a stop, especially on the outskirts of metropolitan areas.
Digging deeper, 60.5% of passengers ride 399 miles or less; 35.2% under 200 miles. It should not be an LD train.
schlimm Jim200 Even though the "Cardinal" only goes three times per week, on a per trip basis it hauled about the same number of passengers as the "City of New Orleans", a little more than the "Capitol Limited", and a little less than the "Crescent", (2016 data times 3/7). This new stop sounds like a good idea. There are probably other places in the country that could use a stop, especially on the outskirts of metropolitan areas. Digging deeper, 60.5% of passengers ride 399 miles or less; 35.2% under 200 miles. It should not be an LD train.
Are your passenger counts only from the end points? 300 miles between intermediate stations? 200 miles between intermediate stations. Making decisions on such 'statistics' about 'long distance' is an excerise of folly.
BaltACD schlimm Jim200 Even though the "Cardinal" only goes three times per week, on a per trip basis it hauled about the same number of passengers as the "City of New Orleans", a little more than the "Capitol Limited", and a little less than the "Crescent", (2016 data times 3/7). This new stop sounds like a good idea. There are probably other places in the country that could use a stop, especially on the outskirts of metropolitan areas. Digging deeper, 60.5% of passengers ride 399 miles or less; 35.2% under 200 miles. It should not be an LD train. Are your passenger counts only from the end points? 300 miles between intermediate stations? 200 miles between intermediate stations. Making decisions on such 'statistics' about 'long distance' is an excerise of folly.
The numbers I cited are between all stations en route, intermediate and end points, from NARP. They also give the 10 city pairs with the most riders. From that, one can see most passengers on the Cardinal ride shorter distances.
Top city pairs by ridership, 2015
1. Chicago, IL - Indianapolis, IN 196 mi 2. Chicago, IL - Lafayette, IN 122 mi 3. Chicago, IL - Cincinnati, OH 319 mi 4. Charlottesville, VA - Washington, DC 114 mi 5. Charlottesville, VA - New York, NY 339 mi 6. Chicago, IL - Washington, DC 921 mi 7. Charlottesville, VA - Chicago, IL 807 mi 8. Charleston, WV - Chicago, IL 528 mi 9. Chicago, IL - Crawfordsville, IN 149 mi
Distance Passengers 0-99 5.0% 100- 199 30.2% 200- 299 8.7% 300- 399 16.6% 400- 499 8.5% 500- 599 6.0% 600- 699 7.6% 700- 799 3.3% 800- 899 5.1% 900- 999 4.5% 1000-1099 2.3% 1100-1199 2.2%
Only 17.4% of passengers ride over 700 miles, most near the two endpoints or DC
schlimm BaltACD schlimm Jim200 Even though the "Cardinal" only goes three times per week, on a per trip basis it hauled about the same number of passengers as the "City of New Orleans", a little more than the "Capitol Limited", and a little less than the "Crescent", (2016 data times 3/7). This new stop sounds like a good idea. There are probably other places in the country that could use a stop, especially on the outskirts of metropolitan areas. Digging deeper, 60.5% of passengers ride 399 miles or less; 35.2% under 200 miles. It should not be an LD train. Are your passenger counts only from the end points? 300 miles between intermediate stations? 200 miles between intermediate stations. Making decisions on such 'statistics' about 'long distance' is an excerise of folly. The numbers I cited are between all stations en route, intermediate and end points, from NARP. They also give the 10 city pairs with the most riders. From that, one can see most passengers on the Cardinal ride shorter distances. Top city pairs by ridership, 2015 1. Chicago, IL - Indianapolis, IN 196 mi 2. Chicago, IL - Lafayette, IN 122 mi 3. Chicago, IL - Cincinnati, OH 319 mi 4. Charlottesville, VA - Washington, DC 114 mi 5. Charlottesville, VA - New York, NY 339 mi 6. Chicago, IL - Washington, DC 921 mi 7. Charlottesville, VA - Chicago, IL 807 mi 8. Charleston, WV - Chicago, IL 528 mi 9. Chicago, IL - Crawfordsville, IN 149 mi Distance Passengers 0-99 5.0% 100- 199 30.2% 200- 299 8.7% 300- 399 16.6% 400- 499 8.5% 500- 599 6.0% 600- 699 7.6% 700- 799 3.3% 800- 899 5.1% 900- 999 4.5% 1000-1099 2.3% 1100-1199 2.2% Only 17.4% of passengers ride over 700 miles, most near the two endpoints or DC
SO? What non-LD service would be used to handle the 'short haul' passengers, or no service at all?
Long distance trains are not always operated for passengers traveling end point to end point.
One also has to remember Amtrak is a political entity that has to beg politicians for money to continue operations, therefore, operations have a big political element in the decision making process over and above the dollars and cents business considerations.
I said twice that LD trains (the Cardinal) are not primarily serving endpoint to endpoint passengers, as is obvious from the data. So that is why I say drop the Cardinal. A rational scheme for taxpaying passengers (as opposed to politicians) would have the daily Hoosier State extended to Cincy, adding a 2nd train if traffic demanded with more convenient times of day scheduled. Another train could run DC to Charlottesville. This would take care of about 87% of the Cardinal's load and be a better use of equipment. As should be obvious, LD trains are far more subject to compounded delays and inconvenient boarding times (for people) than short corridor services, thus having an inconvenient and unreliable "service" for the public and taxpayers.
"A rational scheme for taxpaying passengers (as opposed to politicians) would have the daily Hoosier State extended to Cincy, adding a 2nd train if traffic demanded with more convenient times of day scheduled. Another train could run DC to Charlottesville. This would take care of about 87% of the Cardinal's load and be a better use of equipment."
The DC to NYC segment is left out of this plan, but besides this it would require (4) four sets of equipment, whereas making the Cardinal daily on the existing schedule would require only (3) three sets. There is quite a bit of efficient mileage generated by having a longer trip running overnight, without stops to turn equipment.
Can the point be proved that the daytime corridor run would net a lower loss (better revenue to cost)? Since such a corridor will basically be two Hoosier States, can the point be shown that the loss per passenger mile would improve?
The rough answer is an analysis was done of taking out the middle (overnight) section of the Lake Shore Limited, the ridership sustaintially declines on the remaining end portions as many trip pairs are no longer possible.
Please actually show how 87% of the load will remain with a large middle section of the route removed!
Muralist0221 Airline service out of Dayton is "Mickey Mouse". A recent emergency trip from Dayton to Des Moines, Iowa cost $800 on United ...
Day of travel walk-up fares tend to be very high, but with a little advance planning, air travel is highly competitive, especially when the need to get there quickly is important.
According to Travelocity United, American, and Delta offer an average of 18 flights a day between Dayton and Des Moines. Flight times run from approximately 4 to 6 hours; all the flights involve a connection. Purchased in advance, roundtrip fares begin as $289.60.
There are 16 non-stop or one stop daily flights from Dayton to Chicago, with advance purchase round trip fares for less than $100. Flying time appears to be around 1 hour 20 minutes.
Flying to or from some cities has gotten more difficult. Dayton does not appear to be one of them.
Rio Grande Valley, CFI,CFII
Sure, and some tickets might be $1.
However, the average roundtrip fare Dayton to Des Moines, is $493 per the USDOT Q2/2016 Data, line 2858 in Table 6's Excel sheet of single segments, without any fees.
That is about $0.42/passenger mile (normalized to the longer 593 highway miles), and this is in the "fee for everything era" of airlines, where tickets exclude baggage fees and change fees. Sleepers could be priced for a lot less than that if the route was run and cover their costs.
V.Payne Sure, and some tickets might be $1. However, the average roundtrip fare Dayton to Des Moines, is $493 per the USDOT Q2/2016 Data, line 2858 in Table 6's Excel sheet of single segments, without any fees. That is about $0.42/passenger mile (normalized to the longer 593 highway miles), and this is in the "fee for everything era" of airlines, where tickets exclude baggage fees and change fees. Sleepers could be priced for a lot less than that if the route was run and cover their costs.
Two key points! Air service between Dayton and Des Moines is not Mickey Mouse. And one can, with a little advance planning, get a substantially better fare than the average fare or the daily walk-up fare.
V.Payne Sleepers could be priced for a lot less than that if the route was run and cover their costs.
Doubtless the sleepers would be filled with your kiosk rent a car customers.
Our community is FREE to join. To participate you must either login or register for an account.