Overmod I notice that so far no one has mentioned the cost of lateness to the crews themselves, and to their effective morale and sense of professionalism.
I know three of the San Antonio based Amtrak conductors reasonably well. They usually work the Texas Eagle between San Antonio and Fort Worth, although one of them is qualified to work the Sunset Limited between San Antonio and Alpine.
They have stopped making excuses for the late running Texas Eagle. Two of them have told me that they are just hanging on for retirement. One even changed his assignment so that he could qualify for a few more retirement dollars.
Reducing the need for so much usage of on-call personnel outside the NEC would reduce labor costs $11.5 million. The largest cost center impacted is LD service. If OTP were improved by 5%, annual savings on LD would be $6.9 MIL. NEC savings only $2.8 MIL. Ditto with state corridors.
BaltACDMy experience indicates that Amtrak crew management operates in their own little world that has very little contact with the real world.
I notice that so far no one has mentioned the cost of lateness to the crews themselves, and to their effective morale and sense of professionalism. That probably has an ultimate 'dollar cost' but it would be difficult at best to fairly calculate it -- but I do think that an OIG report on the effect of the lateness (which may be at least in part intended to get Congressional or staff attention focused on the likely 'causes') both could and should have included some mention of it.
DeggestyWe were more than two hours late leaving Chicago, and we lost more time because we had lost our slot. The Conductor boarded in Lincoln told me that he had been called for the usual time, and he indicated that he thought he should have been called for a later time.
My experience indicates that Amtrak crew management operates in their own little world that has very little contact with the real world.
Never too old to have a happy childhood!
We were more than two hours late leaving Chicago, and we lost more time because we had lost our slot. The Conductor boarded in Lincoln told me that he had been called for the usual time, and he indicated that he thought he should have been called for a later time.
Johnny
DeggestyIt is not just overtime for on board service crews that increases the cost for late trains; at times it has been necessary for operating crews to be relieved on the way. Two notable examples in my traveling experience--on one ocassion #5 was held in Chicago for more than two hours because #49 and #29 did not arrive in Chicago until about four in the afternoon--and the caller in Lincoln called the westbound crew for the regular time and they ran out of time in western Nebraska (RR error). The other example was, perhaps, unavoidable when the BNSF dispatcher stopped us (I do not remember for how long) in western Nebraska because of high winds. When the winds died down, a relief crew--who were not qualified to operate east of Denver--and pilots were brought out by the BNSF so we could get to Denver. Altogether, we were about 12 hours late arriving in Salt Lake CIty; I do not know how late the arrival in Emeryville was.
Two notable examples in my traveling experience--on one ocassion #5 was held in Chicago for more than two hours because #49 and #29 did not arrive in Chicago until about four in the afternoon--and the caller in Lincoln called the westbound crew for the regular time and they ran out of time in western Nebraska (RR error). The other example was, perhaps, unavoidable when the BNSF dispatcher stopped us (I do not remember for how long) in western Nebraska because of high winds. When the winds died down, a relief crew--who were not qualified to operate east of Denver--and pilots were brought out by the BNSF so we could get to Denver. Altogether, we were about 12 hours late arriving in Salt Lake CIty; I do not know how late the arrival in Emeryville was.
Most Amtrak crews on their long distance network are 'nominaly' assigned crews, having bid in particular assignments. As such, those assignments have designated 'show up' times for the crews to go on duty at a location that is based upon the train's scheduled arrival and/or departure time. Personnel on such assignments do not get 'called' for their jobs - they show up at the designated place and time.
Amtrak Crew Management, even when they are in possession of information detailing the lateness or a train, are reluctant to notify the crew and 'set back' their on duty time - there is a specific time frame that assigned crews must be notified of the change to their on duty time - such notification windows are on the order of 2 or 3 hours BEFORE the assigned On Duty time. In many cases, the delay to the train happens AFTER the time when the assignment can have their On Duty time changed.
It is not just overtime for on board service crews that increases the cost for late trains; at times it has been necessary for operating crews to be relieved on the way.
Not to conclude to any conspiracies or causal relationships, but... If you read the OIG link, there were a lot of extra labor charges due to late trains, especially the LD services. "Follow the money" is often useful when searching for a major motivating factor
Direct link to the OIG report page, with download link at the bottom.
https://amtrakoig.gov/audit-documents/audit-reports/train-operations-better-estimates-needed-financial-impacts-poor-time
Similar page for the 2018 Amtrak Management Challenges report.
https://amtrakoig.gov/other-audit-correspondence/amtrak-oig-releases-2018-management-challenges-report
Neither of these links can be embedded in a Kalmbach post.
https://usa.streetsblog.org/2019/10/23/amtraks-late-running-trains-cost-system-millions/
Amtrak could save $41.9 MIL annually if it's LD trains were on-time 75% of the time.
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