Note it stipulates that all new state supported corridor service will be started with Amtrak Horizon fleet with more than likely an AmCafe business car combo. States in the plan Horizon fleet for new intro rail service until new equipment arrives (at least through the end of 2025):
Located here:
https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/businessplanning/Amtrak-Service-Asset-Line-Plans-FY24-29.pdf
Also states it has no current clue if the Superliner replacements will be single or two level yet and I attribute that to the RFP responses not being in at time of publication or currently.
From the report:
"Reimagining Traditional Dining Extension
Traditional dining for First Class features seasonal menus with a variety of entree selections for breakfast, lunch and dinner and a complimentary alcoholic beverage served with dinner. It was extended to both the Silver Meteor and Silver Star in 2023."
Does this mean full dining car service has ALREADY been reinstated on trains 91 & 92; the Silver Star? I was not aware of this happening.
railfanjohn... Does this mean full dining car service has ALREADY been reinstated on trains 91 & 92; the Silver Star? I was not aware of this happening.
https://www.trains.com/trn/news-reviews/news-wire/amtrak-launches-silver-star-traditional-dining-pilot/
This was enough of a success that Amtrak mentioned it prominently in the Board Meeting "Update To The Public" from the beginning of December last year.
https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/board-meetings/Amtrak-Public-Board-Meeting-120123.pdf
I do not yet know any details of how restaurateur Starr developed the new meals, but it would be of interest to me in a number of respects... as will be public reaction to the 'experience'.
Note that elsewhere in this update Amtrak says it expects to achieve above-the-rail net profitability, including the enhanced LD operations, by 2040 (that is, within about 15 years).
A YouTube video I watched the other day showed all those new and unused Acela trains sitting at 30th Street in Philadelphia. I'm aware they arrived with problems.
Question: What, if anything, is being done on a day-to-day basis to get those trains into service? Or do days and weeks pass with nothing happening? New equipment just sitting exposed to the elements without earning their keep. What is the current timeline for getting them into service? Whose butt got kicked or is getting kicked for this?
My Acela rides last month were aboard tired-looking trains with locomotives that appear dirty and beaten up.
Overmod Note that elsewhere in this update Amtrak says it expects to achieve above-the-rail net profitability, including the enhanced LD operations, by 2040 (that is, within about 15 years).
Fifteen-year forecasts should be taken with a grain of salt.
In FY23 the long-distance trains had an operating loss of $382 million compared to $347 million in FY22. The fully allocated loss in FY23 was $596.4 million. In FY22 it was $563 million.
I will believe Amtrak's financial forecasts just as soon I get an email from Satan telling me that Hell has frozen over, and he/she is looking for a new home.
Speaking of the long-distance trains, the Eagle has been three to eight hours late into San Antonio the past three days. Today, according to Amtrak’s website, they are giving up. They are busing passengers on No. 21 from Longview to San Antonio. Who knows what the excuse is this time?
Running the long-distance trains is throwing good money after bad. They have never come close to covering their fully allocated cost, which is what a real business would require, and the probability that they will is remote.
Rio Grande Valley, CFI,CFII
PJS1 Running the long-distance trains is throwing good money after bad. They have never come close to covering their fully allocated cost, which is what a real business would require, and the probability that they will is remote.
Part of the reason I mentioned that part of the Amtrak report was that there has been so much emphasis, both in it and in other areas, about Amtrak first facelifting (the $28-odd million for Superliners) and then replacing LD equipment, improving inherently-LD amenities like sit-down dining, and discussing strategic network improvements that don't fall neatly into typical "state-financed corridor arrangements". Something I'm going to be interested to watch is the introduction of the Borealis service, which is basically a corridor coach consist being operated opposite the full-on Builder... I suspect for the same 'transportation' cost. What will the demographics and the priorities of the people riding these be?
Perhaps it is only a sop to Congress that Amtrak, net of all the planned reported changes and enhancements, says it expects to be above-the-rail net profitable within 15-odd years. It would certainly make no rhetorical sense at all to try to claim 'we're going even further into our historical hole with this wonderful new stuff' in light of the Congressional mandate on profitability... which I suspect can and will only be 'waived' so far, or for so much additional time. What Amtrak basically seems to be doing is say -- with very high justification, in my opinion -- we need all this capital spending and process improvement over the next 10 years to get a system that can be operated with enough passenger-segments at low enough overall cost that we'll be fulfilling your mandate.
blue streak 1Maybe Amtrak can meet LD above rail costs? Appearances seem to be Amtrask is going to work on LD revenue last . Still seems to be Nothing else counts (NEC). Now Auto Trains seems to meet fully allocated. With enough capacity on those routes that has demand then those LD trains may meet above rail costs? Of course, getting enough high revenue dollar sleeper capacity is a long time in coming.
I always reject absolutist statements as somewhat throwing in the towel prematurely and probably false. I suspect the intent was to say that most LD trains run by Amtrak will never achieve their goals.......which I would agree with.
I would not agree as a blanket statement for any LD train run in the United States I would disagree with at the moment and say the jury is still out on that. If it was true we would not have private companies trying to enter the LD market and LD - tour train market.......would we?
Just like I had issue with a statement made long ago that a passenger train along the front range of the Rocky Mountains couldn't be and/or would never be done.
Having said that, for some reason in our culture lots of people take the one way or the other way approach with no recognition of any gray area between. I am not one of them but I am usually the cleanup person for that approach. I want to post more about volunteer experiences in HOA Management (extensive cleanup and fixing issues there) but will skip that for now. It stifles innovation and overall I think it limits progress on resolving issues or problems. Brightline is the latest example of how someone challenging the status quo can surprise people who in the past said it would never happen.
Understood there is a flip side of this same coin who are people that think any LD train can be profitable and if only they were running things, which I also do not subscribe to.
OvermodWhat Amtrak basically seems to be doing is say -- with very high justification, in my opinion -- we need all this capital spending and process improvement over the next 10 years to get a system that can be operated with enough passenger-segments at low enough overall cost that we'll be fulfilling your mandate.
I hope this is true because they really need to be absolutely clear on this because Congress is full of day dreamers and wishfull thinking. Transparency and absolute clarity is required in all presentations to Congress or the presenter will find themselves in trouble..........real quick.
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