In May's Trains Bob Johnston offers a fascinating look at what has happened to the Texas Eagle. In 1997, Bob reports, Amtrak had all but given up on the train. Then in Texas a grass roots organization emerged to save it: The Texas Eagle Marketing and Performance Organization. TEMPO created a website offering information about the train along with a clear map and connecting trains. It also advised Amtrak about setting fares to yield maximum revenue (within the framework of Amtrak's own policy) and generally worked with Amtrak to improve performance. The result is a 12.8 per cent increase in ridership in fiscal 2012 and a revenue increase of 7 per cent per year for the last 2 fiscal years. All of this was accomplished by volunteers (most of whom seem to be Texans) who simply value rail transportation.
TEMPO is working with Amtrak to obtain better scheduling and hopes to get more and newer equipment which will boost ridership and revenue.
The TEMPO website is an excellent example of what local people can do to improve the performance of trains serving their area. http://tempo-rail.org/
John WR In May's Trains Bob Johnston offers a fascinating look at what has happened to the Texas Eagle. In 1997, Bob reports, Amtrak had all but given up on the train. Then in Texas a grass roots organization emerged to save it: The Texas Eagle Marketing and Performance Organization. TEMPO created a website offering information about the train along with a clear map and connecting trains. It also advised Amtrak about setting fares to yield maximum revenue (within the framework of Amtrak's own policy) and generally worked with Amtrak to improve performance. The result is a 12.8 per cent increase in ridership in fiscal 2012 and a revenue increase of 7 per cent per year for the last 2 fiscal years. All of this was accomplished by volunteers (most of whom seem to be Texans) who simply value rail transportation. TEMPO is working with Amtrak to obtain better scheduling and hopes to get more and newer equipment which will boost ridership and revenue. The TEMPO website is an excellent example of what local people can do to improve the performance of trains serving their area. http://tempo-rail.org/
I ride the Texas Eagle six to eight times a year. I usually take it from Taylor to Dallas or Taylor to San Antonio. I am reasonably familiar with the train.
In FY12 the passenger count was 337,973 compared to 299,508 in FY11 or an increase of 12,8 per cent. The sleeping car count was 38,921 vs. 36,048 or an increase of 8.0 per cent.
The FY12 revenues were $28.5 million compared to FY11 revenues of 26.6 per cent or an increase of 7.14 per cent. Sleeping car revenues increased 5.2 per cent.
The FY12 loss was $34.5 million compared to $30.1 million in FY11. This was an increase of 14.6 per cent.
The average end point to end point load factor for the Eagle was approximately 71 per cent in FY12 and FY11.
I have attended several TEMPO meetings. The sponsors don't have a clue about finance nor as far as I could tell do they care. Clearly, given the FY12 to FY11 comparison, it appears that Amtrak, perhaps with the encouragement of TEMPO, is buying ridership. Increasing ridership without a proportional increase in revenues is not an effective business strategy.
Senator Kay Bailey Hutchison was the key factor in saving the Texas Eagle and having it upgraded to daily service. TEMPO likes to take the lion's share of the credit for the improvements, as well as the establishment of the Heartland Flyer, but I believe it was the influence of Senator Hutchison that was critical to the outcome. Senator Hutchison is now retired from the Senate. TEMPO is not likely to get a sympathetic hearing from the incumbent senators.
Seeing this thread, I visited TEMPO's website, which is at best described as a hodgepodge of text and a few links. No info on who is behind TEMPO. No way to contact TEMPO, should one want to get involved, even though in the text they appear to ask people to get involved. List of meetings they've had. No way to find out when the next one is coming up or where.
I am personally very thankful we have the Texas Eagle running here and hope it continues to do so. However, if there is a real effort to build grassroots support for it, TEMPO sure doesn't seem to be it.
CJtrainguy Seeing this thread, I visited TEMPO's website, which is at best described as a hodgepodge of text and a few links. No info on who is behind TEMPO. No way to contact TEMPO, should one want to get involved, even though in the text they appear to ask people to get involved. List of meetings they've had. No way to find out when the next one is coming up or where. I am personally very thankful we have the Texas Eagle running here and hope it continues to do so. However, if there is a real effort to build grassroots support for it, TEMPO sure doesn't seem to be it.
According to the TXARP (Texas Association of Railroad Passengers) webpage, Bill Pollard is the Chairman of TEMPO. He is an adviser to TXARP. If I remember correctly Pollard is or was a Little Rock dentist. You may be able to contact him through Henry Wulff, who is the President of TXARP. His details are listed on the TXARP webpage, which is http://www.txarp.org.
The rail enthusiast and frequent rider in me is thankful for the Texas Eagle, as well as the Heartland Flyer and Sunset Limited. The accountant and financial analyst in me is appalled at the losses run-up by these trains. The futurist in me would scrap the Eagle and the Limited. I would use the equipment (coaches and lounge cars) to establish improved service from Oklahoma City and Little Rock to Fort Worth and San Antonio.
Passenger rail in Texas will never be a serious transport option until we have multiple offerings per day, on a relatively quick schedule, running during the hours when people want to go some place. Running the Texas Eagle, as it is, does not address the issue of better alternatives for people traveling along the I-35 and I-30 corridors.
Sam1 The rail enthusiast and frequent rider in me is thankful for the Texas Eagle, as well as the Heartland Flyer and Sunset Limited. The accountant and financial analyst in me is appalled at the losses run-up by these trains. The futurist in me would scrap the Eagle and the Limited. I would use the equipment (coaches and lounge cars) to establish improved service from Oklahoma City and Little Rock to Fort Worth and San Antonio. Passenger rail in Texas will never be a serious transport option until we have multiple offerings per day, on a relatively quick schedule, running during the hours when people want to go some place. Running the Texas Eagle, as it is, does not address the issue of better alternatives for people traveling along the I-35 and I-30 corridors.
A very succinct picture of the key issues in the broader view as well. But sticking to Texas, do you think Houston fits into that vision?
C&NW, CA&E, MILW, CGW and IC fan
Sam1 . The average end point to end point load factor for the Eagle was approximately 71 per cent in FY12 and FY11.
.
I know you are our best reporter of statistical data, but that doesn't pass my sniff test. I take that to mean that 71% of the Eagle tickets are for travel between Chicago and San Antonio. In particular considering the number of major cities on that route (St. Louis, Little Rock, Dallas, Ft. Worth, Austin) I just don't think it probable, although the end point stats may be bulked up by passengers traveling further on the Sunset. .
Dakguy201 Sam1 . The average end point to end point load factor for the Eagle was approximately 71 per cent in FY12 and FY11. I know you are our best reporter of statistical data, but that doesn't pass my sniff test. I take that to mean that 71% of the Eagle tickets are for travel between Chicago and San Antonio. In particular considering the number of major cities on that route (St. Louis, Little Rock, Dallas, Ft. Worth, Austin) I just don't think it probable, although the end point stats may be bulked up by passengers traveling further on the Sunset. .
The average load factor means that 71 per cent of the seats were occupied somewhere between Chicago and San Antonio. It includes the seats in the sleeping cars.
Most of the people who ride the Texas Eagle travel between intermediate stations served by the Eagle or those from a connecting train. I don't know the per cent that travel all the way from Chicago to San Antonio or vice versa. However, if the California Zephyr's experience is an indicator for the long distance trains, only four or five per cent of long distance train travelers ride from end point to end point.
Although most of my trips on the Eagle were between the points described above, I have taken the train to Chicago at least five times and to LAX at least six times. If my observations are accurate, the heaviest passenger loads (load factor) on the Eagle occur between Chicago and St. Louis and between Dallas and San Antonio. Between St. Louis and Dallas I have seen instances where the number of people suffering through an all night coach experience was no more than five or six per car.
Last Thursday I rode the train from San Antonio to Temple. The Eagle has has approximately 230 coach seats and 58 sleeping car seats for sale. During 2012 an average of 96 passengers boarded the train in San Antonio. So the typical load factor out of San Antonio would be 33.4 per cent. On Thursday approximately 45 people boarded the train in San Antonio. It appeared to take on a substantial number of people at Austin and approximately 25 people were waiting to board the train in Temple.
At the breakfast table in the dinner I sat with three other people. One lady was going to Oklahoma City, which meant that she was transferring to the Heartland Flyer in Fort Worth. The other party (mother and son) were going to Dallas. He is in the sixth grade, and this was his first train ride. I encouraged him to get his mother to take him to the NEC for a ride on the Acela. I am not sure how happy she was about the suggestion.
When going to Dallas I usually ride coach, which gives me an opportunity to meet lots of nice people as well as some people one would not invite home. When coming from San Antonio to Taylor or Temple, I book a roomette. That way I can avoid having to stand in line for half an hour to get a good coach seat. Most of the people that I have met on the northbound train over the past five years are going to Fort Worth or Dallas, with a few traveling on as far as Little Rock. Southbound most of the people are headed to the Alamo City.
schlimm Sam1 The rail enthusiast and frequent rider in me is thankful for the Texas Eagle, as well as the Heartland Flyer and Sunset Limited. The accountant and financial analyst in me is appalled at the losses run-up by these trains. The futurist in me would scrap the Eagle and the Limited. I would use the equipment (coaches and lounge cars) to establish improved service from Oklahoma City and Little Rock to Fort Worth and San Antonio. Passenger rail in Texas will never be a serious transport option until we have multiple offerings per day, on a relatively quick schedule, running during the hours when people want to go some place. Running the Texas Eagle, as it is, does not address the issue of better alternatives for people traveling along the I-35 and I-30 corridors. A very succinct picture of the key issues in the broader view as well. But sticking to Texas, do you think Houston fits into that vision?
DFW and Houston have the largest combined metro populations (educated guess) of any two end points in Texas, but the density along the I-35 corridor is much greater than the density along the I-45 corridor. Although the folks in Corsicana, Fairfield, and Buffalo, amongst others, may not like to hear me say it, the I-45 corridor between Dallas and Houston is populated lightly.
The I-35 corridor is the most densely populated one in TX. Between Dallas and San Antonio there are seven cities that have significant populations and, therefore, are potentially viable markets for improved intercity passenger train service. End point to end point intercity passenger rail has to compete with Southwest Airlines, which is likely to produce a bad outcome. But the train could capture a significant percentage of the folks traveling from Austin to Dallas or San Antonio to Waco.
In the 90s, if I remember correctly, the Eagle had connecting cars that ran from Dallas to Houston. I rode the train a couple of times. It went through Corsicana. But it turned out to be a bust and the service was dropped.
Sam1DFW and Houston have the largest combined metro populations (educated guess) of any two end points in Texas, but the density along the I-35 corridor is much greater than the density along the I-45 corridor. Although the folks in Corsicana, Fairfield, and Buffalo, amongst others, may not like to hear me say it, the I-45 corridor between Dallas and Houston is populated lightly.
I see. What about Houston to Austin and/or San Antonio?
I'm sorry you are disappointed with the TEMPO website, CJ. My own experience with volunteer organizations is that they often are not as organized as I would like. I have no personal experience with TEMPO. What did impress me is that without some kind of intervention the Texas Eagle would probably be gone by now.
Sam1Passenger rail in Texas will never be a serious transport option until we have multiple offerings per day, on a relatively quick schedule, running during the hours when people want to go some place. Running the Texas Eagle, as it is, does not address the issue of better alternatives for people traveling along the I-35 and I-30 corridors.
Bob Johnston addresses that issue, Sam. TEMPO is working for more equipment and more and more frequent trains. Of course, whether Congress will allow it is another question.
John
We dare not give up what we have for fear we may not get anything to replace it. The focus must be on cost-effective expansion. Initial steps probably should include, 1) Extending the Heartland Flyer south along the I-35 Corridor to San Antonio and Laredo, 2) Extending the Texas Eagle to Corpus Christi and Harlingen, 3) Making the Sunset Limited daily at least as far west as San Antonio, 4) Extending the Crescent west to Houston and San Antonio, and 5) Adding at least two trains a day between Houston and Dallas / Ft. Worth.
You probably notice this provides two passenger trains a day each way around the Texas Triangle - a minimum threshold in my opinion.
John WR Sam1Passenger rail in Texas will never be a serious transport option until we have multiple offerings per day, on a relatively quick schedule, running during the hours when people want to go some place. Running the Texas Eagle, as it is, does not address the issue of better alternatives for people traveling along the I-35 and I-30 corridors. Bob Johnston addresses that issue, Sam. TEMPO is working for more equipment and more and more frequent trains. Of course, whether Congress will allow it is another question. John
At the meetings I attended the emphasis was on maintaining a national network. The mantra seemed to be trains everywhere. I don't know any transport planner in Texas that takes TEMPO seriously. The fact that its officers are not readily available ought to tell one something.
After I couple of TXARP meetings, which is where I met Pollard and some other TEMPO folks, I concluded that the organization is unrealistic. Just where a nation that is awash in more than $19 trillion of government debt is going to get the money to expand passenger rail is a mystery.
The Lone Star Rail District has been trying to get funding for a commuter rail project between Austin and San Antonio for at least a decade or longer. Other than a couple of feasibility studies it has gotten nowhere.
South Texas So, here we are with somewhat of a passenger train service in Texas using out-dated schedules and insufficient frequencies - and time may be running out for turning it around. There seems to be agreement that, at best, the current routes are small remnants of early 20th century business models with far more trains serving the public. The futurist in me says that without lots more commitment in personnel and equipment, cost effectiveness is a losing battle. We dare not give up what we have for fear we may not get anything to replace it. The focus must be on cost-effective expansion. Initial steps probably should include, 1) Extending the Heartland Flyer south along the I-35 Corridor to San Antonio and Laredo, 2) Extending the Texas Eagle to Corpus Christi and Harlingen, 3) Making the Sunset Limited daily at least as far west as San Antonio, 4) Extending the Crescent west to Houston and San Antonio, and 5) Adding at least two trains a day between Houston and Dallas / Ft. Worth. You probably notice this provides two passenger trains a day each way around the Texas Triangle - a minimum threshold in my opinion.
Killing the Texas Eagle, as well as the Sunset Limited, and using the equipment (coaches and lounge cars) could result in better regional service. But as long as the emphasis is to keep on keeping on, with no changes in the current arrangement, it is not likely to happen. This is the mantra of TEMPO and TXARP. And it is unrealistic.
Without the Eagle and Limited there would be enough equipment to run at least three or four trains a day from DFW to San Antonio. Two trains could originate in Little Rock and two could originate in OK City. This could be done without having to buy additional equipment. Given the cost constraints facing passenger rail, not having to buy additional equipment is critical to providing new service in Texas or elsewhere for that matter.
To be competitive the schedules would have to be tightened, which is probably doable. The present schedules have heaps of fat built into them because of the delays incurred by long distance trains. A train running from DFW or OK City to San Antonio is not likely to face as many hurdles as a train running from Chicago to San Antonio or LAX to New Orleans.
During the early years Amtrak ran the Inter American to Laredo. I rode it several times. Where did I and the 800 pound gorilla sit? Anywhere we wanted. The trains were empty south of San Antonio. The market did not support it, and the train withdrawn south of San Antonio. Moreover, I doubt that there is a market for the train now.
Expansion of passenger rail in Texas requires realistic planning. That includes sound funding. It means expanding it in incremental steps. Grandiose plans, especially those not accompanied with a sound financing plan, are not likely to win favor in any segment. We have to be realistic; the proposal must be supported properly.
schlimm Sam1DFW and Houston have the largest combined metro populations (educated guess) of any two end points in Texas, but the density along the I-35 corridor is much greater than the density along the I-45 corridor. Although the folks in Corsicana, Fairfield, and Buffalo, amongst others, may not like to hear me say it, the I-45 corridor between Dallas and Houston is populated lightly. I see. What about Houston to Austin and/or San Antonio?
Houston to San Antonio is even less populated than Houston to Dallas. The Sunset Limited runs non-stop from the Alamo City to Houston. Houston to Austin is not much better. There are a few small towns between Austin and Houston. Brenham is the largest with just over 16,000. It is not a viable market for passenger rail.
Brenham is the home of Blue Bell ice cream. If you are ever in the area, a tour of the ice cream plan is worth while. Even better is the free helping of Blue Bell ice cream. Many Texans will walk half way across the state for a dish or cone of Blue Bell.
Argh! Why would it ever take an outside organization to push Amtrak to do what they should be doing all by themselves. Marketing and pricing of passenger rail service should be a core competency of Amtrak's, don't ya think?
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
Using the TX Eagle as an example, one can see an example of what is wrong with Amtrak, whether the changes were a result of pressure by TEMPO or former Sen. Hutchison or both, Amtrak only acted when pushed from outside. Otherwise its tendency is inertia, to just keep doing what they have been doing for the past years. Outside the NEC, it seems to be mostly a reactive organization, lacking the ability to initiate action based on market analysis, etc. Outside of the NEC and Acela, most of the dynamism seems to originate with some of the states and the FRA.
Previously, I think, I mentioned that I took the Eagle from Temple to San Antonio and back last week. I departed on Tuesday and returned Thursday. I had a coach seat to San Antonio and a roomette to Temple. Here are some comments about my trip.
The coach seats on the Superliner cars are more comfortable than the seats in the roomettes. I sat next to a young woman who was returning to Austin from Dallas. We had a delightful conversation. Equally important, the car was clean, which has not always been the case on the Eagle. As it turned out the car attendant ran the sweeper twice before the train arrived into San Antonio.
The train departed Temple at approximately 5:20 p.m., which was roughly 35 minutes late. Shortly after departure I went to the dining car to make a reservation for dinner. The 5:00 p.m. sitting was underway. Most of the tables were full. I told the lead service attendant that I would like a table after 6:00 p.m. He told me that there was only one sitting (5:00 p.m.) because of the train's arrival time into San Antonio, which is carded for 9:55 p.m. On several previous trips the dinning car has been open until after Austin, which is scheduled for 6:30 p.m.
The young woman staffing the lounge car was very pleasant and helpful. I bought a turkey and cheese sandwich, which was excellent. It was much better than the sandwiches that I have bought in the dinning car.
The Eagle departs San Antonio at 7:00 a.m., which means passengers have to get up early to catch it. On Thursday the crew was a bit grumpy. Since I had a roomette with an assigned space, I did not need to line up with the other folks to get a good seat. I waited off to the side (under a light so that I could read my e-book) with the idea in mind that I could pass through the check point after everyone else. The conductor ragged on me for not getting in line.
When I got to the sleeping car the attendant was nowhere to be found. I got on the car at about 6:55 a.m. The attendant was busy making up some of the rooms. The car was not ready for occupancy.
The dinning car opened for breakfast at 7:35 a.m. The food was OK; the service was awful. Six tables were served by one server. She had an attitude that would have gotten her fired if she had been a customer service representative in our company. Whilst she was serving all the tables, the lead service attendant sat at an open table by the galley and did nothing as far as I could determine. That may have been a factor in our server's attitude.
Based on my experience the crews on the Texas Eagle are a mixed bag. Some of them are pleasant and helpful. But some of them have a customer be damned attitude. Amtrak appears to tolerate poor behavior on the part of some of its on-board employees. Why the company puts up with "attitude" employees is a mystery.
schlimmUsing the TX Eagle as an example, one can see an example of what is wrong with Amtrak, whether the changes were a result of pressure by TEMPO or former Sen. Hutchison or both, Amtrak only acted when pushed from outside.
When you post things like this Schlimm, I feel like you're in my face yelling and shoving me against the wall. But when you're right your right. Keep yelling and keep shoving.
Sam1Based on my experience the crews on the Texas Eagle are a mixed bag. Some of them are pleasant and helpful. But some of them have a customer be damned attitude.
Having worked serving the public for most of my life, Sam, your post leaves me squirming with embarrassment. That is because I know you are right.
If a person who works with the public is going to base his or her attitude on the worst people there are to deal with that person will have both a bad attitude and a miserable life. It is important that those of us who serve the public look for the best in people. Not only will we find it surprisingly often and become better people for it but also we will be much better at doing our jobs and ultimately much better people for it. That is my experience. I will that Amtrak could convey that to all of its employees.
The Eagle can be an hour late at Temple, for example, and still be on time into San Antonio because of a heavily padded schedule. If the train is running on time at Temple, it frequently goes into San Antonio 55 minutes early.
Number 22 can be delayed departing San Antonio if Number 2 is late. Number 2 (422) has two through cars that are switched to Number 22 three days a week.
Amtrak had spotted a coach and sleeper in San Antonio to protect Number 22's departure from San Antonio if Number 2 was really late. Last Thursday, however, I did not see the cars, which means that they may have run north on Tuesday. Or perhaps Amtrak has decided to use the equipment on other trains and delay the departure of 22, if necessary, for a reasonable period, whatever that means, or find alternate transportation for passengers traveling from points west of San Antonio to points north of the Alamo City.
I am not sure about the delayed departures from Chicago and St. Louis. At one time the Eagle and City of New Orleans shared equipment. If this is still the case, the equipment from Number 58, which is due into Chicago at 9:00 a.m., is the equipment for Number 21, which is due out at 1:45 p.m. If Number 58 is really late, given that the equipment has to be cleaned in Chicago, it could delay the departure of Number 21. Also, Amtrak may hold the departure of Number 21 for very late east coast connecting trains, i.e. Lake Shore Limited, Cardinal, Capitol Limited.
On another note, I just flat like to ride trains. I am not overly concerned about Amtrak's employee attitudes. Unless one of them pulls a gun on me, you will find me on the Eagle whenever I can cook up a good excuse to go to Dallas or San Antonio. Unfortunately, most of my neighbors are not as tolerant as I am. They won't pay to be abused by rude employees. It is a problem for Amtrak.
Sam, As I recall from my going to Memphis this past April, the eb Texas Eagle's equipment does go out on the City. The coach numbers were not changed from the numbers used going into Chicago.
It is possible to check on the timekeeping of trains for the previous five days or so. At least, it was possible to do so last year (I have not checked on any this year).
I, too, enjoy riding trains. The trip in April was to get me close to my college, in Bristol, Tennessee, for the alumni reunion. My daughter went with me, and I let her drive us across Tennessee and back. She had not ridden a train overnight since 1973, and she enjoyed the trip.
Johnny
Sam1 In FY12 the passenger count was 337,973 compared to 299,508 in FY11 or an increase of 12,8 per cent. The sleeping car count was 38,921 vs. 36,048 or an increase of 8.0 per cent. The FY12 revenues were $28.5 million compared to FY11 revenues of 26.6 per cent or an increase of 7.14 per cent. Sleeping car revenues increased 5.2 per cent. The FY12 loss was $34.5 million compared to $30.1 million in FY11. This was an increase of 14.6 per cent. The average end point to end point load factor for the Eagle was approximately 71 per cent in FY12 and FY11.
H-h-h-h-m-m-m-m-m. Doesn't look like your figures match what Railway Age reported for the same train over the same measurement period.
http://www.railwayage.com/index.php/blogs/lyndon-henry/amtraks-texas-eagle-highlights-passenger-train-success.html
Also, looks like among all the Long Distance trains run by Amtrak. Texas Eagle is among one of the cheapest to run as far as monetary losses compared with other Long Distance Trains. Ridership doesn't look all that bad either:
http://www.brookings.edu/research/interactives/2013/AmtrakRoutes
If it was me I would say TEMPO has done a pretty good job encouraging ridership (which is their primary goal...................it's really not to make the train profitable)
According to the Railway Age article, getting numbers from an Amtrak spokesman TX Eagle ridership jumped 13.6% (to more than 314,000 annually) and revenue rose by 7.6% (to about $24.4 million). The numbers are pretty similar to the ones Sam1 cites, (actually not as good) which appear to be from the official Amtrak (monthly) performance report;
"In FY12 the passenger count was 337,973... FY12 revenues were $28.5 million"
I pull all the numbers from the primary source documents. I never rely on information published in the press. I use year end numbers, i.e. September 30 to September 30, which is the end of Amtrak's fiscal year, for all comparisons. Anything less than a year is suspect. Differences probably are attributable to different reporting periods.
In FY12 the Texas Eagle lost 18.8 cents per passenger mile before depreciation, interest, and miscellaneous charges. It did better than the long distance train average of 20.5 cents although not by much. Of the 15 long distance trains, it was number six, i.e. five trains had lower losses per passenger mile than the Texas Eagle. If the two biggest losers, the Sunset Limited and Cardinal, were removed from the numbers, the Texas Eagle would be close to the middle of the long distance trains in terms of loses per passenger mile. The numbers for the Texas Eagle, as well as the other trains, can be found on Pg. C-1 of the September 2012 Monthly Operating Report.
It is impossible to determine the impact of TEMPO's activities on the ridership increases for the Texas Eagle and the Heartland Flyer. The only way to do so would be through a control group study, which is not feasible in a commercial environment.
TEMPO has lobbied for improved passenger rail service in Texas. So have others. The impact of its lobbying vs that of others would be very difficult to isolate.
TEMPO has promoted some group rides from east Texas to sporting and other events in the Metroplex. How successful they have been is difficult to say. With only one train a day, a group traveling by Amtrak to the Metroplex for an event would be required to stay overnight. If they chartered a bus, they could do it in a one day turn around.
If anyone has verifiable numbers regarding TEMPO's activities, I would be keen to see them.
I'd also point out that NCTCOG is pretty much trains everywhere and they are made up of representatives from North Texas local governments. They keep putting out studies of commuter rail corridors and they are fully cooperating in the planning of several high speed rail initiatives in the state including the one proposed by Japan (Dallas to Houston). So I don't necessarily feel that stance is way out of line or puts TEMPO out of the mainstream.
http://www.nctcog.org/trans/transit/planning/rrcs/index.asp
Sam1It is impossible to determine the impact of TEMPO's activities on the ridership increases for the Texas Eagle and the Heartland Flyer. The only way to do so would be through a control group study, which is not feasible in a commercial environment.
That is unfortunately not how determinations of effectiveness are done because of those very limitations. It has to be done historically: paper trails, interviews with relevant players, etc. Perhaps the best answers would be to write to Sen. Hutchinson and ask her what factors led her to push for the TX Eagle improvements and write to a top executive at Amtrak with similar questions. As in most human activities, the answer is likely multivariate.
Sam1If anyone has verifiable numbers regarding TEMPO's activities, I would be keen to see them.
I have no numbers, Sam. But it seems unlikely that TEMPO's efforts have done any harm.
Our community is FREE to join. To participate you must either login or register for an account.