posted
The controversial version of the Amtrak reauthorization legislation passed by the House of Representatives contains a mandate for another study regarding restoring Amtrak service to the communities along the Gulf Coast that lost service following Hurricane Katrina. There's an interesting article on AL.com that examines the current situation and looks at the possibilities for bringing back some form of passenger rail along the Gulf Coast. The sentiment seems to be that simply reviving the lazy and infrequent Sunset East isn't what the local officials are desiring; but, so far, a clear consensus of what everyone wants hasn't emerged either.
Restoring Gulf Coast service hasn't been studied since 2009 because local governments haven't been able to put up enough matching money to earn TIGER grants from the USDOT. Also, opposition to the Amtrak reauthorization bill has been particularly strong among southern representatives. The article quotes Representative Bradley Byrne (R-AL) about why he voted to eliminate all government funding for Amtrak:
quote:"I don't want to take taxpayer dollars to subsidize a failed public transportation system," Byrne said. "If there is a way spin off the parts that are profitable, then good. But Amtrak doesn't operate down here. They abandoned us years ago. It really doesn't help the people in my district."
So, it seems plenty of people want passenger train service; but, so far, nobody wants to step up and open their wallet to pay for the cost of a restoration plan. Just wait until somebody gets asked to pay for infrastructure improvements or an operating subsidy.
Posts: 831 | From: Seattle | Registered: Jan 2011
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posted
I've often thought a day train would be better along this route. Alabama and Mississippi simply didn't have a convenient service so no wonder few used it.
Winter 1995 10:55P New Orleans 10:10A 1:56A Mobile 5:54A 4:40A Pensacola 3:20A 2:15P Jacksonville 8:15P 5:35P Orlando 4:38P ~18hrs
Summer 2005 10:30P New Orleans 9:20A 2:20A Mobile 3:29A 6:25A Pensacola 12:45A 4:50P Jacksonville 5:25P 8:45P orlando 1:45P ~20hrs
Even if we were to assume that the RRs improved their track speeds significantly since Katrina such that the 18 hour running time was achievable, that's still slightly beyond the range for a daytime train. Mileage is 769.
So how about just a New Orleans to Jacksonville run, connecting to the Silver Meteor? Eastbound that requires an 08:30am arrival into Jacksonville, with a 4:30pm departure from New Orleans and evening departures in Alabama and Mississippi - quite respectable - but dark o'clock for the Florida panhandle. Eastbound take the 1995 timings which is early but at least daylight for MS/AL in the summer. However, I suspect those timings wouldn't work for crew hours.
Not an easy solution but limiting the Sunset from Los Angeles to New Orleans is probably right.
-------------------- Geoff M. Posts: 2426 | From: Apple Valley, CA | Registered: Sep 2000
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I believe there was discussion a few years ago about extending the CONO to one of the Gulf cities. Because of the long layover now of the train in New Orleans, no additional equipment would be required - an important consideration.
Current arrival into NOL is 3:30pm with that equipment departing next day at 1:45 -about a 22 hour layover.
Back in the day, running time to Mobile (largest city on the route) was 3'45". So plenty of time for a train to make a round trip and still be serviced for next day departure. To make it even easier, put the sleepers and diner on the rear, (along with PRJ cars when operating) since the train backs into NOL, and run only the baggage, coaches, and lounge to Mobile and back.
A train like that would test the market for all the tourist/casino spots along the coast and for those wishing to visit the Big Easy. Seems like a no brainer. Don't know if the prior operation of a train on this route would require CSX to handle it. If this was a success then it could be extended.
Posts: 2397 | From: Camden, SC | Registered: Mar 2006
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I didn't realize that New Orleans to Orlando is 769 miles. With the cut-off for federal support set at 750 miles, I wonder if we'll see a new 769 mile Sunset East train that is federally supported or if we'll see proposals for shorter, locally supported trains.
Posts: 831 | From: Seattle | Registered: Jan 2011
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Would there ever be a chance for a train from Florida to Atlanta? would surely do pots of business
Posts: 2642 | From: upstate New York | Registered: Mar 2004
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Ms. Sojourner, there are any a number of routes that would do "lots of business" out there. But lest we forget those routes belong to investor owned private sector railroads. Those routes are not just sitting there with a "one a day way freight"; they are there to earn their shareholders $$$$$$$ - and you don't earn that by "ceding" them to passenger train operations.
The passenger train system that existed during, say 1950, very simply is not coming back; accordingly it is simply folly to suggest a route such as Atlanta to (wherever you like to go), Florida.
I'd guess it best be said: disclaimer; author holds long positions CSX UNP (no longer hold KSU; overweight in the sector, but laughed all the way to the bank)
Posts: 9976 | From: Clarendon Hills, IL USA (BNSF Chicago Sub MP 18.71) | Registered: Apr 2002
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GBN, no doubt you are correct about a new LD route, but there is hope for state supported trains on freight only routes e.g.. Petersburg to Norfolk and soon to be Lynchburg to Roanoke. Whether or not Georgia ever sponsors a train from Atlanta is uncertain, but the volume of talk is increasing about service to Macon. As one who makes frequent trips to Atlanta, including this week, if ever there was a city that needs highway traffic relief it is this state capitol.
I don't think it's out of the question that a successful Atlanta to Macon train might prompt the state to consider service to Savannah and connection to the network.
Virginia's success with state supported trains is certainly due to a friendly class 1, NS, and spreading the largess to freight rail improvement projects. Something about 'quid pro quo.' I know CSX was happy to receive financial help to replace antiquated power switches and signals for leads into Acca yard in Richmond, which of course reduced delays to passenger trains.
If it happened in Virginia, and NC, it can happen elsewhere.
Posts: 2397 | From: Camden, SC | Registered: Mar 2006
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quote:Originally posted by palmland: As one who makes frequent trips to Atlanta, including this week, if ever there was a city that needs highway traffic relief it is this state capitol.
I couldn't agree more, Mr. Palmland. Lest we forget, I'm down that way myself every year - and most trips are by auto (2014 was fly without a car rental).
Very simply: Atlanta has the world's worst drivers.
But the region is so 'car centric" that the Braves are about to relocate to Cobb County roundly at the junction of 75 and 285. Cobb County has declined to have MARTA rail - and when I'm down there and have ridden MARTA to get from here to there, I noticed enough young "better off" people dressed in baseball apparel to know that MARTA is used by fans to get to games.
Now they are relocating Northeast of the city where there is no mass transportation beyond busses - and how many middle class persons, with high five and higher income, down there ride the bus?
If mass transit is so removed from their culture, what prayer would intrastate intercity have?
Posts: 9976 | From: Clarendon Hills, IL USA (BNSF Chicago Sub MP 18.71) | Registered: Apr 2002
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No matter what you think, RPSA 70 eliminated the responsibility of the investor owned railroads to provide passenger service.
No re-authorization or appropriation since has laid that burden back on them.
The investor owned railroads have already shown their willingness to sue ...
Amtrak, outside the NEC, has been at its high water mark for most of its lifetime.
That the current 218+51 are even willing to re-authorize the remnant of the national system is an interesting political point of view.
Disclaimer: Long IRA position in UNP.
-------------------- The City of Saint Louis (UP, 1967) is still my standard for passenger operations Posts: 1404 | Registered: Oct 2001
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New Orleans to Jacksonville is served by relatively free running I-10 which is also something like 60 miles shorter than the CSX main. Taht is not to mention that something like 250 mile of the CSX main, Flomaton AL to Pensacola to Tallahassee is "dark" territory with its resultant 59 mph maximum speed limit.
(NOTE: Error correction: Tallahassee is the east end of the dark territory. The remainder of the line between there and Jacksonville has CTC.)
This restudy the Sunset East comes along fairly frequently. It is primarily to look like they are doing something when they really do not intend to and to provide some funding to some "study" group that is politically well connected. Otherwise, it is simply beating a dead horse.
Posts: 2808 | From: Olive Branch MS | Registered: Nov 2002
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