posted
The Sunset Lmtd. is in a huge meltdown, not questions asked. My solution to the problem is simple... Cut the Sunset to a New Orleans to Miami run (extend the route to Miami). Then the Sunset could take on a different name and leave its past behind, Do I hear a Gulf Wind revival? This would leave one or two sets of equipment for Amtrak to restock its shrinking fleet. Or, if the train was run on an every other day schedule, the remaining two sets of equipment could be used to run a tri weekly Florida - Chicago (via Orlando). Then (I'm really stretching it) with two new trains (the Gulf Wind and the FL - CHI train) between Miami, Orlando, and Jacksonville; either the Silver Star or Meteor could be rerouted via FEC. Whichever one was, could possible have a connection with one of the new trains, allowing passengers from the Northeast to still have two trains servicing Orlando and the theme parks. Why doesn't Amtrak consider this? Don't cut the whole route, CSX isn't as good as NS or BNSF in obliging Amtrak, but they aren't as bad as UP! For the most part, trains on their routes aren't extremely late (with exception to the UP - CSX Sunset Lmtd. of course). Oh well, let me know what you think.
Posts: 82 | Registered: Aug 2004
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posted
No matter your reasoning, no matter how many trains you want to add to serve the growing Fla. market, gutting all passenger train service to large metropolisis such as HOUSTON (4th largest U.S. city), SAN ANTONIO, and TUCSON/ PHOENIX area doesn't make any sense.
How about advocating additional money to buy more equipment to run the Sunset daily and to add additional service?
Advocates shouldn't pit regions and trains against each other.
This is shortsighted thinking.
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[This message has been edited by MOKSRail (edited 08-04-2004).]
posted
I agree with MOKS that eliminating service to much of the Southwest sets a bad precedent. But I think perhaps it is time to consider splitting the Sunset into two routes at N.O.
I suspect, however, that sooner or later UP's shipping customers will tell UP to shape up or they'll take their business elsewhere. When that happens things will start to improve, either through reduced freight traffic or capacity upgrades.
posted
You both are right, it is a bad move to end service to Tucson and Houston. I agree with Mr. Toy that atleast the train should be split in half. Amtrak could either run a three day a week service for both routes, or an every other day service along the Gulf route. No matter what happens, UP has got to fix itslef. If I were Amtrak, I would take them to court. The law states that all freight railroads most run Amtrak trains with the highest priority, and a 42 hour late Sunset tells me that that isn't the case. A daily Sunset would be the best option (perhaps forcing UP into submition), but that isn't going to happen until Amtrak gets more equipment. There have been some rumors floating around that in the fall Amtrak will be cutting the sleeping car and dining car operations off the Sunset, let's just pray that doesn't happen! All in all, Amtrak treats the Sunset like a scab. Instead of treating it (adding daily service, spliting the route into two trains, extending it to Miami, etc.) they continue to pick at it until nothing is left. All the while they have been downgrading the service; leaving Miami, leaving Phoenix, losing a Houston connection with the Eagle, stations losing station agents, etc.). For example, our station here in Tallahassee, FL is now unstaffed! We are the capitol of Florida, and have a population of 250,000 people, yet we have an unstaffed Amtrak station. I agree, the Suinset should be upgraded, not the opposite. Also, if a seperate train was added between New Orleans and Florida, at least it could be extended to Miami. Also, that way, it could have long layover connection with the Sunset eastbound, say twelve or more hours. This would allow a late Sunset to still connect with Florida, but not be late. And also, if the Sunset was to be ridiculously late, then the Gulf train could leave without the Sunset and have no delays. Again, Amtrak needs to improve the situation, not make it where no one wants to ride! On a different note, for anyone living out west, how does a New Orleans to Denver trains sound? I think it would provide a good route for Amtrak, and would also service cities such as Dallas/Ft. Worth, Amarillo, Pueblo, and Colorado Springs. I think it would be a good link for anyone travelling from the Northwest, it would also provide a bypass of both Chicago and LA, which one is pretty much required to pass through when travelly to the Pacific. I've sayed what I thought, tell me what you think!
Posts: 82 | Registered: Aug 2004
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posted
A split at NOL would be the logical partial solution, however that is patching up after the event rather than fixing the root cause.
I'm not sure Amtrak would win if they took UP to court. That Sunset route is highly congested right now and they can't even run their own trains expeditiously, so what hope Amtrak?
A NOL - Northwest route would be nice. New Orleans to Houston, turn right, up the old Eagle spur, Houston to Fort Worth, thence up to Amarillo, Dalhart, Trinidad, joint line to Denver. Onwards then to the old Pioneer route via Laramie and Portland to Seattle. Probably be a full 3 day journey, leaving early morning and arriving late evening time.
Geoff M.
Posts: 2426 | From: Apple Valley, CA | Registered: Sep 2000
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posted
Article Three of the May 1971 Operating Agreement calls for "reasonable dispatch" and "in an economic and efficient manner". That language did not "sunset" on April 30, 1996.
Apparently, the existing performance incentives that are included within an Amended Agreement that has been renegotiated on numerous occasions since I left the industry, are not sufficient to "give Amtrak the railroad'.
On the Sunset Route, where there are reports that practically every siding is occupied by a train whose crew died and with no rested relief crew available, the only hope to get any traffic over the road is to "one way" it for long periods of time. That does not present the best of timekeeping environments for any class of traffic.
Oh to turn back the clock to 1951 or so when the freshly minted Alco PA's pulled an equally freshly minted and 'solid' set of Budd equipment across the T&NO (Texas and New Orleans; an SP Subsidiary). The line may have only been Automatic Block (possibly even only Time Table and Train Orders), but there wasn't too much on it except the Sunset, its companion, The Argonaut, and a "hot" freight known as the Blue Streak Merchandise. Anything else, most likely pulled by Thomas the Tank, was "in the hole'.
[This message has been edited by Gilbert B Norman (edited 08-04-2004).]
Posts: 9977 | From: Clarendon Hills, IL USA (BNSF Chicago Sub MP 18.71) | Registered: Apr 2002
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posted
In 1951 there was much less traffic on the Sunset Route.
The real problem (aside from all of Amtrak's myriad equipment problems) is that the freight network has run out of capacity. Intermodal traffic is at record levels, and there's no place to put all the trains.
There's no easy solution to this one.
Posts: 614 | From: Merchantville, NJ. USA | Registered: Aug 2000
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posted
Good ideas, wrong angle. We’re assuming that the Sunset's problems can be solved with better concepts. Untrue. The solution requires capital. Segmenting the Sunset is not a new idea to Amtrak, but lack of equipment makes that impossible. Can anyone here figure out how to make four daily trains out of one tri-weekly? Neither can Amtrak.
We can't criticize Amtrak, however constructively, as though it had the coffers of an airline. Marie Antoinette thought that a crusty flatbread known as cake could keep the people content, with little reason to revolt. She was wrong. Let’s not make the same mistake with Amtrak by offering solutions it can’t implement.
Posts: 60 | From: Brooklyn, NY | Registered: May 2003
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I semi-agree ... but why try to serve a few more populated cities without service now. How about starting it in JAX and then via Atlanta, Nashville or Memphis and on to St. Louis or KC, then on to Denver...?
As to the UP southern route problem, why the heck cannot they simply (conceptually only, of course) double track it?
Posts: 363 | From: Southwest North Central Florida | Registered: Apr 2002
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posted
The solution is to forget about the schedule and just sit back and enjoy the trip across America--always a thrill for me and my wife sand grown kids! I love it! Forget about coming 44 hours late! Life is short and we need to see the beauty of the south west, etc. I'll put up with cock-eyed lateness for that! I've ridden the Sunset many times in both directions. Almost always late even 11 years ago!
Posts: 287 | From: Palatka, FL, USA | Registered: Feb 2004
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posted
Pojon, I would have to say that for most people that is not an option. As much as I like Amtrak, I wouldn't even consider a trip on the Sunset these days. I don't mind delays of two or three hours, but I'm not going to get on a train wondering if I'll reach my destination at 4:00pm or 4:00am. My body clock won't tolerate that.
Posts: 2649 | From: California's Monterey Peninsula | Registered: Dec 2000
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posted
Double tracking is exactly what UP are doing to parts of the route. But at $1m per mile or more, it's not something that is going to happen overnight.
Somebody suggested re-opening the Phoenix cut-off and making the two sections of line (the other the current route via Maricopa) one-direction running. That will help that area, but the route is only as strong as the weakest link - ie long single track sections.
I for one, being a train mad enthusiast, would endure the Sunset. Partly for the possibility of seeing the parts that are normally done in the hours of darkness. But I wouldn't have a hotel booked at the other end, and I might bail out before the end of the line if it looks like a severely nocturnal arrival.
Geoff M.
Posts: 2426 | From: Apple Valley, CA | Registered: Sep 2000
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posted
Mr. Pojon may not care if his train is anywhere near on time, but the current delays are completely unsatisfactory, let's say, for example a mother with a young child waiting at an unstaffed intermediate station in a less then desirable neighborhood.
P.S. The Sunset Limited departed LAX in the wee hours this morning, over 6 hours after it's scheduled departure.
[This message has been edited by snake (edited 08-05-2004).]
posted
The Sunset is a train to endure, I road it twice about two weeks ago. My family was taking a cross country trip to the southwest via Amtrak from Tallahassee to New Orleans, New Orleans to Chicago, Chicago to Albuquerque. We then rented a car for two weeks and drove around New Mexico, Arizona, Utah, Nevada, and California; finally ending up in San Diego. From San Diego we took Amtrak from San Diego to Los Angeles, Los Angeles to Portland (Actually made the connection, 9 min to spare, they held the Portland Empire Builder for about one or two hours for us!), Portland to Chicago, Chicago to San Antonio (to see the Alamo), and San Antonio to Tallahassee. After this trip, we decided to never ride the Sunset again (at least until it keeps schedule). Believe me, I know all about the Sunset living here in Tallahassee. A few weeks ago it was 35 hours late arriving in El Paso, where they bussed the passengers to LA. The bus itself was 42 hours late leaving El Paso! Anyways back to my trip. Sadly for us, and what I think is a huge mistake for Amtrak, they unstaffed our station. The capitol of Florida (pop. 200,000+) has no station agent. Well this was miserable. The train was due around eight pm. We waited outside, alone (except for a few drunk homeless guys that walked around and slept on the benches). It was really hot and humid (as it always is here), and we were absolutely bored with no freight activity and too angry to talk to each other. The train finally arrived around one am. Well if that isn?t bad enough, we were expecting to wake up around Mobile or Gulfport, but low and behold were in Crestview! A distance I could have walked in seven and a half hours! We ride the Sunset to Mobile where it gets later and later. Finally, at Mobile they bus us to Jackson, so we can catch the City of New Orleans. Let me tell you something about that bus, though! It was one of those van - bus things, no shocks, and just barely enough room for all the people and the luggage. Every time we went over a crack in the road, the bus was tossed up and down, and the luggage jammed together in the back all went boom, boom, boom. It was horrid. I do have to say that Jackson, MS has a very nice station and I enjoyed seeing a KCS train, which I don?t see very often since we don?t normally depend on the Sunset (normally we drive to JAX, train to Washington, Philly, or NYC and then to Chicago). The return trip was worse. The train was due to leave San Antonio at six am. It was expected to arrive at six am (this is checked around five / five thirty in the morning by phone), which is confirmed when we arrive at the station. We hear him on the scanner around that time, he is about ten miles from the station. We wait, and wait, and wait. For five hours!!!! It sits ten miles out of town for five hours. They end up letting the sleeper passengers get boxed breakfasts from the Texas Eagle, which is also sitting and waiting for its connection with the Sunset. To make it worse, we continue to lose about five hours between San Antonio and Crestview. By this time, we are almost the only people on the train, everyone else got off between New Orleans and Pensacola, and drove / flew. At Chipley, our engine gives out with head in power, and it struggles to pull the train. A UP engine is forced to be placed on the front of the train to give us power, and to help pull, more delay. Then that engine gives out, and we have to wait at the small yard in Greenville for three hours! My parents and I are going nuts, because we are only about twenty or thirty miles from our station! Finally, they hook another engine, this time CSX, which finally pulls us home. We were due in at 10:26 am, expected around noon, but actually arrived at three am the next day. To make it worse for people without a cell phone, there is no public telephone at the station or for blocks around (this station is also not in the best part of town), so be sure, if you don?t have a cell phone when arriving here, plan on frustration in finding one. All because they unstaffed Tallahassee. The fact is, the train is unreliable, and whenever it gets late, the passengers leave and Amtrak loses more money. Like I said, east of Pensacola, there were less than ten people in both sleepers, and I estimate around fifty or so on the entire train. I?ve written an article about my experience waiting for the Sunset at our station (I recommend reading it for a real perspective), it has yet to appear on train web, to my knowledge, but hopefully it will soon. It is entitled, the Ghost Train. Which I think fits the bill. It?s like a ghost ship (train) onboard, and you never know when or if it?s going to arrive at its next station. My final thought, if your going to travel via Sunset, have one or two night layover at your next destination, and I hope you enjoy long distance bus rides (yuck). The Sunset must either be solved or rather UP, it must be split into two trains, or I say forget it, they should just cut the whole thing (which I?d hate). Please understand me, I love the Sunset Limited, I?ve grown up around it. It?s the only train through Tallahassee, heck, I even rode the inaugural run between New Orleans and Miami! I was in the promotional video for that train (I was the little kid that was questioned on why I like the train)! I live and die for the Sunset Limited, but for all it?s worth I would rather the train be cut, Amtrak be saved the embarrassment of such a train, and the beautiful name the ?Sunset Limited? not have a shadow over it for the rest of history. It?s a great train, beautiful route (west of San Antonio), but if it?s going to be mutilated by UP, CSX, and Amtrak; I say save the train, the name, and the money! I still plea to UP, CSX, and Amtrak to somehow fix their meltdowns (CSX has been having a lot of problems too). If they would just promise Amtrak that they would fix it in the next five - ten years, I?d keep running the Sunset, but they haven?t. I mean, the meltdown is hurting UP also, think of all the customers they have to turn away, all the late deliveries, etc. It?s a wonder there haven?t been more lawsuits by angry companies. Finally, I just want to thank the Sunset employees, who, even though the train was super late, the passengers were angry, and they had been working for days, they still were extremely nice, and didn?t show their annoyance one bit. Long live the Amtrak and the good Sunset Limited name! Posts: 82 | Registered: Aug 2004
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posted
John - I enjoyed your "Ghost Train" essay. It is truly a shame that the Sunset Ltd has had so many problems lately -- like Mr. Toy said earlier, I too truly enjoiy the scenery and the crew on that train, but I too will avoid taking it on my trips until the UP-timekeeping problems get resolved. Last time I rode was in 2002, and the SL was "only" 7 hours late into L.A. (8+ hours late out of Ontario, but there is "padding" in the schedule into LAX)
Posts: 2428 | From: Grayling, MI | Registered: Mar 2002
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posted
If the Sunset situation continues to get worse, would a Houston-DFW-Amarillo-Belen-LA route be a possible alternative. It could leave LA and Florida earlier and run daytime between LA and Flag. This would allow convenient daytime thruway service to Tucson, Phoenix, Havasu, and Las Vegas where buses would meet the trains from both directions at Needles.
Of course I would much rather see the current Sunset route run on time and daily, but if UP can't handle it, BNSF has some mighty fast track that could.
Thruway connections to El Paso, Denver and Bakersfield might also be practical. The Eagle would still connect at DFW, and it could either be turned at San Antonio or (and?) the Heartland Flyer extended.
Or they could extend the Flyer to Minnesota and call it the Twin Star Rocket (ex Rock Island) and pick me up, but that's another story. All pipe dreams, I know.
Posts: 1572 | From: St. Paul, MN | Registered: Dec 2002
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posted
RRRich said it all. Nice article by John and the Sunset has lost its loyal riders. I was totally turned off by our 4 hour late departure westbound in June and 14 hour late arrival home 3 weeks later in July. Last week I had to drive home from Orlando as the Sunset was annulled at New Orleans and I didn't want to ride a bus for 7 hours when I could drive home in 4 hours. Detouring via Dallas likely won't solve everything as Houston also is a big chokepoint. I wonder if it could run from NOL to Dallas via Shreveport then out the BNSF as TwinStarRocket suggested to LA. If we were back in the 60s, they could still serve Houston, El Paso, and Phoenix with connecting RDCs from Dallas, Belen, and Flagstaff respectively. Obviously that isn't in line with today's thinking.
Posts: 561 | Registered: Jul 2003
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posted
I have a trip planned on the Texas Eagle from LA to Chicago two weeks from Friday, Naturally, I e been keeping progress of the train lately. Another service disruption according to "Julie" Last time I took #422 it was twelve hors late into San Antonio. Amtrak put us up overnight at the Red Roof Inn and we caught the next days #22 to Chicago. I REALLY don t want to be bustituted. Im more than happy to overnight it and be a day late.I have astandard sleeper on my trip. Is it possible to request an overnight stay in San Antonio,then to be bussed say from El Paso to Fort Worth, and if I have to be bussed can I get a partial refund on the sleeper? Just curious.
Posts: 176 | From: Bloomsburg Pa | Registered: Jul 2000
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posted
If you have to bussed, you should call Amtrak and ask for "Customer Relations". They were very kind and sent us a voucher for the parts of our sleeper trips that were missed from Mobile to New Orleans to Jackson, MS due to the late Sunset. The bus ride was not fun but at least we have a voucher for future travel.
Posts: 561 | Registered: Jul 2003
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1. Reroute from LAX to Colton via FUL and RIV over the BNSF. Replace the Pomona and Ontario stops with stops at Norwalk/Santa Fe Springs and West North Main/Corona stations.
2. Deed the FTW-SAS segment of the Eagle and the SAS-ELP portion of the Sunset LTD. over to the Heartland Flyer, with cross-platform transfers in SAS to the Sunset and at ELP to the Eagle. LAX-FUL-RIV-ELP to daily service.
3. Terminate Sunset at SAS, extend east end of line from ORL to MIA, split into two sections at JAX with one serving TPA, increase from three trains per week to five trains per week in both directions. or
4. Operate City of NOL CHI-NOL-MIA replacing the Sunset Ltd., add a second Heartland Flyer round-trip which would run OKC-SAS-NOL, providing twice daily service over the Eagle's FTW-SAS leg.
The Heartland Flyer would run one trip from Newton to El Paso and the other from Omaha via Kansas City to New Orleans.
This idea would restore service north of Oklahoma City and provide the missing link in the center of the country.
Eagle could restore GLS-HOS-DAL segment using a panic box coach for food service, a baggage coach and an ADA coach.
Option 6 is to run the Crescent with Superliners as a WAS-NOL-SAS train every day and run on an earlier schedule, essentially flip-flopping time slots with the Cardinal which would assume the later slot and operate only NYP-WAS-IND. A second Hoosier State or an extension of the Zephyr to Indianapolis could be done to provide service between CHI and IND.
Along with these Sunset Ideas comes the idea of extending the Piedmont and Carolinian to Greenville, South Carolina.
posted
I enjoy the scenery of the Southwest when it actually changes. The problem is, on the Sunset your stationary more often than your moving! After staring out your window at some rural Texas highway for 3 hours straight, you about want to blow your brains out!
The option of a more northern route makes sense to me. I like the DAL To NOL option via Schreveport. Then you can somehow connect both to the Heartland Flyer and Texas Eagle in Fort Worth. Would there be a way to extend the Heartland Flyer to Houston? Then, you would have it made: A connection to SAT at Dallas and a connection at Fort Worth for Oklahoma City or Houston.
------------------ Patrick
Posts: 387 | From: Bakersfield, CA | Registered: Jan 2003
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posted
I see some good ideas out there. The CHI-NOL-MIA service would be a success as it could run in reasonably timely fashion and would capture a good market. I wish CHI-MIA service would come back via Atlanta but CSX and NS seem to be clogged near ATL and thus unwilling. There should be a daytime train on the Crescent route from WAS-ATL as it's a busy corridor. This would be like the old Piedmont.
Posts: 561 | Registered: Jul 2003
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posted
fubu05: Or instead of running the Heartland Flyer to Omaha, how about the Twin Cities. There are 2 million shivering people up here, many of whom make the ice-covered drive to the Southwest and Texas with bumper stickers saying "I'd Rather Be On The Train". A huge portion of the population here have parents retired in the Southwest and make regular visits.
I understand the St.Paul to KC track (former route of the Twin Star Rocket)is in pretty good shape. But it is UP.
Posts: 1572 | From: St. Paul, MN | Registered: Dec 2002
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posted
Amtrak should run the Heartland Flyer New Orleans - Dallas/Ft. Worth - Oklahoma City - Kansas City, thus letting OKC have a northern outlet to Chicago. Next, extend the Texas Eagle to El Paso. This would allow you to reroute the Sunset Lmtd. north via Dallas. Thus, still preserving service to New Orleans, Houston, Dallas, San Antonio, and El Paso. The Sunset and Eagle would criss-cross at Dallas. Also, on another subject, I agree with Mr. Twinstarrocket. There should be service from another point to Minneapolis. I don't think it should be Oklahoma City, though. Here's the absolute best idea: Restart NYC - STL service (it's stupoid why Amtrak doesn't), perhaps even combining it with the Lake Shore until Cleveland. Then, start a St. Louis to Minneapolis train. This would allow anyone travelling from Texas to the Pacific Northwest or Minneapolis, or anyone from the East Coast travelling to one of those points; to easily bypass Chicago.
Posts: 82 | Registered: Aug 2004
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posted
For service from Minneapolis (MSP) to the south, my vote still goes to KC over St.Louis.
In the last days of private passenger service the Zephyr Rocket from MSP to St. Louis took 15 hours (605 miles) and the Twin Star Rocket to KC took 10 hours (478 mi). I think the KC line is still very fast uncrowded track (UP).
The KC route connects all western service perfectly. AM departures from MSP and KC would connect points west on the Empire Builder to those on the CZ and SWC, and would work perfectly into the existing schedule of the Heartland Flyer when extended KC-OKC. At avg. speeds of 40-50 mph with 2-5 hours of padding at connecting points, it all works. (A new CZ stop at Chariton, Iowa would offer a connection.)
All you Texans could visit Glacier Park and all us Snowbirds could get warm without our cars. Des Moines and Wichita would be added to the system, and an expanded market would be added to all the western trains. (BTW, the Mall of America at MSP is now the 4th largest tourist destination in the US.)
[This message has been edited by TwinStarRocket (edited 08-16-2004).]
Posts: 1572 | From: St. Paul, MN | Registered: Dec 2002
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(1) Run #1/#2 LAX-ABQ-ELP-FTW-DAL-HOS; then on current route. Extend to Miami, split to two sections at TPA.
(2) Run #21/#22 all the way to Los Angeles on a daily schedule.
(3) Add a second Heartland Flyer round-trip (trains #823 and #824) restructure service, run #821 and #822 from Galveston to Denver. Trains #823 and #824 would run on BNSF track to Minneapolis then on to Duluth, MN. The connections to and from the Zephyr would be at Galesburg. The connectons from the Chief from the east would be at KCY and from the west at LAJ. It gives the LAJ-NEW service a second daily round-trip for the locals. The MSP-DUL train would service BRV and TUL.
or,
Operate train #1/#2 as part of the #3/#4 consist from LAX to ABQ on same schedule as train #3/#4. Train #21/#22 CHI-SAS-LAX on current route. From ABQ, train #1/#2 run to El Paso, then to Fort Worth, through Dallas, to Houston, terminating there. Houston to NOL would be served by the extension of the Superliner-ized #19/#20 running HOS-NOL-WAS. Trains #58/#59 operate MIA-ORL-CHI.
Convert Cardinal to Superliners, run CHI-IND-CIN-WAS only, combine with CZ.
Run #3/#4 as one train with one train name LAX-CHI-WAS as the National Chief.
The City of New Orleans, based on the Texas Eagle's lack of decent reliability, would be inter-lined with the Empire Builder.
Train #40/#41 would become Superliners west of Harrisburg. Replace from HAR to NY by a new train on the Keystone Corridor.
Trains #21/#22 would run LAX-SAS-CHI-FOS-PGH-HAR.
Two sleepers from the Crescent would transfer to the Palmetto. The Amfleet II coaches would transfer to the Virginia through Regionals and train #66. The left-over sleepers would transfer to the Lakeshore Limited and Regional Evening BOS-NPN trainis.
Combine #67/#89 and #90/#66 into one train (#89/#90) from Boston.
Consist: 3 P42s Baggage Dorm 2 Viewliners First Class Lounge Car 2 Business Clss Cars Diner Lounge 5 Coaches (two coaches NY-TPA only.)
Suggested consists for the Crescent and Cardinal)
Crescent:
2 P42s Baggage Tran-Dorm with 10 standard rooms 2 Superliner Sleepers Diner Lounge 4 coaches
Sunset:
2 P42s Baggage** Transition Sleeper with 10 rooms** Sleeper** Diner** Lounge 3 coaches 1 thru-sleeper 1 Coach to Eagle at Dallas* 1 Panic Box Cafe Car to Eagle at Dallas* 1 Sleeper to Eagle at Dallas*
*- These cars operate CHI-DAL-ABQ only. **- These cars operate ABQ to HOS only.
posted
Operate one daily Surfliner from Los Angeles to Palm Springs and Indio Stations. Create a staffed terminal at Indio. Terminate #1/#2 at Indio, operate with two through coaches and a through sleeper to Eagle, as it did before the thru-cars were chopped out the first time.
Option 2:
Use two sets of Horizon cars, create a new daily service between LAX and FTW.
Sunset originates at Albuquerque with thru cars to the Southwest Chief there. The Sunset Section would ride on the head of the train between LAX and ABQ in both directions.
The consist would be as follows:
2 P42s (LAX-ABQ)(positioned back-2-back) 4 P42s (LAX-CHI) Working Baggage Car Transition Sleeper with 10 standard rooms Sleeping Car Sleeping Car Diner Lounge Coach Coach Coach Coach TEXAS EAGLE SLEEPER TEXAS EAGLE COACH Sunset Limited - Tampa Sleeper Sunset Limited Coach Sunset Limited Coach SUNSET LIMITED LOUNGE CAR Sunset Limited Coach - MIAMI SUNSET LIMITED COACH - MIAMI DINER TO MIAMI MIAMI SLEEPER MIAMI TRANS-DORM SLEEPER WITH 10 ROOMS MIAMI BAGGAGE CAR LAX-NOL ROAD POWER
posted
I must question the wisdom of establishing a Maintenance Facility and commissary at Indio solely for the purpose of maintaining the Sunset. Even though such was not specifically noted by Mr. Fubu, that is what would have to be if Indio were to become the end of the line.
Actually a variant of that plan appears to be taking shape. From reviewing recent operations (to the extent such information is available at either to website or the various message boards), it appear that if #2 is running "X" hours late (it appears that x=14 or so), it will be terminated at New Orleans and a bustitution will be made onward to Orlando. There is of course a maintenance facility and commissary there and the mechanical forces are familiar with Superliner equipment.
Evidentl;y, it appears that LA can "come up" with enough 'make up' equipment for a #2 even if inbound #1 doesn't "make it" in time for a turn. Equipment can be 'snitched' from an inbound #11 Starlight as both trains are assigned S-II's.
Posts: 9977 | From: Clarendon Hills, IL USA (BNSF Chicago Sub MP 18.71) | Registered: Apr 2002
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The National Railroad Passenger Corporation is incorporated under laws of the District of Columbia (same as Postal Service) and is also referred to as a quasi-public corporation. As such, there is legislation governing it.
1) Congress has NO obligation to fund Amtrak at this point. The authorization act has expired.
2) Congress was supposed to cut Amtrak off from funding as of FY03. FY02 appropriation (last authorized) was $0.955 B.
So, to Mr North American Railroader:
At the moment,...
With the Authorization Act expired...
I submit that the railroads (UP included) could argue they are carrying Amtrak as a convenience, and that "priority of carriage" is not in effect.
BTW, read the law. ONLY the Attorney General can bring suit on behalf of Amtrak (or on behalf of a commercial carrier to FORCE Amtrak to "do something.)" (41USC24103)
John
quote:Originally posted by North American Railroader:
(snip) . No matter what happens, UP has got to fix itslef. If I were Amtrak, I would take them to court. The law states that all freight railroads most run Amtrak trains with the highest priority, and a 42 hour late Sunset tells me that that isn't the case. (snip)
------------------ The City of Saint Louis (UP, 1967) is still my standard for passenger operations
[This message has been edited by PullmanCo (edited 08-30-2004).]
posted
Mr. Norman: I like your coined word, "bustitution". You'll have to submit it to Paul Harvey!
Posts: 1909 | From: Santa Rosa | Registered: Jan 2004
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