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  #221  
Old Posted Sep 23, 2019, 1:57 PM
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The demise of the Amtrak dining car

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  #222  
Old Posted Sep 23, 2019, 5:17 PM
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amtrak is redoing the dining cars:


https://nypost.com/2019/09/22/millen...on-trains/amp/
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  #223  
Old Posted Sep 23, 2019, 5:26 PM
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Blaming it on millennials when it's the railroad (run by airline guys) who just wants to save the money is bullshit.
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  #224  
Old Posted Sep 23, 2019, 5:27 PM
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Originally Posted by mrnyc View Post

Have had the food on the Cardinal. It was expensive and not very good. Not a surprise its failing.
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  #225  
Old Posted Sep 23, 2019, 6:13 PM
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Originally Posted by k1052 View Post
Blaming it on millennials when it's the railroad (run by airline guys) who just wants to save the money is bullshit.
Are you saying they did that to increase profits?
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  #226  
Old Posted Sep 23, 2019, 6:21 PM
k1052 k1052 is offline
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Originally Posted by RCDC View Post
Are you saying they did that to increase profits?
Decrease losses more accurately. They'd like to kill every last long distance route but politically it's not possible. Making it more miserable is the next best option.

I got a revenue raiser for Amtrak: Move to assigned seating and let me board the train instead of standing in a stupid line inside the station when the trainset is just sitting there empty at the platform. I'd pay real money for that.
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  #227  
Old Posted Sep 23, 2019, 11:42 PM
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Change Petition for Amtrak to keep dining service
http://chng.it/WYbMXDR9Y5
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Philadelphia Transportation Thread: http://forum.skyscraperpage.com/showthread.php?t=164129
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  #228  
Old Posted Sep 24, 2019, 11:32 AM
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Originally Posted by electricron View Post
Beijing to Shangai is 811 rail miles, and the fastest one stop, at Nanjing South, trains take 4.5 hours to travel that far, averaging 181 mph.
China spent $32 Billion to build it, the initial projections was as low as $16 Billion, a year later projections rose to $25 Billion. So even in China they experience a doubling of the costs to build, where all the land is owned by the government and there are no property taxes to pay, and costs of labor are significantly lower than in Europe or America.

The good news to report is that they report a profit of $1 Billion a year, with 165,000 passengers daily, which is 25% lower than the projected 220,000 daily passengers. 80,000 daily passengers still take the old slow trains between these two cities, so not everyone is willing to pay extra for the faster service.
FYI, 165,000 passengers x 365 days = 60.225 million passengers each year on this one HSR line. That's twice what Amtrak gets nationally.

I do not foresee Amtrak being able to run the 959 rail miles between New York City and Chicago with just one station stop. If it is going to cost CHSR between $63.2 billion and $98.1 Billion to build a 525 rail miles HSR line between Los Angeles and San Francisco, what do you think it would cost to build a HSR between New York City and Chicago? Twice as much as CHSR because it is twice as far? That could be six times more than China's $32 Billion between Beijing and Shanghai, potentially as much as $196 Billion. Would anyone believe any dollar figure Amtrak or anybody else would suggest?

All the $$$$ amounts written in this response was found at Wiki for CHSR and Beijing to Shanghai HSR or calculated from them.
https://en.wikipedia.org/wiki/Califo...igh-Speed_Rail
https://en.wikipedia.org/wiki/Beijin...-speed_railway
Just FYI, there are no one-stop trains on the Jinghu HSR anymore. Ever since they increased the speed from 300km/h to 350km/h a couple of years ago, the fastest trains now make two stops, one at Nanjing South and another at Jinan West. You can take these fastest trains from either Shanghai Hongqiao Station or Shanghai Railway Station, though the train from Shanghai Railway Station is about 10 minutes slower due to the older line in the centre of Shanghai until reaching the new HSR line in the city's suburbs.

The real competition on this route, at least for me, is the overnight D train that runs from Shanghai Railway Station to Beijing South and takes about 12 hours (it runs on the old conventional rail line and has a maximum speed of 160km/h). You can leave Shanghai at either 7pm or 9pm and get to Beijing at either 7am or 9am (and vice versa), which is perfect if you have an early morning meeting and you don't want to stay in a hotel the night before. The first class bunk (four to a room) costs 675RMB (about US$95), only a little more than a second class seat on a G (HSR) train.
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  #229  
Old Posted Sep 24, 2019, 1:48 PM
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Quote:
Originally Posted by k1052 View Post
Decrease losses more accurately. They'd like to kill every last long distance route but politically it's not possible. Making it more miserable is the next best option.
The long-distance routes are Amtrak's biggest financial burden. I think Amtrak probably needs to be split into two companies; one for the leisure routes, and one for actual functional routes, where timetables matter.
Quote:
Originally Posted by k1052 View Post
I got a revenue raiser for Amtrak: Move to assigned seating and let me board the train instead of standing in a stupid line inside the station when the trainset is just sitting there empty at the platform. I'd pay real money for that.
Acela has assigned seating. I wouldn't take it otherwise.
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  #230  
Old Posted Sep 24, 2019, 1:52 PM
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Quote:
Originally Posted by electricron View Post
I do not foresee Amtrak being able to run the 959 rail miles between New York City and Chicago with just one station stop. If it is going to cost CHSR between $63.2 billion and $98.1 Billion to build a 525 rail miles HSR line between Los Angeles and San Francisco, what do you think it would cost to build a HSR between New York City and Chicago? Twice as much as CHSR because it is twice as far? That could be six times more than China's $32 Billion between Beijing and Shanghai, potentially as much as $196 Billion. Would anyone believe any dollar figure Amtrak or anybody else would suggest?
To be fair, the CA HSR route is enormously complex, with vast tunneling through mountains. A NYC-Chicago route wouldn't have the same geographic limitations. There's no elevation whatsoever from Chicago to Cleveland, and Cleveland to NYC is mostly rolling hills.
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  #231  
Old Posted Sep 24, 2019, 3:31 PM
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Originally Posted by Crawford View Post
The long-distance routes are Amtrak's biggest financial burden. I think Amtrak probably needs to be split into two companies; one for the leisure routes, and one for actual functional routes, where timetables matter.
Or congress can just pay the entire subsidy without complaint since dozens of rural seats even belonging to Republicans would be furious to see service cut. Maybe even appropriate some funds to improving service and reliability.


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Acela has assigned seating. I wouldn't take it otherwise.
I am aware of this. Acela isn't the only service in the country.
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  #232  
Old Posted Sep 24, 2019, 3:54 PM
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A writer for International Railway Journal lays out and critiques Amtrak's Plan to remake itself.

https://www.railjournal.com/in_depth...m3BZ3OOH83bijY
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  #233  
Old Posted Sep 25, 2019, 4:47 AM
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Quote:
Originally Posted by redblock View Post
A writer for International Railway Journal lays out and critiques Amtrak's Plan to remake itself.

https://www.railjournal.com/in_depth...m3BZ3OOH83bijY
Why do European magazines need to publish an article critiquing Amtrak's future plans? How much acknowledge does the author knows about how American politics work in funding Amtrak? I doubt more than America magazines.
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  #234  
Old Posted Nov 15, 2019, 7:28 PM
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New Acela trainsets

The new Acela trainset prototype image provided by Alstom, outside Alstom's Hornell, NY plant:


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  #235  
Old Posted Nov 15, 2019, 8:10 PM
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Thank you for posting. Those are good American jobs created by investing in sustainable passenger rail and transit.
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