They would need to go and come back too with the same consist to be able to substitute for an axle count car.That got me thinking...
Perhaps Amtrak should revise their PV policy....if they carried them on the “axle-count trains”, they could reduce the number of deadhead cars...a “win-win” for PV owners and Amtrak...
Caltrans doesn't want truckers jumping around while driving so they prohibit triple axels. Double axels are accepted as many skaters and dancers can do them.We're talking about California, where "axel" is correct, according to Caltrans.
(To be fair, this is a Google Street View image from 2007 -- a few years after this, they put a sound wall along this stretch of I-5, and put up a new sign with the correct "axle" spelling.)
Who said they are going into storage? I suspect it is more likely that innovative uses as lounge/food service cars or such will be found for them and they may potentially replace cafe cars on mid-distance trains like the Palmetto and such, before anyone thinks of spending enormous amounts of money to gut and rebuild their interior.So with the newly built diners going to storage, how difficult would it be to repurpose them as sleepers?
Latest news is rather interesting:
That is also my opinion. Dining on a train is part of the rail experience that I enjoy and is a reason why I would consider going out of my way (due to where I live with no Amtrak service) to travel on Amtrak. Diluting this part of my experience does not make me more eager to book Amtrak.I haven't seen this food in person but the breakfast sounds lame. Lunch and dinner sound fair at best. Not horrible dishes, just not very good.
That is apparently what is primarily behind all these bordering on the absurd, cost controls. I suspect that is on Anderson's goals list for his bonus ... err ... the only compensation he could collect from Amtrak.Good to hear about the improved food service, but what really got my attention in that article was the statement from Roger Harris that Amtrak next year for the first time, will not lose any money, and become profitable, or at least recover all its operating costs thru revenue...
That is amazing, if it is true!
That exactly is the silver lining I am hoping for and have cut some slack on Anderson and Co for that reason, much to the chagrin of many of my more dyed in the wool railfan friends. But we will have a while to wait before the proverbial fat lady sings on that one.Still...if he achieves that goal, whether one loves or loath’s him, he certainly will be respected, and might be recognized some day as one of Amtrak’s better presidents. Even more so, if Amtrak can grow as a result...
Good to hear about the improved food service, but what really got my attention in that article was the statement from Roger Harris that Amtrak next year for the first time, will not lose any money, and become profitable, or at least recover all its operating costs thru revenue...
That is amazing, if it is true!
It won't need Operating subsidy. It will still need Capital subsidy. Of course this depends also on what is characterized as Operating and what is characterized as Capital. At least the Auditors have to agree about the characterization in GAAP reporting.
It is well known that Amtrak's accounts were in utter shambles for quite a while. There were years when cash flow got so bad that Congress had to rescue it midterm too. Fortunately those days have been behind us and Boardman left it in very decent shape, notwithstanding all our bellyaching about various things did or did not do.
Here's an article from July that has the breakdown of operating losses and earnings for 2018 by route. Acela and NE regional being the big earners of course. I assume it's factual, HOWEVER, I did just read the RPA article of Aug 2018, which slams Amtrak's route accounting so take these numbers with a grain of salt. https://www.bloomberg.com/opinion/articles/2019-07-18/amtrak-s-long-distance-routes-lose-the-most-moneyThanks for the explanation, Jis. That is not my idea of how a company can "break even", but it makes sense from a PR angle.
Probably union contracts, this idea has been around for years, outsourcing the food.I'm surprised they don't lease out the dining cars and let independent restaurants/diners operate them. Sort of like what is done at stadiums where companies like Aramark operates the concession stands. Maybe even a Denny's franchise.