Passengers get into position to board Amtrak’s eastbound Lake Shore Limited in Cleveland as it arrives more than three hours late on the morning of June 26, 2019. (Photograph by Edward Ribinskas)
On the evening of June 25, 2019, Amtrak Train No. 48 departed Chicago Union Station on time at 9:30.
It would be the only time that No. 48 would arrive or depart from a station on schedule during its 959 mile journey to New York City.
What Amtrak said would be a seven hour trip to Cleveland ballooned to 10-and-a-half hours.
That wasn’t all bad, I suppose. I got to see Sandusky Bay in daylight and got some “bonus” time at no extra fare aboard a train I had not ridden since May 2014.
Yet when the Lake Shore Limited finally halted at the Cleveland station I was more than ready to get off. I had things to do and places to go and had expected to be well underway in doing them already.
Officially, No. 48 arrived in Cleveland at 9:07 a.m., 3 hours, 29 minutes late.
How does a train lose 3.5 hours? Darn if I know because the crew never told us how or why, not that I expected them to do that.
A detailed accounting of that lost time exists somewhere. Amtrak conductors keep logs of time lost en route and report that information to a superior who forwards it to Amtrak headquarters.
Amtrak aggregates that information into report cards that the carrier periodically issues to show how its host railroads are doing in keeping Amtrak trains on time.
Those reports, though, are not necessarily a complete accounting. I’ve heard Amtrak crew members agree in radio conversations with each other to not report a particular cause of delay.
I also once heard an Amtrak engineer refuse to cooperate with the conductor in explaining why No. 30 had lost time in Indiana.
Amtrak operating personnel do not have access to the communication that goes on in the dispatching offices of the host railroads.
If a dispatcher for Norfolk Southern decides to hold Amtrak at a control point to wait for two westbound freight trains to clear before switching Amtrak from Track 2 to Track 1 in order to go around a slow freight train ahead on Track 2, the Amtrak crew doesn’t know why the decision was made to hold them rather than holding one or both of the westbound freights further east until Amtrak could go around the slow eastbound freight.
Further, they don’t know whether that decision was made by the dispatcher, by the dispatcher’s supervisor or by a computer program that NS uses to dispatch its railroad. Nor do they know with certainty the logic behind the decision even if they have some idea.
In fact, the scenario outlined above happened in the darkness of northern Indiana west of South Bend during my trip.
My train was moving slowly and I got my scanner out and listened to the NS road channel for a while.
As best I could tell, most of the time that No. 48 lost on the night and morning of June 25-26 could be attributed to the host railroad.
Amtrak might see it as freight train interference while NS might call it traffic congestion.
In the days preceding my trip, Amtrak had posted a passenger advisory warning that NS track work in the Chicago area would cause delays of up to an hour because two main tracks would be out of service.
Perhaps NS freight traffic was heavier than usual on the night I was aboard No. 48 as the freight carrier was getting caught up from delays to its own trains stemming from the track work.
We can’t blame NS for two other delays due to bridges being open in Toledo and Cleveland for marine traffic.
I’ve made dozens of trips on Amtrak through Toledo over the past 25 years and it was the first time I’d ever been aboard a train delayed by the Maumee River Bridge being open.
Otherwise, nothing happened during that trip of June 25-26 that I had not experienced before between Cleveland and Chicago. Many times.
Much of the lost time was racked up between Elkhart, Indiana, and Toledo where Amtrak trains have been losing time for decades, going back into the Conrail era.
What had been 1 hour, 11 minutes late at Elkhart skyrocketed to 2 hours, 51 minutes by the time we stopped at the Bryan station.
By then it was daylight and I got my radio out again and listened to the engineer on No. 48 call a steady drum beat procession of approach signal indications from Bryan to the west side of Toledo.
We finally got around a long manifest freight in Toledo and I’m not sure if it was a case of that train having mechanical problems, being underpowered or some other reason.
Of course there was a steady stream of westbounds on Track 1, including Amtrak’s Capitol Limited.
Shortly after we moved around that manifest freight the dispatcher said we would have to wait for Amtrak 49 to depart the Toledo station, where there is just one track that Amtrak can use.
Once we got across the Maumee River we moved at a steady pace but we were even later at Sandusky than we had been at Toledo.
NS has been particularly outspoken about its disdain for Amtrak’s report cards and at one point threatened legal action if Amtrak didn’t stop issuing them.
Of course NS is upset because those report cards suggest it does a poor job of dispatching Amtrak trains.
NS management would argue that dispatching decision making takes into account a myriad of factors and seeks to strike a balance in serving the interest of freight trains and passenger trains.
NS managers would say dispatchers seek to give Amtrak preference when they can but that is not always possible because things happen.
It isn’t the railroad’s fault that someone parked a car on the tracks that was struck by a container train that subsequently derailed and blocked both main tracks as happened in early June in Swanton, Ohio.
Nor can railroads predict when equipment failures will occur or acts of nature will strike.
These things also delay the transport of the freight of NS customers.
All of this is true as far as it goes, but overlooks that managers are people who make decisions based on their beliefs, biases and prejudices as to what is most important when conflicts occur in moving trains.
It also overlooks that these beliefs, biases and prejudices are built into the overall operating plan and tend to be viewed as sacrosanct.
It starts with the reality that we the host railroad own this railroad and not Amtrak. In our view the needs of the owner are just as important if not more so than those of the tenant.
I’ve ridden enough Amtrak trains to know that there is an element of luck involved in whether you will get to your destination on time or close to on time.
Had I departed Chicago on No. 48 on June 23 I would have arrived in Cleveland the next morning 27 minutes early. Had I left Chicago the day before I actually traveled I would have arrived in Cleveland 19 minutes late.
Had I traveled the day after I actually traveled I would have arrived in Cleveland 19 minutes late.
Had I left Chicago on June 27 I would have arrived in Cleveland one hour and 13 minutes late. That’s not good, but far better than 3.5 hours late.
So of five trains that operated the week I traveled I had the good fortune – yes, I’m being sarcastic – of choosing the travel day with the really late train.
But that was the date that worked best for me that week. It just didn’t work well for keeping the train even reasonably within range of being on time.
As for my fellow passengers who remained aboard No. 48 on June 26 after I disembarked, No. 48 would lose additional time on CSX, reaching its nadir of 4 hours, 19 minutes late at Schenectady, New York.
By the time it reached the end of the line at New York’s Penn Station, the lateness had been trimmed to 3 hours, 42 minutes, about what it had been in Toledo.
Whether it’s a plane, a train, or a bus, when you take public transportation you are rolling the dice that the carrier will get you to your destination when it says it will.
You know no carrier has a 100 percent on-time record, but always hope the aberration will occur on another day and affect someone else. Some people are naive enough to think it will not happen to them.
As you are loping along at restricted speed, waiting at a control point for opposing traffic or stopped because a heavy Great Lakes freighter has priority at a water crossing, there is a feeling of injustice that someone else’s priorities are more important than yours and there is nothing you can do about it.
If you are a writer you might dash off an indignant piece saying this ought to be done or that ought to have been done.
But if you know anything at all about transportation you should know better. Lengthy delays while traveling do occur and sooner or later they will occur to you.
It’s just that they can mess up your plans and, at times, spoil or dampen an experience you had long looked forward to having.
Gulf Coast cities east of New Orleans have been without intercity rail passenger service since Hurricane Katrina damaged the route in August 2005 and Amtrak suspended operation of the Sunset Limited there.
Lucky Me That I Picked the Wrong Day to Travel
July 17, 2019Passengers get into position to board Amtrak’s eastbound Lake Shore Limited in Cleveland as it arrives more than three hours late on the morning of June 26, 2019. (Photograph by Edward Ribinskas)
On the evening of June 25, 2019, Amtrak Train No. 48 departed Chicago Union Station on time at 9:30.
It would be the only time that No. 48 would arrive or depart from a station on schedule during its 959 mile journey to New York City.
That wasn’t all bad, I suppose. I got to see Sandusky Bay in daylight and got some “bonus” time at no extra fare aboard a train I had not ridden since May 2014.
Yet when the Lake Shore Limited finally halted at the Cleveland station I was more than ready to get off. I had things to do and places to go and had expected to be well underway in doing them already.
Officially, No. 48 arrived in Cleveland at 9:07 a.m., 3 hours, 29 minutes late.
How does a train lose 3.5 hours? Darn if I know because the crew never told us how or why, not that I expected them to do that.
A detailed accounting of that lost time exists somewhere. Amtrak conductors keep logs of time lost en route and report that information to a superior who forwards it to Amtrak headquarters.
Amtrak aggregates that information into report cards that the carrier periodically issues to show how its host railroads are doing in keeping Amtrak trains on time.
Those reports, though, are not necessarily a complete accounting. I’ve heard Amtrak crew members agree in radio conversations with each other to not report a particular cause of delay.
I also once heard an Amtrak engineer refuse to cooperate with the conductor in explaining why No. 30 had lost time in Indiana.
Amtrak operating personnel do not have access to the communication that goes on in the dispatching offices of the host railroads.
If a dispatcher for Norfolk Southern decides to hold Amtrak at a control point to wait for two westbound freight trains to clear before switching Amtrak from Track 2 to Track 1 in order to go around a slow freight train ahead on Track 2, the Amtrak crew doesn’t know why the decision was made to hold them rather than holding one or both of the westbound freights further east until Amtrak could go around the slow eastbound freight.
Further, they don’t know whether that decision was made by the dispatcher, by the dispatcher’s supervisor or by a computer program that NS uses to dispatch its railroad. Nor do they know with certainty the logic behind the decision even if they have some idea.
In fact, the scenario outlined above happened in the darkness of northern Indiana west of South Bend during my trip.
My train was moving slowly and I got my scanner out and listened to the NS road channel for a while.
As best I could tell, most of the time that No. 48 lost on the night and morning of June 25-26 could be attributed to the host railroad.
Amtrak might see it as freight train interference while NS might call it traffic congestion.
In the days preceding my trip, Amtrak had posted a passenger advisory warning that NS track work in the Chicago area would cause delays of up to an hour because two main tracks would be out of service.
Perhaps NS freight traffic was heavier than usual on the night I was aboard No. 48 as the freight carrier was getting caught up from delays to its own trains stemming from the track work.
We can’t blame NS for two other delays due to bridges being open in Toledo and Cleveland for marine traffic.
I’ve made dozens of trips on Amtrak through Toledo over the past 25 years and it was the first time I’d ever been aboard a train delayed by the Maumee River Bridge being open.
Otherwise, nothing happened during that trip of June 25-26 that I had not experienced before between Cleveland and Chicago. Many times.
Much of the lost time was racked up between Elkhart, Indiana, and Toledo where Amtrak trains have been losing time for decades, going back into the Conrail era.
What had been 1 hour, 11 minutes late at Elkhart skyrocketed to 2 hours, 51 minutes by the time we stopped at the Bryan station.
By then it was daylight and I got my radio out again and listened to the engineer on No. 48 call a steady drum beat procession of approach signal indications from Bryan to the west side of Toledo.
We finally got around a long manifest freight in Toledo and I’m not sure if it was a case of that train having mechanical problems, being underpowered or some other reason.
Of course there was a steady stream of westbounds on Track 1, including Amtrak’s Capitol Limited.
Shortly after we moved around that manifest freight the dispatcher said we would have to wait for Amtrak 49 to depart the Toledo station, where there is just one track that Amtrak can use.
Once we got across the Maumee River we moved at a steady pace but we were even later at Sandusky than we had been at Toledo.
NS has been particularly outspoken about its disdain for Amtrak’s report cards and at one point threatened legal action if Amtrak didn’t stop issuing them.
Of course NS is upset because those report cards suggest it does a poor job of dispatching Amtrak trains.
NS management would argue that dispatching decision making takes into account a myriad of factors and seeks to strike a balance in serving the interest of freight trains and passenger trains.
NS managers would say dispatchers seek to give Amtrak preference when they can but that is not always possible because things happen.
It isn’t the railroad’s fault that someone parked a car on the tracks that was struck by a container train that subsequently derailed and blocked both main tracks as happened in early June in Swanton, Ohio.
Nor can railroads predict when equipment failures will occur or acts of nature will strike.
These things also delay the transport of the freight of NS customers.
All of this is true as far as it goes, but overlooks that managers are people who make decisions based on their beliefs, biases and prejudices as to what is most important when conflicts occur in moving trains.
It also overlooks that these beliefs, biases and prejudices are built into the overall operating plan and tend to be viewed as sacrosanct.
It starts with the reality that we the host railroad own this railroad and not Amtrak. In our view the needs of the owner are just as important if not more so than those of the tenant.
I’ve ridden enough Amtrak trains to know that there is an element of luck involved in whether you will get to your destination on time or close to on time.
Had I departed Chicago on No. 48 on June 23 I would have arrived in Cleveland the next morning 27 minutes early. Had I left Chicago the day before I actually traveled I would have arrived in Cleveland 19 minutes late.
Had I traveled the day after I actually traveled I would have arrived in Cleveland 19 minutes late.
Had I left Chicago on June 27 I would have arrived in Cleveland one hour and 13 minutes late. That’s not good, but far better than 3.5 hours late.
So of five trains that operated the week I traveled I had the good fortune – yes, I’m being sarcastic – of choosing the travel day with the really late train.
But that was the date that worked best for me that week. It just didn’t work well for keeping the train even reasonably within range of being on time.
As for my fellow passengers who remained aboard No. 48 on June 26 after I disembarked, No. 48 would lose additional time on CSX, reaching its nadir of 4 hours, 19 minutes late at Schenectady, New York.
By the time it reached the end of the line at New York’s Penn Station, the lateness had been trimmed to 3 hours, 42 minutes, about what it had been in Toledo.
Whether it’s a plane, a train, or a bus, when you take public transportation you are rolling the dice that the carrier will get you to your destination when it says it will.
You know no carrier has a 100 percent on-time record, but always hope the aberration will occur on another day and affect someone else. Some people are naive enough to think it will not happen to them.
As you are loping along at restricted speed, waiting at a control point for opposing traffic or stopped because a heavy Great Lakes freighter has priority at a water crossing, there is a feeling of injustice that someone else’s priorities are more important than yours and there is nothing you can do about it.
If you are a writer you might dash off an indignant piece saying this ought to be done or that ought to have been done.
But if you know anything at all about transportation you should know better. Lengthy delays while traveling do occur and sooner or later they will occur to you.
It’s just that they can mess up your plans and, at times, spoil or dampen an experience you had long looked forward to having.
Tags: Amtrak, Amtrak eastern long-distance trains, Amtrak in Cleveland, Amtrak station in Cleveland, Amtrak's Lake Shore Limited, Cleveland Amtrak station, Late Amtrak trains, Norfolk Southern
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