Last week Amtrak touted improvements it has made in its Midwest corridor network, including schedule adjustments to allow for more intra-Midwest connections and implementing student discount fares.
But in Amtrak’s statements was a hint that there might be another agenda at work.
It may be that Amtrak was doing nothing more than trying to get some marketing mileage from a series of relatively small steps. Yet if you view what was announced in a larger context you might see a transformation at work.
Throughout 2018, Amtrak has taken or talked about implementing actions that passenger advocates fear are designed or will weaken the carrier’s long-distance network.
In early June Amtrak yanked the full-service dining cars from the Capitol Limited and Lake Shore Limited.
Last spring it sharply restricted the carriage of privately-owned passenger cars and all but eliminated special moves and charter trains.
Amtrak has talked about creating a bus bridge for its Chicago-Los Angeles Southwest Chief between Albuquerque, New Mexico, and Dodge City, Kansas, rather than continue to operate over a BNSF segment in Kansas, Colorado and New Mexico that lacks positive train control and over much of which Amtrak is the sole user and thus responsible for the maintenance costs of the rails.
The carrier also has changed its booking practices to make it more difficult for tour operators to book large blocks of sleeping car rooms.
A Trains magazine columnist wrote last week that he’s been told of Amtrak plans to remove chefs from the dining cars of the Chicago-San Antonio Texas Eagle.
The columnist said he’s heard from passengers who’ve ridden long-distance trains lately that complimentary juice in sleeping cars is gone and coffee is being limited to one half-pot per day.
Fewer towels and bottles of water are being distributed to sleeping car passengers.
An amendment sponsored by Ohio senators Rob Portman and Sherrod Brown to force Amtrak to reopen ticket offices closed in a cost-cutting binge last spring was quietly removed from a transportation funding bill recently approved by the Senate.
Some passenger advocate see these and other moves as part of a larger plot to make long-distance trains unattractive so ridership will fall and management can make the case that the need for these trains isn’t there anymore.
Amtrak CEO Richard Anderson has reportedly told state department of transportation officials that the carrier has studied chopping up long-distance routes into a series of corridors, each of them less than 750 miles in length.
That would force the states to fund those routes under the terms of a 2008 law that requires states to fund corridor routes that Amtrak had previously underwritten.
Those plans are not expected to be implemented immediately, but perhaps Amtrak management is just biding its time.
What does this have to do with the announcement about improvements to Midwest connectivity?
If Amtrak is seeking to re-invent itself as a provider of short- and medium-distance corridors it needs to show that it is developing a network of them.
Most people probably think of the Midwest corridors as ways to link cities in their state with Chicago.
Yes, some travelers connect in Chicago to other Amtrak trains, including the long-distance trains, but how many people think about getting on in Milwaukee and going to Detroit or St. Louis?
Well they might think about it and some do it every day, but Amtrak hasn’t always made such connections convenient. Some layovers last for hours.
The schedule changes made this summer are designed to address that, at least on paper, or in Amtrak’s case on pixels given that paper timetables are a thing of the past.
Amtrak touted its “new” schedules, noting that you can travel between Milwaukee and Detroit twice daily, and Milwaukee and St. Louis three times daily. Of course that means changing trains in Chicago.
To be sure, Amtrak gave a nod to the long-distance trains, noting that in making the departure of northbound Hiawatha train No. 333 from Chicago to Milwaukee later, it enabled connections from long-distance trains from the East Coast.
As for the student discount, it is 15 percent and designed for Midwest travel. Amtrak also plans to soon allow bicycles aboard the Chicago-Indianapolis Hoosier State.
When the new Siemens Charger locomotives went into service on Midwest corridor trains, they came with the tagline “Amtrak Midwest.”
Those locomotives were purchased by the states underwriting Amtrak’s Midwest corridor routes. Those same states are also underwriting development of new passenger cars to be assigned to the Midwest corridor routes.
It is getting to the point where Amtrak is becoming a middleman of Midwest corridor routes, offering a station and maintenance facility in Chicago; operating, service and marketing support; and a brand.
For now, the state-funded corridors combined with the long-distance trains provide intercity rail passenger service to many regions of the Midwest, including to such states as Iowa, Minnesota and Ohio that do not currently fund Amtrak service.
That might well change if Amtrak follows through on its proposals to chop up the long-distance routes into state-funded corridors. Would Ohio step up to help pay for, say, a Chicago-Toledo, Chicago-Cleveland or Chicago-Pittsburgh route in lieu of the Capitol Limited?
Would Iowa agree to fund a Chicago-Omaha train in lieu of the California Zephyr?
Would Minnesota agree to fund a Chicago-Minneapolis/St. Paul train in lieu of the Empire Builder? What about Chicago-Fargo, North Dakota, with funding from Minnesota and North Dakota?
I’m not optimistic about that.
The test trains evaluated the ability of the new equipment to shunt electric current between rails on CN’s former Illinois Central mainline.
Amtrak in the Heartland 
Amtrak’s Transformation at Work in the Midwest
August 13, 2018Last week Amtrak touted improvements it has made in its Midwest corridor network, including schedule adjustments to allow for more intra-Midwest connections and implementing student discount fares.
It may be that Amtrak was doing nothing more than trying to get some marketing mileage from a series of relatively small steps. Yet if you view what was announced in a larger context you might see a transformation at work.
Throughout 2018, Amtrak has taken or talked about implementing actions that passenger advocates fear are designed or will weaken the carrier’s long-distance network.
In early June Amtrak yanked the full-service dining cars from the Capitol Limited and Lake Shore Limited.
Last spring it sharply restricted the carriage of privately-owned passenger cars and all but eliminated special moves and charter trains.
Amtrak has talked about creating a bus bridge for its Chicago-Los Angeles Southwest Chief between Albuquerque, New Mexico, and Dodge City, Kansas, rather than continue to operate over a BNSF segment in Kansas, Colorado and New Mexico that lacks positive train control and over much of which Amtrak is the sole user and thus responsible for the maintenance costs of the rails.
The carrier also has changed its booking practices to make it more difficult for tour operators to book large blocks of sleeping car rooms.
A Trains magazine columnist wrote last week that he’s been told of Amtrak plans to remove chefs from the dining cars of the Chicago-San Antonio Texas Eagle.
The columnist said he’s heard from passengers who’ve ridden long-distance trains lately that complimentary juice in sleeping cars is gone and coffee is being limited to one half-pot per day.
Fewer towels and bottles of water are being distributed to sleeping car passengers.
An amendment sponsored by Ohio senators Rob Portman and Sherrod Brown to force Amtrak to reopen ticket offices closed in a cost-cutting binge last spring was quietly removed from a transportation funding bill recently approved by the Senate.
Some passenger advocate see these and other moves as part of a larger plot to make long-distance trains unattractive so ridership will fall and management can make the case that the need for these trains isn’t there anymore.
Amtrak CEO Richard Anderson has reportedly told state department of transportation officials that the carrier has studied chopping up long-distance routes into a series of corridors, each of them less than 750 miles in length.
That would force the states to fund those routes under the terms of a 2008 law that requires states to fund corridor routes that Amtrak had previously underwritten.
Those plans are not expected to be implemented immediately, but perhaps Amtrak management is just biding its time.
What does this have to do with the announcement about improvements to Midwest connectivity?
If Amtrak is seeking to re-invent itself as a provider of short- and medium-distance corridors it needs to show that it is developing a network of them.
Most people probably think of the Midwest corridors as ways to link cities in their state with Chicago.
Yes, some travelers connect in Chicago to other Amtrak trains, including the long-distance trains, but how many people think about getting on in Milwaukee and going to Detroit or St. Louis?
Well they might think about it and some do it every day, but Amtrak hasn’t always made such connections convenient. Some layovers last for hours.
The schedule changes made this summer are designed to address that, at least on paper, or in Amtrak’s case on pixels given that paper timetables are a thing of the past.
Amtrak touted its “new” schedules, noting that you can travel between Milwaukee and Detroit twice daily, and Milwaukee and St. Louis three times daily. Of course that means changing trains in Chicago.
To be sure, Amtrak gave a nod to the long-distance trains, noting that in making the departure of northbound Hiawatha train No. 333 from Chicago to Milwaukee later, it enabled connections from long-distance trains from the East Coast.
As for the student discount, it is 15 percent and designed for Midwest travel. Amtrak also plans to soon allow bicycles aboard the Chicago-Indianapolis Hoosier State.
When the new Siemens Charger locomotives went into service on Midwest corridor trains, they came with the tagline “Amtrak Midwest.”
Those locomotives were purchased by the states underwriting Amtrak’s Midwest corridor routes. Those same states are also underwriting development of new passenger cars to be assigned to the Midwest corridor routes.
It is getting to the point where Amtrak is becoming a middleman of Midwest corridor routes, offering a station and maintenance facility in Chicago; operating, service and marketing support; and a brand.
For now, the state-funded corridors combined with the long-distance trains provide intercity rail passenger service to many regions of the Midwest, including to such states as Iowa, Minnesota and Ohio that do not currently fund Amtrak service.
That might well change if Amtrak follows through on its proposals to chop up the long-distance routes into state-funded corridors. Would Ohio step up to help pay for, say, a Chicago-Toledo, Chicago-Cleveland or Chicago-Pittsburgh route in lieu of the Capitol Limited?
Would Iowa agree to fund a Chicago-Omaha train in lieu of the California Zephyr?
Would Minnesota agree to fund a Chicago-Minneapolis/St. Paul train in lieu of the Empire Builder? What about Chicago-Fargo, North Dakota, with funding from Minnesota and North Dakota?
I’m not optimistic about that.
Tags:Amtrak, Amtrak Capitol Limited, Amtrak eastern long-distance trains, Amtrak long distance trains, Amtrak Midwest, Amtrak Midwest Corridor trains, Amtrak western long-distance trains, Amtrak's California Zephyr, Amtrak's Empire Builder, Amtrak's Hoosier State, Amtrak's Lake Shore Limited, Midwest Corridor trains, Richard Anderson, state funded trains
Posted in Commentaries | Leave a Comment »