Amtrak returned full-service dining to five long-distance trains a month ago, all of them operating in the West and parts of the Midwest.
I haven’t had an opportunity to sample the revived full-service dining, but a two-part report written by Bob Johnston, the passenger correspondent for Trains magazine was published last week on the magazine’s website and offers some insight into the service.
Johnston generally gave Amtrak high marks for its revamped dining car menus and service.
One key take away from his report is the food has improved in quality over that served in dining cars before full-service dining was removed in late spring 2020 in response to the COVID-19 pandemic that sent Amtrak ridership plummeting.
A chef working the Chicago-Los Angeles Southwest Chief gave as an example the flat iron steak which he said is “the same cut, but these (served now) have more marbling and are a lot more dense.”
Other changes have included the addition of colorful garnishes, more seasoning and multiple sauces. Vegetables served with entrees were described as fresher.
The steak still comes with a baked potato but patrons can request a creamy polenta, which the chef said compliments the Bordelaise sauce served with the steak.
Before the pandemic, dinners came with a lettuce salad but that has been replaced with a choice among three appetizers: A tossed-to-order salad of baby greens and tomatoes topped with a brie cheese; a lobster cake, or a green cheese tamale.
As before, dinners come with a desert. Unlike before, dinners now come with one complimentary alcoholic beverage.
Yet in some ways full-service dining is little changed from what it was before the pandemic. Entrée staples still include the flat iron steak, chicken breast, and salmon. There is also a tri-color cheese tortellini pasta dish.
Not everything is prepared fresh on board. The lobster cake comes precooked and frozen so the kitchen staff merely heats it onboard.
The Trains analysis, which was based on sampling meals aboard the Southwest Chief, said the changes to breakfast and lunch have been a little more subtle.
Back is French toast, which can be ordered with whipped cream. There are made-to-order omelets.
However, passengers still can’t order eggs over easy or get toast at breakfast. Both were eliminated in the 1990s.
Full-service dining is available only to sleeping class passengers. Coach passengers are confined to the snack-heavy café car.
At the time that Amtrak announced the return of full-service dining to the western trains it also said it planned to add fresh selections to café cars. Those additions have yet to be made.
And it remains unclear when or if full-service dining will return to eastern long-distance trains or the Texas Eagle.
The Trains analysis aptly noted that some passengers aboard those trains are onboard for more than four meal periods.
Amtrak has hinted that full-service dining might return to eastern long distance trains late this year or in 2022. Officials said the carrier wanted to gauge passenger response to the new menus on the western trains before looking to implement them elsewhere.
As for when or even if coach passengers will be able to dine in the diner, Amtrak has been noncommittal. Officials said they were studying that but suggested it might take the form of allowing coach passengers to buy meals on a take-out basis and/or have them delivered to their coach seat.
The Trains analysis offered a glimpse of two conundrums posing a challenge to allowing coach passengers back in the dining car. It would require additional staff in the kitchen and dining room in order to create faster table turnover.
Another factor is pricing. Before Amtrak instituted flexible dining in June 2018 on the Lake Shore Limited and Capitol Limited, dining car menus had prices. The current dining car menus on the western trains do not show prices because the clientele already paid for their meals in their sleeping car fare.
As I’ve written in previous posts, most of those dining car prices were quite high with some entrees costing more than $20. Even breakfast was quite pricey for what you got.
The Trains analysis suggested some less labor intensive food selections would have to be added to the menu that could be sold at lower cost.
Many, if not most, coach passengers are unwilling to pay or unable to afford the prices Amtrak charged in dining cars in the past.
There will always be coach passengers willing to pay those prices to have the dining car experience. But they are not necessarily a majority of the coach clientele.
Amtrak’s food and beverage service is an evolving process that isn’t moving as fast or necessarily toward the destination that many rail passenger advocates want it to see.
The dining car experience is still not the same as it was before the pandemic or, in the case of eastern long-distance trains, since the onset of flexible dining with its limited choices.
Amtrak management has not talked about the prospect of doing what the passenger carrier did in the 1990s when dining car menus featured regional offerings associated with a region of the country the train served.
That lasted a few years then fell by the wayside as Amtrak management went to a standard dining car menu for all trains with diners.
For now, the dining car experience is available only in the West and only to those with the means to afford sleeping car fares.
Dining service is an emotional subject for some passengers and passenger train advocates, particularly those above a certain age, who wax nostalgic about all of the people they enjoyed conversing with over a meal and lament having lost that.
Some remember a time when railroads used their dining service as a marketing tool and offered meals that rivaled in quality what was served in the better hotel restaurants.
They tend to believe as an article of faith that full-service dining is critical to drawing more people aboard the train and boosting Amtrak’s revenue.
Johnston, the Trains passenger correspondent, falls into that camp. In his piece he argued that reviving full-service dining on such trains as the Lake Shore Limited, Capitol Limited, Cardinal, and City of New Orleans would give “travelers in some of the country’s top population centers more incentive to ride.”
That in turn would generate more cash for Amtrak, Johnston asserted. How much more? He didn’t say because he doesn’t know.
There is much Amtrak knows about its finances and passengers that it doesn’t share with the public, arguing that that information is proprietary.
It probably is true that the upgraded dining service has boosted the morale of Amtrak food and beverage workers as the article suggested and resulted in happier passengers.
Yet as the pandemic and the politically-motivated attacks on Amtrak food and beverage service of past years have shown, all of that can change virtually overnight and probably will.
The mudslides had halted the Zephyr between Denver and Grand Junction, Colorado, since July 30.
The service was disrupted June 28 when fire damaged the Dry Canyon Bridge bridge in Northern California.
Phoenix has been off the Amtrak map since the mid 1990s when the Los Angeles-New Orleans Sunset Limited was rerouted away from the state’s largest city due to track rationalization west of Phoenix.
As reported earlier by various sources, the bill would provide $66 billion to Amtrak with most of that money being used to address maintenance backlogs and upgrade the Northeast Corridor.
Trains 22/422 will detour in Texas between Big Sandy and Texarkana. Passengers who would have boarded Train 22 at Longview and Marshall will ride Amtrak Thruway Bus 6122 to Mineola, where they will board Train 22/422.
Seven rail passenger advocacy groups announced last week the formation of the Lakeshore Rail Alliance which has proposed expanding Amtrak’s Chicago-New York service via Cleveland, Buffalo and Toledo from one daily roundtrip to four.
The Lakeshore Rail Alliance is calling for at least four daily Amtrak roundtrips between the two cities. The coalition said this would be an interim service level until a high-speed service can be created.
Train 350 will depart Chicago 15 minutes earlier at 7:05 a.m. and will be scheduled to arrive in Pontiac at 2:46 p.m.
Analyzing Amtrak’s Revamped Dining Service
August 3, 2021Amtrak returned full-service dining to five long-distance trains a month ago, all of them operating in the West and parts of the Midwest.
Johnston generally gave Amtrak high marks for its revamped dining car menus and service.
One key take away from his report is the food has improved in quality over that served in dining cars before full-service dining was removed in late spring 2020 in response to the COVID-19 pandemic that sent Amtrak ridership plummeting.
A chef working the Chicago-Los Angeles Southwest Chief gave as an example the flat iron steak which he said is “the same cut, but these (served now) have more marbling and are a lot more dense.”
Other changes have included the addition of colorful garnishes, more seasoning and multiple sauces. Vegetables served with entrees were described as fresher.
The steak still comes with a baked potato but patrons can request a creamy polenta, which the chef said compliments the Bordelaise sauce served with the steak.
Before the pandemic, dinners came with a lettuce salad but that has been replaced with a choice among three appetizers: A tossed-to-order salad of baby greens and tomatoes topped with a brie cheese; a lobster cake, or a green cheese tamale.
As before, dinners come with a desert. Unlike before, dinners now come with one complimentary alcoholic beverage.
Yet in some ways full-service dining is little changed from what it was before the pandemic. Entrée staples still include the flat iron steak, chicken breast, and salmon. There is also a tri-color cheese tortellini pasta dish.
Not everything is prepared fresh on board. The lobster cake comes precooked and frozen so the kitchen staff merely heats it onboard.
The Trains analysis, which was based on sampling meals aboard the Southwest Chief, said the changes to breakfast and lunch have been a little more subtle.
Back is French toast, which can be ordered with whipped cream. There are made-to-order omelets.
However, passengers still can’t order eggs over easy or get toast at breakfast. Both were eliminated in the 1990s.
Full-service dining is available only to sleeping class passengers. Coach passengers are confined to the snack-heavy café car.
At the time that Amtrak announced the return of full-service dining to the western trains it also said it planned to add fresh selections to café cars. Those additions have yet to be made.
And it remains unclear when or if full-service dining will return to eastern long-distance trains or the Texas Eagle.
The Trains analysis aptly noted that some passengers aboard those trains are onboard for more than four meal periods.
Amtrak has hinted that full-service dining might return to eastern long distance trains late this year or in 2022. Officials said the carrier wanted to gauge passenger response to the new menus on the western trains before looking to implement them elsewhere.
As for when or even if coach passengers will be able to dine in the diner, Amtrak has been noncommittal. Officials said they were studying that but suggested it might take the form of allowing coach passengers to buy meals on a take-out basis and/or have them delivered to their coach seat.
The Trains analysis offered a glimpse of two conundrums posing a challenge to allowing coach passengers back in the dining car. It would require additional staff in the kitchen and dining room in order to create faster table turnover.
Another factor is pricing. Before Amtrak instituted flexible dining in June 2018 on the Lake Shore Limited and Capitol Limited, dining car menus had prices. The current dining car menus on the western trains do not show prices because the clientele already paid for their meals in their sleeping car fare.
As I’ve written in previous posts, most of those dining car prices were quite high with some entrees costing more than $20. Even breakfast was quite pricey for what you got.
The Trains analysis suggested some less labor intensive food selections would have to be added to the menu that could be sold at lower cost.
Many, if not most, coach passengers are unwilling to pay or unable to afford the prices Amtrak charged in dining cars in the past.
There will always be coach passengers willing to pay those prices to have the dining car experience. But they are not necessarily a majority of the coach clientele.
Amtrak’s food and beverage service is an evolving process that isn’t moving as fast or necessarily toward the destination that many rail passenger advocates want it to see.
The dining car experience is still not the same as it was before the pandemic or, in the case of eastern long-distance trains, since the onset of flexible dining with its limited choices.
Amtrak management has not talked about the prospect of doing what the passenger carrier did in the 1990s when dining car menus featured regional offerings associated with a region of the country the train served.
That lasted a few years then fell by the wayside as Amtrak management went to a standard dining car menu for all trains with diners.
For now, the dining car experience is available only in the West and only to those with the means to afford sleeping car fares.
Dining service is an emotional subject for some passengers and passenger train advocates, particularly those above a certain age, who wax nostalgic about all of the people they enjoyed conversing with over a meal and lament having lost that.
Some remember a time when railroads used their dining service as a marketing tool and offered meals that rivaled in quality what was served in the better hotel restaurants.
They tend to believe as an article of faith that full-service dining is critical to drawing more people aboard the train and boosting Amtrak’s revenue.
Johnston, the Trains passenger correspondent, falls into that camp. In his piece he argued that reviving full-service dining on such trains as the Lake Shore Limited, Capitol Limited, Cardinal, and City of New Orleans would give “travelers in some of the country’s top population centers more incentive to ride.”
That in turn would generate more cash for Amtrak, Johnston asserted. How much more? He didn’t say because he doesn’t know.
There is much Amtrak knows about its finances and passengers that it doesn’t share with the public, arguing that that information is proprietary.
It probably is true that the upgraded dining service has boosted the morale of Amtrak food and beverage workers as the article suggested and resulted in happier passengers.
Yet as the pandemic and the politically-motivated attacks on Amtrak food and beverage service of past years have shown, all of that can change virtually overnight and probably will.
Tags:Amtrak, Amtrak dining car menus, Amtrak dining cars, Amtrak dining service, Amtrak western long-distance trains
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