This was proposed on Reddit. OK, I see the Waffle House sign in the story so my guess is it from a railfan potentially in this very Forum:
See also the crayonistos in the comments section.
Eight 90mph trains over that section per day. Plus the Crescent, of course, at lower speed. Let’s not forget the train from Fort Worth via Meridian if it goes north of Atlanta.
Someone is going to be awfully reliant on the principle that freight railroads have to accommodate that service when freight congestion is already severe. I don’t see a shred of that in the reporting of the Reddit discussion.
Will need to be new built as I don’t foresee NS rolling over for it. NS would get rid of the Crescent if they could.
It has been many years since I rode the Crescent from Charlotte to Atlanta. If I remember correctly, it was a single track railroad for most of the way.
Adding whatever number of passenger trains to a congested freight route does seem practicable. However, what would be the outcome if the line were double tracked with extended passing sidings as required?
Expanding existing rail routes, as opposed to building new ones, would be a more practicable, at least financially, to improve passenger train service in corridors where they make sense.
From the little bit I know about that route, it will take A LOT of money in upgrades to make it 2 1/2 hours faster than the current train schedule.
Also, since this is under 750 miles, once the federal grant runs out, will the three states pay the money to continue operations?
If they contract with Amtrak to operate the trains, the states may not have to absorb all of the operating loss. In FY24, for the State Supported Trains, Amtrak booked 41.8% of the ticket/operating expense shortfall while the states absorbed 58.2%. These are averages. The percentages differ somewhat depending on the routes.
According to Amtrak’s Monthly Performance Report for September 2024, FY24 ticket revenues for the State Supported Trains totaled $509 million. Operating expenses totaled $1,110.7 million, resulting in a ticket revenue/operating expense shortfall of $601.7 million. The Adjusted Operating Earnings show a loss of $251.5 million. What gives?
The difference of $350.2 million, I believe, represents some or all of the state payments to Amtrak, which it books as revenue. If I am correct, in FY24 Amtrak wore $251.5 million of the operating losses associated with the State Supported Trains and the states ate $350.2 million of them. The state and federal taxpayers bit the whole bullet.
I think Herzog is both cheaper and more efficient than Amtrak for operating local commuter trains.
Atlanta to Charlotte is approximately 246 miles, which is about 17 miles father than New York City to Washington.
Herzog’s specialty is commuter lines. It is the contract operator for seven commuter services. The longest is Tri-Rail from West Palm Beach to Miami, which is approximately 71 miles.
Presumably a viable Atlanta to Charlotte service would include coach class, business class, as well as food and beverage service. Herzog is a one size fits all service. I have ridden Trinity Railway Express, Tri-Rail, New Mexico Rail Runner, and Coaster/Sprinter. No business class or food and beverages.
Absent detailed cost data, whether it could operate an intercity service of 246 miles more efficiently and effectively than Amtrak or another independent operator is debatable.