You have a great idea, Henry. I would even say just two trains a day on opposite schedules would remedy most of the scheduling problems, but considering your point that all UP has to do is “say” that a schedule change causes a problem then I can’t see it happening. And multuple trains–even short ones–are going to require more crews.
The problems on the Sunset route are threefold:
Apathy in the general public as a result of more than a generation of poor service and unfulfilled promises.
A host freight railroad that just doesn’t care, and sees passenger trains as minor annoyances.
Am Amtrak that just doesn’t care, either, for providing service outside the Northeast and Chicago.
Amtrak could improve the current schedule, i.e. eliminate the Sunset Limited, run the Texas Eagle through to LA three days a week, reduce the dwell time in SA, and create a three times a week NO to SA train until Amtrak can work out a daily schedule for a through Texas Eagle and connecting train.
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We need to send this sugestion to AMTRAK. I agree with Sam that the hours long layover for the Eagle in SAS is completely without foundation. The schedule in the proposed PRIIA plan appears capable to be implemented quickly for a 3 day a week schedule. (of course what 3 days??) Would it decrease train crew costs (?) but some one needs to figure if same number of T&E crew can operate the train depending on which 3 days? Probably will take a big spread sheet to calculate,?? Suspect different times might unbalance T&E crew needs because of HOS?
OK, how do we send this–or any suggestion–on to Amtrak, to someone who might listen, know something about the routes and have the inclination to actually try to do something? I still do not like the fact that the old Sunset is now just the tail on the dog of another Chicago/West Coast train, but the arrival times in San Antonio and Houston are better. And you would think they could afford a diner and a sleeper to serve the 4th largest city in the nation!
You are correct. However the Sunset will require 2 single level train sets to cover the trains between SAS - NOL. They would probably be Horizon cars as Amtrak wants to move the Horizons out of the bitter winter locations. the shortage of SL equipment still bedevils Amtrak.
Also Amtrak claims SAS at present does not have a track layout to easily remove / add cars at the present since both direction trains would possibly be there at the same time??
In the first place, why shoudl the San Antonio–New Orleans run get stuck with single level Horizon cars? In the second place, if there is no through service from New Orleans and Houston to the west, what difference does it make that San Antonio’s track layout does not make it easy to add cars? The new Texas Eagle would just be whisking through Texas as a little detour from taking Amtrak’s important passengers from Chicago to LA anyway?
the point is that the present layout of SAS does not allow for adding and subtracting cars to the Eagle. Terminating NOL - SAS is not a problem as there will only be 3 train sets at SAS at one time 4 train sets is a real problem. SAM1 can you elobrate?
Texianbear54: It is all about lack of superliner equipment (SL). Most western LD trains & AutoTrain need at least 1 additional sleeper and 2 additional coaches (AT 2&4). With at least 36 train sets operating and another 6 cars for mainenance spares where are you gooing to get 44 extra sleepers and 88 extra coaches of SL equipment???. Until traffic SAS - NOL increases Horizon equipment is a good choice. Until new additional SL equipment comes aqvailable this is a good choice.
What happened to the Superliner equipment the SL did use when it ran east of New Orleans?
It just seems like Amtrak is focusing more on their limitations than their opportunities. San Antonio and New Orleans are both popular destinations for Houstonians, and with gas prices so high if Amtrak could offer a decently quick and convenient schedule–and let people know about it–they could attract a lot of ridership!
I would love to see Amtrak try that–even with Horizon equipment, including a diner, with the promise that sleepers would be added as soon as possible.
Someone mentioned “high level” cars…and I thought that meant for high platform stations…but what was meant was Viewliners, etc…that’ what I get for being in the east!
The Amtrak proposed train from San Antonio to New Orleans would consist of one Superliner coach with premium class seating, one Superliner baggage coach and a Superliner cross country cafe car. Premium coach class passengers would be offered up-market meals at their seats. It sounds like this service would be similar to business class service.
As outlined below, the San Antonio to New Orleans trains would be a day time operation. Therefore, there would be no need for a sleeping car, unless there was enough traffic to warrant a through sleeper. However, it appears that part of the reason for running the Texas Eagle as a through train from Chicago to LA is to eliminate any switching in San Antonio.
The San Antonio to New Orleans train would operate daily, with a 7:50 a.m. departure from San Antonio and a 9:45 a.m. departure from New Orleans. The eastbound train would call at Houston at 11:58 a.m. whilst the westbound train would call there at 6:25 p.m. Eastbound the train would arrive in New Orleans at 9:00 p.m., whilst the west bound train would arrive in San Antonio at 11:00 p.m. Connections to or from the Texas Eagle in San Antonio would be guaranteed.
I would sure like to see this come about. It would greatly improve service in Texas.
I assume you mean the Sunset (SS) east of NOL? When the SS service was discontinued east of NOL only one train set was freed up. Because no funds had been set aside by congress the Superliner (SL) equipment that was major damaged both at Bay Canot and afterwards was not repaired until last year and this year with ARRA funds. In the meantime other services needed more SL cars such as the Empire builder, Coast Starlight, & AutoTrain (has the highest recovery factor of any LD train). In fact the Cardinal lost its 2 train sets of SL equipment to the other SL long distance trains including the Eagle. Right now more single level sleepers are on order and I suspect that we may even see the Capitol Limited loose its SL equipment temporarily until more SL type equipment is built. Remember the longer a train is the less the loss usually is.
By the way California has announced a $110 M order for more California cars (25?)(SL type) and they may return the SL cars they have on long term lease back to Amtrak. (6?)