BandA wrote:So they won't be responsible for track, dispatch, row maintenance or equipment?. They will be responsible for the operating crew? and cleaning? and maintenance of the stations that aren't Amtrak stops?
It's the same as Keolis for MBTA commuter rail, but on a much smaller scale. Keolis runs the commuter trains on the Providence Line, but it's under Amtrak dispatch and MOW using state-owned equipment. And since the RR union contracts are well-regulated, most front-line jobs are 'portable' across contracts much like many veteran T conductors have had Amtrak, MBCR, and Keolis at the top of their paychecks over the years without needing to change jobs (though in this case the ranks are going to be filled by mostly new hires because it's a pure service expansion).
Station management can be split different ways depending on task. On the T it's usually a separate non-Keolis vendor collecting parking fares and plowing the lots, while some stops are town-control. You may even see CTransit pick up the slack if the station in question is a multimodal hub (future West Hartford stop, for instance, since that's going to be integrated with the current busway stop)...similar to how the regional transit districts in Massachusetts manage a lot of the I-495 belt stations.
It's not an unusual setup at all. The choice of bidder is the only eyebrow-raiser, given that this is a bunch of the same cast of characters who looted the last politically-larded T ops contract.