Gents, notably Messrs JP and Poshepny--
We're fans around here; most of the world is not.
I can only reiterate my observation from my 15 AT trips over the years; a "day and a half" is quite enough. My 1996 adventure in which my SB arrived 15 hours late (a lttle ice; you know "all weather service" on CSX) to me was simply "it gets cheaper by the hour"; and I got to see much of the Atlantic Coast Line I had not seen by the light of day. How many others aboard had like thoughts, even though they were quite stoic. In common with my other trips over the years, I was likely the only fan aboard.
Further, please allow me to further reiterate that the average AT passenger is not even a train lover, or non fans who simply enjoy the laid back environment of a long distance train trip.
To continue, I must disagree with Mr. Poshepny; AT to Chicago (incidentally, AT DID get to Chi once for a static equipment display spotted at North Western Station) would simply been a recipie to loose ever more $$$$. However, I do agree with Mr. JP in that extensive intermediate switching is another recipie to revisit the M&E debacle. But I think the only traffic that would be seen on an end pojint only Chi-La auto rack attached to the Chief would be employee relos and the occasional railfan.
I certainly will accept Mr JP's comment that Chi-Fla could possibly work if rail time could be competitive with drive time such as it is on the East Coast. Assuming no stops for anything Chi-Miami can be driven obeying all laws in 21 hours. Add to that a total of three hours for en route food and fuel as well as an 11 hour hotel stop presumably near Chattanooga, and we're talking "rational and sane" 35 hours - a rail timing that is simply "not on the page".
As for RELOS? well, a neighbor reloing to Seattle on the company dime, had the flat bed pulled by an F-350 dualie come by last Tuesday to take the VW Passat and Lex SUV away, presumably to be transloaded to an 18 wheeler. They are making do at present with an "Enterprise egg beater', and presumably their autos and they will have a "photo finish" come Saturday when alighting big bird at Sea-Tac.
In closing, I know that buried in the language of RPSA '70, one will find that the national rail passenger corp (caps intentionally omitted) to be formed pursuant to the Act, was to innovate and develop new markets. Regretably, 35 years of stop gap funding does not make for any environment other than "play it safe'. But then of course the Act decreed the Corporation will be profitable and have no need for funding beyond the $100M seed money that be assured the cadre of consultants stumbling over one another during the route selection and incorporation process, made fast use of.
Last edited by Gilbert B Norman on Fri Aug 19, 2005 10:33 am, edited 2 times in total.