First, I don't think anyone here would like to see A Chief/Zephyr combination Chi-Galesburg. For all the reasons noted, in particular by our "professionals" that have participated at this thread, it won't save Amtrak a dime. Surely any such change will result in further performance deterioration that could well translate into "misconnect" costs, and bring additional recruits to the "never again' chanters.
But sometimes in managment circles, the "right thing" gets "steamrolled' by one "contestant" or another determined to "win one' in the Conference Room. This is just the kind of issure that folks within management can sieze upon, and in their mind, "win" and enhance their carreer (or at least until someone else comes to power)
Now regarding Mr. Baker's thoughts on existing Train & Engine Labor Agreements, back in "railroad days', if a Road crew, absent a specific Local Agreement, performed any Yard duties within Yard limits, penalty claims would be a flyin' and I guarantee you, from having done Labor Relations work "along the way", would be "good as Gold'. Naturally if a locomotive or car "bad orders" on the road, that is the Road crew's work to set it out.
However, I thought Amtrak had gained some concessions in that area. From my own observations, I have noted Road crews combining Silver trains both at Auburndale and at Jacksonville. I further observed an Express Box car being set off in New Orleans from the Sunset - once again that work being done by the Road crew.
But that having been said, in no way do I think that Amtrak has the perogative to direct a Road crew, having completed their inbound run but, say, is 'alive' for still another 4 hours to go out to the Yard and start shifting cars as directed by the Yardmaster until they "die".