The linked material appears to be an opinion piece, even if it does not meet my personal standards for being labeled as such. But be that as it may, I'm at a loss how this continual "party line" of non-GAAP accounting abounds. Sites and publications from the advocacy community, who even go beyond "non-GAAP" (which flies in the face of what a Global accounting firm reports) with terms such as "fraudulent" are I guess what their constituents want to see in print or on screen, but RA? come on.
https://www.railwayage.com/passenger/in ... k-concept/
The reason I chose to have this a topic of its own is that points away from "non-GAAP" accounting are addressed.When times are fiscally tough, Amtrak’s long-distance trains provide its current management was a convenient scapegoat on which to blame deficits. It’s a task facilitated by Amtrak’s dysfunctional, opaque, non-GAAP train accounting system, and a political agenda that places the Northeast Corridor as Priority One. A correct accounting that includes capital and fairly distributes overhead (management) costs will demonstrate that the Northeast Corridor isn’t a money-maker as Amtrak claims, and requires substantial federal dollars, making it an overall financial drain. Of course, that deals with the inconvenient truth that some of those states’ commuter lines use the Northeast Corridor far more frequently than does Amtrak’s intercity trains, with generous subsidies from federal taxpayers.
Other issues; first the author cites a need for additional frequencies over the "Trains America" system, as it would enable the "overhead" to be allocated over "two a day" instead of one. Well great, but where will the additionsl capacity come from? The existing Class I system? Don't think so, unless the Feddytrough is prepared to.be filled with feed.
Further, the Superliner fleet, especially the 40yo I's are at the end of their service life and will need to be replaced. But all told, equipment replacement as well as additional track cspacity - needed as the roads adapt Precision Railroading concepts, will make the LD's hopeless losers.
It's time to start accepting the facts of life; the only possible reason to maintain a mode of transport thst has been dead since 1966 (an airline strike provided a short lived "pop") is some kind of political interference. Amtrak management knows whacking the LD's will not happen overnight, so for those that hang on, they should be re-equipped with cars that are readily convertible to short distance configurations, i.e. single level cars compatible with those on order for the Corridors - no Diners, no Sightseers.