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I think it was for about a year in the 1980s that one limited-stop train between Los Angeles and San Diego was called a Metroliner (or San Diegan Metroliner or something like that).

Frustrating. I wonder if there is a further explanation somewhere about how it failed to meet two of the statutory requirements, specifically C) The project will be cost-effective and E) The applicant has, or will have, sufficient legal, financial, and technical capacity to carry out the project.

I think you might be mixing things up a bit. Siemens never built any Viewliners. Amtrak itself built a few prototypes in the late 1980s. Morrison-Knudsen/Amerail built the 50 Viewliner I sleeping cars in the mid 1990s. And CAF USA built the 130 Viewliner II cars of various types throughout the...

I believe planning has shifted from 4 down to 2 new bores as seen in Amtrak's FAQ at this site: B&P Tunnel Replacement With freight continuing to use the old/existing tunnel.

I suspect 2024 or 2025 is likelier than 2023. Construction is programmed for 2023-2024-2025 (MnDOT says 2024-2025, WisDOT says 2023-2024).

The lack of transparency makes it hard to assign blame but we're well past 10 years, approaching 15 years, since funding was announced. I suspect any proposed Peoria service will fall into a similar limbo of uncertainty as well.

Hmm, some interesting routes on there? As mentioned, Monterrey is surprising. And that's quite the network radiating from Columbus. What's going on with the route west from Binghamton? I recall an Amtrak/MoDOT study of St. Louis - Springfield maybe 10-15 years ago but not Kansas City -...

Hmm, I wonder what's going on here? Looks like the building is owned by the city. Both Amtrak trains are scheduled outside of normal building hours (Mon-Fri 10am-4pm). Was there some sort of arrangement for a caretaker to open/close the facility for Amtrak?

Here's a link to a MassDOT press release.

Really curious to see the terms of the agreement. Hard to say how much of a victory it is until we see what Amtrak (and/or related parties) are paying?

Did you happen to notice if all doors were opened at intermediate stops, particularly the busier ones like Springfield and Normal? Or was it just at Chicago?

Believe it is part of the Chicago Access program (or whatever the name is) that Amtrak is seeking funding for.

Why is that irrelevant? There is plenty to learn from operating practices in other countries.

Prior to Iowa Pacific, though, Ed Ellis was involved with Amtrak's express/mail operation, right? I want to say he was there in the late 1990s and/or early 2000s.

Were those trains that ran through Buffalo to/from Detroit and/or Chicago?

I might be mistaken, but I seem to recall that was mentioned as part of the reasoning for separating the previous Ann Rutledge CHI-STL-KCY train into separate CHI-STL and STL-KCY trains.

There used to be cart service on the Hiawatha some number of years ago. (Looks like it's been gone almost 10 years now.) When cart service was cut/removed, it was said that it required something like $230,000 per year in subsidies. I really wish we could get a breakdown of those costs (and...

I recall that it was used, for a time, for the peak PM departures. I don't recall how recently that was, though (whether it was still being used in late 2019 or early 2020, I can't recall).

Also Rochester and Syracuse, right?

This page on the Pacific Surfliner website suggests it is still suspended. I did not see anything about a timeline for it to return, though.