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Curve radii dictates maximum.speed. you can mitigate a little bit with superelevation, but the radius is largely destiny.

I mean, if electric locos couldn't handle it and no dual-mode sets were on offer, would having to "pop the toasters" at Bakersfield have been the end of the world if you needed electric power on the run? [Also, with something like the ACS-64s, you'd be to 125 LAX-BFD.]

I think a few of us have been muttering this for a *long* time.

I think that splitting the one-seat rides between the two makes sense (Tri-Rail probably also wants a sense of ridership between the two termini before committing). Also, if the time to the airport vs Miami Central is significantly different, it could do something to equipment needs or mess...

So...don't bleeping customize it? *furrows eyebrows* [Like, *ignoring* the split fleet problem, this alone says "Just dust off stuff from 1956 and go".]

ROFL!

They also parked a batch of Chateau/Manor sleepers there (the ones with the 8 roomettes on staggered levels) IIRC.

So, the answer here, IMO, is "Because clearly it takes too gods-blessed long to do anything else". This is a "bird in the hand" situation - if the choice is between "Yesterday's cars in two years or tomorrow's cars in ten years", I'll take the former (and I feel like that's only a modest...

I disagree that they lack the fleet. How many sleepers did they park in Thunder Bay, again?

Or patched via Metrolink (which is about a 70-minute ride, and which will be more-or-less on-site).

It's almost like Brightline West is moving in this direction... (The only absolute hangup right now is capacity from Rancho Cucamonga down to LAX.)

Or not have to get a hotel separately. Honestly, the biggest concern I've always had at the prospect of taking this train is that I am not a morning person. Missing scenery 'cause I'm asleep sucks. Missing the train is a Problem.

I wouldn't call it a "game changer" (that term gets utterly overused), but I do think there's a good case that having two corridors pop out on the west side of town (one to Duluth, one to Fargo) suggests a need to have a direct transfer station between them and the Empire Builder in the MSP...

It's more that the set order doesn't have any sleepers (or full dining cars, or [I think] baggage cars) in it, so purely exercising the options for the LD fleet becomes tricky. Realistically, they'd either be paying more to swap out car types or they'd just tender a fresh order for X LD sets...

To counter, the "set" approach is what they're doing for corridor trains, and that presumably includes "long day trains" like the Maple Leaf and Palmetto. So there's at least some reason to believe that they'll go a "fixed set" path on the LD side of things.

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I mean, Rocky Mountaineer pax also mostly aren't exactly trying to "go" anywhere...they've paid several thousand dollars to look at scenery. That being said, I think there's a chicken-and-egg problem - the current schedule obstructs even trying to grow ridership, so it justifies not bothering.

I mean, a forced overnight is a mess for anybody who has to connect through it. I'd rather deal with a bad-hour train than a forced overnight connection like that. Honestly, the Skeena should probably be run through to Edmonton and run overnight. Doing those two things, ideally with something...

The holidays would easily explain things being light. I think it's a little bit surprising that nothing went in or out due to bad ordering that couldn't be fixed in Chicago and the like. Remember, three weeks goes back to mid-December. Edit: Also, with the amount of stuff that's sitting in...

I mean, if you can afford to float the cash to do so, there's obviously still room to do a "happy dance" of booking a new ticket and then "changing" the old ticket in some way, shape, or form (or vice-versa). [Also, does the change waiver also allow you to cancel as well, or just "change" the...