Search results

Yeah. When it comes to Regionals, I'd like to be able to judge how full the train is likely to be...but as others have said, if I'm booking NPN-WAS, there's no way to tell if the train is "full" RVM-WAS or ALX-WAS. Also, when it comes to Regionals, I wish they'd let you check the seatmap...

I mean, if you've got two trains passing through the loops in daylight (presumably one midday in each direction, and then one other in each of the other directions, at least during the summer) I suspect that'd cover that. Jamming all three trains into daylight hours in December really isn't...

What I'm seeing on Google Maps is this: It certainly looks like the station is on the south (Charlotte) side of the wye, and it also looks like there's an additional track that did go to the station (based on the odd placement of the platform [away from the station like that] implying a second...

I was presuming that two trains would lay over at Asheville and one at Salisbury (or Charlotte) or vice-versa since doing that would allow you to have a WB train get in before mid-afternoon without having the first morning train leave at an obscene hour. That being said, three sets for three...

It doesn't hurt that AS was moving into Oneworld, which gave the alliance a significant presence in Seattle/Portland/SFO (and buffered LAX) already. My guess, FWIW, is that this leads to HA bailing on the Hawaii-[Not-West-Coast] routes since they'll get clear feed from AA via LAX (in particular)...

I mean, that sort-of explains not doing Raleigh-Asheville (though even if it took a whopping 10 minutes to bring the station in, walk to the other end, and bring it out, 10 minutes to do that beats 30+ for a transfer before you get to the question of losing pax on the transfer). It doesn't...

That makes this seem a lot less silly than it would otherwise be. [Instead of the grant itself being goofy, it's just the way it's phrased in the relevant announcements/spreadsheets that's strange.]

Without getting too deep into it, the ANC has serious corruption issues which have blown up at various times (but them having essentially had the run of the place since '94 brings with it all of the issues you might expect in a single-party dominant scenario). Basically you've had three decades...

(1) Having 3x/day reduces the degree to which a missed connection becomes a "fatal error". In the meantime, an extension to Raleigh (in particular) opens up connections to/from the Silver Star rather than making that trip a two-connection mess (and with it, introducing the risk of "cascading...

Don't forget FL, with Brightline. Richmond Staples Mill was the busiest intercity station south of DC for a long time. Even if you define the South Florida stuff as "commuter", Brightline Orlando shot it out of #1 on day one.

I think the biggest question regarding the Salisbury service is why they wouldn't just extend it to Charlotte (or Raleigh)? IIRC Southern ran the Asheville Special to/from Charlotte, and I presume CLT or RGH would be the maintenance base. This is a broader question with NC's plans...I think...

Something I'd add, on the customer service side of things: During the booking scramble back in September, I accidentally booked a ticket while logged out. The system never gave me a credit (I poked and poked at it, but nothing ever populated in my account) and I ultimately had to hit them with...

I mean, I think Brightline is still better than Amtrak in a lot of ways...but they've got some serious bugs on this side as well.

Of course, these days this tends to be true right up until Amtrak risks losing a commuter contract that they can try to spanner. Amtrak has kicked up a fuss twice (that I know of): First was losing VRE (the state had to go to court to get access to Union Station), then there was the Hartford...

Yes, but there were two Federal State Partnership National Network pools (the funding tables are headache-inducing [1]). One is $36bn, the other is $7.5bn. (As you noted, there's also $5bn+$5bn in CRISI grants, and $2.5+$3.0bn in railroad crossing grants as well. And, of course, two pots for...

The issue is that, as-is, they're still dead ends. An additional train (or two) per day might do better than existing service, but it's still a weak stub-end in both cases when there's a natural endpoint that makes sense for both of them (Columbia for Hamlet and Norfolk/Richmond [preferably...

I feel like we're going to need to hope for a situation where, if Amtrak doesn't get their butt into gear, Congress just yanks some of the "Amtrak National Network" money from Amtrak and programs it to a sufficient LD equipment order with orders to Amtrak to run the equipment once delivered "or...

So, vs the original list submitted, we have: Charlotte to Washington, DC Wilmington, NC to Raleigh, NC Charlotte, NC to Kings Mountain, NC Greenville, NC to Raleigh, NC Winston-Salem, NC to Raleigh, NC Hamlet, NC to Raleigh, NC Morehead City, NC to Raleigh, NC Fayetteville, NC to Raleigh, NC...

I believe this would be from the $36bn "Federal-State Partnership" pool, but I could be wrong (there could be funding from other pots, too). I forget if this mostly exhausts the non-NEC money or not (some of the funding pools sort-of blur together in my mind). Link to the funding pot(s)...

I'm showing $39 MCO-MIA on those days and a few others. This also includes patching the gap at about 1:30PM the other way that existed until now. So we're at "full hourly". [There might still be room to add one round-trip in the evening, since there's a two-hour gap between the next-to-last...