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Yes, that is correct. It's the same calendar that the rest of the Federal government uses.

Amtrak may require proof for access to the Metropolitan Lounge. We encountered this when transiting the Frankfurt airport.

It is not a technical problem at all. The original EIS from way back (2003?) was based on the old schedule of 2 Lincoln Service trains. The more recent agreement with Union Pacific limits the number of trains to be operated at 110 to those in the EIS. UP may not enforce the agreement to the letter.

The flip side is that these trains could keep moving when there is no power. Not only would this protect against power/wire failure but it could simplify planned maintenance.

As I noted in this thread a few weeks ago the SW Regional Rail Plan published by the the FRA several years ago, (and available on their website) recommended that true high-speed rail service between the LA and San Diego areas and Phoenix would be viable. Since it is not possible for frequent HSR...

I agree that this is likely to happen, due to the need to meet ADA. The upside is that there will be the potential to have the same fleet serve all LD trains in the east and west for the first time since before the Santa Fe El Cap cars. But there need to be "feature cars", some sort of sightseer...

My understanding is that application of the old rule requiring connection to/from a train is being removed in California gradually, on a route-by-basis.

Yes, the Class 1s will fight having passenger trains, especially on strategic routes. Best bet is to build parallel high-speed routes. Obviously, this will only be feasible on the routes with the most potential; I estimate about 6500 miles in the U.S.

The FRA SW Regional Plan (2014, available on the FRA website) identified LA-Phoenix as a potential high-speed rail route (with frequent service taking 3.5 hours and probably profitable to operate). It could serve Palm Springs and the Coachella Valley enroute. Presumably, it would parallel I-10...

This used to be a frequent occurrence, before the IL DOT improvements to the track and signals on the sidings, as well as the additional ones.

Per CFR (Code of Federal Regulations) Title 49 § 37.42 issued Sept. 19, 2011, level boarding must be provided to all cars on a train. There is an exception for tracks with regular freight service. FRA has generally interpreted this exception as only applying where tracks are owned by a freight...

125 mph is the practical limit for diesel operation, worldwide. Electrification is required to go faster.

Also Portland-Eugene (many lengthened sidings proposed) and upgraded Capitol Corridor.

I suppose that the local service could use cars like NJT or Caltrain with separate sets of doors for low and high level platforms.

I am just starting to look at this thread in late July. Brightline has been encouraging Sunrail to operate local services to Disney which would be facilitated by the shared track/station at Meadow Woods. Apparently, they are not interested in running local service in the Orlando area but would...

That shop was only staffed when it was first opened.

I have been monitoring this thread for a while. There are a few routes that are long enough to support overnight service also serve an almost continuous string of cities and thus have the potential to provide daytime corridor service, connecting multiple city pairs, as well...

The Hudson Newstand on the mezzanine/food court level is like a small Hudson News airport shop. The CVS at Canal/Adams is even closer than Walgreens.

In mid-2020 California regulations were changed so that tickets can now be purchased on many/most Thruway bus routes even if there no rail segment, particularly where there is no other bus service. Apparently, routes are being evaluated and opened up one-by-one. I have not found a comprehensive...

Absolutely. Under the "State-supported services" construct the the state DOTs are the customers. They call the shots regarding what service is operated and what fares are charged.