SELECTED ON-TIME PERFORMANCE 2/1/19 THROUGH 3/2/19

Results for this period are:

TOTAL TRAINS = 1191

ON TIME = 424 (36%)

LATE = 767 (64%)

AVERAGE DELAY = 1' 01"

Of the late trains:
47% were 29" or less late;
18% were 30" to 59" late;
18% were 1' to 2' late;
15% were more than 2' late; and
2% had no arrival time shown.

BY ROUTE WITH ON-TIME % AND AVERAGE DELAY:

CAPITOL LIMITED
#29 - 13% - 1' 15"
#30 - 3% - 1' 29"

CARDINAL (WAS)
#51 - 38% - 55"
#50 - 27% - 41"

PENNSYLVANIAN
#43 - 43% - 27"
#42 - 37% - 16"

LAKE SHORE LIMITED
#49 - 24% - 1' 02"
#48 - 45% - 1' 54"

LAKE SHORE LIMITED (BOSTON / ALBANY)
#449 - 63% - 33"
#448 - 21% - 1' 29"

CITY OF NEW ORLEANS
#59 - 68% - 1' 21"
#58 - 54% - 1' 38"

CRESCENT (WAS)
#19 - 0% - 3' 08"
#20 - 10% - 3' 01"

DETROIT CORRIDOR
(W) - 19% - 49"
(E) - 19% - 1' 04"

ST. LOUIS CORRIDOR
(W) - 45% - 48"
(E) - 40% - 50"

BUFFALO CORRIDOR
(W) - 13% - 35"
(E) - 61% - 54"

KANSAS CITY CORRIDOR
(W) - 52% - 1' 01"
(E) - 48% - 40"

Less than a full complement of trains was reviewed in this period due to programmed trackwork on the
route of the Crescent, curtailment of trhough service on the route of the City of New Orleans,
and due to a variery of operational incidents which effected various other routes.

This was the first review in which no service improved in both measured categories.

At least 61 trains departed their initial terminals too late to permit an OT arrival at destination.

Of the 117 trains that were more than 2' late: the Crescent accounted for 24, the Lake Shore Limited for 15,
and the Capitol Limited for 11.

Of the total delay minutes in this period: the STL Corridor accounted for 18%, the DET Corridor for 17%, the
Crescent for15%, and the BUF Corridor for 13%.

Also increasing is the number of trains for which no arrival time is shown, most of which are occurring at Chicago.

Seemingly, there is no relief in sight for the generally poor operations, so we do not expect any remarkable
improvement in the near future.

For purposes of these reports, where is the eastern terminus of the Buffalo line? Is the east/west timekeeping difference due in part to the location of the time-padding stop at Albany being at the far-eastern end of the unreliable (CSX) portion of the trip? That is: Albany can be padded to absorb some lateness near the end of an eastbound trip, but padding in Albany will not help a westbound trip. Or is CSX sympathetic to Amtrak's hope that eastbound trains merge smoothly into the complicated Manhattan schedule and bounce out again on time, and aware correspondingly that Amtrak has relatively little interest in timeliness into Niagara Falls unless the staff actually expire, so by gentlemen's agreement CSX does a passable job eastbound and exacts revenge westbound?

dumpster:
BUF Corridor is BUF to NYP.

Difference in eastward vs westward OT performance is largely due to (IMHO) just plain poor dispatching as
directed by senior management and condoned by Amtrak senior management. It is possible if not probable
that a decision was made to get people to NYC OT for business or connections.

However, there is a major difference in the dwell times allowed at ALB. #'s 63, 281, & 283 are allowed 10" to 15" while #49 has 45". Eastward trains #'s 280, 284, & 64 are allowed 24 to 36" while #48 gets 1' 14".

In days long gone, it was possible to do a straight change of power in 3" to 5". Given the equipment in use today as well as greatly tightened safety and operational rules, 15" might be the best that could be achieved for a straight change of power. If switching of cars is also involved, the time required is increased, especially if it is necessary to discharge passengers from the equipment to be handled. Needless to say, the other major variable is the physical layout of the trackage and the control system in use.

Hope this helps.