So, let's look at this. I can't speak for every host since there are various operating agreements. However, I noticed that the litigation regarding the collision between Amtrak 91 and a freight train at an improperly lined switch yielded something that didn't seem to get posted on this board:
Tidbits of an operating agreement
A rare peek at an Amtrak-host railroad contract
While there are a lot of demands (which comes with costs), let's see what it says about speeds.
Track maintenance to passenger standards: CSX is required to maintain all of its lines used by Amtrak at the same level of utility (a measure that includes track classification and speed and “a reasonable degree of passenger comfort”) as they were at the start of the agreement, with limited exceptions. CSX must bear the entire cost of such maintenance, though Amtrak reimburses the freight carrier for the incremental cost that hosting its trains imposes on CSX. The host may adjust speeds at various locations as long as the overall ‘pure running time’ (scheduled time minus dwell times and padding) on that segment is not lengthened If CSX receives FRA approval to downgrade a track segment resulting in lengthening of Amtrak’s running time, Amtrak must pay for any adjustments necessary to maintain its previous higher speed.
CSX takes over a line that hosted passenger operations prior to their ownership and has posted track speeds. All they have to do is maintain to the level it was at the beginning of the agreement. If it is a Class 3 track, they have to keep it at Class 3. If it is Class 2 track, they have to keep it maintained to Class 2 standards....all of which helps their operation, as it makes the freight sp[eed higher.
Additionally, they CAN lower the track speed as long as the overall schedule is not lengthened.
Finally, the host CAN file to downgrade the track (Metro-North did this a few years ago and CSX has mentioned they would do this on certain routes, like the Peninsula Subdivision .) If the FRA approves, then it is up to AMTRAK to pay the costs.
So, there are mechanisms in place. The State of Maryland ate the costs of CSX maintaining the Old MAin Subdivision specifically to aid passenger operations on the Metropolitan Subdivision. It acts as a relief valve, which helps also helps the Capitol Limited.
These things benefit the hosts and they are receiving funds to that end.
Now, if everyone is saying what Amtrak is paying isn't enough to compensate, I'm reasonably sure the rest of the hosts have similar language. Additionally, hosts like BNSF take pretty good care of Amtrak as they look at the payments and incentives as revenue. If that is not enough, the host can file to downgrade the line and if they side with the hosts, Amtrak can pay for the additional maintenance or cease operations on the affected line. We've seen this done on the former route of the Montrealer, so the boo-hooing about the costs of maintaining the infrastructure to passenger standards likely come with a choice. If it benefits the host, it probably isn't an issue. If it doesn't, there is an option.
SouthernRailway wrote: ↑Sun Dec 01, 2019 7:14 am
(2) delaying freight trains so that Amtrak can take priority.
that's a lot of the problem. The hosts aren't really delaying their trains, even though they are supposed to provide priority. Notice it doesn't say exclusive occupancy or without delay. From the agreement above:
CSX is obligated to move Amtrak trains efficiently: The freight carrier “shall make every reasonable effort … to deliver Amtrak trains to all scheduled passenger stops … by the scheduled time therefor” and “to avoid excessive delays and, consistent with safety, to make up delays” regardless of where they occur, as well as “to service, inspect, and perform running repairs as necessary” so that an Amtrak train may complete its trip over CSX lines.
If your train is in double track territory, which the State, Amtrak or even the host paid for and you refuse to operate the train around it, you're not living up to the agreement. Again, when you follow the same train from Manassas, Va to Toccoa, Ga and there are double-tracked sections, how much is it REALLY going to cost to get one train around another?
10 minutes? 20 minutes?
Then the train is gone since it is operating at a higher speed.
Now, if there is severe congestion and nothing can be done, that's too bad for Amtrak. If the hosts rationalize the lines and divert traffic which causes congestion, there is an option:
(c) Preference over freight transportation. --Except in an emergency, intercity and commuter rail passenger transportation provided by or for Amtrak has preference over freight transportation in using a rail line, junction, or crossing unless the Board orders otherwise under this subsection. A rail carrier affected by this subsection may apply to the Board for relief. If the Board, after an opportunity for a hearing under section 553 of title 5, decides that preference for intercity and commuter rail passenger transportation materially will lessen the quality of freight transportation provided to shippers, the Board shall establish the rights of the carrier and Amtrak on reasonable terms.
The hosts can say "This isn't going to work and this is why."
Yet, they haven't done it, which means they don't really have an issue or they are choosing to ignore it.