Possible solutions going forward:

Repeal PRIIA. As the ICC discovered in the 1970s, federal agencies are not equipped to micromanage the rail system. Fines don’t work; in fact, they are counterproductive as disputes have moved to the snail’s pace of courts, and the operating relationship between freight railroads and Amtrak has turned hostile.

Invest in sidings. If Amtrak wants to be able to overtake freight trains at will, the simple solution is for Amtrak to provide sidings at regular intervals. The cost per siding is estimated at about $15 million.

If no money is available for sidings, run closer to freight speed. Long distance Amtrak trains could reduce the amount of overtaking by a simple reduction in speed. If Amtrak ran at, say, 60 or 65 mph instead of the current maximum permissible 79 mph, its capacity footprint would be greatly reduced. Because maximum track speed would remain at 79, the engineer on a late train could potentially make up time by running at 79 mph where the track is clear. In fact, adjusting the Amtrak timetable to lower speeds would make Amtrak long distance trains much more reliable, and at a lower cost than new sidings.

Revise schedules to focus on reliability. Amtrak creates schedules using a best-case scenario called “pure run time.” A “fudge factor” is added to account for “unavoidable” delay. Realistically, schedules should be based on what is achievable on a consistent basis, not ideal conditions on a sunny day as Amtrak assumes in its “best-case” scenario. In fact, the FAA requires airlines to advertise schedules that can be achieved reliably. Amtrak should follow the same rules—rules well known by its new president.

Want airline food? Take Amtrak – Railway Age

hmmm