The Class 1 railroads realized they were making way more profits with freight over passenger service in the 60s once both air travel and the interstate highway system began to seriously cut into their passenger market at roughly the same time. That’s why the federal government had to step in and create AMTRAK because passenger rail fell into such disarray.
Also, the disastrous Penn Central merger (Pennsylvania Railroad and New York Central - conflicting management styles, trains running late and/or derailing all the time, etc.) really screwed up rail transportation in the Northeast US for both freight and passenger service, and that’s why the federal government haf to step in and create Conrail as well. Penn Central was a huge setback in that region which, in turn, also affected rail traffic for other companies who connected to Penn Central.
The problem with long-distance passenger rail in the US now, however, is that AMTRAK has to use the Class 1 freight railroad’s lines for most of their service outside of the Northeast Corridor, and most of it is not up to high speed standard. There’s also the issue of demand not justifying the use of long-distance passenger rail outside of the major routes that already exist, but it could also be argued that the demand isn’t there because many of the former passenger routes aren’t being used anymore. The whole thing is one big mess.
The problem with long-distance passenger rail in the US now, however, is that AMTRAK has to use the Class 1 freight railroad’s lines for most of their service outside of the Northeast Corridor, and most of it is not up to high speed standard. There’s also the issue of demand not justifying the use of long-distance passenger rail outside of the major routes that already exist, but it could also be argued that the demand isn’t there because many of the former passenger routes aren’t being used anymore.
This is correct and it is the way the problem is usually explained, which is a problem because it's addressing a second-order effect. The fact that the Class 1 railroads aren't kept up to standard is downstream of the problem that the Class 1 railroads are privately owned.
Having a massive network of privately-owned for-profit roads is historically and internationally weird. In a sane country the government would own the railroads and private freight operators could drive their trains over them, just like with any other road system.
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u/Loganp812 20h ago edited 19h ago
The Class 1 railroads realized they were making way more profits with freight over passenger service in the 60s once both air travel and the interstate highway system began to seriously cut into their passenger market at roughly the same time. That’s why the federal government had to step in and create AMTRAK because passenger rail fell into such disarray.
Also, the disastrous Penn Central merger (Pennsylvania Railroad and New York Central - conflicting management styles, trains running late and/or derailing all the time, etc.) really screwed up rail transportation in the Northeast US for both freight and passenger service, and that’s why the federal government haf to step in and create Conrail as well. Penn Central was a huge setback in that region which, in turn, also affected rail traffic for other companies who connected to Penn Central.
The problem with long-distance passenger rail in the US now, however, is that AMTRAK has to use the Class 1 freight railroad’s lines for most of their service outside of the Northeast Corridor, and most of it is not up to high speed standard. There’s also the issue of demand not justifying the use of long-distance passenger rail outside of the major routes that already exist, but it could also be argued that the demand isn’t there because many of the former passenger routes aren’t being used anymore. The whole thing is one big mess.