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You're right in that the long distance routes don't really make sense on their own, but if you view them as a bunch of shorter commuter routes which happen to b

You're right in that the long distance routes don't really make sense on their own, but if you view them as a bunch of shorter commuter routes which happen to be there anyway, then connecting them up tip to tip with a daily "long distance" route makes a lot of sense. To the commuters, it doesn't matter that one of the trains they might board on a given day will continue going long after they get off. But the benefit (aside from connectivity) is that the long distance sleeper car passengers are the most profitable customers the railroad has. Those people in the front of the train with their private rooms and chef made meals effectively subsidize the daily coach class commuters in the back of the train. The trick to it is getting the long distance route time table lined up so that it is coincident with its second purpose as a commuter service when it gets to whatever metro area.

runarberg 4y ago
I think there are some routes where a sleeper makes sense, the Empire Builder is one of them (and the Coast Starlight only sorta; like I said, with good connections Seattle-Sacramento should be enough), but ideally they should interline with a bunch of normal interurban. For example along the Empire Builder, there should be more frequent service between Chicago and Minneapolis there should be plenty of interurbans (and a couple that goes to Fargo), but beyond that a single daily sleeper to Seattle is probably enough (and nice for tourists and locals alike). On the other end we really need more frequent service between Seattle and Spokane as well.
secabeen 4y ago
> Those people in the front of the train with their private rooms and chef made meals effectively subsidize the daily coach class commuters in the back of the train. This may have been the case in the past, but with the Dining Cars not allowing coach customers, and their high labor costs for on-board staff, they are losing money badly right now. It might get better if they can get Coach passengers back in, but for the time being, it's still a money pit.

runarberg 4y ago

I think there are some routes where a sleeper makes sense, the Empire Builder is one of them (and the Coast Starlight only sorta; like I said, with good connections Seattle-Sacramento should be enough), but ideally they should interline with a bunch of normal interurban. For example along the Empire Builder, there should be more frequent service between Chicago and Minneapolis there should be plenty of interurbans (and a couple that goes to Fargo), but beyond that a single daily sleeper to Seattle is probably enough (and nice for tourists and locals alike). On the other end we really need more frequent service between Seattle and Spokane as well.

secabeen 4y ago

> Those people in the front of the train with their private rooms and chef made meals effectively subsidize the daily coach class commuters in the back of the train. This may have been the case in the past, but with the Dining Cars not allowing coach customers, and their high labor costs for on-board staff, they are losing money badly right now. It might get better if they can get Coach passengers back in, but for the time being, it's still a money pit.