Balt has been trying to get the point across in a pretty clear manner.
Between Trinidad MP 616 and Albuquerque/Hahn MP 902, you have 5-6 track department folks (including two track supervisors/ motor track inspectors), two signalmen and no mechanical people. Since NM welched on the deal to buy the line and Amtrak was not interested in contributing to the pitance they contribute, the "just get by" solution is what you get.
Between the speed restrictions for heat and underpowered trains that can just barely make it over the hills, much less district speed over the flats, you're seeing the results.
There is no more local business between Trinidad and Lamy/Bernalillo. It has always been thin and non-existant after York Canyon (now home to Ted Turner's pet bison), MDF, Lumber and Maloof all quit. The small amount of traffic on the Santa Fe Branch also went away and had been in serious decline for decades. NM made sure to discourage most new industry with their politics. The route is still the fastest way between Chicago and LA if you can handle the grades, but NM ownership of part of the old northern transcon makes it unattractive as well. There is insufficient market for premium fast freight (ATSF and BNSF both tried). NM can rival IL for corrupt, inept and totally dependant on Uncle Sugar. Been that way since Day 1.
Dining Car can remenber when that piece of railroad was hopping and its own Division (Headquartered at Las Vegas). It was still 6-10 trains a day (massive RCE/ Locotrol trains were common) when I was there. One train each way still strikes us as feeling a little weird.
