Finally, the 2 additional SEAPDX trips have been scheduled, although the start date is still TBD. From Seattle the new trips will depart at 600am and 745pm. Train 501 will now depart at 840am (changed from 725am) and the other trains will have small time adjustments. The Coast Starlight will also leave 15 minutes later when the new schedule comes into effect. The new northbound trips will leave PDX at 620am and 540pm (Hallelujah!). Trip time will be 3:20 for the Cascades trains and 4:00 for the Starlight and BNSF is guaranteeing an 88% on-time arrival rate.
The 600am PDXEUG trip that has been running almost empty is also being moved to a 945am departure on weekdays (1245pm SaSuH). These new timings should generate much better ridership in Oregon.
Posted by Vincent206 (Member # 15447) on :
The official start date has been announced: Monday, December 18, 2017.
Posted by yukon11 (Member # 2997) on :
I like the new Cascades times for EUG-PDX.
I guess the 2 new SEA-PDX trains are needed. However, I still would like them to consider an early day Cascade train from Seattle to Spokane.
Richard
Posted by palmland (Member # 4344) on :
We'll done Washington and Oregon. This is another example of how effective the states can be in getting passenger rail up and running in a relatively short time. As most know, later this month the state supported service to Lynchburg will be extended to Roanoke, VA. NC is slated to soon add more frequency to the Piedmont service.
Meanwhile all Amtrak can do is conduct studies at the request of different groups around the country. The difference of course is that the states are able to fund the service for areas that will benefit the most. Since Amtrak relies on federal funding, all they can do is hope to survive year to year.
Posted by Gilbert B Norman (Member # 1541) on :
Section 403-b of the Act was indeed wise legislation. For absent that provision. local jurisdictions desiring to sponsor passenger service, would be without ready means to do so.
Posted by Vincent206 (Member # 15447) on :
A daylight train between Seattle and Spokane is often discussed but it would be difficult to realize. The chances of BNSF allowing another passenger train over Stevens Pass are pretty low unless the state wants to pay for a major expansion of the Cascade Tunnel--and that ain't gonna happen. It's sometimes proposed that a 2nd train should go via Stampede Pass instead of Stevens Pass. There are good reasons to look at Stampede Pass: there's very little freight traffic, there's greater population along the Stampede Pass route and it has a history of rail service from the Northern Pacific and the early Amtrak years. But Stampede Pass is a very curvy alignment and it's currently mostly in "dark" territory so passenger trains would be limited to 49 mph. The PRIAA study of the proposed North Coast Hiawatha estimated the cost to upgrade Stampede Pass for 49 mph running at almost $100 million and it didn't even guess at the cost of putting in signals to allow higher speeds. So, another train between Seattle and Spokane seems like an expensive proposition either way.
The state legislature just appropriated funds for a(nother) study for the construction of true HSR between Seattle and Vancouver BC. While I think the odds of a true HSR line between Seattle and Vancouver are pretty low, I think it's much more likely we'll see HSR to Vancouver before there will be any more trains between Seattle and Spokane.
Posted by George Harris (Member # 2077) on :
quote:Originally posted by Vincent206: But Stampede Pass is a very curvy alignment and it's currently mostly in "dark" territory so passenger trains would be limited to 49 mph. The PRIAA study of the proposed North Coast Hiawatha estimated the cost to upgrade Stampede Pass for 49 mph running at almost $100 million and it didn't even guess at the cost of putting in signals to allow higher speeds.
Passenger trains are allowed <60mph, normaly set at 59 mph on unsignaled lines. 49 mph is the freight limit. If a line is loaded with curves, these will be the deciding factors in run times, not theoretical maximum. Case in point, the NS line between Atlanta and Birmingham is nominally 79 mph territory, but it is so curvey most of it is limited to 60 and less, quite a bit much less.
Posted by yukon11 (Member # 2997) on :
[QUOTE]Originally posted by Vincent206: [QB] A daylight train between Seattle and Spokane is often discussed but it would be difficult to realize. The chances of BNSF allowing another passenger train over Stevens Pass are pretty low unless the state wants to pay for a major expansion of the Cascade Tunnel--and that ain't gonna happen. It's sometimes proposed that a 2nd train should go via Stampede Pass instead of Stevens Pass. There are good reasons to look at Stampede Pass: there's very little freight traffic, there's greater population along the Stampede Pass route and it has a history of rail service from the Northern Pacific and the early Amtrak years. But Stampede Pass is a very curvy alignment and it's currently mostly in "dark" territory so passenger trains would be limited to 49 mph. The PRIAA study of the proposed North Coast Hiawatha estimated the cost to upgrade Stampede Pass for 49 mph running at almost $100 million and it didn't even guess at the cost of putting in signals to allow higher speeds. So, another train between Seattle and Spokane seems like an expensive proposition either way.
********************* Would there ever be a possibility of an early morning Cascade train from Portland to Spokane, running along the Columbia Gorge via the Empire Builder 27 & 28 route?
Richard
Posted by Vincent206 (Member # 15447) on :
Mr. Harris, thanks for the correction.
Mr. Yukon, that's an interesting proposal. I'm not sure there's sufficient passenger demand for a 2nd daily Portland/Spokane train, but the geography is pretty flat and there might be capacity for another train.
It's too bad that Amtrak serves Spokane both ways in the middle of the night because Spokane is worth visiting. The riverfront is very nice and there are plenty of other attractions to fill a one or two day stop-over. Maybe some hotel owner could be convinced to offer check-in/check-out times that cater to the Amtrak clientele.
Posted by yukon11 (Member # 2997) on :
I have to think, Vincent, that if they would completely eliminate trains 27 & 28 it would not be much of a loss. The last time I rode those trains, the service was subpar, the food awful, and the exterior of the train looked like it went through a dust storm.
However, eliminating 27 & 28, of course, would also eliminate the Coast Starlight-Empire Builder connection in Portland. That would be a problem. A transfer to the EB would have to be in Seattle, with a change in arrival time for the Starlight and boarding time for the Builder.
I quite agree that Spokane is a great place to visit, but, even more so, to have as a launching site for various recreational and scenic areas in the Northwest, BC, & Alberta. If they could have an early morning Cascade train, Portland to Spokane, I think it would be hugely popular. Add a lounge and club car and even more so.