This Week In Amtrak

Image by Stephen Rees via Flickr

This Week at Amtrak; August 28, 2009



A weekly digest of events, opinions, and forecasts from



United Rail Passenger Alliance, Inc.

America’s foremost passenger rail policy institute



1526 University Boulevard, West, PMB 203 • Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739, Electronic Mail info@unitedrail.org • http://www.unitedrail.org





Volume 6, Number 33



Founded over three decades ago in 1976, URPA is a nationally known policy institute which focuses on solutions and plans for passenger rail systems in North America. Headquartered in Jacksonville, Florida, URPA has professional associates in Minnesota, California, Arizona, New Mexico, the District of Columbia, Texas, New York, and other cities. For more detailed information, along with a variety of position papers and other documents, visit the URPA web site at http://www.unitedrail.org.



URPA is not a membership organization, and does not accept funding from any outside sources.



1) Good ideas never go bad, they just sometimes are put on a shelf.



Over a full decade ago in 1998, the late Adrian Herzog, Ph.D., one of the original bright lights of United Rail Passenger Alliance, compiled a long term plan for the expansion of Amtrak.



Dr. Herzog, who by profession was a rocket scientist and university physics department chair professor, died far too young of a heart attack at his home in Northridge, California in February of 2001 at the age of 52.



Outside of the classroom, Dr. Herzog was a business partner with the late Byron Nordberg, also an original bright light of URPA. Dr. Herzog and retired United States Marine Corps Colonel Nordberg were the proprietors of NHA, Inc., a highly successful rail consulting firm based in Oceanside, California. NHA was the engine which brought the UTDC (now Bombardier) bi-level commuter passenger cars to Southern California for both Metrolink and the Coaster services. A very young Noel Braymer, now editor of the Western Rail Passenger Review and luminary in California passenger rail circles, and also an early associate of URPA, worked with Colonel Nordberg and Dr. Herzog.



The amount of work coming from Dr. Herzog was nearly unparalleled. He was one of the first, using early desktop computers, to create computer modeling for Amtrak passenger trains to measure performance and successfully predict future needs. Much of Dr. Herzog’s work has been featured on URPA’s web site, www.unitedrail.org and remains today as relevant as when it was created. Perhaps one of Dr. Herzog’s greatest accomplishments was the creation of the matrix theory, demonstrating how hubbing and end point connections are critical to the success of any passenger rail system.



2) One of the documents left by the untimely death of Dr. Herzog in this writer’s care was his plan of how a successful Amtrak would look in 2010, based on several presumptions made for 2000. Alas, those presumptions were not to be at that time, but it is fascinating to see Dr. Herzog’s vision for the future of Amtrak.



Dr. Herzog believed passenger rail was viable on three levels: as a carrier of leisure travelers, as a carrier of regional travelers moving about for any number of reasons, and as a carrier of business travelers seeking an efficient way to travel making the best use of their time in trips under five hours. Remember, in 1998 when this plan was conceived, things like Wi-Fi connections were not yet common, laptop computers were still bulky and heavy, and cellular telephones were in use by a far smaller percentage of the population.



Dr. Herzog and Colonel Nordberg also believed in two basic principles. First, every route should have at least three frequencies, and more if viable. One frequency would be as existing, a second frequency would follow six to 12 hours later so every city or town would have service at marketable times, and a third frequency mimicking the old milk run local trains, where every station had a stop. As you look at Dr. Herzog’s plan below, and see a train with a route name such as the North Coast Limited, imagine a flip schedule train such as the Mainstreeter providing the second frequency, and perhaps another named train for the local.



In some instances, the local train may better serve the route by being a series of shorter trains, such as on the Southern Crescent route between Washington, D.C. and New Orleans, where two separate day trains may provide the best level of service versus one longer train, by providing one train operating between Washington, D.C. and Atlanta, and a second day train operating between Atlanta and New Orleans. The first two trains, the Southern Crescent and the (to pick a name) Peach Queen would run the entire route, and the two day trains serve as the “local” option on two separate ends of the route.



Second, they believed passenger train routes did not always have to be in a straight line. They both favored “L” shaped routes where possible, such as taking the Lake Shore Limited from New York City to Chicago, and extending the western terminus of this train south to Memphis, Tennessee to make maximum use of equipment, and build as many city pair combinations as possible into the matrix theory.



Dr. Herzog’s plan focused primarily on a robust long distance network. Some of today’s short distance trains would be replaced by long distance trains (more efficient in many ways), but some regional services as we know them today would continue. Since this was a broad blueprint, many of the minor, regional services were not mentioned, but Dr. Herzog implied each would be retained based on productivity and cost.



3) Here is Dr. Herzog’s plan, with some updates for changes which have taken place in the last 11 years.



[Begin quote]



Strategic Routes for Amtrak



A Planning Document



October 25, 1998 • Updated 2008



Prepared by Dr. Adrian Herzog, URPA • Northridge, California



Strategic Goal: Output equal to five times the revenue passenger miles produced in FY 2000, achieved by Year 7 of the strategic plan.



This document was originally prepared by the late Adrian Herzog, Ph.D. in October 1998, and updated a decade later in 2008. The breadth of the document demonstrates the foresight of Dr. Herzog in his quest to make passenger rail in his adopted country subsidy-free.



The planning concepts for this document came from several sources, including historic successful passenger train routes and connectivity points, current travel patterns in the United States for both leisure and business travel, and travel to and from major vacation destinations. As an example, more travelers come to New Orleans from Houston, Texas than any other location.



Other factors taken into consideration are population shifts and population growth in new areas, military installations, and locations of major colleges and universities. Additional factors, such as cruise ship terminals were also considered.



Tactical Goal: Maximize network density of flow by maximizing route inter-connectivity, and multiple frequency (2 to 4) trains per route, per day.



National Corridors

• Southern Transcontinental Corridor

• Southwest Transcontinental Corridor

• Central Transcontinental Corridor

• Northern Transcontinental Corridor

• Atlantic Coast Corridor

• Pacific Coast Corridor

• Southwest Corridor

• Central California Corridor

• Pacific Northwest Corridor

• Chicago-Midwest Corridors

• Florida Corridor

• Gulf Coast Corridor

• Texas Triangle

• International links to Canada and Mexico

• Northeast Corridor low level long distance trains



Equipment Types

• Superliner Service

• California Car Service — Use of the successful daylight California Car/Superliner compatible bi-level equipment for non-overnight trains

• Talgo Service

• Viewliner Service — Conversion of existing fleet single level cars. This Includes: Viewliner, Amfleet, and Horizon



Power Types

• Genesis (Long distance trains)

• F59PH (Corridors)

• AEM-7 (NEC Long distance trains)



Crew Bases

• Seattle

• San Jose

• Los Angeles

• San Diego

• Denver

• Fort Worth

• Chicago

• New Orleans

• Tampa

• Sanford (Auto Train T&E only)

• Miami

• Charlotte

• Newport News

• Norfolk

• Philadelphia

• Boston

• Vancouver/VIA Rail Canada



Maintenance Bases and Principal Commissaries

• Vancouver, British Columbia/VIA Rail Canada

• Seattle

• Eugene, Oregon

• San Jose

• Los Angeles

• San Diego

• Denver

• Fort Worth

• Chicago

• New Orleans

• Tampa

• Sanford (Auto Train/racks only)

• Miami

• Charlotte

• Newport News

• Philadelphia

• Boston



Turn Maintenance and Commissary Support

• Vancouver, British Columbia/VIA Rail Canada

• Toronto/VIA Rail Canada

• Montreal/VIA Rail Canada

• Boston

• Washington

• Lorton

• Newport News

• Norfolk

• Cleveland

• Detroit

• Chicago

• Eugene, Oregon

• Seattle

• San Francisco

• Lancaster, California

• Redding, California

• Reno

• Santa Barbara

• Las Vegas

• Nogales

• Duluth

• Kansas City

• St. Louis

• Memphis

• Birmingham

• Charleston, South Carolina



Southern Transcontinental Corridor



Sunset Limited – Los Angeles, Tucson, El Paso, San Antonio, Houston, New Orleans, Jacksonville Orlando, Tampa

Superliner Service



Golden State – Los Angeles, Phoenix, Tucson, El Paso, Abilene, Fort Worth, Dallas, St. Louis, Chicago, Detroit, Toronto

Superliner Service



Southern Crescent – New Orleans, Atlanta, Washington, DC

Superliner Service



Gulf Breeze – New Orleans, Mobile, Montgomery, Birmingham, Atlanta, Washington, DC, Philadelphia, New York, Boston

Viewliner Service



Gulf Wind – Houston, New Orleans, Mobile, Pensacola, Tallahassee, Jacksonville, Orlando, Tampa

Superliner Service



Continental – Los Angeles, Phoenix, Tucson, El Paso, Abilene, Fort Worth, Dallas, Atlanta, Washington, DC

Superliner Service



Southwest Transcontinental Corridor



Southwest Chief/Capitol Limited – Los Angeles, Albuquerque, Kansas City, Chicago, Pittsburgh, Washington DC, Newport News

Superliner Service



San Francisco Chief – San Jose, Oakland, Bakersfield, Albuquerque, Kansas City, St. Louis, Chicago

Superliner Service



Grand Canyon Limited – Los Angeles, Albuquerque, Denver

Superliner Service



Zia – Denver, Albuquerque, Las Cruces, El Paso

Superliner Service



El Capitan – Chicago, Kansas City, Flagstaff, Phoenix, Tucson

Superliner Service



Central Transcontinental Corridor



California Zephyr – Los Angeles, San Jose, Oakland, Reno, Salt Lake City, Provo, Denver, Chicago

Superliner Service



Overland Limited – Los Angeles, Las Vegas, Provo, Salt Lake City, Ogden, Laramie, Denver, Omaha, Chicago, Cleveland, Boston

Superliner Service

Pioneer Zephyr – Vancouver BC, Seattle, Portland, Ogden, Salt Lake City, Provo, Denver, Newton, Oklahoma City, Fort Worth, Dallas, Houston, New Orleans

Superliner Service



George Washington – Kansas City, St. Louis, Louisville, Cincinnati, Charleston WV, Charlottesville, Richmond, Newport News

Superliner Service



Cavalier – Fort Worth, Dallas, Little Rock, Memphis, Chattanooga, Knoxville, Roanoke, Lynchburg, Charlottesville, Washington

Superliner Service



The Memphian – Fort Worth, Dallas, Little Rock, Memphis, Nashville, Louisville, Cincinnati, Charleston WV, Charlottesville, Richmond, Newport News

Superliner Service



Northern Transcontinental Corridor



Empire Builder – Vancouver BC, Seattle, Yakima, Spokane, Minneapolis, Chicago, Indianapolis, Cincinnati, Newport News

Superliner Service



North Coast Limited – Seattle, Spokane, Missoula, Butte, Bozeman, Billings, Bismarck, Minneapolis, Chicago

Superliner Service



Hiawatha – Eugene, Portland, Spokane, Minneapolis, Chicago

Superliner Service



Broadway Limited/Three Rivers – Duluth, Minneapolis, Chicago, Cleveland, Pittsburgh, Philadelphia, New York, Boston

Viewliner Service



Pennsylvanian – Kansas City, Chicago, Pittsburgh, Harrisburg, Philadelphia

Viewliner Service



New England States – St. Louis, Chicago, Toledo, Cleveland, Buffalo, Albany, Springfield, Boston

Viewliner Service



Pacemaker – Chicago, Toledo, Cleveland, Buffalo, Albany, New York, Philadelphia

Viewliner Service



Lake Shore Limited – Memphis, Chicago, Toledo, Cleveland, Buffalo, Albany, New York, Boston

Viewliner Service



Steeler – St. Louis, Indianapolis, Pittsburgh, Harrisburg, Philadelphia

Viewliner Service; Crew Base: Philadelphia



Columbian – Denver, Chicago, Cleveland, Pittsburgh, Washington DC, Newport News

Viewliner Service



Oriental – Vancouver BC, Edmonton, Winnipeg, Minneapolis, Chicago, Detroit, Toronto (Seasonal)

Viewliner Service



Atlantic Seaboard Corridor



Silver Meteor – Miami, Orlando, Jacksonville, Charleston, Rocky Mount, Richmond, Washington, Philadelphia, New York, St. Albans, Montreal

Viewliner Service



Silver Star – Miami, Ocala, Jacksonville, Columbia, Raleigh, Richmond, Washington, Philadelphia, New York, Boston

Viewliner Service



The Sunland – Tampa, Orlando, Jacksonville, Columbia, Raleigh, Richmond, Washington, Philadelphia, New York, Boston

Viewliner Service



Everglades – Miami, Daytona Beach, Jacksonville, Columbia, Raleigh, Richmond, Washington, Philadelphia, New York, Buffalo, Toronto

Viewliner Service



Auto Train, (Passenger section) – Tampa, Orlando, Sanford, Jacksonville, Savannah, Charleston, Rocky Mount, Richmond, Lorton, Washington, Pittsburgh, Cleveland (All station stops)

Superliner Service



Auto Train, (Car carrier section) – Sanford, Lorton



City of New Orleans – Tampa, Orlando, Jacksonville, Mobile, New Orleans, Chicago, Detroit, Toronto

Superliner Service



City of Miami – Miami, Orlando, Jacksonville, Charleston SC, Rocky Mount, Richmond, Charlottesville, Charleston WV, Cincinnati, Indianapolis, Chicago

Superliner Service



Flamingo – Tampa, Orlando, Jacksonville, Savannah, Macon, Atlanta

California Car Service



Silver Comet – Miami, West Palm Beach, Daytona Beach, Jacksonville, Savannah, Macon. Atlanta, Birmingham

Superliner Service



The Resort Special – Miami, West Palm Beach, Daytona Beach, Jacksonville, Savannah, Columbia, Raleigh, Richmond, Washington, Philadelphia, New York, Boston

Viewliner Service



Champion – Miami, West Palm Beach, Daytona Beach, Jacksonville, Savannah, Charleston, Rocky Mount, Richmond, Washington, Philadelphia, New York, Long Island

Viewliner Service



Gulf Coast Special – Tampa, Orlando, Jacksonville, Savannah, Charleston, Rocky Mount, Richmond, Washington, Philadelphia, New York, Long Island



Tidewater – Charleston, Florence, Fayetteville, Rocky Mount, Franklin, Suffolk, Norfolk

California Car Service



Piedmont – Charlotte, Raleigh, Rocky Mount, Franklin, Suffolk, Norfolk

California Car Service



Southern States – Tampa, Ocala, Jacksonville, Savannah, Columbia, Hamlet, Charlotte

California Car Service



Palmland – Miami, West Palm Beach, Orlando, Jacksonville, Savannah, Columbia, Hamlet, Charlotte, High Point, Greensboro, Danville, Charlottesville, Washington, Philadelphia, New York, Boston

Viewliner Service



Rue Orleans – New Orleans, Mobile, Montgomery, Birmingham, Nashville, Louisville, Cincinnati, Columbus, Cleveland, Buffalo, Syracuse, Montreal

Superliner Service



Southwind – Miami, Orlando, Jacksonville, Savannah, Columbia, Raleigh, Richmond, Washington, Pittsburgh, Cleveland, Toledo, Detroit

Superliner Service



Pacific Coast Corridor



Coast Starlight – Los Angeles, San Jose, Oakland, Sacramento, Eugene, Portland, Seattle

Superliner Service



Shasta Daylight – Los Angeles, Bakersfield, Fresno, Sacramento, Eugene, Portland, Seattle, Vancouver BC

Superliner Service



Columbia Starlight – Los Angeles, Las Vegas, Provo, Salt Lake, Ogden, Pocatello, Portland, Seattle

Superliner Service



Southwest Corridor



Pacific Surfliners – San Diego, Los Angeles, Santa Barbara, San Jose, San Francisco

Joint Talgo and California Car Service



High Desert – San Diego, Los Angeles, Palmdale, Lancaster

California Car Service



Las Vegans/South – San Diego, Santa Ana, Riverside, San Bernardino, Barstow, Las Vegas

Talgo Service



Las Vegans/North – Santa Barbara, Los Angeles, El Monte, San Bernardino, Las Vegas

Talgo Service



Arizonan – Los Angeles, Riverside, Palm Springs, Indio, Yuma, Phoenix, Tucson, Nogales

Talgo Service



Grand Canyon – Nogales, Tucson, Phoenix, Williams Junction, Grand Canyon

Talgo Service



Central California Corridor



San Joaquins I – San Jose, Oakland, Fresno, Bakersfield, San Bernardino, Santa Ana, San Diego

California Car Service



San Joaquins II – Bakersfield, Fresno, Sacramento, Redding

California Car Service



Capitols – San Jose, Oakland, Sacramento, Reno

Joint Talgo and California Car Service



Pacific Northwest Corridor



Cascades — Eugene, Portland, Seattle, Vancouver BC

Talgo Service



Chicago-Midwest Corridors



Train of the Saints — St. Paul (Minneapolis), La Crosse, Galesburg, Fort Madison, St. Louis

California Car Service



The Motor City — Kansas City, St. Louis, Chicago, Detroit

California Car Service



The Midwesterner — Omaha, Chicago, Cleveland

California Car Service



The Brewer — Minneapolis, Milwaukee, Chicago, Detroit

California Car Service



The City of Nashville — Chicago, Indianapolis, Louisville, Nashville

California Car Service



Florida Corridor



Seminole – Pensacola, Tallahassee, Jacksonville

California Car Service



Tampa Bay – Jacksonville, Orlando, Tampa

California Car Service



Henry Flagler – Jacksonville, Daytona Beach, West Palm Beach, Miami

California Car Service



Citrus State – Jacksonville, Ocala, West Palm Beach, Miami

California Car Service



Florida Palm – Tampa, West Palm Beach, Miami

California Car Service



Gulf Coast Corridor



Gulf Coast Limited – Houston, New Orleans, Mobile

California Car Service



Iron Mountain – New Orleans, Mobile, Montgomery, Birmingham

California Car Service



Louisiana Eagle – New Orleans, Baton Rouge, Shreveport, Dallas, Fort Worth

California Car Service



Texas Triangle



Texan – Dallas, Fort Worth, Austin, San Antonio, Houston, Dallas

California Car Service



Northeast Corridor (Extended Service Area, in addition to NEC Acela and Regional Service)



Mid Atlantic – Pittsburgh, Philadelphia, Baltimore, Washington DC, Richmond, Newport News (Viewliner Service)



Maple Leaf/Montrealer – Boston, Albany, Toronto, and New York, Albany, Montreal (Cross Platform at Albany)

Viewliner Service



Royal Blue – Newport News, Washington DC, Baltimore, Philadelphia, New York, Long Island (Viewliner Service)



Bostonian – Boston, New York, Allentown, Harrisburg

Viewliner Service



Shenandoan – Boston, New York, Philadelphia, Washington, Charlottesville, Cincinnati Viewliner Service



∙ Note: (Viewliner Service) implies any low level conventional long distance and intermediate distance trains including Amfleet, Horizon, and Viewliner

[End quote]





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URPA leadership members are available for speaking engagements.



J. Bruce Richardson

President

United Rail Passenger Alliance, Inc.

1526 University Boulevard, West, PMB 203

Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739

brucerichardson@unitedrail.org

http://www.unitedrail.org

Airport TRAX line Construction Update

Image via Wikipedia

Construction progress continues on the Airport TRAX Line. To keep business and traffic impacts to a minimum, this six-mile project has been separated into seven construction “reaches,” or segments, for management and planning purposes. The map below shows each construction reach in a different color, starting with Reach 1 in dark red by the airport and ending with Reach 7 in light green on the east end of the project.

A description of what is happening in each area is listed below. If you need further construction information, please call our toll-free 24-hour hotline at (888) 800-8854.



Reach 1

Reach Description: Reach 1 is the area that extends from Terminal One at the Salt Lake City International Airport on the side of the Airport Access Road to the surplus canal bridge just north of the Wingpointe Golf Course.



Current Construction: Currently, TRAX construction is not taking place.



Upcoming Construction: Heavier construction is anticipated Summer 2009.



Traffic Impacts: Currently, there are no traffic impacts.



Reach 2

Reach Description: Reach 2 extends from the surplus canal bridge just north of the Wingpointe Golf Course along the Airport Access Road fence line to 2400 West.



Current Construction: Currently, work is taking place near 2400 West and the airport fence line as crews stabilize the soil and clear a path for TRAX.



Traffic Impacts: Access is being maintained throughout work areas. Please obey posted speed limits.



Reach 3

Reach Description: Reach 3 extends from 2400 West along North Temple to I-215. This is the reach where TRAX will move from the side of the road to the center of North Temple.



Current Construction: Currently, TRAX construction is not taking place.



Upcoming Construction: Heavier construction is anticipated for this reach in Fall 2009.



Traffic Impacts: Currently, there are no traffic impacts.



Reach 4

Reach Description: Reach 4 extends from I-215 to just east of Redwood Road on North Temple. TRAX will be center running and will include a station located at approximately 1950 West. Access to the many businesses and governmental organizations will be maintained.



Current Construction: Currently, TRAX construction is not taking place.



Upcoming Construction: Heavier construction is anticipated for this reach in Spring 2010.



Traffic Impacts: Currently, there are no traffic impacts.



Reach 5

Reach Description: Reach 5 extends from just east of Redwood Road on North Temple to the Jordan River. TRAX will be center running and includes a station at 1500 West. Access to the many businesses and office complexes will be maintained.



Current Construction: Currently, TRAX construction is not taking place in Reach 5.



Upcoming Construction: Heavier construction is anticipated Spring 2010.



Traffic Impacts: Currently, there are no traffic impacts.





Reach 6

Reach Description: Reach 6 extends from the Jordan River to I-15 along North Temple. TRAX will be center running and will include two stations located at approximately 1100 West and 800 West. Access to the many businesses and the State Fairpark will be maintained.



Current Construction: Currently, TRAX construction is not taking place.



Upcoming Construction: Construction will begin on the Jordan River Bridge after the State Fair in September. The majority of heavier construction is anticipated Spring 2010.



Traffic Impacts: Currently, there are no traffic impacts in Reach 6.



Reach 7

Reach Description: Reach 7 is the area where the Airport Line will connect with the current north/south TRAX Line at the Arena Station. This reach extends from I-15 to 400 West along North Temple and turns south on 400 West, proceeding to South Temple. Access to offices and the Gateway will be maintained throughout the construction project.



Current Construction: Currently, TRAX construction is not taking place.



Upcoming Construction: Heavier construction is anticipated for this reach in Winter 2010.



Traffic Impacts: Currently, there are no traffic impacts.




General Information



Access during Construction

UTA is committed to maintaining 24-hour access to all of the businesses and residences along the construction corridor. We will coordinate with businesses in cases where access may be temporarily limited.



Construction Hours

Construction is permitted to take place between 7 a.m. to 7 p.m. Monday through Saturday. Additionally, specific activities may require different working hours depending upon the conditions and will be coordinated with city officials.



Construction Tours

If you are interested in learning more about the construction project, please call our toll-free 24-hour hotline at (888) 800-8854.



For More Information

Timely and helpful information is available to assist business and residential communities, as well as commuters and stakeholders.



If you have questions or comments regarding the project, please contact our toll-free 24-hour hotline at (888) 800-8854 or e-mail tcamp@rideuta.com. You can also visit UTA’s Web site at www.rideuta.com.



Please note that construction information provided is subject to change.

Front Runner South Construction Update

Image by Steffe via Flickr

Greetings,



Construction is progressing on UTA’s FrontRunner South Provo to Salt Lake Commuter Rail line.

Below is the FrontRunner South construction update for August 29 – September 4. To learn more about the FrontRunner South project, click here.



Area 16 — Downtown Salt Lake City to 4500 South (Murray)



Construction Activity:

There are no construction activities to report.



Traffic Impacts:

There are currently no impacts to motorists in this area.



Salt Lake Central Station:

Station complete.



Area 15 — 4500 South (Murray) to Wasatch Street/8000 South (Midvale)



Construction Activity:

Construction continues on bridges over eastbound I-215, Center Street (7800 South) and Wasatch Street (8000 South) in Midvale. These bridges will run parallel to existing Union Pacific Railroad bridges.



At the I-215 Bridge, crews will form, tie rebar and pour concrete for an abutment wing wall, form and pour concrete for a pier cap shoring and install slope paving on the north side of the bridge. At the Center Street and Wasatch Street bridges, crews will finish wrap around the MSE walls and install slope paving on both sides of the bridges.



Traffic Impacts:

At Center Street there will be a sidewalk closure with flaggers in the area to assist area schoolchildren who may be crossing the street. Also at Center Street, on Thursday the southern eastbound lane will be closed and on Friday the northern westbound lane will be closed.



At Wasatch Street there will be a lane closure with flaggers Monday through Thursday.



Murray Station:

No station construction activities to report.



Area 14 — Wasatch Street/8000 South (Midvale) to 14600 South (Bluffdale)



Construction Activity:

Progress continues behind Salt Lake Community College’s Miller Campus at 9800 South as crews construct a bridge that flies over the Union Pacific Railroad tracks. This is the area where FrontRunner will move from the east side to the west side of the tracks.



Construction continues on two of the crash walls at the flyover bridge this week.



Traffic Impacts:

Flaggers will be stationed at 144th South all week to direct truck traffic.



South Jordan Station:

Lightweight fill for the flyover bridge construction is being stored at the site of the future South Jordan park and ride lot.



Draper/Bluffdale Station:

The location of this future station is to be determined.



Area 13 — 14600 South (Bluffdale) to Thanksgiving Point (Lehi)



Construction Activity:

Crews will continue mass excavation and grade balancing work in the area this week. They will also finish work on the outside ballast walls of the bridge over the Jordan River.



Work continues on a wall being constructed at Union Pacific’s Mesa Siding north of Clubhouse Lane in Lehi and crews will also conduct slope work in this area.



Traffic Impacts:

There are currently no impacts to motorists in this area.



Area 12 — Thanksgiving Point (Lehi) to Main Street (American Fork)



Construction Activity:

At Thanksgiving Point, Union Pacific has been cut over temporarily to the UTA main line to allow for construction to continue on the pedestrian tunnel located under the tracks. Crews will form, tie rebar and pour concrete for the pedestrian tunnel walls and deck slab this week.



In Lehi crews will install fencing near 2100 North and remove the crane from the site of the Lehi irrigation ditch at approximately 600 North.



Utility work in the area continues at 1220 North, 900 North, 100 South and at Millpond Road, and also between 300 South and 300 East. Crews will continue to relocate power utilities at Dry Creek near the Lehi Rodeo Grounds.



Traffic Impacts:

In Lehi, there will be truck traffic with flaggers near 1220 North on Monday, and, to support utility work, flaggers will be at Millpond Road Monday through Wednesday and at 500 West 300 South on Thursday.



Lehi Station:

At the Lehi Station Park and Ride Lot, crews will continue curb and gutter work and also begin asphalt paving.



Area 11 — Main Street (American Fork) to University Parkway (Orem)



Construction Activity:

Crews will conduct sub grade prep work in the corridor between 100 West and the American Fork River. They will also be clearing and grubbing the corridor from 1100 South in American Fork to 600 South in Vineyard and between 800 South and University Parkway in Orem.



Mass embankment work in the area continues between the American Fork River and 100 East and from 1100 South to 1500 South in American Fork and from 600 South to 400 North in Vineyard. Permanent fencing will be installed between the American Fork River and 100 East.



Utility work continues this week at 200 South in American Fork.



Traffic Impacts:

In American Fork, flaggers continue to be stationed at 100 East and 1100 South to direct truck traffic entering and exiting the corridor. There will also be truck traffic near the sewer plant at 1500 South.



On Monday through Wednesday in American Fork, there will be a lane closure at 200 South to support utility work.



American Fork Station:

Crews continue to install water lines at the Park and Ride Lot this week as well as prepare the sub grade in the southern portion of the lot.



Vineyard Station:

No station construction activities to report.



Orem Station:

No station construction activities to report.



Area 10 — University Parkway (Orem) to Center Street (Provo)



Construction Activity:

Significant progress has been made in Area 10 along the Union Pacific Railroad corridor between University Parkway in Orem and West Center Street in Provo. Crews have prepared a path for FrontRunner by grading and clearing the right-of-way and relocating water lines. Drainage and irrigation installations are generally complete in this area, and main line earthwork has been finalized from University Parkway to 2000 South in Orem and from the Provo River Bridge to 500 West in Provo.



At Union Pacific’s Lakota Junction, located south of University Parkway in Orem, crews will conduct mass excavation work and place sub ballast, and from the Provo River Bridge to 900 West crews will continue track work. On Thursday at 500 West, crews will begin crossing upgrades.



Crews will begin demolishing the west side bridge over the Provo River to prepare for construction of the new UTA bridge. The Provo River Parkway Trail will be closed under the bridge between Independence Avenue to Geneva Road beginning Wednesday, September 2 for two to three weeks.



Traffic Impacts:

Flaggers will be directing traffic at 500 West in Provo on Thursday as crews prepare for crossing work.



Provo Station:

Crews will continue stem wall work at the station site as well as begin excavation work.

Thanks again for your interest in the FrontRunner South project. If you have construction-related questions, please call our 24-hour construction hotline at 1-888-800-8854. If you have specific questions about the FrontRunner South project, my contact information is listed below.

Regards,

Marc Bowman
UTA Community Involvement Specialist
www.rideuta.com
801.236.4784

West Valley TRAX Construction Update

Image via Wikipedia

Construction progress continues on the West Valley TRAX Line. To keep business and traffic impacts to a minimum, this five-mile project has been separated into seven construction “reaches,” or segments. The map below shows each construction reach in a different color, starting with Reach 1 in light green on the south end of the project and ending with Reach 7 in dark green on the north end.

A description of what is happening in each area is listed below. If you need further construction information, please call our toll-free 24-hour hotline at (888) 800-8854.





Reach 1

Reach Description: Reach 1 is the area along Constitution Boulevard (2700 West) from West Valley City Hall at 3600 South extending north to 3100 South. This area includes both large and small businesses, as well as many residents. Access to all businesses and residences will be maintained throughout construction.



Current Construction:

· Traffic is now operating on the east side of Constitution Boulevard and the majority of construction is taking place on the west side of the roadway.

· Beginning next week, crews will work on the driveway approaches to the businesses on the west side of Constitution Boulevard. Driveways will be completed one at a time so access can be maintained.

· Progress continues on the station platform between West Valley City Hall and the Public Safety Building. Pedestrian access is being maintained between West Valley City Hall and the Public Safety Building.

· Significant track work is also being completed near West Valley City Hall and the West Valley Library.

· Ballasted track work is scheduled to begin along Constitution Boulevard mid-September.



Upcoming Construction:

· Crews will continue to replace fencing on the west side of Constitution Boulevard with temporary fencing.

· Crews will be installing rail in the tail track area near West Valley City Hall.



Traffic Impacts:

· Traffic on 2700 West between 3100 South and 3500 South is operational on the east side of the road. Please be mindful of construction crews and obey posted speed limits.

· Construction on driveway approaches on the west side of Constitution Boulevard just south of 3500 South will begin next week. Driveways will be constructed one at a time so access can be maintained to businesses.



Reach 2

Reach Description: Reach 2 is the area along 3100 South from Constitution Boulevard to Decker Lake Drive. The E Center and a few other businesses are located in this reach, as well as residents on either side of 3100 South. Access will be maintained throughout construction and we will work with the E Center to coordinate our efforts so you can continue to visit the great events they have to offer. When TRAX is completed along 3100 South, it will operate on the south side of the roadway.



Current Construction: Crews continue to build the TRAX bridge approach between Maple Way and I-215. Work also continues on the actual bridge crossing I-215 south of 3100 South.



Upcoming Construction:

· Nighttime construction is taking place on the TRAX bridge over I-215 on the south side of 3100 South. Noise impacts are anticipated to be minimal. Residents are encouraged to call the 24-hour hotline number at (888) 800-8854 with questions or concerns.



Traffic Impacts: Currently there are lane restrictions on 3100 South; however, access is being maintained throughout the area.



Reach 3

Reach Description: Reach 3 is the area along Decker Lake Drive from 3100 South to Research Way (2770 South) and running east to Redwood Road. This area includes many commercial office buildings with thousands of employees. We will continually work with businesses to ensure access is maintained.



Current Construction:

· Decker Lake Drive is now closed for three months to accelerate the TRAX construction schedule. Access is being maintained through the detour listed below. Businesses are encouraged to call the hotline at 888-800-8854 if issues arise.

· Crews began installing curb and gutter along the east side of Decker Lake Drive this week.




Upcoming Construction:





Traffic Impacts: Please see the above listed detour implemented during the temporary closure on Decker Lake Drive.



Reach 4

Reach Description: Reach 4 runs through the Chesterfield residential area along 2770 South and proceeds along the Decker Lake Canal and the Crosstowne Trail. We will work with residents to ensure a safe working environment.



Current Construction: Significant work has been accomplished in the Chesterfield area. Crews continue to place ballast and rail throughout this area. Rail has been installed at the Lester Street crossing between Claybourne Avenue and Southgate Avenue.



Traffic Impacts:

· The Crosstowne Trail along 2770 South just east of Redwood Road to the Brighton Canal has been paved but will remain closed until TRAX is completed in this area.





Reach 5

Reach Description: Reach 5 includes construction along 1070 West in the Chesterfield industrial area. This reach will include one bridge structure over the Jordan River and another over 900 West.



Current Construction:

· Water line work continues on the east side of 1070 West until mid-September.

· Work continues on the Jordan River bridge and pedestrian and bike tunnel.



Upcoming Construction: After utility work is complete, crews will begin work on the curb, gutter and roadway on the west side of 1070 West, which should last until the end of the summer season. Construction is anticipated to take place for the next several months.



Traffic Impacts: As construction proceeds, there will be lane restrictions, although access will be maintained.



Reach 6

Reach Description: Reach 6 runs through the Union Pacific Railroad’s Roper Yard area. Although there are no businesses and residents, extensive coordination will take place to ensure that freight deliveries and other train travel is maintained. Reach 6 includes plans for an extensive bridging system that will enable TRAX to operate over other train traffic.



Current Construction:

· Significant progress continues on the TRAX bridge structures over the Roper Yard area near 2200 South and 600 West. Crews are currently installing the bridge girders.

· Crews also continue work of the TRAX bridge approaches on either side of 900 West just south of SR 201. Construction is proceeding just east of 900 West along the south side of SR 201.



Upcoming Construction: Crews continue to work on the TRAX bridge structures. Coordination will continue with the Union Pacific Railroad to install utilities and bridge structures.



Traffic Impacts: Not applicable.



Reach 7

Reach Description: Reach 7 is the area where the West Valley Line will connect with the current north/south TRAX Line. Construction will take place along Andy Avenue in South Salt Lake. Crews will closely coordinate activities with businesses to ensure access is maintained.



Current Construction: Roadway construction is currently underway along Andy Avenue. We thank businesses for their support during this phase of construction.



Upcoming Construction:

· Roadway work will continue on Andy Avenue throughout the next few weeks.

· Progress is also being made on the TRAX bridge approaches on either side of 600 West.



Traffic Impacts: Flaggers are on sight to direct traffic and access will be maintained during construction.




General Information



Access during Construction

UTA is committed to maintaining 24-hour access to all of the businesses and residences along the construction corridor. We will coordinate with businesses in cases where access may be temporarily limited.



Construction Hours

Construction on the project is permitted to take place between 7 a.m. to 7 p.m. Monday through Saturday. Additionally, specific activities may require different working hours depending upon the conditions and will be coordinated with city officials.



Construction Tours

If you are interested in learning more about the construction project, please call our toll-free 24-hour hotline at (888) 800-8854.



For More Information

Timely and helpful information is available to assist business and residential communities, as well as commuters and stakeholders.



If you have questions or comments regarding the project, please contact our toll-free 24-hour hotline at (888) 800-8854 or e-mail tcamp@rideuta.com. You can also visit UTA’s Web site at www.rideuta.com.

This Week In Amtrak

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This Week at Amtrak; August 24, 2009



A weekly digest of events, opinions, and forecasts from



United Rail Passenger Alliance, Inc.

America’s foremost passenger rail policy institute



1526 University Boulevard, West, PMB 203 • Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739, Electronic Mail info@unitedrail.org • http://www.unitedrail.org





Volume 6, Number 31



Founded over three decades ago in 1976, URPA is a nationally known policy institute which focuses on solutions and plans for passenger rail systems in North America. Headquartered in Jacksonville, Florida, URPA has professional associates in Minnesota, California, Arizona, New Mexico, the District of Columbia, Texas, New York, and other cities. For more detailed information, along with a variety of position papers and other documents, visit the URPA web site at http://www.unitedrail.org.



URPA is not a membership organization, and does not accept funding from any outside sources.



1) Here’s the pertinent question: Is Amtrak really interested in being a successful company?



Amtrak doesn’t seem interested in route or frequency expansion, Amtrak doesn’t seem interested in drawing new passengers, and Amtrak doesn’t seem interested in cultivating new friends.



All Amtrak seems interested in doing is keeping a company going which constantly has to feed at the various public troughs on the federal level and in several of the united states.



We are less than two week away from Labor Day, indicating the end of the high volume summer travel season.



With the recessionary times we’re having, most of the long distance routes seem to be holding their own, but trains on the Northeast Corridor are performing so badly and advance demand is so low, summer sales have been extended deep into the fall and winter months.



We see some glimmers from Amtrak it wants to be a player in the new high speed game, but it performs so poorly in the conventional speed passenger business it’s hard to imagine it could do any better spending high speed money.



We see Amtrak executives like Vice President Richard Phelps and planner Brian Rosenwald in Washington, or General Superintendent Daryl Pesce in Chicago or transportation manager Mike Chandler in Los Angeles working as hard as they can to make Amtrak a better place, along with a number of their colleagues.



But, we’re not seeing a vision from the top, and we’re not seeing a plan for the future of Amtrak.



We’re seeing a lot of status quo, and a lot of scandal, like the retirement of former Amtrak Inspector General Fred Weiderhold, when it appears he may have been one of the few people who genuinely cared about the future of Amtrak and the ability of Amtrak to behave as an honorable company.



The good guys as Amtrak must be getting tired, and the bad guys at Amtrak seem to be keeping things as business as usual.



Wise gray heads like Gil Carmichael have presented a great gift to our nation with a vision of what passenger rail, in a healthy partnership with freight rail, can be in our country, right down to chapter and verse how to get it done.



But, Amtrak continues operating with an interim president and chief executive officer, and an under-populated board of directors.



Every president Amtrak has had since the departure of Graham Claytor over 15 years ago has spent more time either cleaning up the messes left by their predecessors, or following bankrupting dreams like Acela for the Northeast Corridor instead of creating and following a real business plan which doesn’t constantly rely on the generosity of others for annual funding.



Nobody wants to – or seems capable of – coming up with a realistic business plan calling for expansion, growth, and prosperity. All we see is the same song on a different page; more highly expensive, low revenue short distance corridors which are designed to financially fail.



Substantial new equipment orders seem to be an elusive myth; existing passenger cars continue to deteriorate and become less reliable.



Amtrak was a huge beneficiary of free stimulus money, and lots of projects were funded that needed to get done, but very few of those projects will actually produce any new revenue outside of the small number of out of service passenger cars and locomotives which will be put back into service.



So, the question remains, is Amtrak as a corporate culture interested in being a success?



The obvious answer is no. The anguish is Amtrak has such huge potential, but no desire to fulfill that potential. What a waste.







If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to



freetwa@unitedrail.org



You MUST include your name, preferred e-mail address, and city and state where you live. If you have filters or firewalls placed on your Internet connection, set your e-mail to receive incoming mail from twa@unitedrail.org; we are unable to go through any approvals processes for individuals. This mailing list is kept strictly confidential and is not shared or used for any purposes other than distribution of This Week at Amtrak or related URPA materials.



All other correspondence, including requests to unsubscribe should be addressed to



brucerichardson@unitedrail.org



Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.



URPA leadership members are available for speaking engagements.



J. Bruce Richardson

President

United Rail Passenger Alliance, Inc.

1526 University Boulevard, West, PMB 203

Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739

brucerichardson@unitedrail.org

http://www.unitedrail.org

Front Runner South Construction Update

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Greetings,



Construction is progressing on UTA’s FrontRunner South Provo to Salt Lake Commuter Rail line.

Below is the FrontRunner South construction update for August 22 – 28. To learn more about the FrontRunner South project, click here.



Area 16 — Downtown Salt Lake City to 4500 South (Murray)



Construction Activity:

There are no construction activities to report.



Traffic Impacts:

There are currently no impacts to motorists in this area.



Salt Lake Central Station:

Station complete.



Area 15 — 4500 South (Murray) to Wasatch Street/8000 South (Midvale)



Construction Activity:

Construction continues on bridges over eastbound I-215, Center Street (7800 South) and Wasatch Street (8000 South) in Midvale. These bridges will run parallel to existing Union Pacific Railroad bridges.



Crews will be pouring concrete for one of the I-215 bridge piers and removing shoring from another of the piers. Crews will form, tie rebar and pour concrete for one of the Center Street abutments and continue construction on one of its abutment walls. At Wasatch Street, crews will finish abutment wall construction.



Traffic Impacts:

On Tuesday evening, crews will be moving equipment across I-215 for a short period of time and on Wednesday morning the left lane will be closed on eastbound I-215 while crews pull remove shoring.



At Center Street there will be a sidewalk closure with flaggers in the area to assist area schoolchildren who may be crossing the street.



Murray Station:

No station construction activities to report.




Area 14 — Wasatch Street/8000 South (Midvale) to 14600 South (Bluffdale)



Construction Activity:

Progress continues behind Salt Lake Community College’s Miller Campus at 9800 South as crews construct a bridge that flies over the Union Pacific Railroad tracks. This is the area where FrontRunner will move from the east side to the west side of the tracks.



This week crews will be working on a fiber optic relocation at the flyover bridge.



Traffic Impacts:

Flaggers will be stationed at 144th South all week to direct truck traffic.



South Jordan Station:

Lightweight fill for the flyover bridge construction is being stored at the site of the future South Jordan park and ride lot.



Draper/Bluffdale Station:

The location of this future station is to be determined.



Area 13 — 14600 South (Bluffdale) to Thanksgiving Point (Lehi)



Construction Activity:

Crews continue to establish access in the Jordan Narrows north of Lehi. This week, crews will continue mass excavation and grade balancing work in the area, form, tie rebar and pour concrete for the outside ballast walls of the bridge over the Jordan River, and continue work on a wall being constructed at Union Pacific’s Mesa Siding north of Clubhouse Lane in Lehi.



Traffic Impacts:

There are currently no impacts to motorists in this area.




Area 12 — Thanksgiving Point (Lehi) to Main Street (American Fork)



Construction Activity:

At Thanksgiving Point, Union Pacific has been cut over temporarily to the UTA main line to allow for construction to continue on the pedestrian tunnel located under the tracks. This week, crews will form, tie rebar and pour concrete for the pedestrian tunnel floor slab.



In Lehi, crews will create access for construction of UTA bridges over 2100 North and the Lehi irrigation ditch at approximately 600 North. A temporary road will be built from 2100 North south along the corridor to accommodate bridge construction equipment. Crews will mobilize a crane in for construction at the Lehi irrigation ditch and drive H-pile for the north abutment this week.



Water and irrigation line work in the area continues between 1220 North and 500 West and at Millpond Road, and at Dry Creek near the Lehi Rodeo Grounds, crews will relocate power utilities.



Traffic Impacts:

In Lehi, Ashton Boulevard will be closed Tuesday through Wednesday morning and Executive Parkway will be closed Wednesday through Thursday morning.



Expect truck traffic near 2100 North as crews construct access for bridge construction.



To support utility work at 900 North there will be a lane drop with flaggers directing traffic.



Lehi Station:

Electrical conduit and curb and gutter work continues this week at the Lehi Station Park and Ride Lot.


Area 11 — Main Street (American Fork) to University Parkway (Orem)



Construction Activity:

Crews will continue clearing and grubbing the corridor from the American Fork River to 100 East and will be installing permanent fencing in this section as well as north to 100 West. Mass embankment work also continues between 100 East and 1100 South in American Fork and from 5200 North to 400 North in Vineyard.



Utility work continues this week near the American Fork Station and between 400 South and 800 South in Orem.



Traffic Impacts:

In American Fork, flaggers continue to be stationed at 100 East and 1100 South to direct truck traffic entering and exiting the corridor.



There will also be truck traffic by the Lindon Boar Harbor at 600 South.



American Fork Station:

Crews will continue to install water lines at the Park and Ride Lot this week and conduct signal work at the station site.



Vineyard Station:

No station construction activities to report.



Orem Station:

No station construction activities to report.



Area 10 — University Parkway (Orem) to Center Street (Provo)



Construction Activity:

Significant progress has been made in Area 10 along the Union Pacific Railroad corridor between University Parkway in Orem and West Center Street in Provo. Crews have prepared a path for FrontRunner by grading and clearing the right-of-way and relocating water lines. Drainage and irrigation installations are generally complete in this area, and main line earthwork has been finalized from University Parkway to 2000 South in Orem and from the Provo River bridge to 500 West in Provo.



Between University Parkway in Orem and 2000 South in Orem, crews will balance the grade and conduct mass excavation work. In Provo, utility work will take place at 2800 West and 2000 North.



Earth and track work continues this week in Provo with sub grade prep work taking place between 1680 North and 820 North, mass embankment work taking place from 820 North to the Provo River bridge, and track construction and ballast stockpiling taking place between the Provo River bridge and 900 West.



Traffic Impacts:

Flaggers will be directing truck traffic at 820 North in Provo.



Provo Station:

At the station site, crews will form and tie rebar for a stem wall.




Thanks again for your interest in the FrontRunner South project. If you have construction-related questions, please call our 24-hour construction hotline at 1-888-800-8854. If you have specific questions about the FrontRunner South project, my contact information is listed below.

Regards,

Marc Bowman
UTA Community Involvement Specialist
www.rideuta.com
801.236.4784

Mid Jordan TRAX Construction Update

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Mid-Jordan Light Rail TRAX Construction Update: August 21, 2009*

Please forward this information on to others that would be interested.

*This schedule is subject to change due to weather, materials issues, or unanticipated utility conflicts.



Bangerter Bridge

Activity: Median and bridge work. Traffic Impacts: From 9:00 am through 4:00 pm on 8/21 Friday and 8/24-8/28 (Monday-Friday), the centermost north and southbound lanes of Bangerter Highway will be closed to accommodate bridge work. The median will remain closed through August to accommodate median work.




Sugar Factory Area

Activity: Please be aware that flagging operations will be taking place intermittently through August at 2700 West near the tracks to accommodate construction vehicles; please follow flagger’s instructions.



Activity: Please be aware that flagging operations will be taking place intermittently through August at 3200 West near the tracks to accommodate construction vehicles; please follow flagger’s instructions.




Old Bingham Area

UPDATED Activity: Roadway and intersection reconstruction. Traffic Impacts: From 8/31-9/4 (Monday-Friday), traffic on Old Bingham Highway near 5200 West will be shifted to the north to accommodate roadway reconstruction.



Activity: Roadway finishing. Traffic Impacts: From 8/31-9/11 (Monday-Friday), 4800 West will be subject to a lane reduction near the railroad tracks to accommodate shoulder work.



Activity: Signal work and roadway finishing. Traffic Impacts: Through 8/28 (Friday), except over the weekend, 5200 West will be subject to a lane reduction near the railroad tracks to accommodate shoulder work.



Activity: Roadway work on 9000 South near Old Bingham Highway. Traffic Impacts: Traffic will be shifted to the south side of the roadway on 8/24-8/29 (Monday-Saturday). Please be aware that Old Bingham Highway will also be closed at 9000 South during this time. It is anticipated that this area may be open during the weekend of 8/22 and 8/23. Trucks may use 4800 West to access 9000 South.



Activity: Please be aware that flagging operations will be taking place intermittently through 2009 at 4800 West near Old Bingham Highway to accommodate construction vehicles. Please note that left turns are allowed from the through lane; please follow flagger’s instructions.



Activity: Please be aware that flagging operations will be taking place intermittently through 2009 at Wasatch Meadows Drive near Old Bingham Highway to accommodate construction vehicles. Please note that left turns are allowed from the through lane; please follow flagger’s instructions.



Activity: Please be aware that flagging operations will be taking place intermittently through 2009 at 5200 West and the railway to accommodate construction vehicles.



Activity: Utility work is currently ongoing. Traffic Impacts: Shoulder work with possible lane restrictions.




Gardner Village Area

NEW Activity: Bridge work. Traffic Impacts: One centermost lane in each direction will be closed through mid-September. Please be aware that the speed limit has been reduced to 35 mph through the construction zone and violators will be ticketed.



NEW Activity: Girder delivery at 7800 South bridge. Traffic Impacts: Girder delivery is anticipated to be at the end of the week of 8/23 or the beginning of the week of 8/30. This work will require lane reducations and/or lane shifts. More information will be posted as delivery nears.



Activity: Bridge work. Traffic Impacts: Beginning 8/28-8/30 (Friday-Sunday) 700 West will be closed at the bridge between 7800 South and 7200 South to accommodate pile driving. Please be aware that business access will remain open, but through-traffic along 700 West will not be able to pass under the bridge.



Activity: Construction on the Jordan River TRAX bridge. Traffic Impacts: The Jordan River Parkway Trail near approximately 7500 South will be intermittently detoured through August 2009. Please be aware that the detour does cross a live railway track, and as such, the detour will be closed daily from 7:00 p.m. to 7:00 a.m. when freight is actively running on the track. Please plan accordingly.



Activity: Access to Gardner Village from the Jordan River Parkway Trail is closed through August 2009.




Cottonwood Area



UPDATED Activity: Handrail installation. Traffic Impacts: Winchester Street will be subject to one-lane restrictions with flagging operations 9/3 (Thursday) and 9/4 (Friday) for safety.



Activity: Bridge work at 7200 South and approximately 600 West. Traffic Impacts: South sidewalk will be closed on 8/24 (Monday) and 8/25 (Tuesday).






If you have any construction-related questions or concerns, please call the construction hotline at (888) 550-2211.



If you have any questions or concerns regarding the project, please let me know.



Marc Bowman

Community Involvement Specialist

Utah Transit Authority

801.236.4784

mbowman@rideuta.com

Airport TRAX Line Construction Update

Image by Michael Jozwiak via Flickr

Construction progress continues on the Airport TRAX Line. To keep business and traffic impacts to a minimum, this six-mile project has been separated into seven construction “reaches,” or segments. The map below shows each construction reach in a different color, starting with Reach 1 in dark red by the airport and ending with Reach 7 in light green on the east end of the project.

A description of what is happening in each area is listed below. If you need further construction information, please call our toll-free 24-hour hotline at (888) 800-8854.



Reach 1

Reach Description: Reach 1 is the area that extends from Terminal One at the Salt Lake City International Airport on the side of the Airport Access Road to the surplus canal bridge just north of the Wingpointe Golf Course.



Current Construction: Currently, construction is not taking place.



Upcoming Construction: Heavier construction is anticipated Summer 2009.



Traffic Impacts: Currently, there are no traffic impacts.



Reach 2

Reach Description: Reach 2 extends from the surplus canal bridge just north of the Wingpointe Golf Course along the Airport Access Road fence line to 2400 West.



Current Construction: Currently, crews are working near 2400 West and the airport fence line to clear the way for TRAX. Access is being maintained through this area.



Upcoming Construction: Construction near 2400 West and the airport fence line will continue as crews stabilize the soil in preparation for the guideway embankment.



Traffic Impacts: Access is being maintained.



Reach 3

Reach Description: Reach 3 extends from 2400 West along North Temple to I-215. This is the reach where TRAX will move from the side of the road to the center of North Temple.



Current Construction: Currently, construction is not taking place.



Upcoming Construction: Heavier construction is anticipated Fall 2009.



Traffic Impacts: Currently, there are no traffic impacts.



Reach 4

Reach Description: Reach 4 extends from I-215 to just east of Redwood Road on North Temple. TRAX will be center running and will include a station located at approximately 1950 West. Access to the many businesses and governmental organizations will be maintained.



Current Construction: Currently, construction is not taking place.



Upcoming Construction: Heavier construction is anticipated Spring 2010.



Traffic Impacts: Currently, there are no traffic impacts.



Reach 5

Reach Description: Reach 5 extends from just east of Redwood Road on North Temple to the Jordan River. TRAX will be center running and includes a station at 1500 West. Access to the many businesses and office complexes will be maintained.



Current Construction: Currently, construction is not taking place.



Upcoming Construction: Heavier construction is anticipated Spring 2010.



Traffic Impacts: Currently, there are no traffic impacts.



Reach 6

Reach Description: Reach 6 extends from the Jordan River to I-15 along North Temple. TRAX will be center running and will include two stations located at approximately 1100 West and 800 West. Access to the many businesses and the State Fairpark will be maintained.



Current Construction: Currently, construction is not taking place.



Upcoming Construction: Construction will begin on the Jordan River Bridge after the State Fair in September. The majority of heavier construction is anticipated Spring 2010.



Traffic Impacts: Currently, there are no traffic impacts.



Reach 7

Reach Description: Reach 7 is the area where the Airport Line will connect with the current north/south TRAX Line at the Arena Station. This reach extends from I-15 to 400 West along North Temple and turns south on 400 West, proceeding to South Temple. Access to offices and the Gateway will be maintained.



Current Construction: Currently, construction is not taking place.



Upcoming Construction: Heavier construction is anticipated Winter 2010.



Traffic Impacts: Currently, there are no traffic impacts.






General Information



Access during Construction

UTA is committed to maintaining 24-hour access to all of the businesses and residences along the construction corridor. We will coordinate with businesses in cases where access may be temporarily limited.



Construction Hours

Construction is permitted to take place between 7 a.m. to 7 p.m. Monday through Saturday. Additionally, specific activities may require different working hours depending upon conditions and will be coordinated with city officials.



Construction Tours

If you are interested in learning more about the construction project, please call our toll-free 24-hour hotline at (888) 800-8854.



For More Information

Timely and helpful information is available to assist business and residential communities, as well as commuters and stakeholders.



If you have questions or comments regarding the project, please contact our toll-free 24-hour hotline at (888) 800-8854 or e-mail tcamp@rideuta.com. You can also visit UTA’s Web site at www.rideuta.com.



Please note that construction information provided is subject to change.

West Valley TRAX Construction Update

Image by Eric Hamilton via Flickr

Construction progress continues on the West Valley TRAX Line. To keep business and traffic impacts to a minimum, this five-mile project has been separated into seven construction “reaches,” or segments. The map below shows each construction reach in a different color, starting with Reach 1 in light green on the south end of the project and ending with Reach 7 in dark green on the north end.

A description of what is happening in each area is listed below. If you need further construction information, please call our toll-free 24-hour hotline at (888) 800-8854.





Reach 1

Reach Description: Reach 1 is the area along Constitution Boulevard (2700 West) from West Valley City Hall at 3600 South extending north to 3100 South. This area includes both large and small businesses, as well as many residents. Access to all businesses and residences will be maintained throughout construction.



Current Construction:

· Crews completed the majority of work on the east side of Constitution Boulevard ahead of schedule and are now focusing on the west side of the roadway. Traffic is now operating on the east side of Constitution Boulevard. Please support the businesses in this area currently experiencing heavier construction.

· Progress continues on the station platform between West Valley City Hall and the Public Safety Building. Pedestrian access is being maintained between West Valley City Hall and the Public Safety Building. Please look for directional signage.







Construction at the West Valley City hub is estimated at 60% complete







Construction on Constitution Boulevard is now estimated at 50% complete



Upcoming Construction:

· Crews will continue to replace fencing on the west side of Constitution Boulevard with temporary fencing.

· Crews will be installing rail in the tail track area near West Valley City Hall.



Traffic Impacts: Traffic on 2700 West between 3100 South and 3500 South is operational on the east side of the road. Please be mindful of construction crews and obey posted speed limits.



Reach 2

Reach Description: Reach 2 is the area along 3100 South from Constitution Boulevard to Decker Lake Drive. The E Center and a few other businesses are located in this reach, as well as residents on either side of 3100 South. Access will be maintained throughout construction and we will work with the E Center to coordinate our efforts so you can continue to visit the great events they have to offer. When TRAX is completed along 3100 South, it will operate on the south side of the roadway.



Current Construction: Crews continue to build the TRAX bridge approach between Maple Way and I-215. Work also continues on the actual bridge crossing I-215 south of 3100 South. Utility work also continues at the E Center.



The I-215 Bridge is now estimated at 90% complete



Work on 3100 South is now estimated at 60% complete



Upcoming Construction:

· Nighttime construction is taking place on the TRAX bridge over I-215 on the south side of 3100 South. Noise impacts are anticipated to be minimal. Residents are encouraged to call the 24-hour hotline number at (888) 800-8854 with questions or concerns.



Traffic Impacts: Currently there are lanes restrictions on 3100 South; however, access is being maintained.



Reach 3

Reach Description: Reach 3 is the area along Decker Lake Drive from 3100 South to Research Way (2770 South) and running east to Redwood Road. This area includes many commercial office buildings with thousands of employees who access this area on a daily basis. We will continually work with businesses to ensure access is maintained.



Current Construction: Decker Lake Drive is now closed for three months to accelerate the TRAX construction schedule. Access is being maintained through the detours listed below. Businesses are encouraged to call the hotline at 888-800-8854 if issues arise.


Reach 4

Reach Description: Reach 4 runs through the Chesterfield residential area along 2770 South and proceeds along the Decker Lake Canal and the Crosstowne Trail. We will work with residents to ensure a safe working environment that provides access to their properties throughout construction.



Current Construction: Significant work has been accomplished in the Chesterfield area. Crews continue to place ballast and rail throughout this area. Rail has been installed at the Lester Street crossing between Claybourne Avenue and Southgate Avenue.



Upcoming Construction: Construction on the eastbound track will begin toward the end of July. We appreciate your patience.



Traffic Impacts:

· The Crosstowne Trail along 2770 South just east of Redwood Road to the Brighton Canal has been paved but will remain closed until TRAX is completed in this area.





Reach 5

Reach Description: Reach 5 includes construction along 1070 West in the Chesterfield industrial area. This reach will include one bridge structure over the Jordan River and another over 900 West.



Current Construction:

· Water line work continues on the east side of 1070 West until mid September.

· Work continues on the Jordan River bridge and pedestrian and bike tunnel.



Upcoming Construction: After utility work is complete in this reach, crews will begin work on the curb, gutter and roadway on the west side of 1070 West, which should last until the end of the summer season. Construction is anticipated to take place for the next several months.



Traffic Impacts: As construction proceeds, there will be lane restrictions, although access will be maintained.



Reach 6

Reach Description: Reach 6 runs through the Union Pacific Railroad’s Roper Yard area. Although there are no businesses and residences, extensive coordination will take place to ensure that freight deliveries and other train travel is maintained. Reach 6 includes plans for an extensive bridging system that will enable TRAX to operate over other train traffic.



Current Construction: Significant progress continues on the TRAX bridge structures over the Roper Yard area near 2200 South and 600 West. Crews are also excavating the TRAX guideway just south of SR 201 between the Jordan River and 900 West. Construction is proceeding just east of 900 West along the south side of SR 201.



Upcoming Construction: Crews continue to work on the TRAX bridge structures. Coordination will continue with the Union Pacific Railroad to install utilities and bridge structures.



Traffic Impacts: Not applicable. This is a Union Pacific Railroad work area.



Reach 7

Reach Description: Reach 7 is the area where the West Valley Line will connect with the current north/south TRAX Line. Construction will take place along Andy Avenue in South Salt Lake. Crews will closely coordinate activities with businesses to ensure access is maintained.



Current Construction: Roadway construction is currently underway along Andy Avenue. We thank businesses for their support during this phase of construction.



Upcoming Construction: Roadway work will continue on Andy Avenue throughout the next few weeks. Crews will then work on the waterway and slope protection under I-215.



Traffic Impacts: Flaggers are on sight to direct traffic and access will be maintained during construction

Access during Construction

UTA is committed to maintaining 24-hour access to all of the businesses and residences along the construction corridor. We will coordinate with businesses in cases where access may be temporarily limited.



Construction Hours

Construction on the project is permitted to take place between 7 a.m. to 7 p.m. Monday through Saturday. Additionally, specific activities may require different working hours depending upon the conditions and will be coordinated with city officials.



Construction Tours

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For More Information

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If you have questions or comments regarding the project, please contact our toll-free 24-hour hotline at (888) 800-8854 or e-mail tcamp@rideuta.com. You can also visit UTA’s Web site at www.rideuta.com.



Please note that construction information provided is subject to change.

This Week In Amtrak

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This Week at Amtrak; August 19, 2009



A weekly digest of events, opinions, and forecasts from



United Rail Passenger Alliance, Inc.

America’s foremost passenger rail policy institute



1526 University Boulevard, West, PMB 203 • Jacksonville, Florida 32217-2006 USA

Telephone 904-636-7739, Electronic Mail info@unitedrail.org • http://www.unitedrail.org





Volume 6, Number 31



Founded over three decades ago in 1976, URPA is a nationally known policy institute which focuses on solutions and plans for passenger rail systems in North America. Headquartered in Jacksonville, Florida, URPA has professional associates in Minnesota, California, Arizona, New Mexico, the District of Columbia, Texas, New York, and other cities. For more detailed information, along with a variety of position papers and other documents, visit the URPA web site at http://www.unitedrail.org.



URPA is not a membership organization, and does not accept funding from any outside sources.



1) The lack of intellectual honesty when preparing reports apparently goes far beyond Amtrak. We know Amtrak’s P.R.I.I.A. Section 226 Gulf Coast Service Plan Report for restoring passenger rail service east of New Orleans and into Florida was fatally flawed and intellectually dishonest in addition to being insulting to anyone who is serious about passenger rail. Everyone is waiting to see what Amtrak will come up with for the Pioneer route restoration report which was originally due last week, and the North Coast Limited route restoration report which should also be due in the next few months.



Amtrak has other reports in the hopper, but keeps putting off the release of them declaring they are just too very busy and just can’t get them completed, mostly because the dog ate their homework.



This space frequently features the work of Ken Orski through Innovation NewsBriefs, from www.innobriefs.com. Here is Volume 20, Number 15, hot off the presses. While Mr. Orski does not specifically refer to Amtrak in his important report, he does reflect what is going on in Washington overall in transportation and the alarming trend of intellectual dishonesty in reports which are allegedly done for the public good.



[Begin quote]



August 18, 2009



A Tendentious Report Has the Transportation Community Up in Arms



While the nation at large and the political community are consumed by the current debate about health care, another controversy is being played out on a smaller stage but with no less intensity. The object of the controversy is a recently released report entitled “Moving Cooler.” The report, unveiled with great fanfare on July 28 before a large gathering of the Washington environmental community, purports to estimate the potential reductions in greenhouse gas (GHG) emissions that can be achieved from surface transportation. The report’s authors conclude that a combination of strategies and policy actions involving changes in vehicle and transportation system operations, travel behavior, land use patterns and level of transit service could reduce annual GHG emissions by up to 24 percent from the expected baseline levels in 2050. The authors further maintain that with "strong economy-wide pricing measures" (read, VMT fees and PAYD insurance), annual GHG emissions could be reduced by up to 47 percent.



The report was commissioned by a group of sponsors and written by a well-known transportation consulting firm, Cambridge Systematics. Sponsors included two environmental advocacy groups (Environmental Defense Fund and Natural Resources Defense Council), several foundations, the American Public Transportation Association, the Urban Land Institute, ITS America, Shell Oil Company and three government agencies – Federal Highway Administration, Federal Transit Administration and U.S. Environmental Protection Agency. The American Association of State Highway and Transportation Officials (AASHTO), one of the original sponsors, withdrew its support after concluding that the study "did not produce results upon which decision-makers can rely." Specifically, AASHTO expressed concern that decision-makers could be led to rely on the study’s conclusions "without understanding the drastic steps that would have to be taken" to achieve the promised reductions.



At an August 13 meeting convened by AASHTO to discuss the report, many of the study assumptions were described as "extreme, unrealistic and in some cases downright impossible." A list of 37 specific issues challenging the report’s methodology and requiring clarification was presented by a team of researchers that analyzed the study. Transportation professionals reached after the meeting were equally blunt. "This is an advocacy document pure and simple, couched in the form of a pseudo scientific analysis," one state DOT official told us. Other transportation professionals, speaking on background, criticized the study as "not meeting scientific standards," "using implausible assumptions," "failing to adequately disclose key analytical assumptions," "lacking in objectivity," " a deeply flawed analysis," and "following a questionable peer review process."



Precisely what kind of assumptions did the report use to warrant such a severe condemnation? Here is a partial list of measures assumed by the report’s authors that would be needed to achieve the estimated reductions:



• Institute tolling of all interstate intercity highways throughout the U.S. by next year (2010). Minimum toll would be 5 cents/mile. As the presentation to AASHTO pointed out, this would require immediate Federal legislation to authorize tolls and a massive crash effort to install toll equipment on these highways within the next year. The tolls would likely shift some traffic to other roads and hit rural areas hardest. According to the analysis, a 5 cent/mile toll would be equivalent to increasing the gas tax for interstate trips by $1.10/gallon for vehicles that get 22 MPG and $1.75/gallon for high-efficiency vehicles.



• Impose congestion pricing in 125 metropolitan areas, at 65 cents per mile. The presentation to AASHTO pointed out that a 20-mile round-trip commute trip would cost an additional $26 each day . Service workers and delivery vehicles could face much higher increased costs. The top 125 metro areas where congestion pricing would be imposed include such small urban areas as Canton, OH; Jackson, MS; Flint, MI; Modesto, CA; Greenville, SC; and Lancaster, PA.



• Impose or significantly increase parking fees in the CBD and require $400 biennial residential on-street parking permits



• Reimpose a national 55 mph speed limit



• Invest $1.2 trillion over 40 years in expanding urban transportation. Increase transit operating subsidies by next year to allow transit fares to be cut by 50% in all regions.



• Increase highway capacity above the baseline by either $640 billion ("aggressive deployment") or $1.2 trillion ("Maximum deployment") over 40 years.



• Add bike lanes and paths at 1/4 mile intervals in high density areas (more than 2,000 persons/square mile.)



• Require at least 90% of new development to be in compact, pedestrian- and bicycle-friendly neighborhoods with high quality transit. The report notes that the land use measures "may require strong regional land use planning and oversight agencies,... may result in higher housing prices and...some people might need to live in smaller homes or on smaller lots than they would prefer."



While the report’s authors acknowledge in the body of the report that implementing the strategies at their "maximum deployment level" would require a major shift in national attitudes and political will, the presentation and press releases distributed at the July 28 report rollout ignored this caveat. They also ignored the report's conclusion that lower emission reductions would be achieved at less intensive -- and more realistic-- levels of deployment. Thus, an impression may have been created, says Allen Biehler, Director of PennDOT and AASHTO’s President, that emission reduction targets in the range of 24 to 52 percent are reasonably achievable. This, in turn, could lead to their adoption in EPA rulemaking and legislation pending in Congress.



Environmental sources contacted for this story allege that the threat of climate change is no less urgent than the threat of air pollution was 30 years ago, and the means to combat it happen to be largely the same: reduce reliance on and volume of automobile travel, greatly expand public transit, support nonmotorized travel (biking and walking), and change development patterns to achieve more compact "walkable" communities. They had to be reminded that improvements in air quality over the last 30 years have been almost entirely achieved through changes in vehicle and fuel technology and not through changes in travel behavior and land use patterns. Indeed, urban air pollution has been substantially reduced from its 1970s levels despite rising vehicle-miles of travel (VMTs) and continued dispersal of homes and jobs.



Be that as it may, the present controversy is not about challenging the legitimacy of the emission reduction strategies advocated in the "Moving Cooler" report. It is, rather, about using allegedly flawed analysis and unrealistic assumptions that could mislead policymakers and the public and raise unreasonable expectations about how much progress can be achieved using these strategies. Evidence from the last 30 years shows that "travel demand management" and "smart growth" have been largely ineffective as a means of reducing auto dependency and automobile trips. There is thus good reason to question whether these two strategies, applied in a reasonable manner, would be any more effective in reducing future vehicular-based GHG emissions.



Lance Neumann, President of Cambridge Systematics, the consulting firm that authored the report, responds:



Unfortunately, there has been considerable misinformation circulated regarding the Moving Cooler study. Contrary to some reports, Moving Cooler does not advocate for any particular approach to reducing GHGs, nor does it assess the political feasibility or the overall merit of the strategies examined. Rather, it presents estimates of how much GHGs might be reduced for a very large number of measures and under a very wide range of assumptions about how aggressively they are implemented. For Moving Cooler, organizations with varying perspectives were invited to join the steering committee, and members collaborated in selecting the specific measures and the range of implementation assumptions for each measure to estimate strategy effectiveness in reducing GHGs. It is intentional that the implementation aggressiveness of each measure reflected a wide range of assumptions.



Given the range of measures and implementation scenarios examined, it is not surprising that AASHTO disagrees with some of the assumptions used. Many members of the Steering Committee also disagreed with some of the implementation assumptions that were evaluated. However, there was consensus among Steering Committee members that exploration of the strategies under the range of assumptions defined was a worthwhile exercise to inform public debate. We believe that Moving Cooler provides additional objective information to inform the debate, whether you agree with all of the assumptions or not.



It should also be noted that, although the study did not explicitly analyze fuel efficiency, it did use for its baseline forecasts more aggressive estimates of future fuel efficiency improvements than were used by the Department of Energy in its forecasts of future fuel efficiency. So, Moving Cooler analyses clearly acknowledge the absolutely critical role of fuel efficiency improvements in reducing GHG emissions.



Ed. Note: The Steering Committee that Mr. Neumann refers to included representatives of the American Public Transportation Association, the Environmental Defense Fund, the Federal Highway Administration, the Federal Transit Administration, ITS America, the Natural Resources Defense Council, the Shell Oil Company, the Urban Land Institute and the U.S. Environmental Protection Agency. Additional sponsors (but not members of the Steering Committee) included the Rockefeller Brothers Fund, The Rockefeller Foundation, the Surdna Foundation and The Kresge Foundation.



[End quote]



Mr. Orski paints a bleak, but factual picture. As anyone who has dealt with Amtrak over the years knows, question everything, challenge everyone, accept nothing at face value. Everyone has an agenda, and the days are gone when reports and other public documents can be factually made without an agenda shining through.



2) More mail continues to come into This Week at Amtrak’s e-mail box. Here is the latest; some of our correspondents like to share their thoughts on what would make Amtrak a better passenger rail system.



[Begin quote]



Bruce: Report on my recent and annual round trip to Denver from Eugene on the Starlight and Zephyr. I left Eugene on the 2nd of August and left Denver to return on the 9th. I had sleeping car accommodations on all legs. Standard bedrooms (roomette) out and deluxe room on the return.



Crews: All crews were pleasant, efficient and available when needed. I'd give the crews a 90% plus rating. Dining car crews 95%



Food: Adequate all things considered, the fish entree was especially good. Am still tired of the plastic plates and paper tablecloths. On the return Starlight on the 11th, I had lunch in the Pacific Parlour Car. A field greens salad with cold steamed green beans, marinated artichoke hearts and a very generous portion of sliced cold beef, well seasoned. Cloth tablecloth, plastic plate. This salad would make the grade at a very good restaurant.



Equipment: Diner lounge subbed for Parlour Car on the 2nd of August. Wine and cheese tasting now open to anyone on the train, $5 for sleepers and $10 for others. Changes the ambiance a bit, or maybe the idea of first class service.



On the return trip on the 11th Parlour Car on board. The 24/32 seats at the 6/8 tables for four (can't remember if its six or eight tables) are not available for card play or other seating until after lunch. They are set for breakfast the night before and set up for lunch as soon as breakfast is over. This only leaves the six cozy chairs and the benches with little bar tables (10 adults max) in the middle, or seating for 16 people until 1:30 or 2 in the afternoon. The car was cleared for the wine and cheese tasting people only on one trip, but not on another trip I took. When a friend and I sat down in mid morning at the tables for four we were informed of the seating ban. The same six people staked out the comfy chairs and sat in them most of the day. The attendant later offered to un-padlock the theater downstairs for us to use.



We were told at 11:00 P.M. the car was closed until 7:00 A.M. Some card players reluctantly went to their rooms, I went to the “comfy chairs” and read till 1:00 A.M. and was not asked to leave. We were told that after 11:00 P.M. we could go to the lounge car which was open all night (no attendant present). I asked why it closed, was told something about the attendant needing to do paperwork and company policy said it couldn't be done with passengers present.



NOW to the main question. If I have my dates correct, the first run of Superliner sleepers were completed in the late 70's, the second run in maybe 1983? Why has Amtrak not been able correct the problem on a number of the sleepers so the toilets will work above 3,000 feet in elevation? The middle sleeper on both trips had this affliction. A weary attendant a few years ago showed me how to reset the system by turning off the breaker for the waste system in the 480 volt panel, counting to 30 and turning it on again. This will get you from one to eight flushes before the system shuts down again. So I made it a habit to reset the system every time I left my room for some reason, so as to keep passenger dissatisfaction to a minimum.



Some attendants are good about regularly resetting the system, but others in the past have just told the folks to go to the downstairs toilets in the next car. OK, so I pay $2,000 or so for a long Chicago to Los Angeles trip in the family room downstairs, with an elderly parent, or the handicapped room for that matter. We are leaving Denver at 5,280 feet. I go into the toilet in my room and well you know ... I hit the flush button and nothing happens. I am supposed to live with the smell as well as go to the next car the next time all the way to California?



I wonder over the years how many tickets were refunded and other monetary concessions have been made to compensate for the problem? MY guess is that the money given to folks who will likely never travel by rail again and will bad mouth Amtrak, might have easily paid for the fix of the problem. On my return, the attendant in the middle sleeper told me that for the 15 years he has worked, this particular car has had only one vacuum pump instead of the designed two and a reset will give you just one flush. From what he said, I think he quit writing it up years ago.



On the positive side, ALL the cars on all four trains were adequately clean and fresh with just a couple of notable quirks. One of the doors in the cafe part of the lounge car didn't want to stay closed and latched. The attendant came out and hit it with his hip hard enough to latch it, which bowed it in at the latch at least four inches, I was surprised the door still fits at all. The other is a door issue also, on one of the doors to access the mechanism that operates the sliding door between cars, it wouldn't latch either. Well, I took a photo of the door, but it seems to have disappeared from the camera. It was a list by the attendants who had reported the door and for how many years.



On time status: Eugene to Martinez: Down 15 minutes to Martinez. I always ride south as far as the schedule allows and my attendant will OK, so I am not in the Sacramento station for as long of a layover. It is about 2.5 hours each way, so that is five less hours layover in Sacramento if you are taking the Zephyr east.

Martinez to Denver: one hour twenty minutes early into Denver. Detour through Wyoming because of track work in Colorado. I was notified in June for an August trip of the detour which misses the Colorado Rockies. I prefer the Wyoming route because as a kid I was a frequent rider of the City of Portland, Boise to Laramie. Arrived Denver one hour twenty minutes early, would have been close to three hours early if the wandering around the Denver yards to back in hadn't taken forever.



Denver to Emeryville: one hour early into Emeryville. Again, through Wyoming. Left Denver Union on time at 8:05 A.M., returned to Denver Union 30 minutes later after the dispatcher in Omaha started us up the track to the regular route. We finally left the Denver yards about 1.3 hours late, but arrived in Salt Lake four hours early with quite a few disgruntled passengers who weren't told they would miss the Colorado Rocky mountains, though the scenery through Wyoming and the Wasatch Mountains is amazing. Left Salt Lake City on time, were an hour an a quarter early into Winnemucka. Early into Reno about 45 minutes. Held the same over the top and ended up an hour early into Sacramento. We left Sacramento 45 minutes EARLY. Apparently they can do that because of the Capitol Corridor service that gives folks an option south every 20 minutes or so. Into Emeryville an hour early.



Emeryville to Eugene: On time or early all the way to Oakridge where we lost about 45 minutes, so were a bit late into Eugene.



On the whole, it was a very pleasant trip for most everyone, I guess except for the folks in the car with the toilets with the altitude challenges. Again, the crews were great, good sense of humor, many with 25 plus years of service. The on time was good for most people, though for myself as long as I don't miss a connection and they don't charge me for the extra time onboard, I don't really care if I am late.



Post Script: Is the report on the Pioneer that was released on August 10th available on the web somewhere? The Pioneer is the obvious missing diagonal link for passengers from the northwest to the southeast. All we need is a rail link from Denver to LaJunta and the hub would in place.



[End quote]



The report, originally believed to be out August 10th, still has not been released.



Here is a later addition to the above e-mail, from the same correspondent.



[Begin quote]



... Actually I started riding the City of Portland when I was six days old in September of 1950. Boise to Laramie two or three times a year ’til 1965. Then back and forth from the University of Wyoming when in college. Liked the Portland Rose also since it took longer.



My return of the Pioneer dream from years ago was the refurbish of the rest of the El Capitan high level coaches that Amtrak still owned in the 80's I think? An all coach train would be OK if not great. But, those coaches were full recliners, only, I think, 54 seats per car, Superliners are 70 something I think, but I digress as those cars are long gone.



I have traveled a lot of Amtrak miles since 1971. Such as it is, it is the only civilized way to travel. I just returned from a Eugene, Oregon (home) to Denver round trip that I take at least once or twice a year. This year the train was routed through Wyoming due to track work in Colorado. That cuts nearly 5 hours off the time to Denver. UP's track through Wyoming and Utah to Salt Lake City is mostly double tracked and is in fine shape. The scenery is pretty fine.



OK, my thoughts about the Pioneer (rename it the Portland Rose). It should have guaranteed connections to Portland from Seattle (with checked baggage) to Denver with a RAIL connection to La Junta, Colorado or Raton, New Mexico. This would allow a connection to the Southwest Chief. Currently that connection is made by a bus that leaves Denver at about 6:30 A.M., arrives in Raton at about 10:00 A.M. for an 11:30 departure on the Chief west to Los Angeles at around 11:30 A.M. East at maybe two in the afternoon if I remember right. Going the other way, the Zephyr gets to Denver from the east just a little too late to make the transition to the Chief. Depending on schedules, it then becomes the diagonal link for Seattle to Florida assuming the service east from New Orleans is returned. A note on the Raton, New Mexico/La Junta connection. I was told the New Mexico Rail Runner which currently goes from south of Albuquerque to Santa Fe explored the trackage right with BNSF up through Denver and into Montana. Don't know how true that is, but the possibilities are great since the north/south routes with Amtrak in the west are almost zero.



The most important points I see are:



1. Daily Service

2. Seattle all the way to Denver through Salt Lake City and Wyoming

3. Schedules that allow for reasonable connections at Denver with the Chief (via Raton?) and the Zephyr either in Salt Lake City or Denver or both?

4. Sleepers and full service dining.

5. Easy access from Nampa to Boise. I think the tracks from Orchard junction to Boise are gone.



If you look at Amtrak's U.S. map, the obvious missing link for the whole western system is Seattle to Denver. For me, a trip to Denver takes 50 hours counting layovers through California; 53 hours if I left from Portland. Looking at my 1968 copy of the Official Guide, on the City of Portland, Portland to Denver would be 25 3/4 hours assuming no train changes. If I add in 2.25 hours for Eugene to Portland, that would make 28 hours, making that trip about 25 hours faster. Not really a fair comparison because my old route does not go through Salt Lake City, but takes the Granger cut off, so I shall recalculate. Using the City of St. Louis for Denver to Cheyenne, that is 2.75 hours for 106 miles average speed 38.5 MPH, then Cheyenne to Salt Lake City on the City of Los Angeles, 10.25 hours/519 miles/50.6 MPH, Salt Lake City to Pocatello on the old No. 35 milk train 4.5hours/134 miles/29.7 MPH, Pocatello to Portland on the City of Portland, 13.25 hours/726 miles/54.8 MPH for a total trip, Denver to Portland of 1,585 miles in 30.75 hours for an average speed of 51.5 MPH.

Just for giggles, I looked up the same route that Amtrak uses today from Portland to Sacramento and Sacramento to Salt Lake City and Salt Lake City to Denver for miles and actual on train time. The results were surprising. We have all heard how padded the Amtrak schedules are and so on. So:



Amtrak, Portland to Sacramento, 637 miles, 16 hours

Southern Pacific “Cascade,” Portland to Sacramento, 715 miles, 15.5 hours



Amtrak, Sacramento to Salt Lake City, 745 miles, 16 hours

Southern Pacific, “Overland Route,” Sacramento to Salt Lake City, 18 hours



Amtrak, Salt Lake City to Denver, 570 miles, 15.5 hours

Denver and Rio Grande “California Zephyr,” Salt Lake City to Denver, 570 miles, 14.25 hours



Amtrak – Total Trip, 1,952 miles, 47.5 hours train time, speed 41 MPH

SP-D&RGW – Total Trip, 2,014 miles, 47.0 hours train time, speed 42.8 MPH



I have been curious and wanting to do these calculations for some time, ... gave me the impetus to do it. So, then the Pioneer will connect with the Zephyr at Salt Lake City for those connections to Chicago. If there is a checked baggage connection from Denver to Raton or La Junta, that makes Seattle/Denver/St. Louis/New Orleans possible. To me, the eastern missing diagonal link would be St. Louis/Atlanta/Savannah, which makes a decent routing from Seattle to the southern Atlantic coast. Do we dare hope?



That was fun.



[End quote]



And, one other TWA correspondent brought up this subject, referring to a TWA published earlier this spring regarding quick fixes to Amtrak’s system.



[Begin quote]



Speaking of long-hanging fruit – I mean, really low-hanging fruit – I never understood why the regional trains which terminate in downtown Chicago don’t simply extend their service to O’Hare airport.



This mainly applies to the Illinois regional trains (but not the Hiawatha), as well as to the Michigan routes which currently terminate at Union Station.



The trains, which enter the south side of Union Station, could use the tracks at Union Station which are by the river, which then continue north until the tracks connect to the northbound tracks out of Union. From there the trains could follow the Metra route to the O’Hare station, which then requires passengers to take either a short bus ride to the terminals or a shorter ride to the people-mover.

One would think that there would be quite a market for one-seat service to O’Hare. If inbound Amtrak passenger currently wish to go to O’Hare, they have to detrain downtown and then either take mid-day Metra service (which is generally hourly), take a cab, or hoof it over to the subway. If Amtrak explicitly marketed “One-seat direct from Springfield/Champaign/Grand Rapids/Detroit to O’Hare,” which only adds about 20 minutes to the train trip, I bet ridership would increase, and I bet that the cost would be minimal.



There has to be a really good reason why Amtrak can’t do this – it seems obvious. If I was running Amtrak I would figure out a way to do this. I wondered if you had any insight.



[End quote]



For those of us not completely familiar with Chicago and Chicago Union Station, well, this is an interesting idea. Any comments from other readers?







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J. Bruce Richardson

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United Rail Passenger Alliance, Inc.

1526 University Boulevard, West, PMB 203

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Telephone 904-636-7739

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