EXAMPLES OF REGIONAL PASSENGER

RAIL DEVELOPMENT IN NORTH AMERICA

Prepared for Lee Khan
Champ P3
A Paper by Carl H. Fowler, President
CHF RAIL CONSULTING LLC
178 Meadowrun Rd
Williston, VT 05495
railvt@together.net
1 (802) 310-3476

Amtraks HOOSIER STATE

Executive Summary
This is a review of recent developments in regional US passenger rail services. In
this summary, we highlight information on four services covered in greater detail
below, with observations on demographic and patronage changes. Regional
service has been the principal area of growth for the rail mode in the last
20 years, in contrast with Amtraks long-distance network. There have been new
starts run by Amtrak and local sponsors and several have been remarkably
successful.
Overall rail ridership on Amtrak grew in FY 2016 to over 31,000,000. This
contrasts with the depressed state of intercity rail when Amtrak began on May
1,1971. In 1972 Amtrak moved only 15,848,327 passengers. But the contrast is
most dramatic in recent years on regional trains. 2016 regional Amtrak ridership
was 14,709,344, disregarding the Northeast Corridor main line. That route added
another 11,990,847 riders! Amtraks FY 2016 performance report is on-line at
https://www.amtrak.com/ccurl/515/889/Amtrak-Monthly-Performance-ReportSeptember-2016-Preliminary-Unaudited.pdf . The DOWNEASTER from Boston to
Portland/Brunswick, ME provides a dramatic example. This train restored
service on a route that had been run for freight only for 31 years at the time of its
initiation in 2001. In its first years, annual ridership averaged between 250,000 and
300,000. For FY 2014 overall DOWNEASTER ridership was 536,524. Over 52,000
riders were generated on its new extension between Portland and Brunswick.
When the focus shifts to commuter rail, the results are even more
dramatic. The American Public Transport Association issues an annual ridership
summary. For 2015 non-Amtrak commuter rail generated 488,325,100 riders. By
contrast in 1990 there were 327,547,000 commuter users. The report can be seen
at
http://www.wikiwand.com/en/List_of_United_States_commuter_rail_systems_by_rider
ship
These results reflect several demographic and societal trends. The U.S.
Public Interest Group has released a fascinating study positing that Millennials are
responsible for a significant decline in driving and a shift in preferences to public
transport. Quoting from the report, Young people aged 16 to 34 drove 23% fewer
miles in 2009 than they did in 2001a greater decline than any other age group.
Americans drive no more miles than in 2004 and no more per person than in 1996.
On the other hand, Americans took nearly 10% more trips via public transportation
in 2011 than in 2005. This study is on-line at
http://uspirg.org/sites/pirg/files/reports/A%20New%20Direction%20vUS.pdf .
An interesting reflection of this trend can be seen in a report on Amtraks
HIAWATHA service between Chicago and Milwaukee. Elderly riders were the
most important rail demographic in the 1970s. FY 2016 ridership CHI/MKE reached
807,720. The make-up of that ridership is most promising for future growth. The
median age of all passengers was 40.9, but passengers under the age of 45
accounted for 59% of all riders. See
http://utcm.tamu.edu/publications/final_reports/Morgan_11-10-75.pdf.

These changing trends suggest very positive economic benefits for

individual states. Michigan studied the value of its state-supported Amtrak
network and found for 2008 over $62,000,000 in value-added from its Amtrak
services. See
http://www.michigan.gov/documents/mdot/MDOT_Michigan_Passenger_Rail_Station_
Community_Benefits_Study_299920_7.pdf .

New track is now being incorporated into highways. The Washington State
CASCADES line near Kelso, WA and several new light rail starts in southern
California are examples, as will be the new Cotton Belt Line in the Dallas area if it is
built. BART in San Francisco is also another example on its new extension to
Antioch. On the east-coast the new Washington D.C. Metro line to Dulles Airport
shares the median of the Dulles toll-road.

Front Runner Train at Ogden

Four of the systems profiled in more detail below provide particularly

useful insight into the evolving role of regional rail services.
Utah FRONT RUNNER: The state of Utah has opened a new regional rail service
along 88 miles of the Wasatch Mountains Front Range between Ogden (population
84,249 in 2013), Salt Lake City (191.180) and Provo (116,288). It offers very
frequent service daily except Sundays. It is notable that none of the enroute cities
reach a population of 200,000 residents. The FRONT RUNNER provides at least an
hourly clockwork timetable throughout the day from early morning to late in the
evening and can be used to go to evening dinners, concerts and shows. A strength
of the FRONT RUNNER is its close integration with the extensive Light Rail network
in Salt Lake City. Ridership has grown from 5800 per day during the first full year of
service in 2008 to a daily average in 2014 of 16,800.

Amtraks DOWNEASTER service: Amtraks most successful new route in the

northeast has been the DOWNEASTER, operating initially between Boston

(population 645,966 in 2013) and Portland. ME (66,318). In 2012 service was
extended north of Portland to the outlet mecca of Freeport, ME (7,879) and the
college town of Brunswick, ME (20,278). the DOWNEASTER has been scheduled to
provide both moderately long-distance commuter service from New Hampshire and
Maine coastal pints to Boston and regional same-day round-trip options. During the
first year of expanded service ridership on the Brunswick extension reached 52,000,
compared to projections of 36,000. For FY 2014 overall DOWNEASTER ridership was
536,524. The caf car is not operated by Amtrak. Instead a Portland caterer
supplies the staff and food. The menu spotlights regional specialties like Bostons
Legal Seafoods Chowder, Maine beers and unique deli-sandwiches.
Amtraks HOOSIER STATE: The HOOSIER STATE is a hybrid Amtrak/private
operator train. Since mid-2015 Amtrak has provided the engineers and conductors,
while Iowa Pacific supplies engines, coaches and the unique vista-dome
diner/Business Class car. The train uses Heritage Fleet 1950s coaches with large
picture windows, and more leg room. Passengers purchase cooked-to-order meals in
a dining car. The upgraded Business Class fare includes meals and all beverages. All
Business Class seats are in a vista dome car! August 2016 ridership was up 26%
from 2015, while same-month revenues grew 46%! A work in progress, but also a
fascinating experiment in partnerships improving service and revenues. IP hopes to
expand to 6 daily trains. Student advocacy and usage from Purdue University in
Lafayette (population 124,276) was critical to the successful argument to maintain
this route.
WESTSIDE EXPRESS Diesel Multiple Unit (DMU): WESTSIDE EXPRESS runs on
14.7 miles of the Portland and Western RR, between Beaverton and Wilsonville, OR.
Instead of running directly into Portland, it connects at Beaverton to the MAX Light
Rail system to the center city. Trains run every thirty minutes, but only during
weekday rush hours. Diesel multiple unit (DMU) cars are used. DMUs are a hybrid of
heavy and light rail technologies. They do not require locomotives, as extensively
upgraded tracks, nor the elaborate stations needed for traditional commuter
service. DMUs can even run in-the-street to enter center city areas. In Vermont
DMUs might be ideal for a Burlington area regional rail service. Lower costs

associated with DMUs allow for more frequent service. Trains could hub at Essex
Jct. for trips to St. Albans, Burlington and Montpelier. This has resonance for
Vermont, as the DMUs used on WES are of the same design as the cars which
Vermont had once planned to use on the VERMONTER.
More complete details on these and eight other interesting regional rail
services follows.

Bombardier-built cars on the RAIL RUNNER/FRONT RUNNER trains

Santa Fe, NM RAIL RUNNER Station

Amtraks DOWNEASTER to Maine

Westside Express DMU in Oregon

Examples of Regional Passenger Rail Developments in

North America
In the past twenty years a significant number of new passenger rail services have
started in North America. While some can be characterized as traditional commuter
rail services, most additionally offer regional service of real use to non-rush hour
travelers and in some cases aspire not to serve traditional commuters, but rather
vacation and more rural riders. Both conventional Heavy Rail services and Light
Rail options will be profiled. We will also review two examples of tourist-oriented
operations which also serve real transport needs beyond simply providing a train
ride. This report will examine examples of these new rail services and offer some
comments on their operations, including successes in opening new markets and
challenges in attracting or retaining ridership. The report will note some issues
involving local and national politics, but will not focus on these debates, as our
objective is to emphasize and contrast the variety of services offered.
Historically frequent rail service was believed to be limited to areas connecting
cities/metropolitan centers with well over a million residents. The intense commuter
rail networks around New York, Philadelphia, and Chicago are the classic examples.
But a few less populous areas also supported rail service. Boston (population
645,966 in 2013), Washington, D.C. (649,111) and Baltimore, MD (622,104) are the
most obvious examples here. It is also worth noting that the Boston network trains
also provide regionally useful service to Providence, R.I., while those from
Philadelphia offer options to the Wilmington, DE area as well. Washington, D.C. and
the Baltimore rail operators mutually serve both areas. We will focus primarily on
newer networks in this report and on services which provide rail options for markets
not entirely confined to the largest populations centers, or which serve both
intermediate big cities and rural areas. We will profile the following rail services:

New Mexico Rail Runner Express (Santa Fe-Albuquerque-Belen, New

Mexico)
Front Runner (Ogden-Salt Lake City-Provo, Utah)
North Carolina Piedmont Corridor (Raleigh-Greensboro-Charlotte)
Washington State Sounder and Cascades networks
(Seattle/Tacoma area and regional)
Expanded Maine Downeaster Amtrak service to
Brunswick/Freeport north of Portland)
Capitol Corridor (Sacramento-Oakland-San Jose, California)
Hoosier State (Indianapolis-Lafayette, Indiana to Chicago, IL)
Westside Express Diesel Multiple Unit (DMU) hybrid heavy/light rail
near Portland, OR

River Line DMU Hybrid heavy/light rail Trenton-Camden, NJ

Grand Canyon RY (Williams-Grand Canyon South Rim, Arizona)
Saratoga and North Creek Ry (Saratoga Springs-North Creek, NY)

New Mexico RAIL RUNNER Express Regional Rail

Beginning with authorization/funding in 2005 and opening in segments between
2006-2009, New Mexico launched a significant regional rail system combining both
commuter and rural/regional characteristics, using 97 miles of line. Included is both
existing trackage (acquired from the BNSF and Santa Fe Southern railroads) and 18
miles of entirely new line. The system serves the major population center of the
state Albuquerque (population 556,495 in 2013) from the smaller regional centers of
Santa Fe (69.976) and the small town of Belen (7239). RAIL RUNNER also serves
Native American Pueblos (and casinos) enroute.
Service is provided seven days per week. During weekday rush hours it is possible
to go to/from either Albuquerque or Santa Fe at times convenient to typical work
schedules. Additionally, mid-day trains are offered, facilitating shopper, sightseeing
and tourist ridership. There are closely integrated bus connections at many stations.
11 weekday trains run in each direction, 4 on Saturdays and 3 on Sundays. Fares
are kept very affordable, peaking at only $10 for the complete 97-mile journey
Belen to Santa Fe. Double-decker coaches, from the Canadian car-builder
Bombardier, are used, with comfortable seating and large picture windows.
Shuttles/coordinated busses are used for the last mile from rail stations to the
downtown areas in Santa Fe and Albuquerque.
This line is the first example in the United States in the 21 st century of a successful
new commuter rail service in the Rocky Mountain west. It was quickly followed by
the opening of the northern section of Utahs FRONT RUNNER between Salt Lake
City and Ogden (see below).
Central to the speedy construction/opening of the initial segment of the RAIL
RUNNER was the decision to use the existing BNSF (former Santa Fe Ry) mainline
between Belen, Albuquerque and Bernalillo, northeast of Santa Fe. This was still
well-maintained, active trackage, hosting Amtraks Southwest Chief and some
BNSF freights. BNSF had diverted most of its freight traffic to a longer, but less
steeply-graded route to the south, making it particularly receptive to the New
Mexico state purchase of the line (especially since BNSF and Amtrak retain trackage
rights as needed). Because there is only one Amtrak train daily and very limited
freight traffic, RAIL RUNNER was able to offer a good mix of trains throughout the
day without fear of freight train interference.
But perhaps the most unusual aspect of the RAIL RUNNER project was the
construction of an entirely new heavy-rail route directly into Santa Fe, using both a
completely new alignment for five miles and then a new line within the median of
highway I-25 to the outskirts of Santa Fe, finishing with upgraded track on the Santa
Fe Southern RR short line for the last few miles. The speed-limit is 79mph over most
of the route. Great western mountain and desert views abound!
Patronage has been good, but not spectacular. During an initial period in 2006 of
free ridership (but before opening all the way to either endpoint) ridership averaged
about 2500 passenger daily. This briefly dropped to only 1,000 per day after fares
were collected, but since the opening of the full network has grown to average
3,600 per day by the spring of 2010. 1,083,536 riders were carried in FY 2014.

Service times vary during the day. A more clockwork timetable is needed, plus
more trains out of rush hour.
Complete service details are available at http://www.nmrailrunner.com/

Utah FRONT RUNNER Regional Rail

The state of Utah has opened a new regional rail service along the Wasatch
Mountains Front Range between Ogden (population 84,249 in 2013), Salt Lake
City (191.180) and Provo (116,288). This line has many of the characteristics of the
New Mexico RAIL RUNNER, including utility for both rush-hour commuting and
rural/regional trips, and also offers very frequent service daily except Sundays. It is
notable that none of the enroute cities reach a population of 200,000 residents,
although in the Salt Lake City urban region there are just over a million residents.
The route crosses both city, industrial, suburban and rural areas.
FRONT RUNNEDR uses 88 miles of line, mostly on rights of way purchased from the
Union Pacific Railroad. Along most of the distance between Ogden and the outskirts
of Salt Lake City this is a new single track line built alongside the UP freight line,
with frequent passing tracks. Within the Salt Lake City terminal area some track is
shared with Union Pacific freights. South of Salt Lake City to Provo the Union
Pacifics former Denver and Rio Grande Western route is used. Here also much new
track was built next to the existing UP rails, but there is also shared track on this
segment with both UP freights and Amtraks important California Zephyr. As on
the RAIL RUNNER service the general speed limit (outside of stations/yards) is
79mph.
The FRONT RUNNER provides at least an hourly clockwork timetable throughout
the day from early morning to late in the evening and can be used to go to evening
dinners, concerts and shows. Trains run at the same time each hour in both
directions (and half hourly during the morning/evening rush hours). Fares are
reasonable, ranging between $2.50 for a short trip to a peak of $10.30 for the full
88 miles Ogden to Provo. Equipment is primarily the same double-decker coaches
from the Canadian Bombardier company as on the RAIL RUNNER, but Utah ridership
increases resulted in the acquisition of 25 older single-level coaches from New
Jersey Transit, which will be used in the interim until funding permits an order for
more of the higher capacity double-decker cars.
A particular strength of the FRONT RUNNER is its close integration with the
extensive Light Rail network in Salt Lake City at the main downtown station, located
near Temple Square. Salt Lake Citys Light Rail lines use both street running and
long sections of private rights of way (primarily former UP rail alignments) and
extend many miles into the suburbs, as well as to the Salt Lake City International
Airport. There are also same-station integrated bus connections at most stations, as
well as large park and ride lots at almost every stop.
Like the RAIL RUNNER the line is often quite scenic, with sweeping views of the
Wasatch Mountains, Utah Lake and the Great Salt Lake. With its utility for
commuters, regional business trips, shopping, shows, family and tourist travel, the
line has been a notable success. Ridership has grown from 5800 per day during the
first full year of service in 2008 to a daily average in 2014 of 16,800. There is
currently no Sunday FRONT RUNNER operation, although the connecting Light Rail
lines do operate seven days per week. Sunday operation is under active
consideration, and extensions are also under review.

Full details are available at http://www.rideuta.com/Rider-Tools/Schedules-andMaps/750-FrontRunner?page=UTA-Home-FrontRunner .

North Carolina Cities PIEDMONT Corridor Service (Joint

Amtrak/NC DOT)
While Amtraks national long-distance train network has not expanded in the late
20th/early 21st century, many regional areas have gained new services. Examples
range from Vermonts institution of the VERMONTER and its ALLEN EXPRESS trains
(once daily regional services) to the amazing growth of Californias San Francisco
Bay area service outlined below. One of the on-going success stories of Amtrak
regional growth is the expansion within North Carolina of trains between the cities
of Raleigh (population 431, 746 in 2013), Greensborough (279,639) and Charlotte
(792,682). This Emerging Corridor not only provides intercity connections, but
also serves smaller regional centers like Durham (245,475) and smaller towns like
Burlington (51,510) and Salisbury (33.604). The current schedule allows same-day
round trips to all points, but is not set up to provide classic rush-hour commuter
service, as the first train arrive after 900AM at end points. There is also no late
evening travel option.
Service began with a hybrid corridor/long distance train, the CAROLINIAN, in 1990,
which runs all the way from New York/Washington D.C. to Charlotte, a 704 mile run
accomplished in just over 13 hours. This train made a same-day trip possible from
Charlotte to all points east to Raleigh, but not in the reverse direction. In 1995 North
Carolina added a second corridor-only round-trip between Charlotte and Raleigh
timed to provide the same-day return in the Raleigh-Charlotte direction. This train
was given the name of the region through which it operates, the PIEDMONT. In 2010
a third train between Charlotte-Raleigh train was added at mid-day, which facilitates
part-day journeys. Now renamed the Piedmont Corridor, the route is to gain two
more round-trip trains in 2017.
When service began much of the track was without line-side block signals, had fairly
sharp curves, was mostly single track, with infrequent passing sidings, and the
speed limit over the central 73 route miles was only 59mph. Since 1990 Amtrak, the
US Department of Transportation, the North Carolina DOT and the Norfolk Southern
Railway have invested over $482,000,000 into improvements on this route,
resulting in an overall average operating speed of 79mph. This Emerging Corridor
is slotted for eventual 110mph speeds, if plans for an upgraded southeast network
from Washington, D.C. potentially all the way to Atlanta are implemented. This
concept, however, requires the complete rebuilding of the 102-mile rail route from
Norlina, North Carolina to Petersburg, VA, which was abandoned and track removed
over 20 years ago. For the present 79mph is likely to continue.
The North Carolina service uses both Amtraks Amfleet coaches on the
CAROLINIAN and rebuilt 1960s former Union Pacific, Kansas City Southern and US
Army coaches on the PIEDMONT trains. Ironically the 1960s cars provide a higher
level of comfort than the newer 1973-78 Amtrak Amfleet cars. This 50+ year old
equipment has spacious leg room, larger picture windows and an overall feeling of
traditional railway style. While the cars are only allowed to travel at an Amtrak
system top speed of 95 miles per hour (in contrast to 125mph for Amfleet) this is
not really a current issue, as speeds within the Raleigh-Charlotte Corridor do not
exceed 79mph.

Ridership has been good, growing from 62, 427 in 2009 to 161,487 in 2015. The
CAROLINIAN train offers a full-service Amtrak cafe-lounge car offering hot/cold food
and beverages and the option of upgraded Business Class or regular coach seats.
The PIEDMONTS are the only Amtrak trains in the country to offer a food service
from vending machines, located in a comfortable lounge car, but provide no
Business Class. Extensions longer-term west to Asheville and east to Wilmington are
being reviewed.
North Carolina offer a special website for this route at http://ncbytrain.org/ .

Washington State SOUNDER and CASCADES Networks

In Washington State a mix of regional commuter rail and longer-distance (but still
basically regional) Amtrak corridor trains has grown into a showcase network. This is
particularly remarkable, as commuter service was never offered in this area before
2000 and when Amtrak began in 1971 it operated more than one trip per day only
between Seattle and Portland.
The present SOUNDER commuter service and Amtrak CASCADES routes share the
track over the 73 miles between Everett (population 105,370 in 2013), Seattle
(652,403) and Tacoma (203,446). The CASCADES regional trains run over a 466-mile
network, including trains starting in Vancouver, B.C. (605,500) and running as far
south as Eugene, OR (159,190). All use tracks either owned by or purchased from
the BNSF/UP systems. The SOUNDER is supported by the Sound Transit Authority,
while the Washington (and Oregon) DOTs subsidize the CASCADES. We will review
these services separately.
SOUNDER service began in 2000 with two rush hour round-trips between Seattle
and Tacoma, timed only for travelers going to Seattle for work. This has now grown
to 11 weekday round-trips, allowing same-day rides to either destination. There is
no evening service. Service north of Seattle to Everett began in 2003 and has grown
to 4 daily round-trips, all timed for riders destined to Seattle. However, Amtrak
accepts some SOUNDER tickets on its two CASCADES trains between Seattle and
Everett, but this is really part of the Amtrak broader regional service outlined below.
SOUNDER trains run on weekends only for very limited special events like Seattle
Seahawks football games. The same comfortable double-decker Bombardier
coaches used in New Mexico and Utah are also in service here. Ridership is over
16,000 daily, but is heavily concentrated on the trains south of Seattle.
Amtraks CASCASES route provides two daily round-trips between Eugene and
Portland, OR (609,456), four round-trips between Portland and Seattle, and two
trains north of Seattle to Vancouver, B.C. In addition to connecting these moderately
large regional centers, the route serves numerous smaller regional towns like the
farming and lumbering town of Centralia, WA (16,600). Service timed for commuters
is only offered between Portland and Eugene (in both directions on weekdays.
Otherwise trains are timed to offer same-day round-trip options to all points, but not
for before 9:00 a.m. commuter-type arrivals. Longer term more Vancouver and
Eugene trains are already in the planning mix. Coordinated connecting Ambuses
add to patronage in both Washington and Oregon.
Much of the CASCADES route is stunningly scenic. Coastal and mountain views
abound. The trains use Spanish-designed Talgo cars, which tilt for comfort around
the frequent curves. Talgos offer much larger windows than on Amfleet regional
trains. Food service highlights regional menus in a dining car setting and there is
upgraded Business Class seating. The average speed-limit currently is 79mph, but
Washington hopes to raise it in stages to 90mph and ultimately 110mph in the next
decade.
This is one of Amtraks great success stories. Ridership on the CASCADES network
has grown from 94.061 in 1993 to 836,000 in 2012. Over $800,000,000 has been

invested here (mostly Federal Stimulus funding). Much work was needed to expand
capacity, as these are also busy freight corridors. This will allow a speed-up between
Seattle and Portland of 15-20 minutes and two added frequencies every day by
2018. Added Talgo trains also allowed more service. Trains too often sell-out now.
Full details for the SOUNDER are on-line at http://www.soundtransit.org/ . For the
CASCADES the special page is at http://www.amtrakcascades.com/ .

Expanded Maine DOWNEASTER Amtrak Service

Amtraks most successful new route in the northeast has been the DOWNEASTER,
operating initially between Boston (population 645,966 in 2013) and Portland. ME
(66,318). This route is unique in several ways. It is the only Amtrak line not directly
connected to the national Amtrak network, as it runs from North Station in Boston
and all other Amtrak trains run from Bostons South Station. When the
DOWNEASTER began in 1996 it restored a service the Boston and Maine Railroad
had dropped 31 years before in 1965. In 2012 service was extended north of
Portland to the outlet mecca of Freeport, ME (7,879) and the college town of
Brunswick, ME (20,278). Maine Central Railroad passenger service on this line had
ended in 1960.
From the start the DOWNEASTER has been scheduled to provide both moderately
long-distance commuter service from New Hampshire and Mine coastal pints to
Boston and regional same-day round-trip options to all points on the line. While new
Amtrak lines often begin with only a single daily train the DOWNEASTER provided
four frequencies in each direction at the tart of service and this has now grown to
five daily round-trips. The line offers pretty New England towns and near Portland
runs for a few miles along the beach and through beautiful marshes. Ridership has
been excellent both with business travelers and for family, school and vacation
trips. There are bus connections to northern Maine, but these are not well-timed for
rail riders to connect at Portland, even though a joint station is used. The 2012
expansion to Brunswick resulted in a substantial upsurge in ridership, even though
only two of the five daily trains run over the additional 29 miles north of Portland.
Same-day round-trips can now be made from all DOWNEASTER stations to Freeport,
the home of L.L. Bean and dozens of upscale outlet stores and to Brunswick, the
home of Bowdon College. During the first year of expanded service ridership on the
Brunswick extension reached 52,000, compared to projections of 36,000. For FY
2014 overall DOWNEASTER ridership was 536,524.
The DOWNEADSTER uses the standard Northeast Corridor 1970s Amfleet coaches,
but still has unique service aspects. Multi-ride tickets are sold. As on the
VERMONTER and ETHAN ALLEN Vermont trains, the upgraded Business Class
seating offers leg-rest seats, with two seats on one side of the car and only one on
the other side, for a very upscale ride. The DOWNEASTER caf car is not operated
by Amtrak staff. Instead a Portland catering company supplies the staff and food.
The menu spotlights regional specialties like Bostons Legal Seafoods Chowder,
Maine beers and unique deli-sandwiches. A special service on each train is the
presence of volunteer car hosts, who provide information on all enroute stops, offer
sightseeing commentary and can provide suggestions on restaurants and lodging.

Currently speeds on this route top out at 79mph. This is up from 60 mph when
service began in 1996. Trains in the 1930s once ran 110mph here! Future plans may
include expansion to Augusta, Auburn and Bangor. ME. Because there had been no
service for so many years, new stations had to be built at virtually all stops north of
Haverhill, MA. The recent completion of a servicing facility in Brunswick will lead to
an increase to three trains daily this winter and all five trips should run to Brunswick
by 2018 when a new passing track is built at Yarmouth, ME.
The DOWNEASTER has an excellent dedicated website at
http://www.amtrakdowneaster.com/ . This is a model for Amtrak regional routes,
offering not only complete schedule details, but also extensive travel, sightseeing
and trip suggestions for all points. The DOWNEASTER also provides special travel
packages including tickets for Boston sports events. North Station is co-located with
the TD Garden, home for basketball and hockey teams and special events.

Californias CAPITOL CORRIDOR (Sacramento-Oakland-San

Jose)
This route is the most successful new start in Amtrak history. When Amtrak began in
1971 only one tri-weekly train ran between San Jose and Oakland and it was without
direct connections to Sacramento, while another tri-weekly train ran OaklandSacramento. Although the frequencies later increased to daily, schedules did not
facilitate local use, as such long-distance trains were all too often late. In 1990
California passed bond issues providing an initial $105,000,000 to provide useable
corridor service here. In 1991 three daily trips began, running between Sacramento
(population 479,686 in 2013), Oakland (406,253) and San Jose (998,537). From the
start dedicated bus service ran from Emeryville to San Francisco (837,442) and one
train continued 17 miles east of Sacramento to Roseville (127,135).
Between 1999 and 2009 the CAPITOL CORRIDOR benefited from the exceptional
leadership of passenger rail expert Gene Skoropowski. Frequencies grew to 15
weekday/11 weekend round-trips between Sacramento and Oakland, with 7 of those
trains extended every day to San Jose. Ridership grew from Zero in 1990 to
1,474,843 in 2015! California purchased a fleet of very comfortable double-decker
coaches and caf cars. Skoropowski made a particular effort to improve relations
with the Union Pacific, the freight carrier whose lines the trains share. Particularly
stressed was open communication, coordination of passenger and freight schedules,
improving signals and adding tracks to improve capacity. The results in terms of
ridership and reliability have been remarkable.
The route also takes advantage of an unusual structure for its governance. The
California DOTs Caltrans Rail section provides the needed funding. Since 1998 day
to day management has been in the hands of a dedicated Capitol Corridor Joint
Powers Authority, made up of representatives from the local transportation districts,
county and city administrations along the route. This has given it an unusually
responsive leadership, emphasizing local responsibility, with a real sense of
ownership at the local level.
The route is surprisingly scenic, especially between Sacramento and Oakland, with
many miles directly along the upper San Francisco Bay. Enroute are really important

colleges, including the vital University of California campuses at Berkeley and Davis.
The south end serves the high tech cluster around San Jose and the Great America
theme park. Coordinated Ambus extensions facilitate access to multiple
destinations within San Francisco not reached by train itself and same-station BART
linkage is at multiple stations. All the cities along this route are below a million
residents, but they are closely spaced, and traffic congestion in the region is fierce,
which has enhanced the attractiveness of the service. Smaller towns like Martinez,
plus the integrated Ambus connecting network contribute many more riders.
Portions of the route are also served by Amtraks CALIFORNIA ZEPHYR and COAST
STARLIGHT long-distance trains and by the multiple-frequency San Joaquin Valley
Amtrak service, which connects at both Martinez and Sacramento to points as far
south by rail as Bakersfield and from there via Ambuses as far south as Los
Angeles, Long Beach, San Bernardino, San Diego and Las Vegas. The CAPITOL
CORRIDOR offers Ambus service from San Jose to Santa Cruz, Monterey, Salinas,
San Luis Obispo and Santa Barbara. From Sacramento Ambuses go to Reno/South
Lake Tahoe. Typically, over a third of California Amtrak rail riders use this Ambus
network. These Ambuses also interconnect the CAPITOL, SAN JOAQUIN and
PACIFIC SURFLINER corridors, accessing points several hundred miles beyond the
end of direct rail service.
Complete details are on-line at http://www.capitolcorridor.org/ .

HOOSIER STATE route between Indianapolis and Chicago

This is a unique experiment on the Amtrak network. The HOOSIER STATE train is a
hybrid Amtrak/private operator service. Since mid-2015 Amtrak has provided the
engineers and conductors for this route, while Iowa Pacific has provided the
engines, coaches and the unique vista-dome diner/Business Class car. We will
review the history of this line below. If it is ultimately viewed as a success it might
serve as the model for upgraded service on other short-distance Amtrak routes.
The 196 mile Indianapolis (population 852,866 in 2013) to Chicago (2,719,000) line
has long been served by the tri-weekly Amtrak CARDINAL from New York to Chicago,
which is circuitously routed through Washington, D.C, Cincinnati and Indianapolis.
This train was the only way for Amtrak to access its most important maintenance
shop at Beach Grove, IN, just south of Indianapolis. Running only tri-weekly Amtrak
found itself running many extra empty trains, in order to move repaired cars on the
four days each week the CARDINAL did not run. Amtrak solved this by running the
local HOOSIER STATE train those four days, to the same timings as for the
CARDINAL. From the start the Amtrak HOOSIER STATE was very Spartan, a coachonly train, never providing any food/beverage service. By contrast, on CARDINAL
days dining and lounge service was available, which confused many riders. What
was great service one day was just a seat the next! This daily service was
inconsistent to say the least!
The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) further
complicated the matter, mandating state subsidies within five years for Amtrak
routes under 750 miles. In 2014 Amtrak announced it would discontinue the
HOOSIER STATE if Indiana failed to subsidize it. Initially there was little interest by
Indianas government(s), but a very effective support group developed, mostly of

students at the important enroute college towns like Lafayettes (70,373) Purdue
University. The other small towns enroute, including Crawfordsville (15,995),
Rensselaer (5885), and Dyer (16,277), joined the chorus for continued service.
Reversing position, Indiana Governor Mike Pence invoked a heretofore unused
provision of the Amtrak law and asked for service bids from both Amtrak and other
rail operators. An initial assignment of the train to Corridor Capital LLC collapsed
when that operator was found not to have any useable equipment.
Ultimately a deal was reached with Amtrak and Iowa Pacific, a freight rail operator
with a sideline running tourist-oriented passenger trains. Iowa Pacific also owned a
sizeable fleet of serviceable 1950s cars and diesel engines to equip the route. The
ultimate contract retained Amtrak as the provider of operating crews, while IP
provided the cars/engines and the food service crew. The train is now far from
Spartan. Indeed, it may be the most luxurious short-haul train in the country.
The HOOSIER STATE uses Heritage Fleet 1950s coaches with large picture
windows, and more leg room than on Amtraks Amfleet. Passengers can purchase
cooked-to-order meals in a dining car. In the upgraded Business Class, the fare
includes meals and all beverages. All Business Class seats are in a vista dome car!
Initially loads were poor, but recently this has dramatically reversed. A third coach
has been added due to sold-out trips. August 2016 ridership was up 26% from 2015,
while same-month revenues grew 46%! This is a work in progress, but also a
fascinating experiment in partnerships improving service and revenues. IP hopes to
expand to 6 daily trains. Major investment will be needed to raise the 59mph speed
limit. The route to Chicago uses five different freight railroads. It could be simplified
if tracks removed 20+ years ago were restored.
The superb HOOSIER STATE website is at https://www.hoosierstatetrain.com/ .

Oregons WESTSIDE EXPRESS Diesel-Multiple-Unit hybrid

heavy/light rail line
Several self-propelled Diesel-Multiple-Unit (DMU) passenger lines have begun
around the United States on tracks which also serve freight trains. They are a hybrid
of heavy and light rail technologies. Their equipment must meet the very
demanding US crash-worthiness standards or they cannot mix with freight trains at
the same times. Yet they do not require locomotives, as extensively upgraded
tracks, nor the elaborate stations needed for traditional commuter service. DMUs
can even run in-the-street to enter center city areas, as the RIVER LINE does in
Camden, NJ. The Portland, Oregon WESTSIDE EXPRESS (WES) meets those crashrequirements and thus shares trackage throughout the day with the Portland and
Western freight line.
WESTSIDE EXPRESS runs on 14.7 miles of the Portland and Western RR, between
Beaverton and Wilsonville, OR. Instead of running directly into Portland, it connects
at Beaverton to the electrified MAX Light Rail system for rides to the center city.
Trains run every thirty minutes, but only during weekday rush hours. No trains run
mid-day, at nights or on weekends. Crews are employees of the P&W freight
railroad. Four DMUs from Colorado Railcar (CRC) make up the core fleet, with a

reserve fleet of two 1950s Budd Company-built Rail Diesel Cars (RDCs), bought
second-hand from the Alaska RR. These RDCs are used only for special events or
when the regular DMUs are down for service.
Ridership was initially low. In 2009 only 1150 riders were carried daily. But once
initial reliability problems with the DMUs were resolved and better marketing
implemented, this nearly doubled to 2100 passengers daily today. Now lack of
seating is a real issue on some peak hour trains. More DMUs may be needed and
there is discussion of extending WES south to Salem, OR. Off-peak/weekend service
could also be added, but to do that more passing tracks will be needed for P&W
freight operations.
Other DMU examples in North America are in the north suburbs of Dallas, TX, where
the 21-mile DCTA A train line uses US crash-safety compliant Swiss Stadler DMUs.
Connections to the Dallas DART Light Rail lines permit transfers into the center city.
The 21-mile Oceanside to Escondido, CA SPRINT line uses non-crash-compliant
DMUs and therefore freight service runs only late at night. A new fully crashcompliant line, the UP EXPRESS, has begun running in Toronto, Ontario, Canada
from Union Station to the airport, using crash-compliant DMUs built by the Japanese
Nippon Sharyo company. Identical equipment will soon begin service in Marin and
Sonoma Counties in California, operating as SMART RAIL. There is also a short noncompliant DMU line in Ottawa, Ontario, which is currently undergoing a complete
upgrade/rebuilding, as part of the construction of the Canadian capitols new Light
Rail network. It will gain crash-compliant new DMUs as a result.
In Vermont DMUs might be ideal for a Burlington area regional rail service. Lower
costs associated with DMUs allow for more frequent service. Trains could hub at
Essex Jct. for trips to St. Albans, Burlington and Montpelier. The infrequent freight
service on the New England Central/Vermont Rail lines can be easily
accommodated. This has particular resonance for Vermont, as the DMUs used on
WES are of the same design as the cars which Vermont had once planned to use on
the VERMONTER. CRC went bankrupt before Vermont could proceed. But the cars
delivered to Portland have worked well after their initial modifications. While CRC is
out of business its designs are still available from a different builder. More
significantly, several European/Asian firms now also build DMUs that meet all US
standards.
WESTSIDE EXPRESS is on the web at http://trimet.org/wes/ .

New Jerseys RIVER LINE DMU service from Trenton to

Camden
The New Jersey Transit (NJT) RIVER LINE runs 34 miles from the state capitol at
Trenton (population 84,308 in 2013) to Camden (76,903). Uniquely all other points
on this line are much smaller towns, although direct connections are offered in/near
Camden to Philadelphia, PA (1,533,00) and near there to the declining
gambling/beach mecca of Atlantic City, NJ (39,551). The line connects with the very
busy Amtrak Northeast Corridor mainline at Trenton, as well as the NJT Transit
Atlantic City Line, the PATCO heavy-rail hybrid subway and surface line to

Philadelphia and with Delaware River passenger only ferries to Philadelphia at the
Camden south terminus.
The route is shared late at night with Conrail Shared Assets freight trains, but
because the Swiss Stadler-built DMU cars used are not compliant with maximum
passenger crash-standards, there can be no DMU service when freights are running.
This results in a fairly early 10:00 p.m. closure on weekdays/Sundays, although later
trains are run for riders to use entertainment venues on Saturday nights. RIVER LINE
was the first US contemporary DMU start-up, opening in 2004.
RIVER LINE was controversial before it opened. Camden, NJ had deep problems with
poverty, loss of jobs, population declines, crime and poor housing. Critics argued
that there was no need for improved transportation for such a forlorn place. In
addition, the NJT Transit Atlantic City Line had never performed to expectations,
particular after that city loss its exclusivity as a casino destination. Further the
original RIVER LINE failed to make a direct connection to the Atlantic City route.
But it was precisely the items RIVER LINE was most deeply criticized for which may
in the end have been its salvation. Since RIVER LINE service began Camden has
enjoyed a dramatic revival. The New Jersey Aquarium now is a feature at the
terminus, as is touring the World War II battleship U.S.S. New Jersey. A proper
connecting station was built at the Pennsauken Transit Center, to directly connect
the RIVER LINE/Atlantic City NJT routes. RIVER LINE ridership now exceeds 9,000 on
weekdays, compared to initial projections of just above 5,000. Weekend usage
varies by season and special events, but averages 5,922 on Saturdays, and 4,708
on Sundays. 2,869,707 passengers rode the RIVER LINE in 2014.
New Jerseys deep financial troubles have so-far blocked further expansions, but the
recent reauthorization of the states Transportation Trust Fund (accompanied by a
gas-tax increase) could mean further expansion. Serious study is underway on three
possible extensions. One would go southeast from Camden to Glassboro. Another
would include street-running to reach the state capitol district in Trenton, while the
last would completely cross Trento to link the existing joint Amtrak/NJT Trenton
Station to the Southeast Pennsylvania Transit Authoritys West Trenton Station. This
would link the up-scale Bucks County, PA suburbs to the RIVER LINE and offer
another rail route into Philadelphia.
New Jersey subsequently built a conventional electrified Light Rail Line along the
Hudson River waterfront in Jersey City, Hoboken and Weehawken. A mix of new
alignments, street running and former rail rights of way were used, but none of the
Hudson/Bergen Light Rail is shared with freight trains. This is a very successful
operation as well.
Details on the RIVER LINE and the Hudson/Bergen Line (and on the recently upgrade
originally 1930s-built NJT Transit Newark Subway, which is an upgraded streetcar
line) are available on-line at http://www.njtransit.com/sf/sf_servlet.srv?
hdnPageAction=LightRailTo .

GRAND CANYON RAILWAY/SARATOGA AND NORTH CREEK

RAILWAY

An interesting trend in passenger railroads is the emergence of several tourist

railroads as providers of point to point transportation, with connections to the
national Amtrak network. Two examples are Arizonas GRAND CANYON RAILWAY
(GCR), and the upstate New York SRATOGA AND NORTH CREEK RAILWAY S&NC).
Both serve important tourist destinations; respectively Grand Canyon National Park
South Rim and the Adirondack Mountains/State Park. There are major differences,
but both offer high-levels of on-board service, welcome local riders and each
represents a restoration of passenger service (and infrequent freight traffic) over
lines abandoned by the historic freight carriers many years before.
The GCR operates the 68-mile-long former Santa Fe Ry Grand Canyon Branch from
Williams, AZ to Grand Canyon South Rim. Until 1968 this line carried passengers on
the Santa Fes legendary Grand Canyon Limited trains directly to the South Rim. The
terminal is less than 200 feet from the Santa Fes El Tovar Hotel. Freight traffic
lingered until 1974. Surprisingly the Santa Fe never tore up the line. In 1988 Max
and Thelma Biegert purchased the route. Over the next year they repaired the track
to allow passenger trains to run at an average speed of 40mph. Amazingly they
used steam locomotives as the primary power for summer season trains, (diesels
were used in the off-season and now on all but about 10 days each year), and
bought a fleet of retired 1920s commuter train cars for the initial runs.
The Williams depot is no longer on the former Santa Fe/BNSF/Amtrak mainline, but
adding a short dedicated bus connection for the two miles from Amtrak at Williams
Jct. restored the link. Although not ticketable by Amtrak, the Grand Canyon Railway
even appears in Amtraks timetables. Remarkable success followed. 204,000
passengers rode in 2006. Newer streamlined cars, including former Amtrak vistadome cars, now run on each train. In 2006 the hotel concessionaire at the South
Rim, Xanterra, purchased the line and integrated it tightly with its hotels at Williams
and the South Rim, as had been the case in the days of the Fred Harvey girls. This
line is the living incarnation of the railroad/National Park heritage and mutually
benefits Amtrak, the National Park Service (by taking thousands of cars off park
roads each year) and the tourism industry. It is well-used by bus tours as well.
The SARATOGA AND NORTH CREEK RAILWAY restored service on the 56 mile
Saratoga Springs to North Creek, NY former Delaware and Hudson RR Adirondack
Branch. This scenic line runs for over 30 miles along the Hudson River in its
Adirondack gorge. Passenger service ended in 1958, and freight traffic in 1989.
Warren County acquired the rails when the line closed and resisted the urge to build
a rail-trail. A short tourist operation ran for a decade on just 5 miles south out of
North Creek, but in 2011 Iowa Pacific (of the HOOSIER STATE line) leased the line,
restored track to allow 40mph passenger speeds and reinstated passenger service
over the entire route.
The S&NC trains share the Saratoga Springs Amtrak Station. Limited same-day
connections exist, but most ridership is local. There are enroute stops at resorts and
small towns. All trains offer both coach and upgraded dome-diner service. Additional
dinner trains are also featured. S&NC has worked well with the motorcoach tour
industry, but needs better lodge/resort connections for the last miles and more
Amtrak direct linkage. Ridership reached 60,000 in 2012, but winter service was

suspended in 2016 due to lack of snow at Gore Mountain in North Creek. Iowa
Pacific signed a new 5 year lease this summer.
The website for the Grand Canyon Ry is at https://www.thetrain.com/ . The Saratoga
and North Creek Ry site is at http://www.sncrr.com/ .

Observations and Notes

There is a growing market in the United States for more regionally-focused
passenger rail services and multiple train types are being used. We have seen
examples of Amtrak and private rail services and also reviewed several unique
operations using hybrid heavy/light rail DMU equipment. A few observations follow:
1. Frequency of service matters. The DOWNEASTER, and CAPITOL
CORRIDOR services ran multiple-daily trains from the start of service and
drew much greater ridership than once-daily trains like the HOOSIER STATE.
This lesson was relearned in North Carolina, as the PIEDMONT service grew to
three trips per day. It was replicated even more dramatically in Washington
and Oregon on the CASCADES route. Once the initial capital cost of a new line
is spent it costs much less to add a second, third or even more trains, as
stations, track upgrades, etc. have already been made and equipment
frequently sits unused for much of the day.
2. Passengers care about quality service. Revenues on the HOOSIER STATE
grew 46% in August of 2016, even though ridership only increased 26%,
almost entirely because of the very favorable response to the dramatically
improved dome-diner seating and included meals/drinks provided in the
upgraded Business Class. The $75 surcharge for these seats seems to have
been no restraint. Satisfaction ratings for the locally-focused food service on
the DOWNEASTER are the best for any Amtrak northeast route. The local
menu on the Oregon/Washington CASCADES Talgo trains is also very
popular and here too there has been a strong response to the spacious
Business Class offering. Although not directly a part of this report, the same
has been true on the VERMONTER and ETHAN ALLEN Vermont trains with
respect to Business Class, which is the fastest growing ridership segment.
The question obviously follows of how to build on that growth on the Vermont
services.
3. There are now ways to establish new lines and services that may not
be as costly as traditional Amtrak options. Using low-floor DMU
technology does not require the building of expensive high-level platforms.
While track must of course be made safe for reasonably fast passenger
operation, it does not have to be as heavily-built for DMU service as would be
needed for the greater weight of locomotive hauled trains. DMUs require less
on-going track maintenance as well, as their lighter weight minimizes wear
on the roadbed. Crew sizes can be smaller. Allowing for contract requirements
DMUs can run with only a driver (engineer) in cases where honor system
fare collection is used and with a conductor and driver in other settings.
4. Very frequent service is possible using DMUs. All new North American
DMU lines provide service frequencies of more than one train per hour. Yet it

is still possible for freight trains to use these lines, particularly at nights and
at off-peak times.
5. Multi-modal integration hugely increases ridership. Californias vast
Ambus network produces over a third of the riders on most California statesupported trains. Key to this is that the buses are closely coordinated with the
trains, can be ticketed as part of the Amtrak journey and connections are
guaranteed. The lessons here for Vermont are almost painfully evident.
Vermont supports an outstanding bus network, but only a tiny handful of
departures are coordinated with our Amtrak trains and none appear in the
train schedules! Ironically a New York bus offering from Fort Edward to Glens
Falls is noted in the ETHAN ALLEN timetable, but not a bus service in Vermont
from Rutland to Killington, which actually does exist during ski season.
6. There is potential for Amtrak/private rail integration. The joint
Amtrak/Iowa Pacific operation on the HOOSIER STATE is notable. So too is the
growth of some tourist railroads into real parts of the national network. The
Grand Canyon Ry and the Saratoga and North Creek are good examples.
Another line that is both real transportation and a very successful tourist
operation is the Alaska RR, which provides superb service from Seward
through Anchorage to Fairbanks and to Denali National Park. Obviously there
is no Amtrak connection here, but the ARR is closely integrated with cruise
ship service, runs special tourist trains directly to the Anchorage International
Airport and offers various upgraded dome car service choices, plus an
outstanding dining car service contracted to an Anchorage caterer, but
available to all passengers.
7. New routes are possible. Dispute the public impression that no one rides
the train Amtrak carried over 30,000,000 riders last year. If it were an airline
it would be the 5th largest in the USA. Nationwide discussion continues on new
routes. Michigan is reviewing restoring cross-state service from Detroit
through Lansing to Grand Rapids. Vermont will extend the ETHAN ALLEN to at
least Burlington and the VERMONTER to Montreal within five years. Texas is
developing a new DMU commuter line to serve Fort Worth, Grapevine and the
DFW International Airport. Privately-run commuter rail is under development
from Worcester, MA to Providence, R.I. New streetcar electric-rail lines opened
in the last two years in Seattle, Atlanta, Kansas City and Cincinnati and new
systems are being built in Oklahoma City and in western Ontario.
8. These regional services appear to provide the best chances for new
routes and many have been notable successes. The great issue facing
Amtrak today ironically is not lack of passenger demand for service, but
rather, lack of equipment to meet the demand already on offer. Relief may be
coming with the pending completion of new sleepers and diners for eastern
long-haul trains, more double-decker cars for Midwest and California services
and a second generation of high-speed trains just ordered for the Northeast
Corridor. But new cars typically take 3-5 years to reach service. In the interim
the use of rebuilt, but comfortable traditional 1950s and 60s equipment by
North Carolina, Indiana and on the Utah FRONT RUNNER (and now also on
Amtraks SAN JOAQUIN route) may provide a solution to increase capacity.

9. Even grander rail proposals are alive in Florida and Texas. The Florida
BRIGHTLINE system, when completed, will run on dramatically upgraded
track on the Florida East Coast Railway (FEC) from Miami to near Melbourne,
FL, then on a completely new alignment shared with a toll-way to the Orlando
International Airport. Coordinated connections by bus, limo and eventually by
the SUNRAIL commuter service are planned to reach the theme parks like
Disney World. The first phase from Miami to West Palm Beach is under
already construction and will offer 79mph service, with one intermediate stop
at Ft. Lauderdale. All new engines and cars are currently being built in
California by Siemans for this project. The even more ambitious second
phase, planned for construction starting next year, will see speeds raised to
110mph north of West Palm Beach to the junction with the entirely new line,
then at 125mph from the junction with the upgraded FEC mainline to
Orlando. It is planned to run non-stop from West Palm Beach to Orlando. This
has contributed to opposition from towns enroute along on Floridas Treasure
Coast, who see no local benefit. While the pending sale of the FEC by
Fortress Investments has raised questions about the timeline to finish this
project, the millions which have already been spent on the Miami, Ft.
Lauderdale and West Palm Beach stations (and on engines and cars) attest to
investor commitment to BRIGHTLINE.
10.In Texas a new high-speed rail line from Dallas to Houston, the
TEXAS CENTRAL, using true 180mph+ Japanese trains, is well along
in the planning stages, although it faces trying opposition from interests in
the rural areas of Texas that will be passed through but not served by any
local stops. This is perhaps less relevant to our analysis, as it is planned to
serve only two very large cities, each with well over a million residents, but
other high-speed plans like the Florida BRIGHTLINE would serve a more
diverse mix of communities. Also both in Florida and Texas a few added
enroute stops could and probably should be added, which could really help to
calm critics.