ALL freight and passenger locomotives in service in the United States and Canada run on electric motors. The diesel locomotive is actually a diesel-electric in which a diesel generator provides power for the for electric traction motors that power each axle on the locomotive.

I traveled a lot via RR when I was kid and it was a relaxing and elevating experience for the most part. I’d love to be able to catch a train to visit my sister in Portland. That drive is a royal pain in the butt, as are most drives on our major hi-ways, thanks to the hordes of chicken-playing trucks and their drivers. In the 15 years since I’ve been here I saw only one truck stopped by a cop on I84.

I am totally FOR restoring train service between Portland and Boise. If it ends up connecting to Salt Lake and points east, so much the better. The Depot should be restored for the use of passengers and trains. As an exclusive party place, and ornamental object above Capitol Blvd., it’s original architectural motive has been subverted.

AMTRAK needs reforming, but that’s another story.

EDITOR NOTE–As a candidate for public office it is important to be offer FACTUAL information to the public. You are welcome to challenge the GUARDIAN who travels to Europe at least annually or even WIKIPEDIA, but it won’t change the following truth from WIKIPEDIA:
“Electric locomotives are ideal for commuter rail service with frequent stops. They are used on ALL high-speed lines, such as ICE in Germany, Acela in the US, Shinkansen in Japan and TGV in France. Electric locomotives are also used on freight routes that have a consistently high traffic volume, or in areas with advanced rail networks. Electric locomotives benefit from the high efficiency of electric motors, often above 90%.”

I had a compartment and had arranged to buy a car on arrival in Spokane (Post falls Idaho actually). Now figure the service had not been improved since the 1950’s….I am for real, cross country high speed train..a day or so to get anywhere, 200mph or more, modern comfortable trains, and first class service…consider, while the train has managed to creek along into old age with style and comfort, aviation has become a cattle call, worse by far then the worst of travel half a century ago.

When I lived in Portland Maine there was a decade long drive to resurrect Portland to Boston service. We were assured it could not possibly work. On the 4th year of return to service one had to get reservations a week in advance as every train was sold out.

… but don’t make you go from Boise to NYC by way of Phoenix, San Diego, Houston …

Yeah, but trains do make you go to NYC from Boise via Mountain Home, Shoshone, American Falls, Pocatello, Ogden, SLC, Heber City, Green River, Grand Junction, you get the picture.

More here on why it failed:

http://www.trainweb.org/washarp/sosapt.html

But in summary, FY 1995, total daily boardings on the entire Pioneer Route, thats Seattle all the way to Chicago was only 238. Let’s say $100 per ticket that’s revenue of about $24,000 daily. Now that’s for more than one train, I’m not sure how many trains probably 4. Regardless, it was a big money loser. We already have subsidized air travel and highway travel. Isn’t that enough?

Don’t you mean, ‘maybe get there’ and of course, you forgot to mention the baggage lottery where your luggage not only costs in addition to the ticket but too often does not even show up…Now add in the absolute awful, cattle car type of service one gets on that plane, the complete lack of comfort and civility, a schedule that is really little more than a wish list, and I managed to get from Portland Maine to Spokane in 3.5 days, not 5 in comfort and with all my baggage while flying would have been hell…well, I can only say you must not have ever ridden a real passenger train.

EDITOR NOTE–Jim, not bad. AMTRAK got you within 350 miles of your destination in Boise…only a short day taxi or bus ride to Boise. We checked yesterday and it looks like nearly 4 days and $428 one way to Washington from Boise to Washington. Realistically one can’t ride that long without either a hotel overnight or upgrade to sleeper car etc.

But the Guardian, or any of us for that matter, won’t be able to take photos of AMTRAK trains from stations unless we first get permission from AMTRAK to do so. The exception is if you have an AMTRAK ticket. Then you can take a couple of quick snaps before hopping on the train. That policy, recently adopted, is probably unconstitutional but has yet to be tested. AMTRAK’s chief bull (that’s railroad police for you non – railroad types) has indicated that policy won’t be at the top of his enforcement priority list.

By law, freight railroads must give AMTRAK priority on their tracks. AMTRAK is dependent on freight railroads for providing most of the track over which it operates. About the only place AMTRAK owns the track it operates on is the Northeast Corridor (NEC) between Boston and Washington, DC. And the NEC is reported to be the only place where AMTRAK actually covers its operating, but not capital, expenses. About half of AMTRAK’s revenue comes from the Federal government – our Federal tax dollars.

Freight railroads receive incentive payments from AMTRAK if predetermined on time performance measures are met. If freight railroads fail to provide priority to AMTRAK trains on a consistent basis they can be fined. That rarely, if ever, happens.

AMTRAK’s long distance train on time performance is dismal but improving. A national magazine which reports on railroad happenings seems to agree with the Guardian that the improvement is due mainly to fewer freight trains on the tracks because of the economy. Reports seem to indicate that UP has sidelined, as of June, about 25% of its locomotives.

AMTRAK also has been pressuring the freight railroads for better priority and it seems to be working. On time performance for the California Zephyr (which the Pioneer was once part of) is now about 60% compared to about 40% a year ago. AMTRAK’s on time goal for the Zephyr is 70%.

And Gordon, I suggest that AMTRAK can compete with, and beat, airplanes in short haul (corridor service) markets. New York City (Penn Station) to Washington, DC (Union Station) on AMTRAK’s NEC Acela (high speed) service is scheduled at just under 3 hours. Regular (slower) service is about 4 hours. Downtown to downtown. No long TSA screening lines. Large comfortable seats with power outlets for computers or whatever. No extra fees either.

But bring back the Pioneer? As much as I’d like to see it I know my Federal tax dollars could be better spent elsewhere on the AMTRAK system improving infrastructure and attracting new riders in more densely populated markets.

Time to park the idea of restoring the Pioneer on a long siding – just like those UP engines. At least for now.

“But you wanted Amtrak, that’s why your taxes have gone up…” and they attach something to the bill they know we don’t want.

No, no, no. They are good honest politicians. We voted them in…..