New media coverage of the Winter Park Express

We’ve seen some excellent new stories in local media about the Winter Park Express. On Wed., March 22, Amtrak announced that 18,000 passengers rode the train this season, considerably more than their expectations.

Denver Business Journal published this video about the train: DBJ video page on WPE

Westword on March 23 ran a short piece by Alan Pendergast about the success of the train: Winter Park, Amtrak Beaming Over Ski Train’s Sellout Success. But the best story to read came in Westword’s pages the day before the success announcement. On Tuesday they published How Denver Created Winter Park — and Almost Lost It, also by Prendergast. It is an in-depth article about the history of the Winter Park ski area, with considerable attention devoted to outgoing president Gary DeFrange, the ski train, and the nature of the City of Denver’s ownership of the area.

Light rail plan developing for entrance to Aspen

The Aspen Times reports that elected officials gathered Thursday, Jan. 26 to hear results of a $500,000 study regarding the entrance to Aspen. “The Entrance to Aspen is a decades-long debate about how to alleviate bottleneck traffic jams along the S-curves on Aspen’s westside as Highway 82 winds its way into town. The issue has been the subject of 27 votes in the city and county during the past 40 years,” said the Aspen Times.

Ed Ellis promotes private passenger rail

Ed Ellis, president of Iowa Pacific Holdings, promoted private passenger rail as an alternative to Amtrak at the April 23 meeting of ColoRail. Ellis’s company runs the Hoosier State train for the state of Indiana. They also run several tourist lines, including the Rio Grande Scenic Railroad in the San Luis Valley of Colorado.

Ellis noted, “It’s not so much about going 200 miles per hour. It’s about going 200 times per day.” In getting people to use public transportation instead of their private cars, the public option needs to run frequently. Many people don’t mind the time it takes, but if they have to wait four hours for the next train or bus, they feel they might as well drive. Also, he noted, American inter-city passenger rail must share the track with freight trains. If the speed differential is too great, freight and passenger trains interfere with each other too much, even on double-track routes. So 80mph is an optimal speed objective, Ellis maintained.

We are pleased to offer both the PDF from Ellis’ presentation and a video of it. For the PDF, click here: Iowa Pacific Holdings Presentation by Ed Ellis (2mb). Below is the video.

See also:

Iowa Pacific Holdings website
Rio Grande Scenic Railroad
Hoosier State train


Pueblo Chieftain excited about Southwest Chief

In an editorial on March 9, The Pueblo Chieftain newspaper extolled the news that Amtrak is working on a plan to connect the city to the Southwest Chief. A branch train would connect Pueblo to La Junta, Colorado. There is talk of through cars from Chicago to Pueblo. See: Pueblo Chieftain editorial

“Like most plans, however, this one is not without at least one drawback. Although the through train’s schedule would take passengers nonstop east to Chicago, those headed west to Los Angeles would have an overnight La Junta layover,” the editorial notes.

“We can envision the economic benefits of passenger train service. Particularly if the powers that be make the through car depart from Pueblo’s Downtown at Union Depot. The depot could then couple with new stores, hotels — maybe even a saloon.”

Later in the month, the newspaper published a letter from ColoRail president Jim Souby and an opinion piece by ColoRail board member Bob Brewster. Brewster’s op-ed is reproduced below:

Published: March 26, 2016

I wish to thank The Pueblo Chieftain for its support for Amtrak’s Southwest Chief and its potential extension to the beautiful Downtown Pueblo Union Depot. If this proposal becomes reality it will be a very big deal for Pueblo and, potentially, the Colorado Front Range and beyond.

There will be economic benefits as well as additional transportation options to all those served and reached by the train. As a frequent Amtrak passenger, I welcome these options enthusiastically! So would others.

While the short extension of the Southwest Chief to Pueblo doesn’t appear, at first glance, to offer an abundance of new transportation choices, it establishes Pueblo as an important anchor and hub for the north/south rail services that will surely follow.

Ideally, as support and demand dictate, the entire Chief will pass through Pueblo as it links Chicago with southern California and all intermediate points, including Albuquerque, our southern neighbor.

Potentially, a portion of the Chief (through cars) could then separate in Pueblo and head north to Denver, accessing Colorado’s other Amtrak service, the California Zephyr, while servicing communities in between. There would be no better way to connect Denver’s overwhelmingly successful Union Station redevelopment with a parallel project at the Pueblo Union Depot neighborhood than regular rail service.

Imagine two historic and revitalized downtowns rail-linked by their iconic and beautiful train stations, as they once were. Take a look at what has happened at Denver Union Station and surroundings if you are skeptical.

Until such through cars become reality, a dedicated Amtrak Thruway bus could link Denver with a Pueblo train, just as a similar Thruway bus currently connects with the western portion of the Chief at Raton. The bus would certainly boost ridership expectations.

Access to Amtrak’s entire national network at Pueblo Union Depot would be a great asset for the city, region and Front Range for those traveling longer distances, but the real bonus might be incremental implementation of passenger rail service along the populated Front Range communities, which suffer the dangerous indignities of Interstate 25 as their only north/south transportation and commuting option.

And the suggested Amtrak extensions could be the catalyst to initiate a stress-free railway alternative to the I-25 experience. But first, Amtrak needs to reach Pueblo. Keep in mind the selection of flight destinations and ticket prices at the Pueblo and Colorado Springs airports.

Amtrak adds a travel choice, now sorely lacking. It actually would restore a choice once enjoyed by our ancestors.

Rail service connecting the Front Range communities is part of the solution to Colorado’s mobility challenges, and Pueblo would be an obvious beneficiary of such service. Pueblo and its environs have much to offer.

Why not make it easier for visitors to reach it? A place on the national rail system starts the process, then a place on the Front Range Rail Corridor builds on that. And Evraz could supply the steel rail “building materials.” The question is: Will the two freight railroads permit an incremental implementation of passenger rail so it could occur in smaller, bite-size, manageable, affordable and doable segments? They own the right of way and they must benefit as well.

Success will take strong leadership from our local, state and federal representatives, as well as a dose of public-private partnerships, which have been the keys to success with Denver’s rail transit blossoming, where four new rail corridors open this year. Check them out as they open; the Airport Line is first on April 22. And look how the real estate development is following the rails, just as it did in the late 1800s when the first rails came to Colorado. History may indeed repeat itself.

It is best when citizens themselves clamor for more and better transportation options. That’s up to the residents and business communities in the region. Make noise. That effort can start by demanding a Pueblo extension of CDOT’s fledgling Bustang bus service connecting the Front Range.

A hybrid system of trains during the heaviest travel periods, where their efficiencies shine, and buses in the off-peak periods make a logical progression. The Chieftain suggests that full-scale Front Range Rail, as advocated by ColoRail and other groups, is 30 years away.

That is not acceptable. Not with Colorado’s growth pattern and all its attractive attributes. In fact, we’ve needed better transportation alternatives for quite some time. And weather events are only part of that story.

Rail events will be taking place throughout 2016, including four rail line grand openings and three rail group conventions, and maybe even anticipation of the return of the Winter Park Ski Train. But they are all taking place around the Denver metro area. I hope Pueblo can seize the rail momentum and demand part of the prosperity pie by supporting Amtrak’s interest in Pueblo and demanding more. After all, if it weren’t for communities joining forces with a united voice to save the Southwest Chief from extinction this discussion wouldn’t even be taking place.

Robert Brewster has been a frequent Amtrak passenger on routes all over the national rail network and prefers rail transportation over flying or driving. His interest in the rail mode has led to membership in a number of rail-oriented organizations. He also worked in the field of public transportation in the Denver-Boulder area since 1969.

RDC’s offer easier passenger rail start

Why wait for DMU’s when there are RDC’s?


The Northwest Rail commuter line between Denver, Boulder, and Longmont — a FasTracks project that may not get built before 2040 — would share the right-of-way of the BNSF Railway, which sends massive freight trains on those tracks several times a day. The close proximity between passenger and freight rail requires more rigid strength standards for obvious safety reasons. The plan calls for use of DMU’s. DMU stands for “Diesel Multiple Unit,” referring to a diesel-powered rail vehicle, with its own motor(s), that can be operated alone or in tandem with other DMUs. The DMU’s counterpart in the electrical world is the EMU, Electric Multiple Unit, which has already arrived in Denver for service on four electric commuter rail lines beginning this year.

DMU’s are expensive, but an alternative exists. The first successful DMU in this country certainly meets the tough safety standards. They were named “Rail Diesel Cars,” or RDCs. Built by the famed Budd Company of Philadelphia, which gained notoriety for its patented stainless steel welding technique, the cars were often called “Budd Cars,” long before the trendy term DMU was coined. Budd built almost 400 of the units between 1949 and 1962. They served railroads from coast to coast and in several foreign countries admirably. Many survive today in rail museums and on tourist railroads, still operating faithfully. Not surprisingly, a number of RDCs still operate in scheduled rail service — quite a testament to their design and the durability of stainless steel.

“Previously owned” RDCs could serve as a low cost entry-level rail vehicles for new rail services in Colorado. How about running a few RDC’s between Denver and Colorado Springs? There are many available for new careers. But the largest single repository of RDCs, in Canada, is getting decimated right now by a metal scrapper due to the owner’s bankruptcy. And that’s a shame. Why did no one snap up these solid cars which could serve for perhaps decades more?

USA Today covers SW Chief


Check out this excellent story on the effort to restore the tracks of the Southwest Chief:

Older people need transportation choices

A mid-December USA Today article calls attention to the needs of seniors for more transportation choices. Many people will outlive their ability to drive: “…the physical and sensory skills necessary to drive well tend to decline with age, and suggests seniors ask themselves whether they still like driving after dark if their night vision has worsened or driving on the freeway if their reaction time has slowed.”

It is an important reason that America needs to broaden its options for getting around from the heavy, almost-exclusive reliance on private automobiles.

Easter Seals and the National Association of Area Agencies on Aging are launching the National Aging and Disability Transportation Center to help professionals who help aging people with transportation options. See: Easter Seals press release and National Association of Area Agencies on Aging