In Europe, known for its efficient high speed rail system, it has long been normal for skiers to head to the slopes by train. But that option has been sorely lacking in the United States, especially since Colorado’s famed “Ski Train,” aka the Winter Park Express, ceased operations in 2009 – after 69 years.
Now, much to the pleasure of loyal fans, the ski train is back – Amtrak sold more than 3,300 tickets on the first day sales opened for the season, just over a month ago. But while some things are the same as fans will remember, there have also been dramatic improvements surrounding the relaunch of the historic route.
Colorado’s Winter Park is the closest major resort to Denver and famed for its world-class bump skiing, though it has plenty of terrain for everyone. Photo: ChristopherThompson
Service begins Saturday January 7, 2017 and the train will run every weekend and holiday Monday (MLK and Presidents Day) through Sunday, March 26. Trains leave Denver’s Union Station at 7AM daily and arrive at Winter Park at about nine. Return trains leave at 4:30PM and arrive in Denver at 6:40. Amtrak, Winter Park ski resort and Union Pacific railroad, which owns the tracks, have reached a three-year agreement, so the train will be running at least through winter 2020. One-way adult tickets start at $39 and are now on sale.
The service allows skiers to beat a sometimes treacherous drive and the increasingly congested I-70 corridor that also serves many other major ski resorts and often more resembles a parking lot than a highway on winter weekends. I personally was once forced to overnight in Winter Park after an early season blizzard closed the pass – in summer. In fact, several Colorado ski resorts got their first dump of the season last week. With the train, after a full day on the slopes, skiers can enjoy leisurely après as the countryside rolls by, rather than fighting traffic or weather, and the train holds more than 500 passengers. The schedule allows for either daytrips or overnights.
Ski Train arriving in Winter Park. Photo: Steve Hurlbert/Intrawest
The return of the nation’s only slopeside train service is big news, but there’s more. Since the train last ran, mainly as a service for Denver residents, the city introduced a new direct rail link from the airport to Union Station, making it possible for skiers arriving by air to reach the slopes without ever once setting foot in a motor vehicle. Given how far the Denver airport is from town, the new commuter rail is a big boon for all visitors, all year long – read more about the new service here. Also since 2009, Union Station itself was masterfully redeveloped into a wonderful boutique hotel, the Crawford, and a selection of hip bars and restaurants that have revitalized it as a buzzy downtown hub. The Crawford is one of the most impressive new lodging spots I have encountered in the past few years, and certainly the only place I can think of where I would look forward to sleeping in a train station (read more here). All this makes the ski train more appealing to those who live beyond Denver.
Is the famous Brown Palace still in business? Terrific hotel and within an easy walk of the station. The two major hotels in Colorado Springs are also impressive.
daveklepper Is the famous Brown Palace still in business? Terrific hotel and within an easy walk of the station. The two major hotels in Colorado Springs are also impressive.
Yes. It is a Marriott property. You can learn more about it by Googling Brown Palace Hotel. My wife and I stayed there for our 10th wedding anniversary. And we have been back on several other occasions. Our most recent visit was approximately three years ago.
Rio Grande Valley, CFI,CFII
It's good news that Amtrak is getting more involved in the seasonal and charter business. This isn't even a smidgen of what they could land. Lets hope it spreads beyond just this one "safe" example and we see them start to take some risks as well as run on non-Amtrak routes. If they can afford to run an exhibit train all over the United States along with Executive Specials. They can afford for a few trial runs on seasonal or charter.
Thanks. glad to hear that. And the Broadmore and the Antlers in CS?
The Broadmoor is definately still there David, the Antlers I don't know, I've never heard of that one.
Several people on this forum have stated that Amtrak suffers from an equipment shortage. That being the case where will it get the equipment for the ski train?
How many and what kind of cars, i.e. coaches, lounge, etc., does the train operate with?
If the train is only operating on the weekends, does the equipment sit idle in Denver during the week? Or does Amtrak bring it to and from Denver weekly on the back of Numbers 5 and 6?
Travel business is slower in winter, so there is probably more available equipment. The ski train does not start until after the Xmas rush. They will be missing Xmas week ski business.
Ohh I am pretty sure there are a lot of cases throughout the United States with Corridor equipment where it just sits idle for hours. Other cases where just a smidgen of extra miles would significantly boost ridership in some cases during events.
So as I brought up earlier, Chicago to Milwaukee cooridor trains case in point just 5-7 miles more down the track is Miller Stadium and it's right next to the tracks. You would think it would entice Amtrak to run specials from Chicago for at least one or more of the Brewers games there. Not a huge feat, just extend a run of the Chicago to Milwaukee frequency by just 5-7 miles. The Empire Builder already runs on the 5-7 miles. Are the well maintained CP double and triple tracks between the Amtrak Depot and Miller Park heavily used by freight trains?...............Nope, they too sit idle most of the time, only an occasional freight which can crossover to the other track.
Across the Amtrak system I am sure you will find other examples. Amtrak can expand the Charter or special use business quite a bit with the equipment it has even in peak season boosting revenue with not a lot of extra expense.
Arranging a charter to Miller Park from Chicago for a Brewers game would be a non-starter unless the Cubs or White Sox are the opponents.
Can this be an indictment of Amtrak's inability to market their system). The Ski train is selling out so much that an additional coach is being added to the train. As well one additional trip to WPK will operate on MLK day and Presidents day.
http://www.bizjournals.com/denver/news/2016/12/15/newwinter-park-ski-train-starting-jan-7th-already.html?ana=e_ae_set1&ed=2016-12-15&j=76772291&s=article_du&t=1481841357
Streak,
Selling out is not usually an indication of inability to market. ATK is adding at least one car per train to accomodate the business. If maximum train can not accomodate demand, then is time to raise prices.
Mac
sorry for not making post clear. This was an inditement of Amtrak's lack of finding use for non needed equipment during slack off season travel.
Amtrak needs more equipment to support special services. Even increase in frequency is limited by equipment. Just think if new infrastructure spending includes new equipment for Amtrak. And rehabilitation of equipment at Beech Grove. It would wonderful to support two national goals, increase mobility and sustainable transportation.
The historic Antlers was torn down over 30 years ago, but the Antlers Hilton rose on the site. Today it is managed by Wyndham Hotels--but is still in business.
Carl Fowler
Bicycle Rider Indy Amtrak needs more equipment to support special services. Even increase in frequency is limited by equipment. Just think if new infrastructure spending includes new equipment for Amtrak. And rehabilitation of equipment at Beech Grove. It would wonderful to support two national goals, increase mobility and sustainable transportation.
Amtrak needs more equipment to support DAILY services. And should not be so quick to scrap some of the older stuff out of which a decent reserve fleet could be built for those special services.
Amtrak has been around long enough to have already accumulated more of this older stuff. That it hasn't is a reproach to various managements over the years. Granted, it's "expensive" to own equipment that doesn't earn its keep on a daily basis. But how much income is lost to the bottom line, in both daily and special operations, for lack of it?
This is where "efficiency" bites you. Amtrak has impressive equipment utilization numbers, which translates into "few spares" and "little additional capacity". Joe Boardman talked about this to Congress after tropical storm Sandy, saying "capacity provides resiliency" in addition to the possibility of growing business. While Amtrak is not at the point where they were a number of years back, when a series of wrecks almost led to train annulments, it's always close.
dakotafredAmtrak has been around long enough to have already accumulated more of this older stuff. That it hasn't is a reproach to various managements over the years. Granted, it's "expensive" to own equipment that doesn't earn its keep on a daily basis. But how much income is lost to the bottom line, in both daily and special operations, for lack of it?
Tell it to Congress! When you are viewed as being wasteful with your money and then you say you want to have serviceable equipment sitting around not earning its keep, day in and day out, how recepitve will Congress be in increasing your appropriation.
Never too old to have a happy childhood!
Just saw pictures today's #5 in Galesburg 17 cars on Amtrak unlimited site with 3 locos ( P-42s ) and 8 Superliners ( 5 regular and 3 in the wrap ) in front of regular consist of bag, transistion, 3 coaches, SSL, Diner, 2 Sleepers. Regular consist 3 coaches appear it may mean good patronage.
If all 8 cars are SL coaches at 74 passengers per car that will be a capacity of 592 persons with maybe conductor, Assistant conductor, 4 OBS, ? + express personell = ~ 572 revenue persons. Possibility of $23,000 revenue for each one way trip.
Speculation: If 406 is going to be used then Amtrak "may" use it for HEP from DEN following coaches so few fumes on way to WPK and use front end locos that will trail on way back so no fumes in cars ? That also gives more back up sources for HEP if one source fails. That arrangement would also allow for the return train to head into the Denver station and not have to go around wye to back into the station ? --- Speculation.
There is also an unconfirmed report that UP may place AC locos on front of the train ?
Unconfirmed report that Amtrak 406 the HEP equipped converted F-40 to cabbage is headed to DEN as well so train can be push pull.
EDIT fare revenue based on saver fare of $39 each way. Most fares $49 or $59. so looking for average fare === ~~ $28,000 each way ?
Seems like a good use of a couple winter time Superliner trains that would loose 1 coach each. Example today's #5 had 3 coaches instead of the usual eak 4 coaches. That's 6 reassigned right there.
ADDITIONAL EDIT: Hope no Sperliners anywhere get damaged during the time of this special trains.
Amtrak 196 and 156, P42DC units, handled the January 7 & 8, 2017 Winter Park Express trips. Train had 406, non-power control unit equipped with HEP on is rear (east end). No Union Pacific locomotives were needed.
986 Departed WPR 59 minutes late today for return to DEN..
Amtrak says ridership of ski train exceeds expectations.
http://www.denverpost.com/2017/02/14/winter-park-express-ski-train-passenger-count/
blue streak 1 Amtrak says ridership of ski train exceeds expectations. http://www.denverpost.com/2017/02/14/winter-park-express-ski-train-passenger-count/
Thats good, they need to expand the concept into other markets instead of hiding behind the shortage of equipment excuse. I would think they would want to earn as much money as they can by keeping crews and equipment utilized.
Now that they have an agreement with TRE. I still think they could extend the Heartland Flyer to Dallas and pick up more revenue that may or may not offset the costs to extend it 40-45 miles. Though there is no room in Dallas for train layover and thats what is probably holding them back.
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