Interesting video on various project status' concerning second Empire Builder Frequency, Hiawatha Service improvements, Infrastructure Bill funding breakdown.
I don't understand how the realignment of the approaches to Mississippi River Bridges is necessary for a single extra Amtrak Train but it's a nice to have as it increases speed through that river crossing for passenger trains at least. I think CP Rail is milking it a little on some of the improvements they are asking for. I guess as long as the states don't mind it's OK with me.
https://www.youtube.com/watch?v=sDxnIPhT6jY
I started to watch the video, but they were going back to the start of the project, and I didn't want to watch 45 minutes of a power point rehashing everything I already knew. Could you tell me at what point the update begins, or could you summarize what's new.
MidlandMike I started to watch the video, but they were going back to the start of the project, and I didn't want to watch 45 minutes of a power point rehashing everything I already knew. Could you tell me at what point the update begins, or could you summarize what's new.
In order to do that I would have to know what you already knew.....I have no clue. Just drag the advance bar across the button every so often and go slide to slide on the WisDot presentation. Ignore the MnDot person as he already admits he has no real idea what is going on but is just following the lead of WisDot and spending Minnesota's Money on whatever WisDot directs him to do.
The news I got out of it were the projected start dates of the physical plant projects and trains. That the supplimental SIMENS cars will fully equip all the Hiawatha trainsets when combined with Wisconsin's share of the Midwest pool cars. As well as the more detailed breakdown of the Biden Infrastructure Bill towards the very end.
I skipped thru the video, and noted that construction is planned for next year, and service to start the year after. I wonder how stable the funding is, and will there be a Wisconsin governor election before then?
MidlandMikeI skipped thru the video, and noted that construction is planned for next year, and service to start the year after. I wonder how stable the funding is, and will there be a Wisconsin governor election before then?
I think WisDOT has been very consistent and very clear with their statements in what they feel is reasonable and what they feel is a gamble.
Have no idea what the track conditions are? Both curves and bridge designs. What about Miter rails. CP and/or Amtrak could consider that they are not up to standard. Remember how they cause problems to the present Portal bridge. Do not know if that bridge is a movable one or not plus if movable a swing bridge?
I stepped through the presentation and did not see anything specific about the bridge (although from about 6:00 there is a picture of a Charger on "a" bridge). There is a map of the project area shown near the outset, but it is not of adequate resolution to enlarge and read in the YouTube presentation.
Noted fairly early is the desire to cut down uncertainty of latency in one direction, which would be interesting to see precise details of. They also discuss at one point how making improvements to benefit freight railroads are neighborly 'because they live in the same house' -- presumably any slowing inherent in PSR-centric track-class designs would be outweighed by lower numbers of traffic conflicts holding up the passenger moves themselves.
What is covered are the nominal frequency improvements (from 7 to 10tpd each way), revisiting some improvements in Illinois, MARS station improvements, MIS signaling improvements, and Muskego Yard.
He gets into the specific Wisconsin 2050 plan aropund 33:57, and SPRC projects at around 36:34.
One very interesting thing is the Thruway-intermodal Bus 41 or whatever it's called service to Green Bay (see 24:25). Much of this traffic is indeed associated with the rail service. If I were involved, I would be placing an order for those 'hover seats' tomorrow to go in the buses used for that service...
OvermodOne very interesting thing is the Thruway-intermodal Bus 41 or whatever it's called service to Green Bay (see 24:25). Much of this traffic is indeed associated with the rail service. If I were involved, I would be placing an order for those 'hover seats' tomorrow to go in the buses used for that service..
Believe it or not it was a former Greyhound or Wisconsin Coach Line Bus route that Amtrak picked up easily because it was being terminated. It had a ready made market prior to becomming Thruway so Amtrak inherited some passengers there. No idea why the former bus line could not make a go of that route it is very popular with autos and was as a former C&NW route. Perhaps the busses do not operate at capacity or near capacity but my Aunt regularly takes it between Fond Du Lac and Milwaukee and says the bus is fairly full when she rides it. So perhaps it was ticket prices not covering the cost? Beats me.
WisDOT says it is low priority for rail if it ever gets rail service because there is not any real support for that rail route between Milwaukee and Green Bay in the Fox River Valley. Nobody really showed up the last time they conducted informational sessions decades ago which turned them off to even working on it. Also, no real business community support. Plus cost to restore. Plus CN would likely fight against any new Passenger Train vs being cooperative. Too bad because I believe the Packers Games would pack the train as would some other events like the EAA fly-in in Oshkosh. I believe WisDOT is selling the route short.
Though the last passenger train I rode on most of the route was a steam special on the Wisconsin Central from Chicago via Burlington and Duplainville to Fond Du Lac. Took between 2 and 2.5 hours between Duplainville and Fond Du Lac. Granted it was excursion train speeds and CN has done trackwork since then but holy crap that was slow. In contrast Highway 41 is almost a diagnal vs dog leg from Milwaukee to Fond Du Lac and perhaps a 60-70 min drive. I believe the chartered Amtrak Superliner Trains from Chicago-Milwaukee-Duplainville to Oshkosh over WC were a little faster for the EAA fly-in but not a whole lot faster. Was still a lot faster to drive to Oshkosh over same distance.
20th Century Railroad Club in Chicago attempted another Chicago to Oshkosh excursion after CN took over but they said dealing with CN was like pulling teeth as well as CN ripped up a lot of the extra WC trackage and just left what they thought was absolutely necessary. So they lost the ability to both turn the train in Oshkosh as well as the track to park it on to unload it and layover.
CMStPnP Overmod One very interesting thing is the Thruway-intermodal Bus 41 or whatever it's called service to Green Bay (see 24:25). Much of this traffic is indeed associated with the rail service. If I were involved, I would be placing an order for those 'hover seats' tomorrow to go in the buses used for that service.. Believe it or not it was a former Greyhound or Wisconsin Coach Line Bus route that Amtrak picked up easily because it was being terminated. It had a ready made market prior to becomming Thruway so Amtrak inherited some passengers there. No idea why the former bus line could not make a go of that route it is very popular with autos and was as a former C&NW route. Perhaps the busses do not operate at capacity or near capacity but my Aunt regularly takes it between Fond Du Lac and Milwaukee and says the bus is fairly full when she rides it. So perhaps it was ticket prices not covering the cost? Beats me. WisDOT says it is low priority for rail if it ever gets rail service because there is not any real support for that rail route between Milwaukee and Green Bay in the Fox River Valley. Nobody really showed up the last time they conducted informational sessions decades ago which turned them off to even working on it. Also, no real business community support. Plus cost to restore. Plus CN would likely fight against any new Passenger Train vs being cooperative. Too bad because I believe the Packers Games would pack the train as would some other events like the EAA fly-in in Oshkosh. I believe WisDOT is selling the route short. Though the last passenger train I rode on most of the route was a steam special on the Wisconsin Central from Chicago via Burlington and Duplainville to Fond Du Lac. Took between 2 and 2.5 hours between Duplainville and Fond Du Lac. Granted it was excursion train speeds and CN has done trackwork since then but holy crap that was slow. In contrast Highway 41 is almost a diagnal vs dog leg from Milwaukee to Fond Du Lac and perhaps a 60-70 min drive. I believe the chartered Amtrak Superliner Trains from Chicago-Milwaukee-Duplainville to Oshkosh over WC were a little faster for the EAA fly-in but not a whole lot faster. Was still a lot faster to drive to Oshkosh over same distance. 20th Century Railroad Club in Chicago attempted another Chicago to Oshkosh excursion after CN took over but they said dealing with CN was like pulling teeth as well as CN ripped up a lot of the extra WC trackage and just left what they thought was absolutely necessary. So they lost the ability to both turn the train in Oshkosh as well as the track to park it on to unload it and layover.
Overmod One very interesting thing is the Thruway-intermodal Bus 41 or whatever it's called service to Green Bay (see 24:25). Much of this traffic is indeed associated with the rail service. If I were involved, I would be placing an order for those 'hover seats' tomorrow to go in the buses used for that service..
Lamers bus line for many years ran a bus from Wausau to Appleton and south to Mke station. The Greyhound route from GB that's now Thruway was a very slow, local route still using traditional state two lanes rather than Hwy 41. The Thruway now uses 41. As I've mentioned before, Amtrak's using the CN line to GB would be a nonstarter. You'd realize it if you knew the route as it exists today. Good bus service on 41 is a much better choice. I just wish some type of rail container service could be developed. So much freight in these parts.
The agreement in the CP-KCS merger support paper is actually for two extra Chicago to St. Paul frequencies in addition to the Empire Builder and they worded it so the second frequency has no additional trackwork costs charged by CP (it could run using the first set of capital investment in track). They state they will jointly begin study of the second frequency once the first is up and running. So this is kind of a surprise to me as I thought they were only interested in one for the moment.....Chicago to St. Paul.
CMStPnPThe agreement in the CP-KCS merger support paper is actually for two extra Chicago to St. Paul frequencies in addition to the Empire Builder and they worded it so the second frequency has no additional trackwork costs charged by CP (it could run using the first set of capital investment in track).
Good news!!
Another part of the Midwest-MO is also getting changes. Amtrak is adjusting the River Runner that starts in Kansas City, short dwell time in St. Louis and will continue on to Chicago. I was to ride with a NRHS group to KC for their annual Memorial Day concert by Union Station in private car Cimarron River built for Frisco.It has been cancelled due to short dwell time in St. Louis as not enough time to hook up the PV. This will eliminate people having to take 2 trains to get between KC and Chicago. There is supposed to be another River Runner restored that will go just between St. Louis and KC later in July, so group leader might be able to get the trip planned but not for the Memorial Day concert. I have never rode in that car or been inside it, one of my bucket list things to do. I am not NRHS member but leader said first come first served and send my check in which I did and got a roomette.
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