Amtrak Cascades — BrandWiki

Amtrak Cascades

Overview

Amtrak Cascades

type	Inter-city rail, Higher-speed rail
locale	Pacific Northwest
predecessor	BN/UP/SP corridor trains
first	May 1, 1971
operator	Amtrak, in partnership with Washington and Oregon Departments of Transportation
start	Vancouver, British Columbia
stops	18
end	Eugene, Oregon
distance	460 mi

The Amtrak Cascades is a passenger train route in the Pacific Northwest, operated by Amtrak in partnership with the U.S. states of Washington and Oregon. It is named after the Cascade mountain range that the route parallels. The 460 mi corridor runs from Vancouver, British Columbia, through Seattle, Washington, and Portland, Oregon, to Eugene, Oregon.

As of December 2023, seven round trips operate along the corridor each day: one Vancouver–Seattle, one Vancouver–Seattle–Portland, three Seattle–Portland, and two Seattle–Portland–Eugene. No train travels the entire length of the corridor. For trains that do not travel directly to Vancouver or Eugene, connections are available on Amtrak Thruway bus services.[2] Additionally, Amtrak Thruway services offer connections to other destinations in British Columbia, Idaho, Oregon, and Washington not on the rail corridor.

In the fiscal year 2017, Cascades was Amtrak's eighth-busiest route with a total annual ridership of over 810,000.[3] In fiscal year 2018, farebox recovery ratio for the train was 63%.[4]

class	Coach Class Business Class

access	Fully accessible

seating	4 across in coach class 3 across in business class

catering	Café car, lounge car

baggage	Overhead racks, checked baggage available at selected stations

stock	Siemens Charger Talgo Series 8

speed	79 mph

owners	UP, BNSF, Sound Transit‡R1R‡

History

Prior service

Passenger train service between Seattle and Portland—the core of what became the Cascades corridor—was operated as a joint partnership by the Northern Pacific, Great Northern, and Union Pacific from 1925 to 1970, with the three railroads cross-honoring tickets on their Seattle-Portland routes. When Great Northern and Northern Pacific were folded into the Burlington Northern in 1970, the reconfigured partnership continued to operate the Seattle-Portland service until the creation of Amtrak in 1971.[6] Service between Vancouver, British Columbia, and Seattle was provided via the Great Northern / Burlington Northern International, and between Portland and Eugene by Southern Pacific.

Amtrak era

Amtrak took over intercity passenger rail operations from the private railroads on May 1, 1971. Initial service on the Seattle–Portland portion of the corridor consisted of three daily round trips–one long-distance train running all the way to San Diego, along with two corridor trains inherited from Burlington Northern. There was no corridor service south to Eugene, and no service to the Canadian border at all. The trains were unnamed until November 1971, when the two corridor trains were named the Mount Rainier and Puget Sound and the long-distance train became the Coast Starlight.[7]

Passenger rail service to Vancouver, British Columbia, was restarted on July 17, 1972, with the inauguration of the Seattle–Vancouver Pacific International, which operated with a dome car (unusual for short runs).[8][9] The train was Amtrak's first international service.[9]

The next major change to service in the corridor came on June 7, 1977, when Amtrak introduced the long-distance Pioneer between Seattle, Portland and Salt Lake City, Utah. To maintain the same level of service between Seattle and Portland, the Puget Sound was eliminated, and the schedule of the Mount Rainier was shifted.[10]

The corridor expanded south of Portland to Eugene on August 3, 1980, with the addition of the Willamette Valley, which operated with two daily round trips, financially subsidized by the State of Oregon.[7] The Pacific International and Willamette Valley struggled to attract riders and were discontinued in September 1981 and December 1981, respectively.[11]

This left three trains on the Seattle–Portland corridor: the regional Mount Rainier and the long-distance Pioneer and Coast Starlight. This level of service would remain unchanged for 13 years.

Expansion in the 1990s

In 1994, Amtrak began a six-month trial run of modern Talgo equipment over the Seattle–Portland corridor. Amtrak named this service Northwest Talgo, and announced that it would institute a second, conventional train on the corridor (supplementing the Mount Rainier) once the trial concluded.[12][13] Regular service began on April 1, 1994.[14]

Looking toward the future, Amtrak did an exhibition trip from Vancouver through to Eugene. Amtrak replaced the Northwest Talgo with the Mount Adams on October 30.[15][16] At the same time, the state of Oregon and Amtrak agreed to extend the Mount Rainier to Eugene through June 1995, with Oregon paying two-thirds of the $1.5 million subsidy.[17]

Amtrak Cascades

Amtrak announced the new Amtrak Cascades brand in the fall 1998 timetable; the new equipment began operation in December.[24][25] The full Cascades brand was rolled out on January 12, 1999, following a six-week delay due to an issue with the seat designs on the Talgo trainsets.[26][27] Amtrak extended a second train to Eugene in late 2000.

From the mid-1990s to the May 12, 2008, Amtrak system timetable, full service dining was available on trains going north out of Seattle's King Street Station to Vancouver. The southern trains to Portland briefly had full dining services until the May 16, 1999, system timetable.

In 2004, the Rail Plus program began, allowing cross-ticketing between Sound Transit's Sounder commuter rail and Amtrak between Seattle and Everett on some Cascades trains.[28]

Pandemic cuts and restoration

In March 2020, Amtrak Cascades service north of Seattle was suspended indefinitely after all non-essential travel across the Canada–United States border was restricted in response to the COVID-19 pandemic.[36][37] Amtrak crews ran practice trips between Seattle and Vancouver, British Columbia, in February 2022, and service between those two cities resumed on September 26, 2022.[38] The round trip between Portland and Vancouver resumed on March 7, 2023, restoring the second Seattle–Vancouver trip that existed prior to the COVID-19 pandemic.[39] Seattle–Portland service expanded to six round trips on December 11, 2023, adding the two additional round trips between Seattle and Portland originally intended to start in 2017.[40][41]

Rolling stock

Service on the Cascades route is currently provided using equipment from Amtrak's national fleet, along with two articulated trainsets manufactured by Talgo. These cars are designed to passively tilt into curves, allowing the train to pass through them at higher speeds than a conventional train. The tilting technology reduces travel time between Seattle and Portland by 25 minutes. Current track and safety requirements limit the train's speed to 79 mph, although the trainsets are designed for a maximum design speed of 124 mph.[71]

A typical Talgo trainset consists of 13 cars: one baggage car; two "business class" coaches; one lounge car (also known as the Diner car); one cafe car (also known as the Bistro car); seven "coach class" coaches; and one combination cab/power car (which houses a driver's cab, a head-end power generator and other equipment). [72] Trainsets are typically paired with a Siemens Charger locomotive painted in a matching paint scheme. Additionally, trainsets without a cab car are paired with a Non-Powered Control Unit (NPCU), an older locomotive with no engine, that is also painted in a matching paint scheme and is used as a cab car.[73]

The fleet consists of two Talgo Series 8 trainsets built in 2013. These trainsets operated alongside five older Talgo Series VI trainsets until their retirement in 2020. The service offered by the different trainset types is similar, but there are some minor differences between the two models. The most notable difference is the older Series VI trainsets have 7 ft tail fins at both ends of the train that serve as an aesthetic transition from the low-profile trainsets and the larger locomotives.[71] The Series 8 trainsets do not have the tail fins, but instead have a cab built into the power car allowing push-pull operation without a separate control unit. There are also minor differences in the interior appointments. The Cascades service started in Fall 1998 with four Series VI trainsets; two were owned by the Washington State Department of Transportation (WSDOT) and two were owned by Amtrak. Each trainset was built with 12 cars and a six-car spare set, including a baggage car, service car, lounge car, café car and two "coach class" coaches, was also built. The trainsets can hold 304 passengers in 12 cars.

In 1998, Amtrak also purchased an additional Series VI trainset as a demonstrator for potential service between Los Angeles and Las Vegas. This trainset was built with two additional "coach class" coaches, for a total of 14 cars. The demonstration route was not funded and WSDOT purchased the trainset in 2004 to expand service.[72] The purchase also allowed Amtrak and WSDOT to redistribute the "coach class" coaches. By using the two additional coaches from this new trainset and placing the two coaches from the spare set into regular service, the agencies were able to create four 13-car trains and one 12-car train.

In 2013, the Oregon Department of Transportation (ODOT) purchased the two Series 8 trainsets to enable further expansion of services.[74] Each trainset was equipped with 13 cars. The Cascades equipment is painted in a special paint scheme consisting of colors the agency calls Evergreen (dark green), Castilian Copper (brown), Nugget (tan) and Double Latte (cream).[71][75][76] The trainsets are named after mountain peaks in the Pacific Northwest (many in the Cascade Range). The four original Series VI trainsets were named after Mount Baker, Mount Hood, Mount Olympus, and Mount Rainier. The Series VI trainset built to operate between Las Vegas and Los Angeles (painted in Surfliner colors) was renamed the Mount Adams when it was purchased by the state of Washington. This trainset was subsequently destroyed in the December 18, 2017, derailment on the Point Defiance Cutoff. The two Series 8 trainsets are named Mount Bachelor and Mount Jefferson.

In early 2014, the Washington State Department of Transportation (WSDOT), awarded a contract to Siemens USA to manufacture 8 new Siemens Charger locomotives for the Cascades. The order was part of a larger joint purchase between Illinois, California, Michigan, and Missouri. These locomotives were delivered to WSDOT in Summer 2017 and went into service in late 2017.[77][78] The additional locomotives were to have enabled two additional runs to be added as part of the Point Defiance Bypass project (the additional service was suspended and its recommencement has not been announced) and will replace the six EMD F59PHI locomotives leased from Amtrak; these were sold to Metra in early 2018. One SC-44 locomotive was destroyed in the December 18, 2017, derailment on the Point Defiance Cutoff, but was soon replaced by a newly built Charger by Siemens (1408) in August 2020. In the wake of the accident, Amtrak proposed to lease or buy two Talgo trainsets which were originally bought for use in Wisconsin but never operated.[79] In August 2019, the Federal Railroad Administration awarded WSDOT up to $37.5 million to purchase three new trainsets for the route, allowing the replacement of the older Talgo VI trainsets.[80] The Talgo VI trainsets were withdrawn in June 2020.

Amtrak's entire Horizon fleet was removed from service on March 26, 2025, due to corrosion issues, leaving only a single Talgo trainset left to serve the Cascades route.[89] A second Talgo trainset had been damaged by a tree during an extratropical cyclone in November 2024.[90] Most scheduled Cascades trains were temporarily replaced with shuttle buses, including all service to Canada.[91] Some rail trips began to be restored in April 2025, with reduced capacity, after Amfleet cars arrived to replace the Horizons.[92] All trips were restored on April 6.[93][94]

Proposed changes

According to its long-range plan published in 2006, the WSDOT Rail Office plans eventual service of 13 daily round trips between Seattle and Portland and 4–6 round trips between Seattle and Bellingham, with four of those extending to Vancouver, British Columbia.[101] Amtrak Cascades travels along the entirety of the proposed Pacific Northwest High Speed Rail Corridor; the incremental improvements are designed to result in eventual higher-speed service. According to WSDOT, the "hundreds of curves" in the current route and "the cost of acquiring land and constructing a brand new route" make upgrades so cost-prohibitive that, at most, speeds of 110 mph (177 km/h) can be achieved.

The eventual high-speed rail service according to the long-range plan should result in the following travel times:

In order to increase train speeds and frequency to meet these goals, a number of incremental track improvement projects must be completed. Gates and signals must be improved, some grade crossings must be separated, track must be replaced or upgraded, and station capacities must be increased. The existing Columbia River Railroad Bridge between Vancouver, Washington and Portland would have to be modified, and an additional railroad bridge would have to be built next to the existing bridge.

Building upon previous studies, the long-range plan also proposed relocating the northern terminus from Vancouver's Pacific Central Station southeast to a "Greater Vancouver Terminal" near SkyTrain's existing Scott Road station in Surrey, British Columbia. In this scenario, northbound passengers would then ride the SkyTrain rapid transit system for about a half-hour to complete a trip to downtown Vancouver.[102][103] The plan cited several motivations for terminus relocation, including: congestion at and near the New Westminster Bridge, which is a single-track railway subject to very low train speed limits and numerous bridge openings for marine traffic; lower-than-desired speed limits due to poor geological soil conditions underneath the BNSF track between the bridge and Pacific Central Station; bottlenecks at Canadian National Railway's Second Narrows Rail Bridge and Thornton Tunnel that cause northbound freight trains headed to the North Shore of the Burrard Inlet to back up onto and obstruct the BNSF main line; and repeated opposition to passenger service expansion from Canadian National Railway.[104]

In order to extend the second daily Seattle to Bellingham round trip to Vancouver, BNSF was required to make track improvements in Canada, to which the government of British Columbia was asked to contribute financially. On March 1, 2007, an agreement between the province, Amtrak, and BNSF was reached, allowing a second daily train to and from Vancouver.[105] The project involved building an 11000 ft siding in Delta, British Columbia, at a cost of US$7 million; construction started in 2007 and has been completed.

In December 2008, WSDOT published a mid-range plan detailing projects needed to achieve the midpoint level of service proposed in the long-range plan.[106]

In 2009, Oregon applied for a $2.1 billion Federal grant to redevelop the unused Oregon Electric Railway tracks, parallel to the Cascades' route between Eugene and Portland.[107] But it did not receive the grant. Instead, analysis of alternative routes to enable more passenger trains and higher speeds proceeded. In 2015, the current route, with numerous upgrades, was chosen by the Project Team as the Recommended Preferred Alternative.[108] The Preferred Alternative, if built, would decrease the trip time by 15 minutes from 2 hours and 35 minutes to 2 hours and 20 minutes and increase the number of daily trains from 2 to 6 from Eugene to Portland.[109]

In 2013, travel times between Seattle and Portland remained the same as they had been in 1966, with the fastest trains making the journey in 3 hours 30 minutes.[110][111] WSDOT received more than $800 million in high-speed rail stimulus funds for projects discussed in the mid-range plan, since the corridor is one of the approved high-speed corridors eligible for money from ARRA.[112] The deadline for spending the stimulus funds is September 2017. The schedule was for the Leadership Council to vote on this in December 2015, then a Draft Tier 1 Environmental Impact Statement was to be released in 2016 and hearings held on it, for the Leadership Council to finalize the Recommended Selected Alternative in 2017, then publish the Final Tier 1 EIS and receive the Record of Decision in 2018.[113] Then if funds can be found, design and engineering must be done before any construction can begin.

In October 2023, WSDOT made public a summary of its preliminary service development plan, which offered five conceptual options for future rail service. Three of the options kept the top train speed at 79 mph, while the other two options increased the top speed to 90 mph. The most aggressive frequency option increased the number of round trips between Seattle and Portland to 16 and the number between Vancouver, British Columbia, and Seattle to 6. Four of the options included a rail/bus combination for some round trips between Vancouver and Seattle; the section between Seattle and Bellingham would be served by rail, while the section between Bellingham and Vancouver would be handled by bus.[114][115] The assumed maximum top speed was reduced from 110 mph in the 2006 long range plan to 90 mph in the 2024 preliminary service development plan based on BNSF restrictions.[116]

Various jurisdictions have made attempts to add a stop within the approximately 60 mi gap between Vancouver, British Columbia, and Bellingham. The intent was to better serve the growing population in the southern part of the Greater Vancouver region without requiring a backtrack to downtown Vancouver. Infill stations have been proposed on separate occasions at the international border towns of Blaine, Washington,[117] and White Rock, British Columbia,[118] which both had stops on Amtrak's predecessor Pacific International service.[119]

In 2024, a Canadian passenger rail advocacy group recommended that the Canadian government make 10 infrastructure improvements between White Rock and Vancouver at a total estimated cost of CA$127.6million. These improvements would increase operational performance and reliability, and the resulting reduction in travel time would permit Amtrak to add a Blaine stop.[120]

Seattle to Portland – 3:30 (2006); 3:25 (after completion of Point Defiance Bypass); 2:30 (planned)
Seattle to Vancouver, British Columbia – 3:55 (2006); 2:45 (planned)
Vancouver, British Columbia, to Portland – 7:55 (2009); 5:25 (planned)

Accidents and incidents

July 2017 derailment

On July 2, 2017, northbound train 506 derailed while approaching the Chambers Bay drawbridge southwest of Tacoma, Washington. The train was traveling above the speed limit of 40 mph after passing an "Approach" signal (indicating that it be prepared to stop short of the next signal) at the bridge. As the bridge was raised and open, a device known as a "de-rail" was engaged, used to prevent a train from proceeding and falling in to the water by derailing it beforehand. The incident root cause was human error due to the engineer losing situational awareness. Only minor injuries were sustained due to the low speed at time of event as the engineer did attempt to stop on seeing the bridge up. The train's consist, an Oregon DOT-owned Talgo VIII set, was returned to the Talgo plant in Milwaukee, Wis. for repairs and returned to service in April 2018.[121]

December 2017 derailment

On December 18, 2017, while making the inaugural run on the Point Defiance Bypass, southbound train 501 derailed near DuPont, Washington.[122][123] Three passengers were killed, and 65 people in total were injured. The crash occurred on an overpass over I-5, on a sharp curve with a speed limit of 30 mph; train 501 was traveling at 80 mph.[124][125] Positive train control (PTC), a system that would have prevented the train from speeding, was not yet enabled on the Point Defiance Bypass at the time of the crash. An investigation by the National Transportation Safety Board also found that the train's engineer was not properly trained on either the tracks or the train's Siemens Charger locomotive, both of which were new at the time.[126]

WSDOT announced that it would not resume service until PTC was fully implemented. Service was then scheduled to restart in early 2019.[127] PTC was activated on the Point Defiance Bypass in March 2019, resulting in full PTC implementation on the US portion of the corridor between Blaine and Eugene.[128] However, Cascades service on the bypass did not resume until November 18, 2021, almost four years after the derailment.[129] Service resumption was not contingent on PTC being used on the British Columbia portion of the corridor, as PTC was not permanently implemented anywhere in Canada until October 2025, when BNSF started running PTC-protected trains along a 17 mi stretch of the Cascades corridor between the US border and Brownsville[130][131] (near the New Westminster Bridge).

Amtrak Cascades

History

Prior service

Amtrak era

Expansion in the 1990s

Amtrak Cascades

Pandemic cuts and restoration

Route

Stations and connections

Operations

Ridership

Rolling stock

Funding

Local partnerships

Proposed changes

Accidents and incidents

July 2017 derailment

December 2017 derailment

External links

References

History

Prior service

Amtrak era

Expansion in the 1990s

Amtrak Cascades

Pandemic cuts and restoration

Route

Stations and connections

Operations

Ridership

Rolling stock

Funding

Local partnerships

Related services

Proposed changes

Accidents and incidents

July 2017 derailment

December 2017 derailment

External links

References