Browsing Tag: amtrak

    BULLET TRAIN – Riding Japan’s Super Shinkansen – 新幹線に乗りましょ!
    Articles, Blog

    BULLET TRAIN – Riding Japan’s Super Shinkansen – 新幹線に乗りましょ!

    October 15, 2019

    Japan’s bullet train or Shinkansen system is one of mankind’s modern technological marvels in its over 50 years of operation the Shinkansen has transported over 10 billion passengers more than the total population of earth at speeds exceeding 200 miles an hour for some trains in the most earthquake-prone country on the planet one would expect the worst to happen but of all those billions of passengers there have been zero passenger fatalities in operation it’s a safe efficient and convenient system and we mean convenient on this episode of the American rail club we’re taking the world’s ultimate train from Tokyo to Osaka and back taking a day journey while exploring the history of the Shinkansen and its possibilities around the world and in America welcome aboard pick a seat and enjoy the ride [Music] [Music] it’s early in the morning on our trip to Japan and we’re taking the day to go from our hotel in Tokyo to Osaka we’ll be taking the 754 AM Nozomi Express Shinkansen from Shinagawa station to arrive at Xin Osaka by 10:20 a.m. from there we’ll go to Universal Studios Japan for the morning and afternoon and then to dote on Mori at night where we will then return back afterwards on the 9:10 p.m. Nozomi to arrive at Tokyo by 11:35 p.m. pretty full day none of us ever had a packed travel day like this by train especially between two major cities separated by over 320 miles something like this would only be possible by bullet train and it’s time to start getting to the station but first let’s pick up something to eat grabbing some breakfast over in Kamata was quick and inexpensive and the food in Japan is pretty tasty and healthier than my guilty pleasure of – bacon egg and cheese McGriddle and so we stood out our morning let’s do this you can see how everything’s like got my sheet here and I have a gonna cleaning towel everything – something you don’t see back at home afterwards time to take the K in tohoku up to Shinagawa station with our Shing Content tickets already bought the day before [Music] then it’s on to the platform of the backbone of Japan’s infrastructural engine the Shinkansen what I mean this system is punctual it redefines it entirely the clockwork of seeing this amazing system in action is awe-inspiring to anyone even if they aren’t interested in trains the engineering the speed and the timing safety and the people behind it all of this make it what it is kind of surreal but it’s like wow pretty much everything worked and I was supposed to ended this posed to be for 748 or like a 739 so everything is super punctual just the way let’s get our seats on board settle in and discuss it more in depth on board but not too much as we’ll only be here for two hours and twenty minutes to cover 320 miles but first breakfast [Music] [Music] the development of the shikon s’en literally translated as new trunk line was long in the making in 1903 Germany tested the first electric multiple unit train that reached a record 130 miles an hour compared to regular locomotives which lead the passenger cars to either push or pull a train electric multiple units or e/m use are a different layout where motors are distributed along the entire train to increase efficiency for 1903 however technology hadn’t quite figured out how to sync all the motors to not resist and limit each other but a standing impression would be made on a young engineer of the Japanese railway Bureau sent to observe the test yasujiro Shima he had a dream to create Japan’s first bullet train or Dangan arisia connecting Tokyo all through Shimonoseki the western end of Japan’s main island Honshu plans were actually made and worked for the doc gonorrhea shop project in 1939 instead of using electricity however it would be steam but those plans bombed after something called World War 2 which devastated Japan’s infrastructure and burned down a majority of Tokyo and the single most destructive and deadly bombing attack in human history Japan adhering to the principles of fall down seven times get up eight had a chance to reinvent itself and three major factors would do it number one is decision to electrify its major railways gained through the sovereignty of the San Francisco treaty Japan was under immense pressure by the United States and General MacArthur to adopt diesel engines due to austerity measures and a dependency it would create on Japan to outside sources of fuel mainly Americas but thankfully it dodged that stinky bullet number two the Japanese National Railways or jnr had this man as its president Shinji so go under his leadership JR would be able to make bold decisions to grow its services then there was a dice on sale yoku or big factor number three the chief engineer at Jan arm Hideo Chima remember yasujiro Chima earlier who witnessed the record test in Germany Hideo is his son or Musco okay I’ll try to cut back on the Japanese learning there is no quiz after this in the 1950s jay-ar was struggling to keep up with the demand of population and economic growth and proposed to plans of building new narrow gauge lines along its Tokaido corridor between Tokyo and Osaka but Shinji and had a hoe had a third infant plan I mean I meant plan this plan would build a new larger standard gauge passenger rail network segregated away from freight and slower passenger trains achieve speeds in excess of a hundred thirteen miles per hour as well as followed much of the previous bullet train plan from 1939 except this time using electric multiple units the 2500 meter turning radius four corners standard on modern Shinkansen lines that was actually carried over from the 1939 plan the plans were approved in 1958 with engineering quickly commencing and construction beginning in 1959 to connect Tokyo to Osaka this Shinkansen plan or new trunk line after the standard gauge designation also brought along the ridicule moaning and hysteria from other superiors in Jnr the Japanese government and the media all throughout the planning and construction Shima and slow go were deemed madmen for sticking to trains in a coming age of automobiles and airplane words that would probably make the best humble pie with MIT’s crow later the Shinkansen was massively expensive with a budget of 1.6 billion u.s. dollars in that year which doubled to an actual of 3.2 billion u.s. dollars from 1963 to 2018 dollars that’s nearly twenty six billion dollars even including all new engineering research design and manufacturing it’s still more than half the cost per mile of California’s now 100 billion dollar project but because of these cost overruns in out of respect both so go followed by Shima resigned from J&R before ultimately the fruit of theirs and thousands of others laborers who realized on October 1st 1964 right on time for the Tokyo Olympics the era of high-speed rail had begun since the Shinkansen opening jnr had run into a lot of cost problems but contrary to popular belief this wasn’t actually created because of debt acquired from the Shinkansen project itself quite the contrary actually it paid in spades and it was subsidizing the two biggest losses for Jun are forced construction of commuter railways in sparse urban areas and government constraints on fare increases with inflation the change came when jnr was eventually split regionally into private companies rather than a public government corporation in 1987 these new japan rail or jr companies brought the much-needed technological improvements especially to rail service like the Shinkansen which stayed with the initial zero series Hikari for nearly 20 years after introduction in 1987 the year of breakup and privatization the 100 series Shinkansen ran at a hundred 37 mile an hour top speed top speed by 1992 was increased to a hundred seventy miles an hour by the series 300 by 2000 the series 500 could reach 186 miles an hour and today and e5 Shinkansen can reach 200 miles an hour hooray for capitalism the amazing history behind the Shinkansen is the reason why Japan and its visitors are able to enjoy the comforts it affords today the seating on board is rather comfy in the reserved class with plenty of space to stretch out eat on tables and put your luggage on top without worrying about running out of space and checking it in the bathrooms aren’t pristine have actual functioning sinks push button operation and sized properly for actual human beings not goblins like on Amtrak japanese etiquette suggests for you to stay quiet at a conversational level in the cars and if you need a good walking stretch or a talk on the cell phone there’s the in-between cars that have cell phones smoking areas and bathrooms the rails on which the bullet trains right upon are as smooth as a silk kimono every night of every day a crew of about 3,000 across the network perform maintenance and needed repairs on a track that takes close to 370 trains per day the receiving a dedicated inspection train equipped with gear like laser measuring equipment called doctor yellow which is quite a rare sight but hey with my luck I snapped a picture of what a Ginza then there’s the punctuality of the entire network which I previously talked about the average delay if there even is a delay for the Shinkansen is a scant 30 seconds thanks to the teamwork of everyone and the skill of the conductor’s I’m sure you’ve seen the videos of cleaning crews that clean these trains that seat 1200 plus people in only seven minutes flat I didn’t get a chance to see them but their work obviously shows as everything is clean whisking through over the rural parts of Japan cities tunnels and mountains it becomes clear how amazing these trains really are and how it has enabled Japan’s economy to reach the level it has we were already getting close when we looked back at our watches and realize how quick two hours and 300 miles had gone nobody was cramped and we were all relaxed at exactly 1019 we were at the station and we felt cheated out of our early minute so we stayed here gawking at the bullet trains for a bit more [Music] and another weekend by the way these shirts you can get them on the ark teespring and more goodies back to scheduled programming the amount of time the bullet train has given us to enjoy another part of the country was time well spent [Music] from shin-osaka we were able to easily and quickly board a train to osaka station then transfer Anisha Kujo to head for Universal City station to Universal Studios Japan [Music] [Music] [Music] it’s almost as if somebody stopped time were able to arrive here with ease and get to basically the reason why we came to Japan in the first place JoJo’s Bizarre Adventure the ride after we did all we wanted there we had enough time to take a train over to Osaka famous daughter amore district Osaka is known for its culinary culture frequently called the kitchen of Japan there’s even a saying in Japan that goes Kyoto No kia ora Osaka no cuido meaning one dresses into decadence in Kyoto and one eats into decadence in Osaka thus the Japanese term cuidado or to over indulge yourself in food [Music] [Music] indeed the food in Osaka is amazing although I think osakans are confused with how hamburgers are used but apart from cuisine the sights and lights of Osaka are enough to feed the eyes and the senses which reminds me of the old Cuban saying of bodega Jana Corazon contento or bellyful and heart content and with our heart content and legs exhausted it was time to get ourselves back to Tokyo before midnight on the last train home upon the platform itself we were able to get ourselves some Japanese snacks and alcohol to add eyes bleary to the ailments incredible how convenient it is to have a convenience store right on the platform it just works on the way back I thought about the immense amount of possibilities a system like this would bring to the u.s. much of the world including France Germany China Taiwan Italy Spain and even Morocco now have high-speed rail systems while America has dug itself in a dark hole of automobile and airline dependency the same hole that Japan avoided nearly 50 years ago thanks to the brave and innovative men that pioneered the Shinkansen the journey we took on the Shinkansen is by car would take over six hours and eight by bus that’s already half that they’d gone sure planes once they were in the air can go pretty fast but accounting for flight time plus security check plus boarding disembarking and traveling to and from the airport and your one and a half hour flight to turn to about three or four hours of total travel time there’s a reason why the Shinkansen rules an outright majority of share and travel between these two cities for starting at around $95 for this lower service to 130 dollars for the express one-way marginally cheaper bus tickets and fluctuating airline tickets around the same prices with fees don’t seem to be a good deal and one ride on the Shinkansen you can tell why the competition is scared around the world there’s actually hope for the system to come to the US through the Texas Central Railway Company coincidentally being done with the assistance of jr. Central the same company that runs the Tokaido Shinkansen we took if you want to learn a little bit more information about that you can click this video over here although we’ll be coming out with more information on it pretty soon it’ll be linked over here Japan isn’t done yet improvements to speed on the current system are currently being tested with the new Alpha X experimental train capable of over 225 miles per hour then there’s the great leap forward with what we dub the Hyperloop killer that actually exists the SC maglev this train has been breaking record at the record with the latest one in 20 fifteen at 375 miles an hour with more to go the test line in Yamanashi will be open to the public come the 2020 Olympics around the corner rhyming with history just as Japan unveiled its first Shinkansen in 1964 maybe someday the US will be able to realize the benefits of rail and we too can raise the ceiling of what is possible within our country whether it’s an easy day trip to a city 300 miles away facilitating jobs in the new economy or bringing family together the passenger train has an important place in a nation’s of modern infrastructure Japan has proved that for itself and the rest of the world it’s amazing that more than 10 billion passengers including myself and my friends have journeyed on this amazing work of human wonder and engineering with no fatalities making it probably the safest place to be in the world on top of unheard-of punctuality spectacular speed and surplus comfort it’s an experience and adventure that you too can have and hope to get a chance to hop on board whether it’s in Japan Europe or in the near future in America thank you for watching this video on American rail club if you want more real news on transit infrastructure and high speed rail in America and around the world be sure to subscribe and pull that belt share this video with friends interested in trains or planning a trip to Japan it’s no cost and everyone is welcome aboard want to support arc further upgrade your ticket to ride by supporting us on patreon where just $1 will get you access to exclusive videos and behind-the-scenes before the general public thank you for writing them next up the future [Music]

    China High-Speed Rail So Popular, It’s Hurting Airline Industry
    Articles, Blog

    China High-Speed Rail So Popular, It’s Hurting Airline Industry

    October 14, 2019

    China’s high-speed rail is so popular
    that it is actually having an effect on the airline industry china Southern Airlines is the latest
    Chinese airline to post less than ideal 2013 results net profit
    dropped 24 percent and operating profit fell seventy
    percent they join air China where net profit dropped 32 percent in 2013 and China Eastern Airlines work fell by
    25 percent I’ll of high oil prices are a factor but the
    other thing is that China’s massive growth in high-speed rail is definitely affecting the airlines
    there and I’ve told this story in the US so many times when I’ve outlined the long list the
    barriers to real high speed rail development in the
    US one of them is the airline industry and the perfect example was when we were based in western
    Massachusetts flying out of Hartford airport to Washington DC this was a
    50-minute flight with the slow trains that we have it’s
    about seven-and-a-half for eight hours to take the train to
    Washington DC right now because a the one-hour one hour and 15 hour and a half that you
    have to arrive at the airport before flying combined with a 45 minute drive to the
    airport combined with then taking the subway
    into the city from the airport in Washington DC it
    made sense even at an increased cost for the most
    part to fly into Washington DC if the trains ran not even at outrageous
    speed data 150 160 170 miles per hour I would not consider lying to Washington
    DC from western Massachusetts any longer I
    would definitely choose train more convenient certainly a simpler security situation and it
    leaves me right in downtown Washington DC so that
    that we see it very clearly Louis there is a reason where the airline lobbyist will oppose
    high-speed rail development of course and probably oppose alternative
    alternative energy to you and yeah I you name it right locally China already
    has that infrastructure is already setup
    course a lotta European countries japan it’s they’re all set in that department and
    biz really no way to reverse it at this point and I can be at now attend I i envy it significantly I had a
    opportunity a couple of weeks ago the travel on some other French trains
    and it is just amazing that we are so behind when it comes to rail

    New Australian Train: 500 Miles in 2 Hours
    Articles, Blog

    New Australian Train: 500 Miles in 2 Hours

    October 14, 2019

    there’s a really fast train being
    designed in australia that would go from sydney to melbourne which is about like
    going from portland maine to baltimore maryland i dont that even really gives
    people a better frame of reference but in any case in about but two hours at a
    speed of about two hundred and fifty miles per hour the train is really
    really cool we have this picture appear of the interior this really is putting american trains
    to shame i mean it’s embarrassing lewis we we’ve been put to shame a long time
    ago just with the between system in europe will run some of this video we
    don’t need the audio on this but will just run the video to give you a sense
    of what the trend looks like and what kind of talk about it eight million people regularly travel
    between sydney and melbourne and this could save ten to twelve hours on the
    road which is just incredible and um… this is a by speaking of which
    this isn’t even close to the speed of the t g v which has a high speed of
    three hundred and fifty seven miles per hour this is looking at about two fifty why can’t we get it together allot of it
    is lobbying and we know that politicians in the midwest of the united states just aren’t interested in putting money
    into train development also i’ve talked about before the auto mobile an airline lobbies don’t
    want faster trains perfect example is awesome grid hartford to pc which is kind of the flight i’d take when i go to
    d_c_ but a fifteen minute flight because of the slow trains i’m looking
    at seven-and-a-half hours via train if we speed up the train such that it’s
    only a four hour trip i’m not gonna spend forty minutes writing to the
    airport an hour and fifteen minutes getting there before the flight to
    check-in possible delays blah blah blah blah blah very clearly we have a correlation between and driving to train speed and we have to assume the
    train about manufacturers are working enough held out

    Trains and Trams at San José Diridon Station (California)
    Articles, Blog

    Trains and Trams at San José Diridon Station (California)

    October 14, 2019

    We are in San José, California in the heart of Silicon Valley. Except for an indoor arena (seen in the background) there is not much around here. Entrance to the station’s waiting room. The waiting room has a few ticket counters and also some benches. On this Sunday afternoon there weren’t many people around. The full timetable of the Caltrain commuter railway fits on a single sheet of paper. The station has five platforms; let’s go up to one of them. View of tracks four and five with a Caltrain waiting for departure. Caltrain connects San José and San Francisco which is 76 km north of here. Caltrain requires ≈ 1.5 hours for that journey. The rolling stock looks quite archaic; it’s noisy, heavy and slow. This train is a service from San Francisco which will terminate at this station. Just look how enormous the coaches are. While the other train just arrived, this one starts its journey to San Francisco. The train is pushed by a single diesel engine and accelerates rather slowly. The engine is an American EMD class F40PH locomotive. With over 1 million inhabitants, San José is actually the most populous city in the San Francisco Bay Area. Although, the cultural center is clearly San Francisco. In the meantime this Amtrak train is leaving the station. It is a “Capitol Corridor” service traveling to Sacramento. It uses similarly gigantic rolling stock like Caltrain. The engine is a more recent EMD F59PHI. These are a few close-up shots of another Amtrak train that was waiting in the station. The platforms are connected via this subway. Which leads to the adjacent light rail station. San José operates a tram network of 3 lines. With a frequency of 30 minutes this tram is really not a mode of mass transportation. The network is operated with Japanese trams manufactured by Kinki Sharyo between 2001 and 2005. The line which runs here connects the cities of Mountain View and Campbell via San José. This tram is leaving for Winchester station in Campbell. The tram stop is next to a street with a row of beautiful houses. View from the other platform with an approaching tram for Mountain View. We just hopped one station east to San Fernando station. It is located closer to the city “center.” This shot of an approaching tram is the last of the film. The entire street is shut down with gates because of a tram! And here it comes in form of a moving billboard.

    Metro North & Amtrak Saturday Railfanning at Glenwood In 60FPS (Read Desc)
    Articles, Blog

    Metro North & Amtrak Saturday Railfanning at Glenwood In 60FPS (Read Desc)

    October 13, 2019

    Train #8720 : This is the train to Grand Central The next station is Yonkers. Train #8728 : This station is Glenwood This is the train to Grand Central The next station is Yonkers. *Ding Dong* Train #8732 : This station is Glenwood This is the train to Grand Central The next station is Yonkers. Train #8731 : This station is Glenwood This is the train to Croton-Harmon The next station is Greystone.

    Amtrak train traveling at high speed before derailing
    Articles, Blog

    Amtrak train traveling at high speed before derailing

    October 11, 2019


    Sydney Metro North West – Chatswood to Tallawong Full Ride
    Articles, Blog

    Sydney Metro North West – Chatswood to Tallawong Full Ride

    October 11, 2019

    Chatswood (Platform 3) Departure time: 10:40am Distance Elapsed: 35 kilometres Time elapsed: 42 minutes (+5 minutes delayed) Maximum Speed: 100 km/h Average speed: 50 km/h ECRL Tunnel Entrance Recommended that volume is set on mute due to a squabbling kid next to me. North Ryde (Platform 2) Macquarie Park (Platform 2) Macquarie University (Platform 2) Epping (Platform 6) > Cherrybrook (Platform 2) Castle Hill Cross-Cavern Castle Hill (Platform 2) Hills Showground (Platform 2) Norwest (Platform 2) Tunnel Exit Bella Vista (Platform 2) Skytrain start Speed increased: 80-100 km/h Kellyville (Platform 2) Rouse Hill (Platform 2) Speed Reduced: 100-60 km/h Windsor Road Bridge (270m) Tallawong Station (Platform 1 Arriving) Date Recorded: 26/5/2019


    Iowa Pacific’s Hoosier State Passenger Train

    October 3, 2019

    Hello, here we are here in Chicago’s
    Union Station about to board the Hoosier State Train bound for Indianapolis. Here we are in the Metropolitan Lounge in Chicago’s Union Station very nice facilities for Business Class
    and First Class passengers. So we’re here looking around and you can see sofas,
    TVs and food and everything you need the Amtrak app on my phone says we’re
    leaving right on time at 5:45 Here’s the menu and this is what we have to select for dinner tonight, it looks good Once again, you know what they say, dinner in the diner nothing could be
    finer. That dessert looks really rich Passengers are not permitted to stand on the platform or open doors, so I’m going back to my train car And that concludes our journey on the Hoosier State Train This is the Indianapolis Indiana Train Station, or Bus Station maybe, who knows


    Amtrak Western Long Distance Trains: Train Talk Ep. 7

    September 24, 2019

    Hello everyone and welcome to Train Talk! Today, we’re going to discuss Amtrak Long
    Distance Routes in the western United States. You probably know that Amtrak is America’s
    national passenger train network, and they serve cities and towns all across the continental
    U.S. For the most part, Amtrak service can be broken
    down into corridor trains and long distance trains. We’ll focus on the long distance trains
    this time but for the purposes of this episode, corridor trains in general travel distances
    of about 500 miles or less and there are often multiple trips made each day, while long distance
    trains travel over 500 miles and make at most one trip a day in each direction. Long distance trains got their start, like
    most amtrak services, from railroads that had previously operated the trains before
    Amtrak took over passenger rail service in the United States on May 1st, 1971, and we
    will see that reflected in the names and routes of these present day Amtrak trains. All Amtrak long distance trains in the western
    half of the country run with double deck passenger cars, called Superliners. Most trains are pulled by 2 diesel electric
    P42DC “Genesis” type locomotives, built by General Electric. Following the locomotives is a set of passenger
    cars, also called a consist. A typical long distance passenger consist
    includes a baggage car, a transition sleeper car used mostly for crew accommodations, standard
    Superliner sleeper cars, a dining car with full restaurant and kitchen, a sightseer lounge
    car with large windows and lounge chairs for sitting back and watching the scenery fly
    by, and some standard coach cars. We will now take a brief look at the 5 long
    distance Amtrak routes that run in the western half of the country. The Sunset Limited, train number 1 westbound
    and 2 eastbound, is the first long distance passenger train we’ll take a look at today
    and it is the southernmost of the long distance Amtrak routes in the west. This train runs from Los Angeles, California
    to New Orleans, Louisiana, skirting along the southern border of America as it passes
    through the states of Arizona, New Mexico, and Texas. It takes its name from a train run over the
    same line by the Southern Pacific Railroad. Scenic highlights include the spectacular
    Sonoran and Chihuahuan Deserts, The Rio Grande River, and the Bayous of Louisiana. A few cars from this train split off in San
    Antonio, Texas, running as the Texas Eagle from San Antonio to Chicago, Illinois. The Sunset Limited runs three days a week
    in each direction while the Texas Eagle runs daily. From Los Angeles to New Orleans, the train
    travels 1,995 miles over the course of two full days. Between San Antonio and Chicago, the Texas
    Eagle travels 1305 miles over the course of a day. At one time, the Sunset Limited continued
    on from New Orleans all the way to Orlando, Florida, but service was cut back to New Orleans
    in 2005. The Sunset Limited uses the standard long
    distance Amtrak consist with an extra sleeping car on the end of the that is set out along
    with the last coach car in San Antonio for the Texas Eagle. Our next train is the Southwest Chief. The Southwest Chief, operating daily as train
    3 westbound and train 4 eastbound travels between Los Angeles, California and Chicago,
    Illinois, passing through northern Arizona and New Mexico, south eastern Colorado, Kansas,
    and Missouri. This train borrows part of its name and most
    of its route from the train the Super Chief, once operated by the Santa Fe Railroad. The train passes through the northern deserts
    of Arizona and New Mexico, just skirting the Grand Canyon to the south. Leaving New Mexico, the Southwest Chief climbs
    through Glorieta and Raton passes, entering colorado and then continuing across the great
    plains of Kansas. Consists for this train are the standard for
    western long distance Amtrak routes. Trip time from Los Angeles to Chicago is just
    shy of two days, with a route length of 2,265 miles. Traveling between the San Francisco Bay Area
    of California and Chicago, Illinois, the California Zephyr snakes through some of the most beautiful
    scenery of the west. Running daily as train 5 westbound and 6 eastbound,
    the train takes its name and most of its route from the famed California Zephyr train that
    was jointly operated by the Western Pacific, Rio Grande, and Chicago Burlington and Quincy
    Railroads. From Chicago, the train passes through southern
    Iowa and Nebraska before turning into Colorado and climbing through the Rocky Mountains. The California Zephyr then passes along the
    southern shore of the Great Salt Lake, across the northern deserts of Nevada, and up and
    over the Sierra Nevada Mountains on Donner Pass, finally descending into Sacramento and
    skirting the shores of San Pablo Bay. Like the Southwest Chief, this train uses
    a standard superliner consist. The route length is 2,438 miles and the trip
    time is just over 2 days. Next is the Empire Builder. The Empire Builder runs daily as train 7 westbound
    and train 8 eastbound and travels between Chicago, Illinois and Seattle, Washington. This is the northernmost Amtrak long distance
    route in the west and it takes its name and route from the Great Northern Railway. From Chicago, the Empire Builder zips through
    Wisconsin, crosses the Mississippi River and passes through Minnesota’s twin cities region. Leaving Minnesota, the train crosses the plains
    of North Dakota and into Montana, skimming along the Missouri River and cresting the
    northern Rocky Mountains as it passes through Glacier National Park. Continuing toward the Pacific Northwest, the
    train passes through a small stretch of northern Idaho and into eastern Washington. The train makes an extended stop in Spokane,
    Washington, where a small section of the train continues on to Portland, Oregon along the
    Columbia River, operating as train numbers 27 westbound and 28 eastbound. The rest of the train continues on to Seattle. Typically, two locomotives pull the train,
    but certain times of year, a third one is added. Following the locomotives is a baggage car,
    transition sleeping car, two standard sleeping cars, a dining car, two coach cars, a sightseer
    lounge car, two more coaches, another sleeper, and finally, an additional coach car. The last coach car is dropped off in St. Paul,
    Minnesota heading westbound and picked up heading eastbound. The Sightseer Lounge, two coaches and sleeper
    at the end of the train are detached in Spokane, Washington and continue to Portland, Oregon
    as the Portland section of the train with everything ahead of the lounge car continuing
    on to Seattle. The trip time from Chicago to Seattle is just
    shy of two full days and the route length is 2,205 miles. Finally, we come to my favorite Amtrak route,
    the Coast Starlight. This train runs daily, north as train 14 and
    south as train 11 between the major cities of Los Angeles, California and Seattle, Washington. Along its 1,377 mile long route, the Coast
    Starlight skirts along the coastline of the Pacific Ocean, climbs the coastal mountains,
    passes through the San Francisco Bay Area, flies along the base of Mount Shasta and through
    the Cascade Mountains of Oregon, into the lush Willamette Valley, and finally along
    Puget Sound before arriving in Seattle. The trip takes about a day and a half. The Coast Starlight runs along the rails of
    what was once the Southern Pacific Railroad, taking its name from two different Southern
    Pacific trains: The Coast Daylight and the Starlight. This train uses a standard Superliner consist
    with the addition of a Business Class coach between the dining car and the sightseer lounge,
    and a special car called the Pacific Parlor Car, which serves as an additional lounge
    for sleeping car and business class passengers. We have come to the end of our journey for
    this episode. I hope you enjoyed the ride. To find out more about any of these trains,
    visit the Amtrak website Also, be sure to tell me which western long distance
    Amtrak route is your favorite. If this video gets 500 likes, I will make
    a full video on the winning route. Well, that does it for now. Until next time, I’m Mike Armstrong. I’ll see you down the line! Thanks for watching!