OLYMPIA, Wash. — A bill calling for major expansion of Amtrak Cascades service, as well as improved travel times, is awaiting the signature of Washington Gov. Bob Ferguson after its passage by the state legislature.
House Bill 1857 sets a target of a minimum of 14 daily round trips between Seattle and Portland, Ore., and five daily between Seattle and Vancouver, British Columbia [see “Washington state legislation calls for …,” Trains News Wire, Feb. 6, 2025]. Currently, there are six Seattle-Portland round trips and two between Seattle and Vancouver.
Specific target times for travel — 3 hours, 25 minutes on the Seattle-Portland route and 4 hours, 25 minutes for Seattle-Vancouver — were stripped out of the bill by the Senate. As amended by the Senate, the bill calls for an independent study by the legislature’s Joint Transportation Committee, which will review plans developed by the Washington State Department of Transportation.
State Rep. Julia Reed (D-Seattle) told the news site The Urbanist that the bill “basically sets target goals for the Cascades service development plan, which is a federally required plan that WSDOT puts together that lays out how they plan to develop the service for the Cascades in the coming years.”
The bill originally passed in the House by a 68-29 vote; after the Senate approved its version by a 32-17 vote, the House passed the amended version 65-32 on April 16. The bill went to Ferguson on April 24.
Amtrak’s systemwide equipment shortage — exacerbated by the sidelining of Horizon cars that briefly halted most Cascades service — is one current barrier to expansion. But the Cascades route is slated to be the first to receive the new Airo equipment on order from Siemens Mobility, with operation currently anticipated to begin in 2026.
The legislation does not address funding for the expanded service or infrastructure work that would be required to achieve shorter travel times.
IMO this kind of future service will require the tracks to become at least 3 main tracks when using the present BNSF ROW. This will include the need for 2 main tracks south of Tacoma . That means WASH DOT will have build a straight alignment bridge over I-5 at the location of the wreck bridge over I-5. Before the route over I-5 was originally a straight route but NP allowed WA DOT to build a cheaper curve bridge over I-5 changing the alignment of that branch to a future slow speed curve over I-5.
So why should I pay for the tens of BILLIONS of $$$ they want to spend on the Air Traffic Control modernization? Many on this site use the “I don’t use it why should I pay for it” motto same goes for this which should be paid for by & only by users with surcharges added to their ticket price. Why are taxpayers subsidizing cheap air fares for fliers??
Because there are almost 3M daily passengers flying commercial, with most of it being interstate commerce, plus air safety has to be coordinated on the Federal level.
What is proposed in this article benefits a populated corridor that already provides the necessary service needed. Now that area wants to increase the service which is fine, but both states currently have the financial resources to help if they really want this.
How about Oregon and Washington paying for it themselves. And in the process buy their own equipment.
I’m thinking that’s on the horizon. The Federal support for rail based passenger transportation (intercity, interstate, commuter) is a relatively new concept when looking at the Republic as a whole. Federal involvement in local affairs blossomed with the New Deal as many states were completely lost during the Great Depression. Those days are gone and the States can (and should) stand on their own.
Actually, Amtrak is one of the (few) programs where I do favor the federals paying. It’s supposed to be a national system. The locals should pay for commuter rail and local transit (buses and subways), while the nation as a whole pays for Amtrak.
This is a required step in the process. It “basically sets target goals for the Cascades service development plan, which is a federally required plan that WSDOT puts together that lays out how they plan to develop the service for the Cascades in the coming years.” Funding comes later in the process depending on possible federal changes. Rest assured, however, there will be no federal funds for mass transit coming to a blue state such as Washington from the current misadministration.
Washington State’s 2024 GDP was $700 billion. Why should the Federal government be asked to pay for this but for “that’s the way it’s been done” for the past few decades?
The legislation sets targets and establishes policy, but doesn’t provide funding. Lovely exercise in nothing.
Also doesn’t establish an agreement with BNSF for use of its tracks.
Marijuana is legal in Washington State. Explains much.
“Marijuana is legal in Washington State. Explains much ,,,” (Yes it does !!)
(Maybe the majority of the legislature who passed this idealistic boondoggle were stoned when they voted? Or otherwise are just generally clueless & ignorant…..)
Yes, yes, I suppose it is nice to be “Visionary” in setting long-range goals and objectives, consistent with the remarks of Rep. Julia Reed, it’s puzzling, if not troubling that these legislators didn’t identify any type of funding for this “visionary” proposal. Didn’t any of these folks (legislators) read the current version of WSDOT’s “Cascades Service Development Plan” (which identifies future service expansions, ridership estimates, operating and capital costs, etc.?). If not, shame on them for being so clueless and ignorant ……
Yes, I know there are some “good people” (and even dare I say, a few smart and dedicated folks) who serve in state legislatures. Unfortunately, I don’t see very many of them in the Washington State Legislature ….
Well said, Charles !
Would you like fries with that?