[motor1]

It's spring, 1991, Amtrak's Pioneer departs Denver at 9 AM as it heads for the Rockies. The next stop is Fraser.

Consist:

F40PH # 268

1 sleeping car

1 coach-baggage

1 diner

1 coach

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[Mike B]

Nice shots. However, in time frame shown, the Pioneer east of Salt Lake City consisted of a couple of through cars tacked on to the Zephyr. The Desert Wind (to Los Angeles) worked the same way. So the Zephyr between Chicago (Denver) and SLC could be 16 or more cars long with at least 3, usually 4 F40s; there (usually) would not be a separate Pioneer between SLC and Denver.

Late in 1991, because the Zephyr was having trouble meeting any schedule when so big, its schedule got padded to where the SLC connection became unworkable. So the Pioneer started to split off at Denver, and proceeded north to Laramie WY then west to Ogden before turning north again into Idaho. So a latter-day historical Pioneer with 4 Superliners would be an appropriate train for the Sherman Summit route or a short segment of the Moffatt route between Denver and where the UP Front Range line split off northward. The Pioneer went to 3 times a week in 1993, and ended in 1997.

Data from Amtrak's analysis of the route for reinstatement (PDF file): https://www.amtrak.c...erviceStudy.pdf

Routes needed for screenshots: D&RGW route Denver-SLC (combined with Zephyr, 1977-early 1991); Sherman Summit (late 1991-1997); maybe something new in Idaho-SLC, Oregon mountains, Columbia Gorge.

Amtrak's report was pessimistic about reinstatement. Basically, poor ridership and finance prospects, given extensive (didn't mention specifically, but Southwest) air connections between Seattle/Portland and SLC/Denver, and no equipment. Projected farebox ratios were down in the 20-30% range, where even city transit lines don't like to be.

One might speculate that a modern Pioneer would use the type of new equipment now being built for state-supported trains and Florida Brightline (Siemens Charger or EMD F125 locomotive, the new Cal Cars or Siemens Brightline cars), and might have a distinctive paint scheme assuming some kind of multi-state operating authority substituting for direct Amtrak operation. Even more remotely, it could be run by a private operator like Iowa Pacific with assorted used equipment (like the Hoosier State now). Denver (via Ogden & Laramie) would remain a better Zephyr connecting point for schedule reasons: westbound around 8AM, eastbound around 7PM, rather than 11PM/3AM at SLC, despite the apparently better (slightly) financial picture via SLC. Also, unfortunately, while improved in recent years the Zephyr remains one of the worst Amtrak trains for timekeeping which again makes Denver better. And if you wanted to try that, why not Go Big by resurrecting the Desert Wind from a Pioneer connection at Ogden to LA, and extending the Pioneer south from Denver into Oklahoma and Texas, creating a complete inland set of connections?

[motor1]

The train travels through the tunnel district as it heads for Fraser.


Mike, Thanks for the info.

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[motor1]

After rolling through Moffat Tunnel, the train stops at Fraser.

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[motor1]

After leaving Fraser, the train stops at Granby, and tolls through Byers Canyon as it heads for Glenwood Springs.

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[motor1]

The train continues it's trip west.

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[motor1]

After a while, the train rolls past the line that heads to Craig.

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[motor1]

The train runs along the Dotsero Cutoff.

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[motor1]

After rolling past the start of the Tennessee Pass line, the train rolls into Glenwood Springs.

Epilogue: the train pulls into Seattle the next day.

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