WINTER PARK, Colo. — A track closure for Moffat Tunnel repairs this week is causing cancellation on part of the route for California Zephyrs departing Wednesday, July 27, from Chicago and Emeryville, Calif.
Amtrak travelers with reservations on those trains that include the Denver-Salt Lake City segment were notified Sunday that the train was cancelled and advised to speak with an Amtrak agent about travel options. “Unfortunately, we don’t have other transportation available,” said an email to one passenger.
“Union Pacific is doing maintenance work in the Moffat Tunnel that will take 18 hours,” UP spokeswoman Robynn Tysver tells Trains News Wire.
Most previous track closures involving the former Denver & Rio Grande Western main line have been planned far enough in advance for Amtrak to arrange a detour between Denver and Salt Lake City on UP’s Overland Route through Laramie, Wyo., and Ogden, Utah. In those cases, host railroad pilots qualified on that route must accompany Amtrak engineers and conductors operating the trains.
Running times were typically several hours less on the detour, once used by the San Francisco Zephyr until 1983, when the Chicago-California train returned to D&RGW rails, and again from the mid-1980s until May 10, 1997 when the Chicago-Seattle Pioneer was cut.
In a statement to News Wire, Amtrak says the detour isn’t happening this time, because “the duration of the track closure and staffing needs for a detour led to the decision to terminate and turn that round-trip frequency.”
The Emeryville departure to Salt Lake City is designated train no. 1006 on July 27, and the eastbound train from Salt Lake to Emeryville on Thursday becomes no. 1005.
Operating with only two coaches and less sleeping car space than in previous summer seasons, the Zephyr has been consistently sold out. However, this week’s mid-route cancellation has suddenly opened up inventory and lowered prices for travelers riding the portions still operating
For instance, the adult roomette fare to Denver on Wednesday’s Chicago departure is $365 and a bedroom is $631 as of July 25. On the following seven days when available, Chicago-Denver roomettes are either $586 or $661, and bedrooms are $1,339. In coach, the fare is $193 with an 80% sellout on July 27, but the next seat available to Denver is $241 on Aug. 1.
Greyhound’s schedulled service takes 10 Hr 30 Min and runs via I-80 and Cheyenne. The Dog also has schedulled service from Grand Junction to Denver (5 Hr 10 Min).
I’ll bet there are charter operators who would use Amtrak’s I-70 route at times meeting Amtrak’s schedules. No, wait: Amtrak has no schedules.
I understand there is also air service.
This work sounds possibility emergency repairs With just a couple days notice it will take UP some time to assemble equipment that may be 1 -3 days travel away. almost anything possible could have happened. Land shift any direction, water fissure, ceiling collaspe or very likely to happen soon, Signal failures, track fracture(s) or a long list of other possibilities,
Whatever is needing repair may require all MOW personnel to leave tunnel for certain repair activities.
Or the railroads could pay enough to compensate for the lost benefits. I could be tempted to return if that were done.
Once retired you cannot return to work in a railroad or related company without loss of Railway Retirement Pension benefit. This rule has prevented part time return to service during the severe crew shortages
You would think the railroads and Amtrak would be lobbying Congress to amend the law? This makes as much sense as the Social Security earnings limitation for those collecting it , but still working and earning more than $19,560 (2022 amount). Granted when both(?) laws were written the concept was that retirees still working would be preventing new workers from entering the labor force. But today the retiring generation is larger than the new one entering the work force.
It is a shame that Amtrak cannot use recently retired UP engineers that are qualified over the Overland route. If Amtrak cold do that having 4 – 6 engineers for each leg. However, that probably would be illegal for some reason(s).
In the past, Amtrak would detour on a moments notice account derailment etc on regular route. Detouring across Wyoming was a common detour.
Nowadays, Amtrak seems to want to annul a train at a drop of a hat. SMH
A zillion years ago I was on an Amtrak train that detoured on Burlington branch lines in NE Colorado. But that’s when BN ran the train and BN crews were at the helm. Things are more complicated now, plus a lot of the branch lines and detour routes no longer exist. Also with PTC, some detour routes may not be passenger eligible.
Sounds like the airlines who will cancel flights to regional airports because it is not a full plane. But then, look who is running AMTRAK.
I’m only guessing but maybe a UP inspection of the tunnel found a problem that needed fixed sooner rather than later. And the Amtrak reputation is at work here. Considering the current labor market and the time of year, maybe Amtrak couldn’t find buses. But Amtrak’s actions in the past always make them suspect of not doing anything.
The passengers must feel the love coming from Amtrak. It is inexcusable to just set out all the passengers and tell them that they are on their own to find a way to get to Salt lake City or Denver with their luggage.
And Union Pacific, who caused this granfaloon in the first place? Do they actually have management in their Engineering Department who cannot plan tunnel work a month in advance.
This is disappointing and shameful.
Tom, I can’t find my copy of “Cat’s Cradle”. Did you nick it from my bookshelf?
“If you wish to study a granfaloon/ Peel the skin off a toy balloon.”
Why couldn’t Amtrak at least provide a bus bridge and run the western segment as far as Grand Junction?
Another question is why anyone would depend on Amtrak?