I’m starting to think about my November trip to Kailua-Kona on the leeward side of the Big Island. I can’t take Amtrak to Hawaii, of course; but I can ride the train to the west coast and fly from there.

[edited 2023-02-20]

There are five options that I can think of, and I’m strongly gravitating toward my current fantasy.

[another edit on 2023-02-21]

Thanks to commenter, sjdorst, and several folks on the AllAboardRailDiscussion@groups.io list, I’ve found out what the Emery Go-Round is and how it connects the Amtrak station to BART; so I now plan to use that westbound; and if the Zephyr is late enough that I’d miss the last Emery Go-Round bus of the day, I’d still have the taxi as Plan B so it wouldn’t mess up the whole trip.

Eastbound, it doesn’t really work because of the time of day and reduced service on Sundays, so I’m still stuck with a taxi fare of (probably) $120 to $150.

I’ve also decided to spend the night eastbound at the Hyatt House across the tracks from EMY.  It could be close to midnight, or maybe even after, by the time that I can even claim my checked bag and get a taxi; but my body clock will still be on UTC-10, so when I get to the hotel, I’ll probably still have enough presence of mind to get undressed and crawl into bed, and I’ll have more time for a leisurly breakfast in the morning.

I’ll still let it stew for a few weeks just in case I think of anything else I should consider.

I hope this is of interest to folks who might want to plan a trip involving Amtrak and I’m not just boring people with my personal problems.  If there are folks who do find it interesting, all my current travel plans, both actual and tentative, can be found here.

day −1
day 0
days 1 and 2
day 3
general remarks about the C++ meetings
days 4 to 6
days 7 and 8
day 9
days 10 and 11

2023-02-14, 06:30:

The Holiday Inn didn’t give me my wakeup call; and when I went to the restaurant for breakfast, I found that they had no printed menu.  Instead, one has to scan a QR code with a cell phone.  A woman came by with a tablet and starting punching stuff in, I guess to get me a menu.  After about three minutes of that, I just got up and left.

I went back to my room and dealt with several days of e-mail messages and did some moderation on the blog, then I checked out.  I decided that I didn’t feel quite up to the walk back to Union Station, so the hotel clerk called me a taxi.

08:30:

After checking in at the Metropolitan Lounge, I went to Sbarro’s which was open for breakfast.  I had scrambled eggs, sausage, potatoes and a really big Sbarro’s breadstick.  Everything was much better than what I could have gotten at McDonald’s just across the hall; but I didn’t finish the potatoes…that was too much.

Back to the Met. Lounge to try to catch up on my FtB reading.  I made it through everything except Pharyngula and stderr, then it was back to Sbarro’s for a really big slice of pizza.

12:00:

So here I sit in the Met. Lounge waiting for them to call train 21, the Texas Eagle.  That’ll probably happen about an hour from now, or maybe a little later.

As I said in the previous post, I switched today’s ticket from train 319 to train 21, principally for checked baggage service; but it’ll also be comfortable to ride in the sleeper.  I have room 13, a roomette on the lower level of the double-decker Superliner cars.

13:20:

They called boarding for train 21, and I decided to avail myself of redcap service.

We departed right on time…actually a couple of minutes early by my watch.  I guess it’s OK to do that at big stations once the boarding gates have been closed and there’s no possibility of any passengers arriving at the last minute.

Once we left Amtrak property, we were on Canadian National track; and it’s typical for there to be lots of delays.  As expected, we got several red signals due to freight trains crossing in front of us.

The TA came by for dinner reservations.  I was surprised to see the “traditional dining” menu like we had on the Builder, and I was hoping that the Eagle was getting with the program.  No such luck…that was a mistake.  He came back with the “contemporary dining” menu (the microwaved stuff), and I ordered the baked ziti and meatballs for the entree and the vanilla pudding for dessert.

14:38:  that last stop waiting for freight trains was a really long one.  We’re just now pulling again and we’re only a little way past Summit.  We should be departing Joliet about now.

We mostly maintained track speed all the way to Joliet except for one slowdown, but that was just to get some instructions from the dispatcher.  It sounded like permission to pass a red flag or red signal, but they didn’t go through the whole track warrant business.  Maybe it was something else, or maybe the CN’s rules are more lax in this area.

We stayed about twenty minutes late all the way to just outside of Springfield where we had to stop and wait for train 318 to depart the station.  Amtrak’s status page says that 318 was indeed delayed, but that it had arrived at 17:11 which is just when we stopped to wait for it; so this might not take too long.

17:20:  here we go.

My 17:30 dinner reservation was called shortly thereafter.  Yes, the Texas Eagle does indeed still have a “cross country café” rather than a proper diner.  The baked ziti and the vanilla pudding were OK but nothing to write home (or blog) about.  It also came with a salad, and for dressing I had my choice of ranch and ranch.  I passed.

We actually arrived in Springfield at 17:25, and it’s raining pretty hard.  Amazingly, we departed at 17:27…only two minutes of dwell time.  I guess the passengers didn’t feel the need to dawdle in the rain.

17:56:  we hand another stop due to freight trains in the way, but we’re moving again.  We departed Carlinville at 18:11, now :33 late.

This train has no sightseer lounge with a café in the lower level, so they’re using for a “café car” the end of the “cross country café” closest to the coaches.  We have only one SA (I guess somebody called out), so the “café car”, the only food source for passengers in the coaches, is closed while serving passengers in the sleeper.  It seems to me that that just shouldn’t happen.

We stayed about half an hour late through Alton, then thanks to schedule padding, we arrived in St. Louis at 19:19, just six minutes late.

It took ten or fifteen minutes after the checked baggage arrived in the baggage room for the station agent to finally deign to open up and give passengers their bags.

My car was right where I left it in the long term parking (no surprise), and since it had been raining earlier and the streets were wet, and I hadn’t driven a car in a couple of weeks, I decided to drive home on city streets instead of tooling down the interstate highway.

All in all, this was a very pleasant trip for me, although I’m glad I didn’t have a coach ticket on the Eagle.  Yeah, we were hours late into Seattle, but I had planned for that so it didn’t mess up the whole trip.

My next trip will be early in April when I’ll take a round trip ride on the Texas Eagle to Forth Worth.  I’ll be attending the Southwestern Rail Converence 2023 in Hurst, TX, about a ten or fifteen minute taxi ride from the Forth Worth station.  What would folks like to read about?  More geeky train stuff?  More personal impressions?  Please do give this newbie blogger a hint about anything he’s doing wrong. 😎

day −1
day 0
days 1 and 2
day 3
general remarks about the meetings
days 4 to 6
days 7 and 8
day 9

2023-02-12 00:37-8:00

I stayed up to watch the switching moves in Spokane (because I’m a grain geek).

Train 8 from Seattle arrived first, and 28 from Portland pulled in behind it.  After detraining the passengers bound for Spokane, 8 pulled forward and switched to another track where it was out of the way; then 28’s engine pulled ahead out of the way.  8 shoved back and tied on to 28, and 28’s engine shoved back and tied on to the combined train.  We now have Siemens 313 in the lead and GE 77 second.

Once we had the full train put together, they boarded the passengers getting on in Spokane.

We got under way at 01:24, only nine minutes late which, on Amtrak, approaches zero. 😎

06:30-7:00:

We’re on mountain time now.

Amazingly, we stayed on time all day, even waiting for departure times at several stations.  The only operational thing that surprised me is that we didn’t make the usual fuel stop in the yard just east of Havre.

The fellow who shared my table for supper in the diner was another programmer.  We had fun commiserating about the sorry state of code these days. 😎

ca. 21:00-6:00:  We arrived in Minot almost an hour early, so we’ll be here for a while.  The engines were refueled from a fuel truck, so I guess that’s the new thing rather than making the fuel stop in Havre eastbound.

2023-02-13:

We departed St. Paul on time at 08:50, but then we were stopped for a while because of a freight train in the way.  Me’re moving again at 09:05.

We stayed between ten and twenty minutes late all the way through La Crosse; but that can change on the SOO Line through Wisconsin to Milwaukee.  We’ll see…

Nope, no problems there.  We departed Milwaukee at 15:12, only seven minutes late.  We might even be early into Chicago thanks to schedule padding.

16:02:  oops, I knew it couldn’t last…emergency brake application…the conductor made an announcement on the PA saying that “a brake hose came apart” and he would have to “put it together again”.  Let’s hope that’s all it is.

16:10:  that wasn’t bad…we’re pulling again.

I heard on my scanner the engineer informing the dispatcher that “everything’s independent”.  I’m guessing that that means that they’re using the independent brakes, air brakes that apply only the engine’s brakes, to pressurize the regular train line, the brakes on all the cars.  I suppose that’s OK as a temporary fix since we’re less than one hour from our final stop.

<aside>
For non-train geeks, the way air brakes on trains work is that air pressure in the brake line holds the brakes off, and brakes are applied by reducing the pressure.  That’s why anything that dumps the brake line quickly, like parting of the line for any reason, applies all the train’s brakes as hard as possible.  That’s the “emergency brake application”, and it can cause a derailment because of later cars that haven’t had their brakes applied yet ramming into earlier cars that have.  (The “signal” that applies the brakes is an air pressure wave that travels through the brake line somewhat slower than the speed of sound, and freight trains can be miles long these days.)  That’s usually not a problem for passenger trains which, aside from being much shorter, have couplers that don’t give as much; but conductors still have to walk the train to look for any problems that might have been caused.
</aside>

We made our final stop in Chicago at 16:53, only eight minutes late.  For some reason, they spotted the engines four or five car lengths north of the entrance to the north boarding lounge, so even folks in the Seattle sleeper, the first revenue car on the train, still had an extra city block to walk.  It seems to me that there was no reason for that.

This was a most enjoyable trip on the Empire Builder, in large part because of the crew who had been working together for over a decade and liked each other, and also liked their jobs.  A happy crew makes for happy passengers.  I hope I left big tips all around.

On arrival in Chicago, I made a bee line to the Amtrak ticket counter and changed tomorrow’s final leg to St. Louis from business class on train 319, one of the “Lincoln Service” corridor trains, to a roomette on train 21, the Texas Eagle, and then promptly checked the bag that I had just claimed off train 8.  (The corridor trains have no checked baggage service.)  This old back will no doubt appreciate my not having to deal with it until I get home.

My back also appreciated taking a taxi to my hotel rather than walking the three blocks to the Holiday Inn just south of the station.  The taxi fare was just about five bucks, so I gave the driver another fiver as a tip for getting stuck with my short fare.  I’ll probably do the three block walk tomorrow morning since I’ll be rested and ready to go.

This hotel has been completely renovated, and the restaurant won’t be ready for supper until next month, so I just had some junk food.  I didn’t want to go out anywhere for supper.  Instead, I wanted to get to my room so that I could get these blog posts back in sync. 😎  I was assured that the restaurant will be open for breakfast in the morning.

I’ve also added a link to the group photo that I mentioned in the days 7 and 8 post.  These are most of the folks with whom I have the pleasure of being associated in my small way.