Arizona Rail Passenger Association
On February 12, 1993, the Association operated the Arizona Rail Express. A special train from Phoenix to Tucson and return, the purpose of the demonstration train was to introduce civic leaders and the media to the Regional Rail concept. The cost of the Arizona Rail Express Demonstration was underwritten by corporate sponsorship.
Our journey today will take approximately 2 hours and twenty minutes each way. For those of you making a round trip on the train we will have a one hour layover in Tucson from 1:08 until 2:08., during which refreshments will be available.
The equipment we will be riding in was brought from Los Angeles where it is in use on the new Metrolink commuter rail system. One important feature to note is that the seating on these cars is a "high-density" configuration designed for short distance commuter applications. On an Arizona Regional Rail System, these same types of cars would be designed with more spacious seating arrangements. This would reduce the number of seats from the 140 to 150 range, depending on type of car, to about 120 to 130. A conventional single-level car would have only 78 seats in the same length.
Our train has a locomotive at one end which will be pulling us to Tucson in the manner in which you are accustomed to seeing a train. However, at Tucson, the train will not be turned around for our return trip as there is no "wye" track or turntable convenient to the station, so the train will operate in "push" mode on the return trip with the locomotive at the rear of the train pushing. During the return trip, the engineer will sit in a control cab in the last coach (which will now be the front of the train) to operate the train. This control cab has all the necessary controls to operate the locomotive and is connected to it by cables running from car to car through the train.
This type of "push-pull" service, as it is called, is commonly used on commuter rail systems throughout the United States, and is also used by Amtrak on some of its intercity corridor runs, including Los Angeles - San Diego. Push-pull is recommended for Arizona Rail, both intercity and local commuter services, as turning facilities for trains are not located at all service endpoints, and it saves considerable time and expense versus turning trains around as well.
Upon leaving Phoenix Union Station, we will travel through Southern Pacific's Phoenix Yard. You will notice that we don't go very fast; in fact we won't exceed 20 mph for the first 2 miles or 30 mph for the next 3.3 miles beyond that. This is the kind of situation which must, and can relatively easily, be corrected in order to implement a regional passenger rail system.
After leaving these speed restrictions, we will go through a short stretch of 60 mph running, then slow down to take the sharp curve just before crossing the Salt River into the Tempe Amtrak Station.
TEMPE 8.4 miles from Phoenix
Welcome Aboard to those who have joined us in Tempe
Traveling through Tempe, we will again be going slow. From the north end of the Salt River Bridge to the junction with the Tempe Branch at 13th Street (just before the mainline turns east again) there is a 20 mph restriction by city ordinance, followed by a 30 mph restriction, also by city ordinance, extending east of Rural Road. These restrictions, which date back a number of years, will need review once the decision to proceed with a regional rail system is made, taking into consideration such improvements as modern grade-crossing protection devices.
After turning east at the junction with the Tempe Branch, which travels south to a point near I-10 and Maricopa Road, and leaving the speed restricted area, there will be another short stretch of 60 mph running, followed by a reduction in speed for two curves leading into the downtown Mesa area. After passing the site of the old Mesa Depot, on South Robson St., the train will turn through the tightest curve of the trip, requiring a 25 mph speed. No change is envisioned to this curve, as considerable new right-of-way would be required to realign the track.
After negotiating one more curve at the junction with the Chandler Branch at Baseline Road (which can be taken at 50 mph), our train will enter what might be termed the "high-speed" section of Arizona Rail. From here until Downtown Tucson, the line is mostly straight, with only occasional, gradual curves. Upgrading the smoothness and alignment of the track, as well as the signal system, will allow 90 mph operation of Arizona Rail trains. Our train will travel at 60 mph from this point until entering Southern Pacific's main transcontinental route, the Gila Line, at Picacho, except for a 40 mph stretch just north of Coolidge.
COOLIDGE 54.7 miles from Phoenix
Welcome Aboard to those who joined us at Coolidge
When curves, signal systems, or other reasons are not the determining factor for maximum speed, then this speed is set by federal regulations and is based on the condition to which the track itself is maintained. This condition is rated in increments and each increment is called the "class" of track. From Phoenix to Picacho the track is rated Class 3, which allows a 60 mph maximum speed for passenger trains, 40 mph for freight trains. On the Gila Line, the track is maintained to Class 5, allowing 90 mph for passenger trains and 50 mph for freight trains. However, at this point, another regulation sets in: no train may operate at or over 80 mph without the use of a "supplemental" (to the wayside signals) signal system, like cab signaling. Consequently, our speed will not exceed 79MPH.
After passing from the Gila Line to the Phoenix Line, through a 25 mph restriction due to a curve and the junction switch itself (these could potentially be upgraded to allow as much as a 70 mph speed), we will travel at a speed of from 70 to 79mph until just before reaching Prince Road in Tucson. Here we pass through a switch to enter double track which continues past the Tucson Amtrak station, where this portion of our journey will end.
TUCSON 119.6 miles from Phoenix
Thank you for traveling aboard the Arizona Rail Express.
This special demonstration trip and Phoenix Union Station Days made possible by:
