Figure 1. The Sunset Limited and Texas Eagle routed via Phoenix
Today, southern Arizona is served by Amtrak's Sunset Limited, which offers service between Los Angeles and Florida three days per week, and the Texas Eagle, running between Los Angeles and Chicago four days per week. Both services operate coupled together as one train through Arizona, and currently bypass Phoenix on the main Union Pacific "Gila" line via Gila Bend and Casa Grande. A connecting bus is provided between Phoenix and Tucson.
ARPA recommends that Amtrak service through southern Arizona be increased to daily operation, and that the trains be routed via Phoenix, restoring the service to Phoenix, Tempe, and Coolidge which was removed in 1996. Station stops at Goodyear and Willcox should be added.
Routing Amtrak's Sunset Limited and Texas Eagle passenger trains via Phoenix depends on the reopening of the western section of the Union Pacific Railroad's Phoenix line, as described on page *. In the interim, it may be possible to provide service from Phoenix to the east with a terminating segment of the Sunset Limited or Texas Eagle; one locomotive and several cars could be added to, or separated from, the remainder of the train at Tucson. Such an operation would depend on restoration of at least one and possibly two station tracks at Tucson (see "Stations," page *).
Once the Phoenix line is reopened, ARPA recommends station stops in Arizona at Yuma, Goodyear, Phoenix, Tempe, Coolidge, Tucson, Benson, and Willcox. The addition of Goodyear and Willcox would further enhance the usefulness of these trains to Arizona citizens and visitors. The city of Willcox has recently rehabilitated its passenger station, a show of good faith toward restoration of passenger service there.
Connecting buses from Nogales to Tucson and from Benson to Sierra Vista would extend service to tens of thousands of southern Arizonans. Such buses could be either dedicated Amtrak Thruway buses or arrangements with existing bus lines.
Looking beyond our State's borders, ARPA believes travelers to and from Arizona would best be served by the Sunset Limited remaining on its current route in Texas via Houston, with the Texas Eagle operating via Midland/Odessa and Fort Worth to Chicago. At Fort Worth, connections with an extended Heartland Flyer would permit connections south to Austin and San Antonio, and northward to Oklahoma and beyond.
To reach the goal of daily service, rather than four days per week, ARPA recommends that the State consider entering into purchase of service agreements with Amtrak. Such agreements could, in partnership with California, add trains from Los Angeles through Phoenix to Tucson and perhaps beyond, as the next step after track rehabilitation and restoring the Sunset Limited and the Texas Eagle to the Phoenix line.
With Congressional cutbacks and the potential elimination of Amtrak's operating funds by 2003, more and more states are becoming involved in supporting Amtrak's passenger service. For example, the Talgo passenger train service from Eugene, Oregon, through Portland and Seattle to Vancouver, British Columbia, now offers two trains in each direction daily; the State of Washington purchased two of the four Talgo trains to aid in creating this service.
Figure 2. Northern Arizona service with connection to Southern Arizona
This daily passenger service exists as Amtrak's Southwest Chief through Williams, Flagstaff, and Winslow, continuing to Chicago on the Burlington Northern/Santa Fe Railroad. A connecting bus is provided to Phoenix. Additional connecting services, as described below, will enhance the usefulness this already well-utilized train.
ARPA recommends that station stops at Seligman and Holbrook, which were served until 1984, be restored to better serve northern Arizona. A bus connection, either a dedicated Amtrak Thruway bus or another carrier's, would provide service to Lake Havasu City.
ARPA also recommends that a section of the Southwest Chief be split at Williams Junction to serve Phoenix and Tucson. Assuming the current Southwest Chief schedule, the trip between Williams and Phoenix would be overnight, with sleeping accommodations provided. Station stops would include at least Williams, with its connection to the Grand Canyon Railway; Wickenburg; Glendale; and Phoenix. A stop at Skull Valley could offer a bus connection to Prescott. Connecting trains and buses would provide additional connections to southeastern Arizona.
This train would facilitate the strong demand for travel between southern Arizona and the Midwest, and between southern Arizona and the Grand Canyon. Mail and express packages, which Amtrak already carries in trucks between Phoenix and Williams Junction, would provide additional revenue.