Chicago

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AMTRAK EXPANSION NOW!!


I was pretty discouraged about writing after my last post that admonished people against voting for Trump and yet they did and now where are we?

I saw an article that attempted to say AMTRAK is reasonably similar to the European rail system. I can only wonder what that guy was smoking. First of all, all major routes are electrified, something AMTRAK needs to expand. Secondly, all large cities are connect by many trains each day. Only the Northeast Corridor, Chicago to St. Louis, and the L.A. to San Diego route can claim that. There may be one or two I missed but I hope I made my point. For example, if you want to go to Chicago from New York there are two trains but they take different routes. The old “Water Level” route of the New York Central Railroad was the prime route to Chicago with many trains each day. Today there is but one train connecting New York to Cleveland, Toledo, and Chicago. This route is begging to be a high speed rail corridor for people going from New York to Buffalo or Cleveland. There are probably more the 25 million people along this route who, if there was decent frequency, would use it over the hassle at the airport. Think of someone wanting to go from Rochester NY to Cleveland. There is only one train and it leaves Rochester at 11:29PM and arrives in Cleveland at 3:53AM. They couldn’t do better than that? This train only works well for people in New York who are going all the way to Chicago. Coach is only $47 and private rooms are $265 one way and $467 the other. AMTRAK needs to go to a single price policy rather than using airline schemes of fares.

The U.S. Department of Transportation, Surface Rail had designated a number of corridors across the U.S. Several regional corridors do not even have rails meaning they are considered one thing while being another. Priorities are at odds with the states, especially more conservative states like New Hamshire.

Then there are the missing lines that cannot be made sense of. For example, there is a bus but not train from Detroit to Toledo. Trains are much more efficient and passengers will take a train before a bus. There once was a route that went from Cleveland to St. Louis connecting many intermediate sized cities. There is no such train today. Then there is the St. Louis to Los Angeles train that only runs 3 days a week. I have never heard why this is that way. And the big hole in the system is the Chicago to Miami route. AMTRAK actually had such a route at one time but it got eliminated because of Congressional foolishness.

There used to be an AMTRAK train that went from L.A. to Salt Lake City which included a stop in Las Vegas. Airlines love the LA to Las Vegas route, a real money maker but no trains. If you look at an AMTRAK map you will see blue lines that indicate AMTRAK’s Thru-Way Buses. Most of those routes are former train routes! If the U.S. truly wants to make AMTRAK at the level of European trains, it has a lot of catching up to do.

Electrification of routes in the East and on the West Coast are a must. Energy efficient and cost effective routes. Right now the only expansion of AMTRAK is happening in Maine where the progressive state is looking at its future and is actively upgrading existing track to accommodate passenger rail. This route sees 5 trains a day and is quite profitable for AMTRAK. It would seem to me that a state like Wyoming which currently has no AMTRAK trains, although they once did, would do well to promote rail travel through their state to Salt Lake City.

One last thought. Before all the rail mergers started in the 1960s, there used to be seasonal trains to ski resorts. Anyone who has been to one of these knows how horrible both driving and parking is. The old railroads used to run what they called “Ski Trains.” Such trains were very popular.

AMTRAK needs to go back to before it existed, the 1950s, and see what routes were serviced by rail and the frequency of the trains and make plans use those routes as a baseline.

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History of America: Chapter 3, 19th Century


The 19th Century was fairly steady state where immigration was concerned in the years from 1800 to 1890. The exception was, first, the potato blight in Ireland, 1845. A flotilla of 5000 boats brought tens of thousands of Irish to America. (When America Despised the Irish: The 19th Century’s Refugee Crisis – HISTORY) Those Irish congregated in two cities, New York and Boston. Boston’s blue bloods took exception to their influx as they brought their Roman Catholic religion with them to a place were Calvanist beliefs prevailed. The Irish in turn set up their own school system which was attached to their churches. A few decades later, the Boston Brahmins started sending their children to these Catholic schools as their proved far superior to the public school system in Boston at that time. Still, it was commonplace to see a sign in a shop window, “Irish Need Not Apply.”

The Chinese immigration to America started in 1848 with the discovery of gold in California. By 1850 25,000 Chinese had emigrated. In 1875, the Page Act excluded the emigration of Chinese nationals as laborers. In 1882, Congress passed the Chinese Exclusion Act which suspended all Chinese emigration for 10 years. (Chinese Exclusion Act – 1882, Definition & Purpose – HISTORY) Then in 1892, the Geary Act extended Chinese exclusion for another 10 years. Then in 1902, Chinese immigration was permanently banned. These acts were purely racially motivated.

In 1880 there was a second mass exodus from Ireland the result of wide spread famine among the poor farmers. Still, immigration until the 1890s was almost exclusively northern European. The Swedes started settling Wisconsin and Minnesota. The Germans tended towards Pennsylvania but a significant number settled in other Northeastern States. Names of cities and towns reflect this immigration, cities like Steubenville NY among others.

Starting around 1890 there was termoil and famine in Eastern and Southern Europe which brought those taking flight from Russian service impressment of the Polish, Armenians and Syrians fleeing the bloodbath inflicted upon them by the Ottoman Empire, Italians fleeing extreme poverty in the southern portion of Italy. By 1890 approximately 15,000 Greeks had come to America.

The late 19th century arrivals frequently came being lured by posters saying they can get rich in American mills. Federal law prohibited such advertisements from being put up but the industrialists felt, correctly, that the politicians of the cities and states would bow to their wishes. Even a Congressional probe into such acts said such actions were not happening.

When America switched from a mainly agrarian economy in the 1820s to an industrial economy as the result of the cotton gin and the importation of the water powered loom, mills cities throughout the northeast, Pennsyvania and New Jersery lured farm girls to their mills. No where was this more evident than the mills of Lowell MA where relatively good wages and good housing had farmers pushing their daughters from New Hampshire to the Lowell mills. The reason was a simple and pragmatic one: New England farms were always difficult entities from which they made a living. The farmer relied upon male offspring to assist in the farming while the girls were seen as surplus and a drain on the household. By moving the girls to Lowell, the farmers gained twice: first, the household budget no longer included the girls and secondly, the girls sent money back home.

The Lowell and Lawrence MA mills were textile for the most part. In the early 19th century the farm girls were plentiful enough to satisfy mill needs. But as the looms got larger and faster, and the entire process of textile fabrication grew more sophisticated, the mills expanded quickly and surpassed the labor available to them from the local economy. This started about 1885. That there was abundant work available in America sounded like a really good deal to the poverty stricken Europeans of all nationalities. The Germans supplied what was referred to as “skilled labor.” They took the positions of mechanics in these mills. The job of tending to looms, cleaning wool and cotton fell to the “unskilled labor” market. And it is that market which drew droves of Europeans who were battling poverty, religious oppression, and ethnic hostilities. By 1900, immigrants were counted in the millions per year. These immigrants filled mill positions from Maryland northward and from Massachusetts westward to Chicago.

There were also the coal miners of Pennsyvania, West Virginia and Colorado who came from this immigrant stock. They became some of the first to attempt to unionize and strike. There were many scenes of violence which played out around these mines when the miners struck. The miners’ strife continued through most of the 20th century.

America’s immigrants soon lived in America’s slums as was particularly visible in Massachusetts cities, New York’s lower east side, and Chicago. In her book, Twenty Years at Hull House, Jane Addams describes her outreach work in the Chicago slums to assist single mothers who had to work in the stockyards and mills of Chicago together with the task of parenthood. American novelists such as Sinclair Lewis, Theodore Dreiser, and Upton Sinclair. These authors took on the industrialists and their poor treatment of their workers. Theodore Dreiser wrote the fictional novel Sister Carrie which cronicled the life of a middle class young woman who becomes a nurse and finds herself starting a “settlement house” in New York’s lower east side. This was, of course, a thinly veiled look at the life of Margaret Sanger.

America seems to always have had problems with immigrants. Each ethnic group found itself being preyed upon by the older immigrants.

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Taking the Train Across America


I have taken the train across the United States, Boston to San Francisco, both ways twice.  It is a trip like none other.  You do not have to be a lover of trains to truly enjoy the trip either.  There are not a lot of such cross-country trains, but they do exist.  You can leave from any large city in the Northeast to start your trip.  It is necessary, with one exception, that you go through Chicago to make a connection for the rest of the trip.

That one exception is a train that runs from Washington D.C. to New Orleans, and from there onward across Texas, New Mexico, and Arizona to Los Angeles.  The only difference with this train, the link that goes from New Orleans to Los Angeles only runs three days a week while all the routes departing Chicago daily including all holidays.

One of the routes leaving Chicago heads in a southwesterly direction taking you through Las Vegas before reaching Los Angeles.  The next route, leaves Chicago for Denver, and thence through Salt Lake City before reaching the outskirts of San Francisco.  The fourth train takes a northern route traveling Chicago to Milwaukee, Minneapolis and then across the northern states to Seattle.

My trip started in Boston.  At the time the train left in the late afternoon and is named the Lakeshore Limited.  It travels through Worcester and Springfield Massachusetts before reaching Albany New York.  At this point the train is linked up with another train from New York City.  From there the train travels through Syracuse, Buffalo, Cleveland, and Toledo before reaching Chicago.  Unfortunately, the lateness of the day keep the beautiful upstate New York scenery from view, however that is remedied on the return trip where the train enters western New York in the early dawning hours.  This train is equipped with a diner, sleeping accommodations, along with regular coach cars.  The sleeping accommodations give one a private compartment for daytime travel.  Service aboard the train is friendly and the food is really pretty good, far better than anything any airline has to offer.

Once reaching Chicago you have a layover of several hours while you wait for your next train.  The Chicago station is an entirely renovated facility that is very clean and offers good restaurants and other places for people to shop or just lounge.

The San Francisco leg of the trip leaves Chicago early in the afternoon.  As with the previous train accommodations include coaches, a diner, and sleeping facilities.  But unlike its eastern brother, it also has several high level cars from which one can enjoy a 360 degree vista of the passing countryside.  This is particularly attractive after the train leaves Denver early the next morning and follows the Green River valley through some remote territory.  You go a long time with no road in site as you hug the side of a river with the valley walls sweeping upwards on either side.

The next morning as you depart Nevada you enter the eastern edge of the Rockie Mountains.  One stop, Colfax, is particularly close to Lake Tahoe, one of the most beautiful lakes anywhere in the U.S.  During this portion of the journey the train slips through numerous short tunnels before re-emerging in the gorgeous mountainous countryside.

Unlike air travel, people on trains recognize they are going to be in each other’s company for quite some time, and there is a certain friendliness that arises from these circumstances.  Even if you are making the trip alone, you will find many people who are more than happy to pass the hours in interesting conversations.

Also, as good as the food on the train is east of the Mississippi River, it is that much better to the west of it.  AMTRAK has worked hard to maintain some of the old-time romanticism of rail travel and its good food and friendly atmosphere.  On these trains, because of space limitations, you may well find yourself sharing your table with a stranger but that becomes an opportunity to meet someone new and interesting.  The waiters are polite and efficient, and you never feel rushed.

I cannot recommend that everyone try this at least once in their lifetime.  It is well worth the investment.