Amtrak Cascades#History

File:THE MOUNT RAINIER PASSENGER TRAIN BEING DIRECTED ENROUTE FROM SEATTLE, WASHINGTON, TO PORTLAND, OREGON. UNLIKE MOST... - NARA - 556126.jpg and coaches still bearing pre-Burlington Northern liveries.]]

Passenger train service between Seattle and Portland—the core of what became the Cascades corridor—was operated as a joint partnership by the Northern Pacific, Great Northern, and Union Pacific from 1925 to 1970, with the three railroads cross-honoring tickets on their Seattle-Portland routes. When Great Northern and Northern Pacific were folded into the Burlington Northern in 1970, the reconfigured partnership continued to operate the Seattle-Portland service until the creation of Amtrak in 1971.The official guide of the Railways and Steam Navigation Lines of the U.S., Rand McNally & Company, May 1966. The guide shows that the service was operated jointly, some trains using Seattle's King Street Station and the rest Seattle's Union Station. Service between Vancouver, British Columbia, and Seattle was provided via the Great Northern / Burlington Northern International, and between Portland and Eugene by Southern Pacific.

File:Arrival and departure board at King Street Station Seattle 1981.jpg in 1981, listing the Mount Rainier, the Pacific International, and other since-discontinued trains]]

Amtrak took over intercity passenger rail operations from the private railroads on May 1, 1971. Initial service on the Seattle–Portland portion of the corridor consisted of three daily round trips–one long-distance train running all the way to San Diego, along with two corridor trains inherited from Burlington Northern. There was no corridor service south to Eugene, and no service to the Canadian border at all. The trains were unnamed until November 1971, when the two corridor trains were named the Mount Rainier and Puget Sound and the long-distance train became the Coast Starlight.{{All Aboard Amtrak|pages=156–157}}

Passenger rail service to Vancouver, British Columbia, was restarted on July 17, 1972, with the inauguration of the Seattle–Vancouver Pacific International, which operated with a dome car (unusual for short runs).Zimmermann, Karl. Amtrak at Milepost 10. Park Forest IL: PTJ Publishing, 1981.{{Cite book|title=Amtrak – the first decade|last=Goldberg|first=Bruce|publisher=Alan Books|year=1981|location=Silver Spring, MD|pages=16–17|oclc=7925036}} The train was Amtrak's first international service.

The next major change to service in the corridor came on June 7, 1977, when Amtrak introduced the long-distance Pioneer between Seattle, Portland and Salt Lake City, Utah. To maintain the same level of service between Seattle and Portland, the Puget Sound was eliminated, and the schedule of the Mount Rainier was shifted.{{cite web|url=http://www.timetables.org/browse/?group=19770501&st=0001|title=National Train Timetables|publisher=Amtrak|date=May 1, 1977|access-date=August 18, 2013}}{{rp|59}}

The corridor expanded south of Portland to Eugene on August 3, 1980, with the addition of the Willamette Valley, which operated with two daily round trips, financially subsidized by the State of Oregon. The Pacific International and Willamette Valley struggled to attract riders and were discontinued in September 1981 and December 1981, respectively.{{cite news | title=Slide closes rail line near Oakridge | newspaper=The Register-Guard | date=December 29, 1981 | page=1A | first=Dan | last=Wyant | url=https://news.google.com/newspapers?id=F_VVAAAAIBAJ&pg=6314,7428455}}

This left three trains on the Seattle–Portland corridor: the regional Mount Rainier and the long-distance Pioneer and Coast Starlight. This level of service would remain unchanged for 13 years.

File:Northwest Talgo at Portland Union Station, August 1994.jpg

File:Amtrakcascades.jpg, with NPCU at the head of the train.]]

In 1994, Amtrak began a six-month trial run of modern Talgo equipment over the Seattle–Portland corridor. Amtrak named this service Northwest Talgo, and announced that it would institute a second, conventional train on the corridor (supplementing the Mount Rainier) once the trial concluded.{{cite news |last=Partlow |first=Bob |date=January 30, 1994 |title=High-speed train headed to Northwest |page=A1 |work=The Olympian |url=https://www.newspapers.com/article/the-olympian-high-speed-train-headed-to/144596400/ |via=Newspapers.com |accessdate=April 1, 2024}}{{cite news |last=Even |first=Jan |date=June 12, 1994 |title=Seattle-Portland route: Ride into the future aboard Talgo train |page=K5 |work=The Seattle Times}} Regular service began on April 1, 1994.{{cite press release |date=April 1, 2024 |title=Celebrating 30 years of Amtrak Cascades passenger rail service |url=https://wsdot.wa.gov/about/news/2024/celebrating-30-years-amtrak-cascades-passenger-rail-service |publisher=Washington State Department of Transportation |accessdate=April 1, 2024}}

Looking toward the future, Amtrak did an exhibition trip from Vancouver through to Eugene. Amtrak replaced the Northwest Talgo with the Mount Adams on October 30.{{cite news | title=Talgo 200 tantalizes train fans | newspaper=Eugene Register-Guard | date=March 31, 1994 | access-date=December 17, 2011 | first=Harry | last=Esteve | url=https://news.google.com/newspapers?id=7FBWAAAAIBAJ&pg=3309,6991857}}{{cite web | work=National Timetable | publisher=Amtrak | date=October 30, 1994 | access-date=December 17, 2011 | title=Pacific Northwest Corridor | url=http://www.timetables.org/full.php?group=19941030n&item=0035}} At the same time, the state of Oregon and Amtrak agreed to extend the Mount Rainier to Eugene through June 1995, with Oregon paying two-thirds of the $1.5 million subsidy.{{cite news | title=Seattle in six, and a nap, too | first=Don | last=Bishoff | newspaper=Eugene Register-Guard | date=November 2, 1994 | access-date=December 17, 2011 | url=https://news.google.com/newspapers?id=LFBWAAAAIBAJ&pg=6082,261376}}

Service to Canada returned on May 26, 1995, when the Mount Baker International began running between Vancouver and Seattle. The state of Washington leased Talgo equipment similar to the demonstrator from 1994.{{cite news | title=For Riders, Vancouver Train's Just the Ticket | newspaper=The News Tribune | location=Tacoma, Washington| date=May 27, 1995 | access-date=December 17, 2011 | url=http://nl.newsbank.com/nl-search/we/Archives?p_product=NewsLibrary&p_multi=TNTB&d_place=TNTB&p_theme=newslibrary2&p_action=search&p_maxdocs=200&p_topdoc=1&p_text_direct-0=0F11B7D1B97D48D9&p_field_direct-0=document_id&p_perpage=10&p_sort=YMD_date:D&s_trackval=GooglePM}}{{cite news | title=TRAVEL ADVISORY; Amtrak Resumes Seattle-Vancouver Run | newspaper=The New York Times | date=June 11, 1995 | access-date=December 17, 2011 | url=https://www.nytimes.com/1995/06/11/travel/travel-advisory-amtrak-resumes-seattle-vancouver-run.html}} The Mount Rainier was renamed the Cascadia in October 1995; the new name reflected the joint Oregon–Washington operations of the train.{{cite web | work=National Timetable | date=January 1996 | access-date=December 17, 2011 | title=Pacific Northwest Corridor | publisher=Amtrak | url=http://www.timetables.org/full.php?group=19951029nr&item=0034}} A temporary commuter rail service using Amtrak trains was deployed in September 1997 between Union Station in Portland and Vancouver station during a full closure of the Interstate Bridge for repairs.{{cite news |last=Mize |first=Jeffery |date=November 30, 2019 |title=Clark Asks: Why can't Amtrak be used to commute to Portland from Vancouver? |url=https://www.columbian.com/news/2019/nov/30/clark-asks-why-cant-amtrak-be-used-to-commute-to-portland-from-vancouver/ |work=The Columbian |accessdate=January 14, 2024}} The free trains had ten round trips and drew an average of 1,335 passengers per day; the low ridership was attributed to the isolated location of Vancouver's station.{{cite news |last=Hamilton |first=Don |date=September 17, 1997 |title=Amtrak commutes take on cruise aura |page=A12 |work=The Oregonian |url=https://www.newspapers.com/article/the-oregonian-amtrak-commutes-take-on-cr/163880820/ |via=Newspapers.com |accessdate=January 24, 2025}}{{cite news |last=Oliver |first=Gordon |date=September 23, 1997 |title=Closure of I-5 bridge demonstrates transit's value |page=A1 |work=The Oregonian}}

A third Seattle–Portland corridor train began in the spring of 1998 with leased Talgo equipment, replacing the discontinued long-distance Pioneer. The other Seattle–Portland/Eugene trains began using Talgo trainsets as well, while the Seattle-Vancouver train used conventional equipment. In preparation for the Vancouver route receiving Talgo equipment as well, Amtrak introduced the temporary Pacific Northwest brand for all four trains, dropping individual names, effective with the spring 1998 timetable.

File:Amtrak Cascades in Vancouver, BC.jpg in Vancouver, British Columbia]]

Amtrak announced the new Amtrak Cascades brand in the fall 1998 timetable; the new equipment began operation in December.{{cite news | title=Budget boosts trains service | first=Don | last=Bishoff | date=December 2, 1998 | access-date=December 17, 2011 | newspaper=Eugene Register-Guard | url=https://news.google.com/newspapers?id=J1dWAAAAIBAJ&pg=6030,280432}}{{cite news | title=Practical Traveler: On Amtrak, Full Speed Ahead | first=Betsy | last=Wade | author-link=Betsy Wade | newspaper=The New York Times | date=December 13, 1998 | access-date=December 17, 2011 | url=https://www.nytimes.com/1998/12/13/travel/practical-traveler-on-amtrak-full-speed-ahead.html?src=pm}} The full Cascades brand was rolled out on January 12, 1999, following a six-week delay due to an issue with the seat designs on the Talgo trainsets.{{cite news |last=Bailey |first=Mike |date=January 15, 1999 |title=No more clickety-clack: Fast track for Amtrak |page=E1 |work=The Columbian}}{{cite news |last=Hicks |first=Matt |date=January 9, 1999 |title=Don't miss the trains: Talgo models make area stop |page=C1 |work=Statesman Journal |location=Salem, Oregon |url=https://www.newspapers.com/clip/18518799/cascades_debut/ |via=Newspapers.com |access-date=March 21, 2018}} Amtrak extended a second train to Eugene in late 2000.

From the mid-1990s to the May 12, 2008, Amtrak system timetable, full service dining was available on trains going north out of Seattle's King Street Station to Vancouver. The southern trains to Portland briefly had full dining services until the May 16, 1999, system timetable.

In 2004, the Rail Plus program began, allowing cross-ticketing between Sound Transit's Sounder commuter rail and Amtrak between Seattle and Everett on some Cascades trains.{{cite press release |url=http://www.soundtransit.org/About-Sound-Transit/News-and-events/News-releases/News-release-archive/The-New-Math-Sound-Transit--Amtrak-Cascades--RailPlus |title=The New Math: Sound Transit + Amtrak Cascades = RailPlus |publisher=Sound Transit |date=September 17, 2004}}

The corridor continued to grow, with another Portland–Seattle train arriving in 2006, and the long-awaited through service between Vancouver, British Columbia, and Portland, eliminating the need to transfer in Seattle, beginning on August 19, 2009{{cite press release |title=Second Amtrak Cascades train between Seattle and Vancouver, B.C to begin service August 19, 2009 |url=http://www.amtrak.com/servlet/BlobServer?blobcol=urldata&blobtable=MungoBlobs&blobkey=id&blobwhere=1249200498835&blobheader=application%2Fpdf&blobheadername1=Content-disposition&blobheadervalue1=attachment;filename=Amtrak_ATK-09-060_Amtrak_Cascades_2nd_RT_Pilot.pdf |publisher=Amtrak |date=August 12, 2009 |access-date=July 22, 2010}} as a pilot project to determine whether a train permanently operating on the route would be feasible. With the Canadian federal government requesting Amtrak to pay for border control costs for the second daily train, the train was scheduled to be discontinued on October 31, 2010. However, Washington State and Canadian officials held discussions in an attempt to continue the service,{{cite magazine|title=Washington state working to keep second Vancouver, B.C., Amtrak train|url=http://trn.trains.com/en/Railroad%20News/News%20Wire/2010/09/Washington%20state%20working%20to%20keep%20second%20Vancouver%20BC%20Amtrak%20train.aspx|magazine=Trains magazine|access-date=September 23, 2010|date=September 22, 2010}} which resulted in the Canadian government permanently waiving the fee.{{cite news|url=https://www.seattletimes.com/seattle-news/second-daily-amtrak-train-to-vancouver-bc-made-permanent/|title=Second daily Amtrak train to Vancouver, B.C., made permanent|newspaper=The Seattle Times|date=August 17, 2011|access-date=July 7, 2021}}

Two additional round trips between Seattle and Portland were added on December 18, 2017; an early morning departure from each city and a late evening return, enabling same-day business travel between the two cities.{{Cite web|url=http://www.wsdot.wa.gov/news/2017/10/03/wsdot-adds-two-daily-amtrak-cascades-roundtrips-starting-dec18|title=WSDOT adds two daily Amtrak Cascades roundtrips starting Dec. 18|last1=Matkin|first1=Janet|last2=LaBoe|first2=Barbara|date=October 3, 2017|publisher=Washington State Department of Transportation|access-date=October 4, 2017}}{{cite web |url=https://www.seattletransitblog.com/2016/07/07/amtrak-cascades-looks-toward-2017/ |title=Amtrak Cascades Looks Toward 2017 |last=Shaner |first=Zach |publisher=Seattle Transit Blog |date=July 7, 2016 |access-date=May 20, 2017}}{{cite news|last1=Pittman|first1=Travis|title=New Amtrak Cascades route starts Monday|url=http://www.king5.com/article/news/local/new-amtrak-cascades-route-starts-monday/281-500155673|access-date=December 17, 2017|work=KING 5 News|date=December 17, 2017}}{{Dead link|date=May 2019 |bot=InternetArchiveBot |fix-attempted=yes }} On the first day of service of the new timetable, a train derailed outside of DuPont, Washington, south of Tacoma.{{cite web|last1=Chokshi|first1=Niraj|title=Amtrak Passenger Train Derails in Washington State|url=https://www.nytimes.com/2017/12/18/us/amtrak-derailment-washington.html?|website=The New York Times|date=December 18, 2017}} Service resumed using the old timetable without the additional round trips.

In March 2020, Amtrak Cascades service north of Seattle was suspended indefinitely after all non-essential travel across the Canada–United States border was restricted in response to the COVID-19 pandemic.{{cite press release |publisher=Amtrak|date=March 24, 2020 |title=Service Adjustments Due to Coronavirus|url=https://www.amtrak.com/alert/nec-modified-schedule.html |url-status=live |archive-url=https://web.archive.org/web/20200325190328/https://www.amtrak.com/alert/nec-modified-schedule.html |archive-date=March 25, 2020 |access-date=March 25, 2020}}{{Cite news|last=Dickson|first=Jane|url=https://www.theglobeandmail.com/canada/article-trump-confirms-canada-us-to-close-border-to-non-essential-travel/|title=Canada-U.S. border to close except for essential supply chains|date=March 18, 2020|work=The Globe and Mail|access-date=March 18, 2020}} Amtrak crews ran practice trips between Seattle and Vancouver, British Columbia, in February 2022, and service between those two cities resumed on September 26, 2022.{{Cite web |last=Weichel |first=Andrew |date=September 26, 2022 |title=Amtrak Cascades service returns to Vancouver for first time in years |url=https://bc.ctvnews.ca/amtrak-cascades-service-returns-to-vancouver-for-first-time-in-years-1.6085197 |access-date=September 27, 2022 |website=CTV Vancouver |language=en}} The round trip between Portland and Vancouver resumed on March 7, 2023, restoring the second Seattle–Vancouver trip that existed prior to the COVID-19 pandemic.{{cite news |last=Girgis |first=Lauren |date=March 6, 0223 |title=Amtrak Cascades restores full daily service to Vancouver, B.C. |url=https://www.seattletimes.com/seattle-news/transportation/amtrak-cascades-restores-full-daily-service-to-vancouver-b-c/ |work=The Seattle Times |accessdate=March 7, 2023}} Seattle–Portland service expanded to six round trips on December 11, 2023, adding the two additional round trips between Seattle and Portland originally intended to start in 2017.{{cite news |url=https://komonews.com/news/local/amtrak-cascades-to-add-a-second-trip-to-vancouver-in-march-british-columbia-canada-seattle-washington-portland-oregon |title=Amtrak to add 2nd trip between Seattle and Vancouver, B.C. |newspaper=KOMO News |date=January 13, 2023 |first=Alex |last=Bartick |access-date=January 13, 2023}}{{cite press release |title=Amtrak Cascades adds two more daily roundtrips starting Dec. 11 |url=https://media.amtrak.com/2023/11/amtrak-cascades-adds-two-more-daily-roundtrips-starting-dec-11/ |publisher=Amtrak |date=November 30, 2023 |access-date=December 1, 2023}}{{cite news |title=New Amtrak round trips from Seattle to Portland begin operation |url=https://www.kptv.com/2023/12/11/new-amtrak-round-trips-seattle-portland-begin-operation/ |access-date=December 11, 2023 |work=KPTV |date=December 11, 2023}}

In 2025, the completion of a new customs inspection area at Vancouver's Pacific Central Station will allow Cascades trains to eliminate a secondary inspection stop in Blaine that is performed by U.S. Customs and Border Protection officers.{{cite news |last=Scruggs |first=Gregory |date=December 31, 2024 |title=New direct flights from Seattle and more travel fun in 2025 |url=https://www.seattletimes.com/life/travel/new-direct-flights-from-seattle-and-more-travel-fun-in-2025/ |work=The Seattle Times |accessdate=February 3, 2025}} The modified customs procedure is expected to save 10 minutes on southbound trips.{{cite news |last=Chan |first=Kenneth |date=January 27, 2025 |title=Record-breaking year for Amtrak Cascades ridership between Vancouver, Seattle, and Portland |url=https://dailyhive.com/vancouver/amtrak-cascades-vancouver-seattle-portland-ridership |work=Daily Hive |accessdate=February 3, 2025}} A new maintenance facility at the Seattle Yard is scheduled to open in late 2026.{{cite web |date=December 1, 2024 |title=Amtrak Cascades Service Update |pages=3–4 |url=https://wsdot.wa.gov/sites/default/files/2024-12/Amtrak-Cascades-Service-Update-December2024.pdf |publisher=Washington State Department of Transportation |accessdate=February 3, 2025}}

File:Amtrak_Cascades.svg

The Cascades primarily uses freight tracks that are owned by BNSF Railway in Washington and British Columbia, and the Union Pacific Railroad in Oregon. In British Columbia, Canadian National Railway operates the tracks between the Vancouver terminus and the New Westminster Bridge for BNSF,{{cite news |work=FreightWaves |title=CN, BNSF sign network, infrastructure co-op deal |url=https://www.freightwaves.com/news/cn-bnsf-sign-network-infrastructure-co-op-deal |date=January 20, 2006 |access-date=January 15, 2025}} and it operates the bridge itself for the Canadian federal government.{{cite magazine |issn=1912-5917 |magazine=Piling Canada |title=The New Westminster Railway Bridge seismic upgrade project |url=https://www.pilingcanada.ca/the-new-westminster-railway-bridge-seismic-upgrade-project/ |publication-date=June 2023 |first=Paul |last=Adair |access-date=December 9, 2024}} Sound Transit owns a short section of tracks in Washington on the Point Defiance Bypass.{{cite news |last=Mittendorf |first=Robert |date=February 3, 2025 |title=Amtrak Cascades ridership nearly reached 1 million passengers in 2024 — a 41% increase |url=https://www.bellinghamherald.com/news/state/washington/article299467564.html |work=The Bellingham Herald |accessdate=February 3, 2025}} In fiscal year 2023, the trains had an on-time percentage of 64{{nbsp}}percent, among the worst rates for state-supported Amtrak routes.{{cite web |title=CY 2023 Host Railroad Report Card & Route On-Time Performance |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/HostRailroadReports/Amtrak-2023-Host-Railroad-Report-Card.pdf |publisher=Amtrak |accessdate=February 3, 2025}}

File:Amtrak cascades ridership 1993-2024.png

Total ridership for 2008 was 774,421, the highest annual ridership since inception of the service in 1993.{{cite web|publisher=Washington State Department of Transportation|title=Amtrak Cascades Annual Ridership Report 2008|url=http://seattletransitblog.com/wp-content/uploads/2009/01/amtrak_cascades_annual_ridership_report.pdf|access-date=December 17, 2011}} Ridership declined in 2009 to 740,154{{cite web|date=October 11, 2010|title=Amtrak sets new ridership record, thanks passengers for taking the train (link to PDF download)|url=http://www.amtrak.com/servlet/ContentServer/Page/1237608337144/1237608345018?passedMonth=October&passedYear=2010|access-date=November 4, 2010|publisher=Amtrak}} but rose 13% in fiscal year 2010 to 836,499 riders, and to 847,709 riders in 2011.

Ridership declined steadily between 2011 and 2015, attributed in part to competition from low-cost bus carrier BoltBus, which opened a non-stop Seattle–Portland route in May 2012.{{cite news|last=Pucci|first=Carol|date=July 7, 2012|title=BoltBus gives Amtrak a run for the money on Seattle-Portland travel|newspaper=The Seattle Times|url=http://www.seattletimes.com/life/travel/boltbus-gives-amtrak-a-run-for-the-money-on-seattle-portland-travel/|access-date=May 3, 2017}}{{cite web|last=Cook|first=John|date=May 1, 2012|title=Seattle to Portland for a $1? That's the promise of BoltBus|url=https://www.geekwire.com/2012/seattleportland-bus-service-buck-promise-boltbus/|access-date=May 3, 2017|work=GeekWire}}{{cite web|last=Balk|first=Gene|date=October 14, 2013|title=Amtrak ridership is down in the Northwest–is Bolt Bus to blame?|url=http://blogs.seattletimes.com/fyi-guy/2013/10/14/amtrak-ridership-is-down-in-the-northwest-is-bolt-bus-to-blame/|url-status=dead|archive-url=https://web.archive.org/web/20171110062131/http://blogs.seattletimes.com/fyi-guy/2013/10/14/amtrak-ridership-is-down-in-the-northwest-is-bolt-bus-to-blame/|archive-date=November 10, 2017|access-date=November 9, 2017|work=The Seattle Times}} Low gasoline prices and schedule changes due to track construction also contributed to the decline. Ridership rose again in 2016, and was expected to continue rising in 2017 and beyond, after the completion of the Point Defiance Bypass construction project.{{cite web|last=Johnson|first=Graham|date=April 1, 2016|title=Amtrak Cascades ridership declining but state predicts a rebound|url=http://www.kiro7.com/news/amtrak-cascades-ridership-declining-but-state-predicts-a-rebound/192776474|access-date=May 3, 2017|publisher=KIRO 7}} However, ridership declined again following the 2017 Washington train derailment, and the COVID-19 pandemic drastically reduced ridership numbers throughout the entire Amtrak network in 2020.

Ridership on the Cascades corridor reached a record high of over 941,000 passengers in 2024, a 41 percent increase from 2023.

{{see also|Talgo#Talgo Pendular|Talgo#Series 8}}

File:Union Station (12209479843).jpg with the engineer controlling the train from the cab located inside the power car.]]

Service on the Cascades route is currently provided using equipment from Amtrak's national fleet, along with two articulated trainsets manufactured by Talgo. These cars are designed to passively tilt into curves, allowing the train to pass through them at higher speeds than a conventional train. The tilting technology reduces travel time between Seattle and Portland by 25 minutes. Current track and safety requirements limit the train's speed to {{convert|79|mph|kph}}, although the trainsets are designed for a maximum design speed of {{convert|124|mph|kph}}.{{cite web|url=http://www.wsdot.wa.gov/Rail/Facts.htm|title=Amtrak Cascades Facts|archive-url=https://web.archive.org/web/20170702040640/http://www.wsdot.wa.gov/Rail/Facts.htm|archive-date=July 2, 2017|url-status=dead|access-date=August 1, 2017}}

File:AmtrakCascadesDiner.JPG

A typical trainset consists of 13 cars:

one baggage car;

two "business class" coaches;

one lounge car (also known as the Diner car);

one cafe car (also known as the Bistro car);

seven "coach class" coaches; and

one combination cab/power car (which houses a driver's cab, a head-end power generator and other equipment).

{{cite web|url=http://www.on-track-on-line.com/amtk-roster-trainsets.shtml|title=Trainset Roster|date=January 1, 2013|publisher=On Track On Line|access-date=June 2, 2013}} Trainsets are typically paired with a Siemens Charger locomotive painted in a matching paint scheme. Additionally, trainsets without a cab car are paired with a Non-Powered Control Unit (NPCU), an older locomotive with no engine, that is also painted in a matching paint scheme and is used as a cab car.{{Solomon-Amtrak}}{{rp|140}}

File:Amtrak Cascades 1401 - Siemens Charger engine at King Street Station, Seattle, WA - 01.jpg locomotive in February 2018]]

The fleet consists of two Talgo Series 8 trainsets built in 2013. These trainsets operated alongside five older Talgo Series VI trainsets until their retirement in 2020. The service offered by the different trainset types is similar, but there are some minor differences between the two models. The most notable difference is the older Series VI trainsets have {{convert|7|ft|m|adj=mid|-tall}} tail fins at both ends of the train that serve as an aesthetic transition from the low-profile trainsets and the larger locomotives. The Series 8 trainsets do not have the tail fins, but instead have a cab built into the power car allowing push-pull operation without a separate control unit. There are also minor differences in the interior appointments.

The Cascades service started in Fall 1998 with four Series VI trainsets; two were owned by the Washington State Department of Transportation (WSDOT) and two were owned by Amtrak. Each trainset was built with 12 cars and a six-car spare set, including a baggage car, service car, lounge car, café car and two "coach class" coaches, was also built. The trainsets can hold 304 passengers in 12 cars.

In 1998, Amtrak also purchased an additional Series VI trainset as a demonstrator for potential service between Los Angeles and Las Vegas. This trainset was built with two additional "coach class" coaches, for a total of 14 cars. The demonstration route was not funded and WSDOT purchased the trainset in 2004 to expand service. The purchase also allowed Amtrak and WSDOT to redistribute the "coach class" coaches. By using the two additional coaches from this new trainset and placing the two coaches from the spare set into regular service, the agencies were able to create four 13-car trains and one 12-car train.

In 2013, the Oregon Department of Transportation (ODOT) purchased the two Series 8 trainsets to enable further expansion of services.[http://cms.oregon.gov/ODOT/COMM/Pages/TalgoHome.aspx Oregon DOT] Each trainset was equipped with 13 cars.

File:Amtrak Cascades Cabbage Car.jpg

The Cascades equipment is painted in a special paint scheme consisting of colors the agency calls Evergreen (dark green), Castilian Copper (brown), Nugget (tan) and Double Latte (cream).{{cite web|title=Amtrak Cascades Train Equipment|url=https://www.wsdot.wa.gov/Rail/TrainEquipment.htm|website=Washington State Department of Transportation|access-date=November 28, 2017}}{{Cite web |url=https://history.amtrak.com/archives/amtrak-livery-and-logo-guide-2018/@@download/item/Amtrak%20Livery%20and%20Logo%20Guide%202-8-19.pdf |title=Official Paint Scheme and Logo Branding Guide |date=February 2019 |publisher=Amtrak |archive-url=https://web.archive.org/web/20191115005822/https://history.amtrak.com/archives/amtrak-livery-and-logo-guide-2018/%40%40download/item/Amtrak%20Livery%20and%20Logo%20Guide%202-8-19.pdf |archive-date=November 15, 2019 |page=25}} The trainsets are named after mountain peaks in the Pacific Northwest (many in the Cascade Range). The four original Series VI trainsets were named after Mount Baker, Mount Hood, Mount Olympus, and Mount Rainier. The Series VI trainset built to operate between Las Vegas and Los Angeles (painted in Surfliner colors) was renamed the Mount Adams when it was purchased by the state of Washington. This trainset was subsequently destroyed in the December 18, 2017, derailment on the Point Defiance Cutoff. The two Series 8 trainsets are named Mount Bachelor and Mount Jefferson.

In early 2014, the Washington State Department of Transportation (WSDOT), awarded a contract to Siemens USA to manufacture 8 new Siemens Charger locomotives for the Cascades. The order was part of a larger joint purchase between Illinois, California, Michigan, and Missouri. These locomotives were delivered to WSDOT in Summer 2017 and went into service in late 2017.{{Cite web|url=http://www.wsdot.wa.gov/projects/rail/newlocomotives/|title=Rail - Amtrak Cascades New Locomotives {{!}} WSDOT|website=www.wsdot.wa.gov|access-date=August 1, 2017|archive-date=June 21, 2017|archive-url=https://web.archive.org/web/20170621042130/http://www.wsdot.wa.gov/Projects/Rail/newlocomotives/|url-status=dead}}{{cite web|last1=Lloyd|first1=Sarah Anne|title=Amtrak Cascades rolls out new locomotives|url=https://seattle.curbed.com/2017/11/20/16683002/amtrak-cascades-new-train-model|publisher=Curbed Seattle|access-date=December 17, 2017|date=November 20, 2017}} The additional locomotives were to have enabled two additional runs to be added as part of the Point Defiance Bypass project (the additional service was suspended and its recommencement has not been announced) and will replace the six EMD F59PHI locomotives leased from Amtrak; these were sold to Metra in early 2018. One SC-44 locomotive was destroyed in the December 18, 2017, derailment on the Point Defiance Cutoff, but was soon replaced by a newly built Charger by Siemens (1408) in August 2020. In the wake of the accident, Amtrak proposed to lease or buy two Talgo trainsets which were originally bought for use in Wisconsin but never operated.{{cite journal |url=https://www.gpo.gov/fdsys/pkg/FR-2018-02-01/pdf/2018-01959.pdf |title=Petition for Waiver of Compliance |publisher=Government Publishing Office |department=Federal Railroad Administration |journal=Federal Register |date=February 1, 2018 |volume=83 |issue=22 |page=4728}}

File:Wdtx1400 1.jpg cars]]

In August 2019, the Federal Railroad Administration awarded WSDOT up to $37.5 million to purchase three new trainsets for the route, allowing the replacement of the older Talgo VI trainsets.{{cite press release |url=https://railroads.dot.gov/newsroom/us-transportation-secretary-elaine-l-chao-announces-272-million-%E2%80%98state-good-repair%E2%80%99-program |title=U.S. Transportation Secretary Elaine L. Chao Announces $272 Million in 'State of Good Repair' Program Grants |publisher=Federal Railroad Administration |date=August 21, 2019}} The Talgo VI trainsets were withdrawn in June 2020.{{cite news |url=https://www.railwaygazette.com/traction-and-rolling-stock/talgo-vi-trainsets-withdrawn-from-amtrak-cascades-service/56967.article |title=Talgo VI trainsets withdrawn from Amtrak Cascades service |date=July 16, 2020 |newspaper=Railway Gazette}} As a temporary replacement, Horizon cars are being used alongside the existing Talgo Series 8 sets, until new cars are introduced.{{Cite web|last=Matkin|first=Janet|date=July 14, 2020|title=The WSDOT Blog - Washington State Department of Transportation: An update on Amtrak Cascades as we move through the summer|url=https://wsdotblog.blogspot.com/2020/07/an-update-on-amtrak-cascades.html|access-date=September 12, 2020|website=The WSDOT Blog - Washington State Department of Transportation|archive-url=https://web.archive.org/web/20220701081521/https://wsdotblog.blogspot.com/2020/07/an-update-on-amtrak-cascades.html|archive-date=July 1, 2022|url-status=deviated}} The last two remaining Talgo VI trainsets were hauled to a scrapper on February 28, 2021.{{cite news|date=February 28, 2021|title=News Photo: WSDOT Talgo equipment leaves Washington, bound for scrap dealer|newspaper=Trains Magazine|url=https://www.trains.com/trn/news-reviews/news-wire/news-photo-wsdot-talgo-equipment-leaves-washington-bound-for-scrap-dealer/|accessdate=February 28, 2021}} One Series VI Bistro car, No. 7304, was later acquired by the Northwest Railway Museum in 2023.{{cite news |last=Franz |first=Justin |date=February 21, 2023 |title=Northwest Railway Museum Acquires Last 'Cascades' Talgo Series VI Car |url=https://railfan.com/northwest-railway-museum-acquires-last-cascades-talgo-series-vi-car/ |work=Railfan & Railroad |accessdate=March 7, 2023}}{{cite news |date=February 21, 2023 |title=Northwest Railway Museum to preserve Talgo Bistro car |url=https://www.trains.com/trn/news-reviews/news-wire/northwest-railway-museum-to-preserve-talgo-bistro-car/ |work=Trains |accessdate=March 7, 2023}}

File:Amtrak Cascades 7304.jpg

Amtrak and Siemens Mobility announced a $7.3 billion national railcar order in July 2021, which includes funding for 48 new Siemens Venture coaches and 2 additional Charger locomotives for Cascades service.{{Cite web |last=Abrams |first=Jason |date=July 7, 2021 |title=Amtrak to Transform Rail Travel with $7.3 Billion Investment in State-of-the-Art Equipment |url=https://media.amtrak.com/2021/07/amtrak-to-transform-rail-travel-with-7-3-billion-investment-in-state-of-the-art-equipment/ |access-date=July 28, 2023 |website=Amtrak Media |language=en-US}} Deliveries had been expected to begin in 2024, with the cars in service by 2026 after funding was approved by Congress. These trainsets will be used to replace the Talgo VI trainsets retired in 2020, as well as to expand service. The new coaches will be used in six-coach trainsets with a capacity of 300 passengers, far more than the capacity of the Talgo trainsets, and will be able to modify trainset lengths based on expected passenger demand. The new coaches are expected to cost WSDOT $150 million, of which $75 million has been secured as of July 2021. Additional funding is expected from the federal government, as well as potentially the governments of Oregon and British Columbia.{{cite news |last=Lindblom |first=Mike |date=July 7, 2021 |title=New railcars in the works for Washington state Amtrak trains |url=https://www.seattletimes.com/news/new-railcars-in-the-works-for-washington-state-amtrak-trains/ |work=The Seattle Times |accessdate=September 9, 2021}} The eight new trainsets will use a new livery that includes imagery of Mount Rainier and Mount Hood; it is primarily green with brown and white as accent colors.{{cite news |last=Zhou |first=Amanda |date=December 15, 2022 |title=Amtrak Cascades will have a new Northwest look in 2026 |url=https://www.seattletimes.com/seattle-news/amtrak-cascades-will-have-a-new-northwest-look-in-2026/ |work=The Seattle Times |accessdate=April 1, 2024}}

Amtrak's entire Horizon fleet was removed from service on March 26, 2025, due to corrosion issues, leaving only a single Talgo trainset left to serve the Cascades route.{{cite news |last=Carrigg |first=David |date=March 30, 2025 |title=Amtrak returns railcars to Vancouver and Seattle section of Cascades route |url=https://vancouversun.com/news/local-news/amtraks-cascades-route-now-bus-only-between-vancouver-and-seattle |work=Vancouver Sun |accessdate=April 8, 2025}} A second Talgo trainset had been damaged by a tree during an extratropical cyclone in November 2024.{{cite news |last=Johnston |first=Bob |date=March 24, 2025 |title=Amtrak deals with Cascades mechanical woes, snowbound California Zephyr |url=https://www.trains.com/trn/news-reviews/news-wire/amtrak-deals-with-cascades-mechanical-woes-snowbound-california-zephyr/ |work=Trains |accessdate=April 8, 2025}} Most scheduled Cascades trains were temporarily replaced with shuttle buses, including all service to Canada.{{cite news|url=https://www.cascadiadaily.com/2025/mar/26/amtrak-cascades-riders-shuttled-onto-buses-after-trains-grounded-suddenly/|work=Cascadia Daily News|title=Amtrak Cascades riders shuttled onto buses after trains grounded suddenly|last=Tellman|first=Julia|date=March 26, 2025|access-date=March 26, 2025}} Some rail trips began to be restored in April 2025, with reduced capacity, after Amfleet cars arrived to replace the Horizons.{{cite news|url=https://www.trains.com/trn/news-reviews/news-wire/restoration-of-amtrak-cascades-service-to-begin-tuesday-april-1/|title=Restoration of Amtrak Cascades service to begin Tuesday, April 1|date=March 31, 2025|access-date=April 2, 2025|work=Trains Magazine}} All trips were restored on April 6.{{Cite news |date=2025-04-07 |title=Amtrak Cascades service restored; replacement cars installed |url=https://www.kptv.com/2025/04/07/amtrak-cascades-service-restored-replacement-cars-installed/ |access-date=2025-04-07 |publisher=KPTV |language=en}}{{cite news |last=Geschke |first=Will |date=April 7, 2025 |title=All Amtrak Cascades trains back in service |url=https://www.heraldnet.com/news/all-amtrak-cascades-trains-back-in-service/ |work=The Everett Herald |accessdate=April 8, 2025}}

Funding for the route is provided separately by the states of Oregon and Washington, with Union Station in Portland serving as the dividing point between the two.{{cn|date=January 2025}} {{As of|December 2023}}, the Washington state government funds six daily round trips between Seattle and Portland and two daily round trips between Seattle and Vancouver, British Columbia.{{cite web |date=December 1, 2024 |title=Amtrak Cascades Service Update |url=https://wsdot.wa.gov/sites/default/files/2024-12/Amtrak-Cascades-Service-Update-December2024.pdf |publisher=Washington State Department of Transportation |accessdate=January 24, 2025}} Oregon funds two daily round trips between Eugene and Portland.{{cite web |date=May 2020 |title=Amtrak Fact Sheet, Fiscal Year 2019: State of Oregon |page=2 |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/statefactsheets/OREGON19.pdf |publisher=Amtrak |accessdate=January 24, 2025}} The seven trainsets are organized into semi-regular operating cycles, but no particular train always has one route.{{cn|date=January 2025}}

As a result of Cascades service being jointly funded by the Washington and Oregon departments of transportation, public transit agencies and local municipalities can offer a variety of discounts, including companion ticket coupons.

• FlexPass and University of Washington UPass holders receive a 15% discount (discount code varies) on all regular Cascades travel. Employers participating in these programs may also receive a limited number of free companion ticket coupons for distribution to employees.{{cite web | title=Amtrak Cascades - Special Offers | url=http://www.amtrakcascades.com/SpecialOffers.htm | access-date=December 17, 2011 | publisher=Amtrak}}
• The Sound Transit RailPlus program allows riders to use weekday Cascades trains between Everett and Seattle with the Sounder commuter rail fare structure.{{cite web | title=Sounder train fares | publisher=Sound Transit | access-date=December 17, 2011 | url=http://www.soundtransit.org/Fares-and-Passes/Sounder-fares.xml?tab=4 | archive-url=https://web.archive.org/web/20111017005938/http://www.soundtransit.org/Fares-and-Passes/Sounder-fares.xml?tab=4 | archive-date=October 17, 2011 | url-status=dead | df=mdy-all }}

The Cascades service also benefits from Sound Transit's track upgrades for Sounder service, notably the Point Defiance Bypass project.

The Cascades corridor is also served by Amtrak Thruway buses that are partially funded by the Washington state government and contracted out to MTRWestern. Amtrak introduced its first battery electric bus on the Cascades service in August 2023.{{cite news |last=Zhou |first=Amanda |date=August 18, 2023 |title=Amtrak debuts first-ever electric bus on Cascades route |url=https://www.seattletimes.com/seattle-news/transportation/amtrak-debuts-first-ever-electric-bus-on-cascades-route/ |work=The Seattle Times |accessdate=April 1, 2024}}

{{main|Pacific Northwest Corridor}}

According to its long-range plan published in 2006, the WSDOT Rail Office plans eventual service of 13 daily round trips between Seattle and Portland and 4–6 round trips between Seattle and Bellingham, with four of those extending to Vancouver, British Columbia.{{cite web|url=http://www.wsdot.wa.gov/NR/rdonlyres/AE671CC5-6633-4BF2-9041-FB328ADB1F31/0/LongRangePlanforAmtrakCascades.pdf|publisher=WSDOT|title=Long Range Plan for Amtrak Cascades|date=February 2006|access-date=July 7, 2009|archive-url=https://web.archive.org/web/20090808172247/http://wsdot.wa.gov/NR/rdonlyres/AE671CC5-6633-4BF2-9041-FB328ADB1F31/0/LongRangePlanforAmtrakCascades.pdf|archive-date=August 8, 2009|url-status=dead}} Amtrak Cascades travels along the entirety of the proposed Pacific Northwest High Speed Rail Corridor; the incremental improvements are designed to result in eventual higher-speed service. According to WSDOT, the "hundreds of curves" in the current route and "the cost of acquiring land and constructing a brand new route" make upgrades so cost-prohibitive that, at most, speeds of 110 mph (177 km/h) can be achieved.

The eventual high-speed rail service according to the long-range plan should result in the following travel times:

• Seattle to Portland – 3:30 (2006); 3:25 (after completion of Point Defiance Bypass); 2:30 (planned)
• Seattle to Vancouver, British Columbia – 3:55 (2006); 2:45 (planned)
• Vancouver, British Columbia, to Portland – 7:55 (2009); 5:25 (planned)

In order to increase train speeds and frequency to meet these goals, a number of incremental track improvement projects must be completed. Gates and signals must be improved, some grade crossings must be separated, track must be replaced or upgraded, and station capacities must be increased. The existing Columbia River Railroad Bridge between Vancouver, Washington and Portland would have to be modified, and an additional railroad bridge would have to be built next to the existing bridge.{{R|"longrange"|pp=5{{hyphen}}22 – 5{{hyphen}}23}}

Building upon previous studies, the long-range plan also proposed relocating the northern terminus from Vancouver's Pacific Central Station southeast to a "Greater Vancouver Terminal" near SkyTrain's existing Scott Road station in Surrey, British Columbia. In this scenario, northbound passengers would then ride the SkyTrain rapid transit system for about a half-hour to complete a trip to downtown Vancouver.{{R|"longrange"|pp=E{{hyphen}}1 – E{{hyphen}}10}}{{cite news |issn=0700-9003 |work=Peace Arch News |title=Surrey eyes for Amtrak station |url=https://groups.io/g/Canadian-Passenger-Rail/topic/surrey_eyes_for_amtrak/16002014 |first=Jeff |last=Nagel |date=March 6, 2007 |accessdate=November 27, 2024}}{{cite report |title=Cascade Gateway rail study |publication-date=December 20, 2002 |author=Wilbur Smith Associates |publisher=International Mobility and Trade Corridor Project (IMTC) |pages=6{{hyphen}}1 – 6{{hyphen}}15 |section-url=https://theimtc.com/wp-content/uploads/documents/rail_finalreport.pdf#page=57 |section=§6: Scott Road station pre-feasibility analysis |oclc=53009932 |accessdate=November 27, 2024}} The plan cited several motivations for terminus relocation, including: congestion at and near the New Westminster Bridge, which is a single-track railway subject to very low train speed limits and numerous bridge openings for marine traffic; lower-than-desired speed limits due to poor geological soil conditions underneath the BNSF track between the bridge and Pacific Central Station; bottlenecks at Canadian National Railway's Second Narrows Rail Bridge and Thornton Tunnel that cause northbound freight trains headed to the North Shore of the Burrard Inlet to back up onto and obstruct the BNSF main line; and repeated opposition to passenger service expansion from Canadian National Railway.{{cite report |title=Washington state Amtrak Cascades operating costs technical report |volume=4 |publisher=Washington State Department of Transportation |publication-date=February 2006 |section=§A: Greater Vancouver, BC terminal options |url=https://apiproxy.utc.wa.gov/cases/GetDocument?docID=245&year=2007&docketNumber=070696 |format=PDF |pp=A{{hyphen}}1 – A{{hyphen}}10 |access-date=December 14, 2024}}

In order to extend the second daily Seattle to Bellingham round trip to Vancouver, BNSF was required to make track improvements in Canada, to which the government of British Columbia was asked to contribute financially. On March 1, 2007, an agreement between the province, Amtrak, and BNSF was reached, allowing a second daily train to and from Vancouver.{{Cite web |url=http://www.wsdot.wa.gov/Rail/AmtrakCascades/2ndTrain.htm |title=WSDOT - Second Amtrak Cascades Train to Canada |access-date=July 5, 2007 |archive-url=https://web.archive.org/web/20080412211531/http://www.wsdot.wa.gov/Rail/AmtrakCascades/2ndTrain.htm |archive-date=April 12, 2008 |url-status=dead }} The project involved building an {{convert|11000|ft|km|adj=mid}} siding in Delta, British Columbia, at a cost of US$7 million; construction started in 2007 and has been completed.

In December 2008, WSDOT published a mid-range plan detailing projects needed to achieve the midpoint level of service proposed in the long-range plan.{{cite web|url=http://www.wsdot.wa.gov/NR/rdonlyres/83B17378-CDC8-4D57-AA60-4CD64BAF6D94/0/AmtrakCascadesMidRangePlan.pdf|publisher=WSDOT|title=Amtrak Cascades Mid-Range Plan|date=December 2008|access-date=July 7, 2009|archive-url=https://web.archive.org/web/20090705160311/http://www.wsdot.wa.gov/NR/rdonlyres/83B17378-CDC8-4D57-AA60-4CD64BAF6D94/0/AmtrakCascadesMidRangePlan.pdf|archive-date=July 5, 2009|url-status=dead}}

In 2009, Oregon applied for a $2.1 billion Federal grant to redevelop the unused Oregon Electric Railway tracks, parallel to the Cascades' route between Eugene and Portland.{{cite news

|title=Oregon bids big for faster trains

|first=Harry|last=Esteve

|work=The Oregonian

|date=July 25, 2009

|url=http://www.oregonlive.com/news/index.ssf/2009/07/oregon_bids_for_highspeed_rail.html

}} But it did not receive the grant. Instead, analysis of alternative routes to enable more passenger trains and higher speeds proceeded. In 2015, the current route, with numerous upgrades, was chosen by the Project Team as the Recommended Preferred Alternative.{{Cite web|url=http://oregonpassengerrail.org/files/library/newsletter/opr-newsletter-fall-2015-final-20151013.pdf|title=Oregon Department of Transportation : Passenger Rail : Public Transportation : State of Oregon|date=October 17, 2023 }} The Preferred Alternative, if built, would decrease the trip time by 15 minutes from 2 hours and 35 minutes to 2 hours and 20 minutes and increase the number of daily trains from 2 to 6 from Eugene to Portland.{{cite report|url=http://www.oregonpassengerrail.org/files/library/documents/deis-publicdraft-cip-online.pdf|title=Tier 1 Draft Environmental Impact Statement|publisher=Oregon Department of Transportation|date=October 2018|access-date=December 27, 2018}}

In 2013, travel times between Seattle and Portland remained the same as they had been in 1966, with the fastest trains making the journey in 3 hours 30 minutes.The Official guide of the Railways and Steam Navigation Lines of the U.S., Rand McNally & Company, May 1966Amtrak Winter-Spring Timetable 2013 WSDOT received more than $800 million in high-speed rail stimulus funds for projects discussed in the mid-range plan, since the corridor is one of the approved high-speed corridors eligible for money from ARRA.{{cite web|url=http://www.wsdot.wa.gov/Funding/stimulus/passengerrail.htm|title=ARRA Funded High Speed Rail|publisher=WSDOT|access-date=July 7, 2009|archive-url=https://web.archive.org/web/20090705162446/http://www.wsdot.wa.gov/Funding/stimulus/passengerrail.htm|archive-date=July 5, 2009|url-status=dead}} The deadline for spending the stimulus funds is September 2017. The schedule was for the Leadership Council to vote on this in December 2015, then a Draft Tier 1 Environmental Impact Statement was to be released in 2016 and hearings held on it, for the Leadership Council to finalize the Recommended Selected Alternative in 2017, then publish the Final Tier 1 EIS and receive the Record of Decision in 2018.{{Cite web|url=http://oregonpassengerrail.org/page/schedule|title = ODOT - Oregon Passenger Rail {{pipe}} Schedule| date=October 17, 2023 }} Then if funds can be found, design and engineering must be done before any construction can begin.

In October 2023, WSDOT made public a summary of its preliminary service development plan, which offered five conceptual options for future rail service. Three of the options kept the top train speed at {{cvt|79|mph}}, while the other two options increased the top speed to {{cvt|90|mph|km/h|0}}. The most aggressive frequency option increased the number of round trips between Seattle and Portland to 16 and the number between Vancouver, British Columbia, and Seattle to 6. Four of the options included a rail/bus combination for some round trips between Vancouver and Seattle; the section between Seattle and Bellingham would be served by rail, while the section between Bellingham and Vancouver would be handled by bus.{{cite news |work=The Urbanist |title=Concepts for Amtrak Cascades service growth have arrived |url=https://www.theurbanist.org/2023/10/16/concepts-for-amtrak-cascades-service-growth-have-arrived/ |date=October 16, 2023 |first=Stephen |last=Fesler}}{{cite conference |work=Washington State Department of Transportation |title=Amtrak Cascades service development plan |url=https://wsdot.wa.gov/sites/default/files/2023-10/SDP%20public%20webinar%20-%20for%20web.pdf |date=October 2023}} The assumed maximum top speed was reduced from {{cvt|110|mph|km/h|0}} in the 2006 long range plan to {{cvt|90|mph|km/h|0}} in the 2024 preliminary service development plan based on BNSF restrictions.{{cite report |work=Washington State Department of Transportation |title=Amtrak Cascades preliminary service development plan: Alternatives development and recommendations report |url=https://wsdot.wa.gov/sites/default/files/2024-06/Amtrak-Cascades-2024-Preliminary-Service-Development-Plan.pdf#page=92 |publication-date=June 2024 |department=§E: Draft report public feedback |section=Shorter travel times |pages=92–93 |access-date=February 9, 2025}}

Various jurisdictions have made attempts to add a stop within the approximately {{convert|60|mi|adj=mid}} gap between Vancouver, British Columbia, and Bellingham. The intent was to better serve the growing population in the southern part of the Greater Vancouver region without requiring a backtrack to downtown Vancouver. Infill stations have been proposed on separate occasions at the international border towns of Blaine, Washington,{{cite news |work=The Northern Light |title=Rail advocate outlines possible path to Blaine train stop |url=https://www.thenorthernlight.com/news/article.exm/2012-03-28_rail_advocate_outlines_possible_path_to_blaine_train_stop/ |first=Jeremy |last=Schwartz |date=March 28, 2012 |oclc=57728139 |archive-date=April 5, 2012 |archive-url=https://web.archive.org/web/20120405062629/https://www.thenorthernlight.com/news/article.exm/2012-03-28_rail_advocate_outlines_possible_path_to_blaine_train_stop/ |accessdate=November 27, 2024}} and White Rock, British Columbia,{{cite news |issn=0700-9003 |work=Peace Arch News |title=White Rock abandons Amtrak efforts |url=https://www.peacearchnews.com/news/white-rock-abandons-amtrak-efforts-2769485 |first=Alex |last=Browne |date=June 29, 2011 |accessdate=November 27, 2024}} which both had stops on Amtrak's predecessor Pacific International service.{{cite news |work=Ellensburg Daily Record |issn=2834-1872 |title=Amtrak 'first' |url={{GBurl|KlVUAAAAIBAJ|pg=PA2}} |publication-date=July 14, 1972 |page=3 |agency=United Press International |volume=71 |number=166 |access-date=February 2, 2025}}

In 2024, a Canadian passenger rail advocacy group recommended that the Canadian government make 10 infrastructure improvements between White Rock and Vancouver at a total estimated cost of CAD$127.6 million. These improvements would increase operational performance and reliability, and the resulting reduction in travel time would permit Amtrak to add a Blaine stop.{{cite report |publisher=Transport Action Canada |first=Terence |last=Johnson |date=July 2024 |title=Beyond HFR: Advancing passenger rail across Canada |section=§8.3: White Rock–Vancouver |pages=64–66 |section-url=https://www.transportaction.ca/wp-content/uploads/2024/11/Beyond-HFR_en-ca.pdf#page=64 |url=https://www.transportaction.ca/documents/major-reports/beyond-hfr-advancing-passenger-rail-across-canada/ |publication-date=October 17, 2024 |access-date=February 26, 2025}}

On July 2, 2017, northbound train 506 derailed while approaching the Chambers Bay drawbridge southwest of Tacoma, Washington. The train was traveling above the speed limit of {{convert|40|mph|km/h}} after passing an "Approach" signal (indicating that it be prepared to stop short of the next signal) at the bridge. As the bridge was raised and open, a device known as a "de-rail" was engaged, used to prevent a train from proceeding and falling in to the water by derailing it beforehand. The incident root cause was human error due to the engineer losing situational awareness. Only minor injuries were sustained due to the low speed at time of event as the engineer did attempt to stop on seeing the bridge up. The train's consist, an Oregon DOT-owned Talgo VIII set, was returned to the Talgo plant in Milwaukee, Wis. for repairs and returned to service in April 2018.{{cite news|date=December 18, 2017|last=Miller|first=Susan|title=Amtrak's Cascades rail lines saw a derailment in July|work=USA Today|url=https://www.usatoday.com/story/news/nation/2017/12/18/amtraks-cascades-rail-lines-saw-derailment-july/961382001/|access-date=January 23, 2018}}

{{main|2017 Washington train derailment}}

On December 18, 2017, while making the inaugural run on the Point Defiance Bypass, southbound train 501 derailed near DuPont, Washington.{{cite news |last=Chokshi |first=Niraj |date=December 18, 2017 |title=Amtrak Train Derailment Leaves Multiple People Dead in Washington State |url=https://www.nytimes.com/2017/12/18/us/amtrak-derailment-washington.html |work=The New York Times |access-date=December 18, 2017}}{{cite web|title=Amtrak Cascades Train 501 Derailment|date=December 18, 2017|publisher=Amtrak|access-date=December 20, 2017|url=http://media.amtrak.com/wp-content/uploads/2017/12/Cascades-501-Derailment_Dec-18.pdf}} Three passengers were killed, and 65 people in total were injured. The crash occurred on an overpass over I-5, on a sharp curve with a speed limit of {{convert|30|mph|km/h|abbr=on}}; train 501 was traveling at {{convert|80|mph|km/h|abbr=on}}.{{cite news|url=http://www.greensboro.com/news/us_world/train-speeding-mph-over-limit-before-deadly-derailment-in-washington/article_aaac2a52-1330-570b-a725-c06ed2760d8f.html|title=Train speeding 50 mph over limit before deadly derailment in Washington state |last1=La Corte|last2=Flaccus|last3=Sisak|first1=Rachel|first2=Gillian|first3=Michael|work=News and Record|agency=Associated Press|date=December 19, 2017|access-date=December 19, 2017}}{{Cite web|url=https://www.cnn.com/2017/12/18/us/amtrak-derailment-washington/index.html|title=At least 3 dead in Amtrak derailment in Washington state, official says|last1=Ostrower|first1=Jon|last2=Sterling|first2=Joe|date=December 19, 2017|website=cnn.com|access-date=August 28, 2019|last3=Ellis|first3=Ralph}} Positive train control, a system that would have prevented the train from speeding, was not yet enabled on the Point Defiance Bypass at the time of the crash. An investigation by the National Transportation Safety Board also found that the train's engineer was not properly trained on either the tracks or the train's Siemens Charger locomotive, both of which were new at the time.{{Cite report |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/RAR1901.pdf |title=Railroad Accident Report: Amtrak Passenger Train 501 Derailment, DuPont, Washington, December 18, 2017 |date=May 21, 2019 |publisher=National Transportation Safety Board |issue= |pages=79–82 |docket=NTSB/RAR-19/01 |access-date=2024-06-10}}

WSDOT announced that it would not resume service until the full implementation of PTC. Service was then scheduled to restart in early 2019.{{cite news |last=Baker |first=Mike |date=December 21, 2017 |title=Washington state: No passenger trains on Amtrak derailment route until safety systems are in place |url=https://www.seattletimes.com/seattle-news/washington-state-no-passenger-trains-on-amtrak-derailment-route-until-safety-systems-are-in-place/ |work=The Seattle Times |access-date=December 21, 2017}} PTC was activated on the Point Defiance Bypass in March 2019, but Cascades service on the bypass did not resume until November 18, 2021, almost four years after the derailment.{{cite web|title=Cascades Service to Resume on the Point Defiance Bypass|date=November 9, 2021|publisher=Amtrak|access-date=November 20, 2021|url=https://media.amtrak.com/2021/11/cascades-service-to-resume-on-the-point-defiance-bypass/}}

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{{cite news | title=Federal money to improve Amtrak Cascades train travel | url=https://www.seattletimes.com/seattle-news/federal-money-to-improve-amtrak-cascades-train-travel/ | date=May 17, 2011 | via=Seattle Times |work=The Olympian | first=Jordan | last=Schrader | access-date=December 28, 2023}}

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• {{amtrak web|route=yes}}
• {{Official site}}
• [http://www.wsdot.wa.gov/Rail/TrainEquipment.htm Amtrak Cascades Train Equipment] (Washington State Department of Transportation)
• [https://www.flickr.com/photos/135141530@N04/22215620388/in/album-72157657771522661/ 1972 first draft of "Cascades" concept] (Oregon Department of Transportation)

{{Amtrak routes}}

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{{Canadianmetros}}

Category:Amtrak routes

Category:Named passenger trains of Canada

Category:International named passenger trains

Category:Passenger rail transport in British Columbia

Category:Passenger rail transportation in Oregon

Category:Passenger rail transportation in Washington (state)

Category:Tilting trains

Category:Railway services introduced in 1971

Category:Talgo