BEER IS FOR CHUGGING.

I've griped, before, about any reference to a railroad project "chugging along," and yet the fourth estate persists.  "Cascadia Interstate High-Speed Rail Authority Chugging Toward Legislative Approval."

It's not about buying land and laying tracks, as the process worshippers have to do their thing first.

The legislation would provide up to $3.25 million in biennial appropriations through 2021 to establish the authority in partnership with the State of Oregon and Province of British Columbia. The move takes Seattle a step closer to one-hour train trips to Portland and Vancouver, British Columbia.

“Feasibility studies show that our region has the critical mass of a growing population, the muscle mass of a great economy and the traffic problems to justify a system like this,” the Governor’s Office said. “The development of a new ultra high-speed corridor authority will take this project to the next level.”

The legislation specifies that the interstate high-speed rail authority would be charged with developing an organizational structure that operates harmoniously across two states, a province, and an international boundary. The structure would need to address issues like governance, operations, contracting requirements, jurisdictional laws and regulations, and the powers of the authority.

It's an ambitious map, with a north-south line from Vancouver, B.C. to Eugene, Ore.; and an east-west line following the old Northern Pacific route from Spokane via Pasco and Yakima to Seattle.  At least the legislators are making no little plans.

Recommendations from the authority would need to be submitted to the governor and state legislature no later than June 30, 2020 on any laws, regulations, or agreements necessary to achieve corridor development. As a basic framework to deliver a regional high-speed corridor, the authority would need to build upon results from a business case study, which is currently in development, and ensure that whatever high-speed rail technology is ultimately chosen will be capable of reaching at least 250 miles per hour at top speed.

When the Germans built their fast passenger train lines, they tunnelled through a lot of hilly country. The existing north-south service has some curvy stretches at sea level, and skirts a number of volcanic ridges on the inland sections.

You might have seen the terrain headed inland on a truck commercial a few years ago.

Eagles' Nest, 11 May 1957

John Karlson photograph.

The location is in Montana.  The Washington portions of The Milwaukee Road's electric operation were as rugged, and featured similar trestles, cuts, and tunnels.  Northern Pacific's Stampede Pass line was similarly challenging.  Let's see what comes out of the recommendations.