User:TheMayor/sandbox/National Rail schedules
The National Rail plan of the Federal States encompasses ten primary national routes operating a total of approximately 50 daily long-distance passenger trains throughout the Federal States. Combined with the three current regional Select high-speed services already planned, the National Rail network connects every FSA state (and the Huntington capital district).
As per the FSA railway collaboration framework, the National Rail is the sole provider of long-distance passenger rail service in the Federal States. While other services organized at the regional level -- notably ArchRail, LakeLynx, and El Camino Acero (tentative name for future Cosperica services) -- are considered part of the national Select network, these regional entities may be separate and independent from National Rail. With the exception of some yards and station facilities, National Rail should not be considered a major railway company in terms of constructing and operating railways in the FSA. National Rail trains are assumed to be allowed to operate on all railways in the Federal States with the exception of metros, subways, trams, etc.
While this article uses "National Rail" to refer to the national passenger rail company, this name should be considered a placeholder until an official name is selected by the FSA community.
History of Passenger Rail in the Federal States
The first railway in the Federal States would have likely started in the Southeast for an extremely niche industy-specific purpose, like connecting a mine to a processing facility. Eventually, longer-distance railways would be constructed by dedicated railway companies, linking major ports to major markets along the eastern seaboard. Outside of the metro Stanton area, railways linking Stanton to other ports such as Newport and Burton would have most likely been the first links of what would become the FSA national railway network.
Early railways were privately owned, with some form of permission granted by state and local authorities (licensing, concessions, permits, franchises, etc.). While the focus for the railway companies were first on moving bulk goods and materials, railways would also transport passengers, either as an additional income opportunity or as a requirement by the state. Stanton's earliest commuter railroads, as well as its early suburbs, would quickly grow as railways proliferated throughout the Southeast. Some early passenger-only railroads may have existed, although these would have likely operated and had rolling stock more similar to transit (metro, streetcar, interurban, etc.) rather than what is generally considered "railway".
As railways expanded from individual lines into more complex networks throughout the country, additional passenger accommodations greatly expanded along with freight services. While long-distance passenger rail service had some demand, the lower densities of population outside of the Southeast resulted in a more regional focus for passenger and commuter corridors near urbanized areas, with less-frequent basic passenger service connecting major hubs and rural communities.
- For more information regarding how the transcontinental railroad corridors were chosen and executed, see the FSA Civil War sandbox.
As railroads pushed further west, first to the Massodeya River valley and later to the Lakes and the state of Alormen, desire grew to create a transcontinental railroad that would connect the Ardentic Ocean to the Asperic Ocean, allowing goods and raw materials to travel domestically within the Federal States without sailing goods around the southern horn of Astrasia. Two preliminary routes were surveyed: a northern route, which was shorter but through rugged terrain in northwestern Alormen; and a southern route, which was significantly longer but took advantage of low grades and being able to largely circumnavigate the western mountain range via the Lakes and what are now the states of AR120-47 and Clamash. Both of these corridors strongly contributed to explosive population growth in the Lakes region and along the major river valleys of the heartland, as well as encouraged additional railways to proliferate over the eastern mountain range. Three major east-west corridors emerged over these eastern mountains: a Huntington-Massodeya City corridor; a New Carnaby-AR120-36 corridor; and a Fellshire-AR120-56 corridor. Additional railways through the western mountains would have also appeared later as technology and engineering skills expanded during the later parts of the 19th Century.
With Stanton's prominance as one of the nation's primary ports and industrial centers, by the turn of the 20th Century train traffic in the Stanton area became extremely congested, dangerous, and dirty as steam engines brought trains in, out, and through the city 24 hours a day. In 1901, the city of Stanton passed the Railway Health and Safety Ordinance, which required all railroad companies to grade-separate their main line tracks within the city proper and to electrify operations on any high-frequency routes (more than three trains per hour) and on all underground routes regardless of frequency. By 1920, most -- but not all -- railways in the metropolitan Stanton area were electrified.
Passenger train providers in the Southeast quickly discovered the efficiency electrified operations provide in dense corridors, as electric trains can accelerate and decelerate far more quickly and efficiently than steam locomotives. This spurred additional urban growth potential in areas like Arghenna, Penquisset, Culpepper, the Delenshire Islands, and the New Carnaby panhandle. As such, several regional railroads in the Southeast, including the Stanton-to-Burton line, chose to electrify their entire lines as passenger services became an even larger and more essential part of their operations.
Outside the Southeast, electrification occurred far less frequently, if at all. While electric traction power was used for subway and trolley systems in larger cities and for lightweight interurban applications in more rural areas, electrification of the steam railroads would have been cost-prohibitive in most instances.
Rise of the AMS
Observing the success of the electrified long-distance Stanton/Burton service, in the early 1920s a group of investors from Stanton and Warwick created the Andreapolis, Massodeya, and Stanton (AMS) Railroad, with the pioneering idea of a passenger-focused, all-electric railroad that would operate over 1,500km of multi-track mainline railway. The first phase of the railway opened to great fanfare in 1927 between Stanton and Saint Jacobs, which until then was a relatively small religious commune in the state of Gilliad. The service, which could cover the 250km between Saint Jacobs and Stanton in under two hours, was immediately successful and led to significant growth in Saint Jacobs -- and significant profits for the AMS investors. With the metaphorical wind at their backs, the investors raised additional funds and committed to constructing the entire line as quickly as possible, believing their successes would only grow larger as the electric railroad drove further into the hinterlands.
While the AMS did end up getting completed and opening to service in 1932, the high costs of construction and operations left the company overextended and in significant debt. The logistics and significant cost required to electrify over 1,000km of rural double- (and in some cases, triple-) track nearly bankrupted the company before service began, but the company was able to survive as it was now a major electricity provider for much of rural Michisaukee, East Massodeya, and Alormen. While service between Stanton and Saint Jacobs remained successful with strong demand, demand further northwest was significantly lower. Moreover, as the steam railroads converted to diesel locomotives, the diesels were able to better compete with the speed advantages of the electric railways, especially in the central plains with long distances between station stops.
Overall demand for passenger rail throughout the Federal States began to decline in the 1930s as more roads were improved for automobiles and as the nascent aviation sector expanded. While some freight service was reluctantly permitted to use the AMS mainline, AMS refused to permit diesel-under-wire service northwest of Saint Jacobs and no freight service at all east of Saint Jacobs (to avoid slowing down the still-profitable passenger trains going to and from Stanton), which raised costs for shippers and hampered potential profits for the railroad.
The AMS was able to keep its head above water for another decade, but it came at the cost of deferred maintenance and decreasing speeds, reliability, and efficiency of passenger service. By 1946, the AMS was on the brink of collapse.
While the AMS was struggling northwest of Saint Jacobs, it remained a vital link for the metropolitan Stanton region. Additionally, tens of thousands of lower-income rural residents in Michisaukee, East Massodeya, and Alormen relied on AMS for home electricity. With these concerns in mind, rather than letting AMS declare bankruptcy and risk major day-to-day disruptions for a significant portion of the FSA's population, the federal government purchased a majority stake in the AMS and nationalized the railroad. On October 1, 1947, the AMS was formally reorganized into the Archantan Railway Company, led by a new unit within the federal government. The company ordered overhead catenary northwest of Saint Jacobs to be scrapped and sold, which then allowed freight railroads to lease trackage rights to operate diesel freight trains over the old AMS tracks. (Freight traffic continued to be restricted on the mainline southeast of Saint Jacobs.) Additionally, the government spun off and sold AMS's power generation and distribution assets in Michisaukee, East Massodeya, and Alormen into local taxpayer-led cooperative power authorities. This influx of cash allowed the Authority to reinvest in new rolling stock and infrastructure upgrades on the passenger-only Stanton-St. Jacobs corridor, improving service and profitability. By 1952 the company was turning a profit and set its eyes on expansion: in 1953 the company executed a buyout of the struggling Stanton-Burton and Huntington-Warwick electric railways. This expansion allowed ARC to link the four largest cities in the Southeast under a single system to achieve new economies of scale. An extension from Saint Jacobs to Huntington was completed in 1958.
With the opening of the Huntington extension, the Authority adopted a new service mark to brand their services throughout the Southeast: ArchRail.
The Motorway Network
While ArchRail's success was a major boon to the Southeast, the federal government focusing so much funding into the transportation network of the Southeast while leaving the rest of the nation's infrastructure and operations to wither did not sit well with many states outside of the Southeast. In response, a new push for a federally-funded national transportation network emerged: the motorway network. Outside of the Southeast, railroads were seen as past their prime and depreciating, while good roads for the burgeoning middle class and their new affordable automobiles was too tempting to resist. Business interests in the Southeast were largely supportive of the motorway movement as well, seeing it as a new way to connect the nation. The Federal States Defense and Commerce Motorway Act passed the federal legislature in 1960 and, along with government support for commercial aviation and airports throughout the nation, dramatically changed travel and transportation patterns in short order.
The good times for ArchRail were not meant to last. While ArchRail was largely able to avoid the declines in long-distance ridership experienced by other FSA railways through the 1940s and 1950s, the construction of the motorway and aviation networks in the 1960s led to a precipitous drop in ArchRail ridership almost overnight. Motorways paralleled ArchRail's lines throughout the Southeast, leaving trains running mostly empty as cars began clogging arterial highways throughout the region. Once again, the federal government expressed interest in further interventions to make sure the system did not collapse.
The government's plan was to upgrade ArchRail to begin offering a premium high-speed service that would be competitive with both automobiles and commercial aviation throughout the dense Southeast region. While the states of the Southeast wholeheartedly supported the intervention and investment, states in the west refused: why should more taxes from the Lakes region or the Northwest go towards funding something only the Southeast would benefit from, rather than investing more into the national motorway network that served all the states? In 1967, the federal legislature dealt ArchRail a significant defeat, voting down the rescue package.
With passenger rail service nationwide on the brink of a full collapse, [insert president here] was able to strike a grand bargain with the holdout western states. A new financial package was offered that would upgrade ArchRail to high-speed standards, provided it was bundled with a full nationalization of all interstate passenger rail operations nationwide. In addition to long-distance passenger rail service, additional funding sources would be made available to regions outside of the Southeast that were interested in investing in shorter-distance priority passenger corridors, which could be operated by a state, a group of states, or the national rail provider itself. The legislation would also override any state or local covenants mandating freight railroads provide passenger service, provided that the freight railroads donated all passenger-exclusive rolling stock and infrastructure to the new national rail provider and guaranteed priority dispatching for passenger trains. Furthermore, two additional "demonstration" high-speed rail projects would be funded outside the Southeast: one in the Lakes region, and one in the Northwest. This new legislative package did pass, and in 1969 National Rail took over passenger rail operations throughout the FSA.
ArchRail became a very successful high-speed passenger corridor, connecting most of the major cities of the Southeast. However, there are no current plans for any additional corridors or expansions, although an extension from Huntington to Massodeya City is occasionally discussed.
After many years of planning and engineering, the LakeLynx high-speed rail corridor opened between Wallawaukee and Lake City in the 1990s. The service was extended to Ondassagam in the early 2000s and a new branch was constructed to serve Lake City International Airport in 2021. Preliminary plans exist to extend LakeLynx as far as Eriksburg and Ohunkagan in the east and Barre Harbor and AR120-47 in the west, although it is unlikely these extensions will ever be constructed. A priority passenger rail line (which may or may not be built to high-speed rail standards), El Camino Acero, is currently planned between Jundah, Esperanza, and Los Reyes, although design work has not yet begun.
National Rail now provides regular service with about 50 daily trains operating on ten primary routes; between ArchRail and National Rail, every state in the Federation has direct access to the passenger rail network.
National Rail trains have two primary classes of service: Dayliner service for trains without overnight accommodations, and Sleepliner service for trains with overnight accommodations. Additionally, there are several Select service systems in some parts of the FSA that may complement National Rail service, but may be officially independent of the National Rail system.
The standard service alternative for most National Rail routes, Dayliner trains include both coach and business-class accommodations, but no designated sleeping service. Dayliner trains generally consist of several standard coaches, with at least one business-class-equipped coach. A combination lounge/cafe car is also included, which provides table seating and basic food and drink service. Dayliner trains that operate for 6 or more consecutive hours will also have a baggage car, with checked baggage service available for a small fee.
The highest-class accommodations on National Rail are provided on Sleepliner trains, which operate overnight throughout the FSA. Sleepliner trains include the same coaches as Dayliner trains, with additional dedicated coaches that offer private sleeping accommodations. Sleepliner trains also include a dedicated observation lounge car that is available for all ticketed passengers on the train, as well as a more formal dining car with full-service meals included in sleeping-class accommodations and available for purchase for other ticketed passengers.
In some parts of the FSA, additional passenger rail service is provided at the regional level. While Select service providers often complement the reach of the National Rail services by providing additional service options within a particular region of the FSA, these providers are officially independent of the National Rail system, with separate operational models and structures. Coordinated ticketing options, similar to codesharing between airlines, are available to provide a more seamless trip experience for travelers.
Select service providers are regional in nature and organized by their respective regions, and should not be confused with commuter railroads or intra-state passenger operators. Some Select services are not included in the national draft plan.
|ArchRail||Southeast||3 (at least)||High-speed rail|
|LakeLynx||West Lakes||1||High-speed rail|
|El Camino Acero||Northwest||2||Level of service to be determined|
|unnamed||West Lakes||5||Hub-and-spoke regional service based out of Lake City|
|unnamed||West Lakes||3||Through-routed regional service based out of Wallawaukee|
|unnamed||Heartland (East Lakes)||3||Hub-and-spoke regional service based out of Ohunkagan|
|unnamed||Heartland (East Lakes)||4||Regional service based out of Minneuka|
Stanton Southern Station to Lake City, MN (Union Station) via Pike, SN; Wallawaukee, SN (Sutter Station); and Ohunkagan, MK (Central Station)
|d22:00||d9:00||d6:30||Stanton, NC (Southern Station, +10)||0||a8:15||a21:06||a23:50|
|22:25||9:25||6:25||Stanton-Fiorino Airport, NC||29||7:55||20:46||23:30|
|Three Rivers, NC||460||d3:49
|5:57||16:57||14:27||St. Anne, 37||694||0:12||13:14||16:28|
|10:51||21:51||19:21||10:43||[Placeholder], MK (+10)||1159||18:53||8:21||11:29||19:29|
|10:32||21:27||↓||↓||Yuiyeska, MK (+9)||1237||17:12||6:40||↑||↑|
|a22:47||↓||↓||Ohunkagan, MK (Central Station)||1356||d16:02
|14:55||↓||↓||St. Michael, MK||1613||12:49||↑||↑|
|↓||19:54||11:11||d20:00||Maquadena, ZH (United Station)||1339||↑||d8:56
|↓||Wallawaukee, SN (Sutter Station)||1515||↑||6:40||d14:50
|↓||↓||↓||22:36||Lake City-Gunnison Airport, MN||1685||↑||↑||↑||14:07|
|a19:07||a0:41||a15:58||a22:54||Lake City, MN (Union Station, +9)||1695/1777/1967||d8:37||d4:29||d12:03||d13:50|
- Additional service between Yuiyeska, MK and Lake City Union Station via Ohunkagan Central Station is available on The Statesman Trains 33/34.
- Timed transfers to The Statesman trains in Maquadena United Station and Horicon, WA are available.
- (31) - Train 31 (The Statesman) departs Maquadena United Station at 19:57 and makes stops at [Placeholder], 52; Nordseehaven, 52; and [Placeholder], IR before arriving at Wallawaukee Sutter Station at 21:58. Passengers can transfer between trains at Maquadena United Station and Wallawaukee Sutter Station.
- (32) - Train 32 (The Statesman) departs Wallawaukee Sutter Station at 6:45 and makes stops at [Placeholder], IR; Nordseehaven, 52; and [Placeholder], 52 before arriving at Maquadena United Station at 8:51. Passengers can transfer between trains at Wallawaukee Sutter Station and Maquadena United Station.
- (C) - Train 6 does not stop at Gramercy, SN; however, service between Gramercy, SN and Wallawaukee Sutter Station is provided by ConnectSeneppi.
- (X) - Train 6 does not stop at Miller, IR; however, service between Lake City Union Station; Miller, IR; and Wallawaukee Sutter Station is available via LakeLynx HSR trains.
Aerwinya, 04 to Esperanza, CO and Jundah Central Station
|d6:30||d11:30||Aerwinya, 04 (+10)||0||a15:19||a21:19|
|8:42||13:42||Rivertown, 04 (Capital Airport)||180||13:12||19:12|
|a14:52||Huntington, CP (Union Station)||348||d11:57
|d6:28||Massodeya City, MC||754||d7:16
|17:59||8:59||Junction City, EM||1032||3:55||22:55|
|21:49||12:49||Dolce Cross, AL||1454||0:05||19:05|
|22:49||13:49||Tobashee Flats, AL||1574||23:05||18:05|
|d1:34||a15:19||Andreapolis, AL (Union Station)||1738||d21:30
|Fort Sinclair, AL||1981||fd||18:03|
|8:25||↓||Ancares Beach, AL||2342||14:04||↑|
|↓||San Pascual International Airport, AL||2511||d11:56
|12:11||↓||Ruben Pass, AL (+10)||2575||10:18||↑|
|12:39||↓||Dunesam, AL (+9)||2644||7:50||↑|
|↓||↓||d7:25||Puerto Eloisa, AL (Union Station)||2747||↑||↑||a22:24|
|↓||7:33||South Puerto Eloisa, AL||2756||d6:16
|15:49||↓||8:49||Playa Gomez, 73||2856||4:40||↑||20:40|
|16:51||↓||9:51||Santico City, AZ||2941||3:38||↑||19:38|
|↓||a13:44||Los Reyes, TM||3303||d23:40
|0:14||↓||Santa Lena, TM||3486||20:36||↑|
|↓||Santa Rosa, CO||3869||d15:38
|a7:40||↓||Esperanza, CO (+9)||4054||d13:10||↑|
|5:04||[Placeholder], AL (+10)||2047||17:14|
|8:55||Mineral Mountain, 41 (+10)||2392||13:23|
|Silverdale, AW (+9)||2434||d11:44
|10:25||La Rue, SA||2503||9:53|
|d6:37||Dennison, SA (Union Station)||2772||d5:31
|18:19||9:19||Milburn City, TA||2999||1:59||18:19|
|22:10||13:10||Jundah-Stuart International Airport, TA||3266||22:08||14:28|
|a22:28||a13:28||Jundah, TA (Central Station, +9)||3292||d21:45||d14:05|
- Additional service between Huntington Union Station and Massodeya City, MC is available on The Statesman Trains 31-34.
- Schedule does not include state-supported services in Alormen and Cosperica.
- Timed transfers to/from Ardentic and Asperic Trains 81/82 available at Massodeya City, MC.
- Timed transfers to/from The Mountaineer Train 72 at Dennison Union Station.
- Trains 11/13 operate as a single consist between Andreapolis Union Station and Fort Sinclair, AL.
- fd - This train will stop only to discharge passengers upon request. Travelers wishing to board eastbound trains should use Train 14 and transfer to Train 12 at Andreapolis Union Station.
Stanton Southern Station and Burton Union Station to [TBD, Wisecota/Ossasitan] and Lacanier, Ardencia via Newport, AS
|d5:30||d15:30||Burton, 15 (Union Station, +10)||0||a13:58||a23:58|
|6:35||16:35||Port Eleanor, HY||83||12:58||22:58|
|7:17||17:17||Wearhead Junction, HY||138||12:16||22:16|
|8:12||18:12||Hope Harbor, AS||190||11:24||21:24|
|d15:30||↓||↓||d6:10||Stanton, NC (Southern Station, +10)||0||a14:03||↑||↑||a23:59|
|17:00||↓||↓||7:40||Hearthsbridge, NC (Union Station)||120||12:38||↑||↑||22:34|
|17:35||↓||↓||8:20||Caseington Junction, NC||165||12:03||↑||↑||21:59|
|17:58||↓||↓||8:38||St. Jamesbury, AS||192||11:40||↑||↑||21:36|
|Newport, AS (Union Station)||293||d10:08
|20:14||10:55||East Vermouth, AS||322||9:24||19:20|
|↓||Three Rivers, NC||828||d3:30
|Routing for Trains 21/22 in AR120-37, Ossasitan, and Wisecota to be determined|
|Montane River Port of Entry, FL||503||d17:31|
|a14:17||Lacanier, Ardencia (Gare Central, +10)||537||d16:00|
- Timed transfers between trains available at Newport Union Station.
- Timed transfers between Southern Express Trains 1/2 available at Three Rivers, NC.
Huntington, CP (Union Station) to Wallawaukee, SN (Sutter Station) and Lake City, MN (Union Station) via Ohunkagan, MK
|d5:45||d21:00||Huntington, CP (Union Station, +10)||0||a0:05||a18:23|
|Massodeya City, MC||406||d20:34
|Minneuka, ME (Union Station)||952||d15:21
|17:06||8:11||Fort Constable, ME||1074||13:19||6:52|
|17:53||↓||Twin Rocks, ME (+10)||1166||12:37||↑|
|17:56||↓||Plainsburgh, ZH (+9)||1292||10:34||↑|
|↓||Maquadena, ZH (United Station)||1479||8:51||↑|
|a21:58||↓||Wallawaukee, SN (Sutter Station, +9)||1653||d6:45||↑|
|9:09||Mennowa City, ME (+10)||1189||5:54|
|d12:15||New Harmony, ME||1355||d3:42
|12:20||↓||Kuttale, ME (+10)||1392||2:43||↑|
|11:51||↓||University Beach, ZH (+9)||1416||1:12||↑|
|↓||Ohunkagan, MK (Central Station)||1717||d22:00
|18:46||↓||St. Michael, MK||1974||18:17||↑|
|a22:58||↓||Lake City, MN (Union Station, +9)||2328||d14:00||↑|
|Horicon, WA (+10)||1401||20:30|
|13:58||Stony Mount, WA||1457||19:48|
|15:16||Juniper Bay, WI||1593||18:30|
|a15:35||[Placeholder, WI] (+10)||1621||d18:06|
- Additional service between Huntington Union Station and Massodeya City, MC is available on The Explorer Trains 13/14.
- Additional service between Massodeya City, MC and Minneuka Union Station is available on The Mountaineer Trains 71/72.
- Additional service between Yuiyeska, MI and Lake City Union Station is available on Southern Express Trains 1/2.
- Additional service between Maquadena United Station and Wallawaukee Sutter Station is available on Southern Express Trains 9/10.
- Timed transfers for passengers on trains 31/32 continuing beyond Wallawaukee Sutter Station to/from Lake City Union Station are available via Southern Express trains 5/6.
- Timed transfers to Southern Express trains in Maquadena United Station and Horicon, WA are available.
- Timed transfers to Crescent Dawn trains at Huntington Union Station are available.
- Timed transfers to/from Two Lakes trains at Varnel, SN are available.
Hazelboro, EU to Adamsville, OG via Huntington Union Station
|d15:30||Orterrado, LN (Feldline Airport)||186||d21:04
|10:47||17:03||San Bruno, EY||289||19:10||12:53|
|11:10||17:26||Bronson City, EY||315||18:47||12:30|
|a0:02||d10:15||Huntington, CP (Union Station)||829||d11:56
|19:31||11:05||New Annshire, 28||896||10:16||22:26|
- All stations are in the Eastern (+10) Time Zone.
- Timed transfers to/from The Statesman and The Explorer trains available at Huntington Union Station.
Lake City Union Station to Faustina, AT
|d21:35||d6:35||Lake City, MN (Union Station)||0||a8:25 (2)||a23:50|
|22:56||7:56||Ondassagam-Bucks County Airport, MN||105||7:09||22:34|
|5:40||14:40||Fort Bellis, CL||855||0:25||15:50|
|6:14||15:14 (82)||Gantiac, CL||917||23:51||15:16|
|a15:54 (81)||Wahanta, CL (Grand Southern Station)||1002||d23:06
|10:32||Puerto Paloma, TA||1276||19:33|
|Jundah, TA (Central Station)||1377||d18:05
|13:16||San Pietro, AT||1460||16:49|
|13:56||Nuevo Mojaca, AT||1535||16:09|
- All stations are in the Western (+9) Time Zone.
- Timed transfer available between Train 52 and Southern Express Train 2 at Lake City Union Station.
- Timed transfers between to Ardentic and Asperic trains available at Wahanta Great Southern and Gantiac, CL.
- Future extension of service planned beyond Faustina, AT through Belirias and Cosperica to Esperanza, CO.
|d19:00||Lake City, MN (Union Station, +9)||0||a17:31|
|19:57||Green Valley, MN||92||16:39|
|0:56||St. Andrew, TE||532||11:40|
|↓||d15:15||South Lake City, Ardencia||0||↑||a21:42|
|↓||16:25||Doucennes Port of Entry, 57||13||↑||21:32|
|↓||17:26||Ste. Margaux, 57||97||↑||19:36|
|Wallawaukee, SN (Sutter Station)||460||↑||d15:26
|↓||2:40||Sunny Creek, 52 (+9)||848||↑||10:22|
|a2:19||3:22||Des Nonnes, ME||939||d9:42||d9:35|
|3:40||fd||Lion City, ME (+9)||1015||7:56|
|5:32||fd||Belle Plaine, ME (+10)||1115||8:04|
|a6:29||a6:57||St. Joseph, 42||1237||d7:02|
|Jericho, 41 (Corning-Vickers University)||1670||d2:04
|12:21||Clementsville-Lake Oirane, 41||1705||1:15|
|a16:01||d16:10||d20:58||Andreapolis, AL (Union Station)||2103||d21:30||a20:38||a1:26|
|a18:14||a23:02||Port Massehanee, AL (+10)||2281||d18:34||d23:22|
Lake City Union Station to Los Reyes, TM via Dennison Union Station
|d15:45||Lake City, MN (Union Station)||0||a12:14|
|16:42||Green Valley, MN||92||11:22|
|St. Eustace, TE||653||d4:27|
|3:35||Porte Springs, RS||837||0:29|
|20:30||Temple Valley, TM||1908||7:34|
|a21:29||Los Reyes, TM||1996||d6:30|
- All stations are in the Western (+9) Time Zone.
- Additional service between Lake City Union Station and Barstone, TE is available on Two Lakes Trains 61/62.
- Additional service between Massodeya City, MC and Minneuka Union Station provided by The Statesman trains.
- Timed transfers to/from The Explorer trains available at Dennison Union Station and Los Reyes, TM.
- Timed transfers to/from Ardentic and Asperic trains available at Colurona, RP.
Ardentic and Asperic
Stanton Southern Station to Jundah Central Station
|d6:15||Stanton, NC (Southern Station, +10)||0||a1:35|
|6:40||Stanton-Fiorino International Airport, NC||29||1:15|
|Massodeya City, MC||800||d16:40|
|Minneuka, ME (Union Station)||1346||d11:22|
|23:19||Governor's Ferry, ME||1568||9:01|
|St. Joseph, 42||1777||d7:14|
|2:57||Johnstown, 42 (+10)||1897||5:23|
|3:02||Swansonville, RS (+9)||2026||3:18|
|4:23||Riley Springs, RS||2120||1:57|
|10:02||Ross Springs, RS||2440||20:18|
|Cook Springs, CL||2519||d18:27|
|14:59||Gantiac, CL||2656||15:21 (53)|
|Wahanta, CL (Grand Southern Station)||2741||d14:36|
|18:47||Puerto Paloma, TA||3015||11:33|
|Jundah, TA (Central Station, +9)||3116||d10:15|
- Additional service between Massodeya City, MC and Minneuka Union Station provided by The Statesman trains.
- Timed transfers to/from The Explorer trains available at Massodeya City, MC.
- Timed transfers to/from Two Lakes trains available at St. Joseph, 42.
- Timed transfers to/from The Mountaineer trains available at Colurona, RS.
- fd - Train stops only to discharge passengers upon request. Eastbound riders wishing to board between Minneuka Union Station and Massodeya City, MC (except at Reeseport, WM) should use The Statesman Train 34 and transfer to Train 82 at Massodeya City, MC.
The Astrasian is currently planned to run from Massodeya City, MC to Ardencia via Madawan, 35. Schedules will be created once more railway mapping in this corridor is completed.
Yards and Maintenance Facilities
Suggested maintenance hubs:
- North-East (Huntington) (y)
- North-Central (Andreapolis) (y)
- North-West (Jundah)
- South-East (Stanton) (y)
- South-West (Lake City) (y)
- (y) - Some yard facilities already mapped
Minimum service tracks needed per terminal (does not include Select Service regional HSR trains):
- Lake City: 8
- Stanton: 6
- Huntington: 4
- Andreapolis: 4
- Jundah: 2
- Aerwinya: 2
- Esperanza: 1*
- Massodeya City: 1**
- Kennsville: 1
- Ohunkagan: 1
- Puerto Eloisa: 1
- Los Reyes: 1
- Burton: 1
- Fayette: 1
- Hazelboro: 1
- South Lake City (Ardencia): 1
- Faustina: 1*
- Wallawaukee: 1***
Note 1 (*): The Sunsetter will eventually extend to Esperanza, in which case Esperanza will need a second storage space and Faustina will not need any overnight storage.
Note 2 (**): Massodeya City is expected to be the base of operations for The Astrantian once service begins. It is also possible that, in the interest of consolidation, The Astrantian can be based out of Huntington.
Note 3 (***): Train 31, which is scheduled to layover in Wallawaukee, can deadhead to Lake City if needed.