tag:blogger.com,1999:blog-88454501207892838312024-03-13T04:49:15.877-07:00Pennsylvania HSRPennsylvania HSR is a blog that addresses restoring rail passenger service and creation of high speed rail passenger service for the Commonwealth of Pennsylvania and other states. Of great interest is the Keystone Corridor West (Pittsburgh to Harrisburg) and the Keystone Corridor East (Harrisburg to Philadelphia). This is the former mainline of the defunct Pennsylvania Railroad (PRR) now owned and operated by the Norfolk Southern Railroad Company (NS) west and Amtrak east.Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.comBlogger216125tag:blogger.com,1999:blog-8845450120789283831.post-32508946818688474892017-06-02T09:18:00.001-07:002017-06-02T09:18:35.552-07:00HrSR Pittsburgh to Harrisburg. Why? Better Routes?The studies for increasing conventional passenger train service from Pittsburgh to Harrisburg realy make little sense beyond how such service might benefit State College, PA and the Pennsylvania State University. In terms of economic need, the real route should be Pittsburgh (Ligonier) west to Youngstown, Akron, Cleveland. Tying together that mega city makes more sense than addressing Pittsburgh to Harrisburg.<br />
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But, using dual mode diesel and mode electric power in one locomotive could extend service west from the Keystone Corridor East that is owned by Amtrak and has its western terminus at Harrisburg beyond to the Keystone Corridor West an hour west to Lewistown, PA will make State College a destination from the heavily populated part of the Commonwealth to the east by passenger train. In doing so Amtrak would be operating on Norfolk Southern owned tracks. The eastern portion of the the Keystone Corridor West is less likely to have additional passenger train service interfering with Norfolk Southern freight operations. A highly transient student population that is made up substantially of students whose residence is in the proximity of the Keystone East Amtrak line appears to be a rational expansion of passenger train service.<br />
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Connecting Pittsburgh - Youngstown - Akron - Cleveland has a logic in that the population concentration described is a mega city. The problem is that two states are involved. Amtrak has a state by state focus rather than a national focus due to Republican ideology. So, rather than Amtrak, the creation of passenger service perhaps should be pursued along the lines of a transit project. This would require the Greater Cleveland Regional Transit Authority and the Port Authority of Pittsburgh to create a joint interstate transit authority to implement and operate passenger train service over the freight railroad lines that exist. The Federal Transit Administration which is part of the Federal Department of Transportation would be the oversight agency. There is added complexity in this proposal. There would be more than one freight railroad involved. Both the tracks of the Norfolk Southern and CSX would be used. Dispatching of trains over the two railroads would need to be coordinated. <br />
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<br />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-66815537069885418852017-05-31T16:08:00.001-07:002017-05-31T16:08:49.916-07:002035 Railroad Status - Pittsburgh to HarrisburgThe 2007 study by Cambridge Systematics, Inc., funded by the AAR for the Department of Transportation made some predictions for Pittsburgh to Harrisburg in 2035.<br />
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It is projected that Pittsburgh to Harrisburg will see an additional 30 to 80 freight trains a day by 2035. The 2007 study estimates that freight train number per day to be 50 to 100 per cent increase.<br />
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The additional traffic described mean that Pittburgh to Harrisburg will be operating at a volume-to capacity ratio of 70 percent of its theoretical maximum capacity. 70 percent is considered to be the Pittsburgh to Harrisburg corridor's practical capacity because a portion of the theoretical maximum capacity is lost to maintenance, weather delays, equipment failures and other factors. In 2035 the Pittsburgh to Harrisburg line will have stable operations under normal conditions, but service will quickly become unstable with unplanned and unanticipated disruptions. As such, it will be close to schedule reliability deterioration. If things worsen beyond what is predicted, any disruption will be longer to recover from. Acceptable and competitive freight service will be close to being sacrifice<br />
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Today's annual 100 million ton miles for the line will possibly double to 200 million ton miles.<br />
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Today's 60 to 90 trains a day will increase to 90 to 170 trains a day.<br />
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As the addition of two conventional speed passenger trains into the existing situation would be expected to interfere with freight operations, attempting to do so in 2035 is unlikely only if conventional passenger train speed is lessened to freight train speed in order for the passenger train to integrate with freight traffic and not compete with it. The opposite of slower service would be faster freight service enabling the integration of additional passenger trains.<br />
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So it appears that additional passenger train service, let alone at higher speed levels, requires addressing freight line capacity and freight line speed first.Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-59227968384174684282017-05-29T18:38:00.001-07:002017-05-29T18:42:00.799-07:00Decades of InefficencyAs this is being written there is a westbound tractor trailer
beginning the ascent up the I80 grade from Milesburg, PA to Snowshoe,
PA. Before reaching Snowshoe the tractor trailer will be operating at 8
mph. Another tractor trailer driver will believe that the rig being
driven can pass the 8 mph rig. Now there is a line of 3 or 4 rigs moving
at 8 mpg in the right lane with 1 rig and 2 following in the left
westbound rig lugging at 9 mph. Behind and among the rigs are motorists
angry at the civil engineering decisions that created that part of I80.
There is no money for a third westbound lane. The described has been
part of the driving experience on I80 virtually since the grade was
opened in the 1970's.<br />
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Did one political party obstruct
infrastructure investment because it believed there was political
advantage to do so? Did the other political party point out how doing
so harms the economy?<br />
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The Milesburg to Snowshoe westbound
grade impedes interstate truck traffic. It adds to trucking costs. It
adds to driver hours of service. It causes avoidable wear and tear. I
causes avoidable fuel consumption. It is just one of many transportation ineficiencies in the Interstate highway system.<br />
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Should a lane be added? Or, should railroad capacity in the form of a higher speed railroad HrSR be an alternative to the highway by operating 100 mph double stack containerized freight trains as being an alternative to the highway. With such freight railroad capacity and service will come the ability to operate HrSR passenger trains. Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-80369956408768202402017-05-25T10:24:00.001-07:002017-05-25T10:24:37.474-07:002035 - What are the Prospects?A disproportionate amount of freight tonnage is carried by highway in comparison with the railroad system.<br />
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In 2007 two studies were made public by the Federal Department of Transportation. One was funded in part by the Association of American Railroads and done by Cambridge Systematics, Inc. and it projected railroad capacity to 2035. The other was completed by the Office of Freight Management and Operations within the Department of Transportation addressing truck highway congestion and capacity to 2035.<br />
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Ten years have elapsed. Nothing has been done to address looming gridlock.<br />
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The studies were separate and distinct. As such they are mode specific.<br />
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The railroad analysis shows that the Pittsburgh to Harrisburg line will be at "near capacity" in 2035.<br />
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The highway analysis shows the Pennsylvania Turnpike as being "highly congested" from Pittsburgh to Harrisburg in 2035. "Highly congested" indicates stop and go conditions with reduced traffic speeds and loss of service volume available for rigs.<br />
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What can be done? Add lanes? Provide incentives and capacity to change from the highway to the railroad through containerization? If the Pittsburgh to Harrisburg line will be at "near capacity" in 2035, is that an alternative to adding lanes?<br />
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If anything, it is an argument to modernize the Pittsburgh to Harrisburg line in order that it will not be at "near capacity" in 2035. Rather, it should be a higher speed railroad HrSR that is a competitive alternative to the highway. When it is, it will have the capacity to operate passenger service where today it would be stressed in doing so.<br />
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<br /><br />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-18559373158888651922017-05-21T17:56:00.001-07:002017-05-21T17:56:07.615-07:00Increased Ground Transportation Capacity for PennsylvaniaThe Commonwealth of Pennsylvania is made up of distinct geographical sections. The need for increased ground transportation capacity exists wherever the dart is thrown at the map. But, achieving the increased capacity for each section has different anaswers.<br />
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The focus upon increased capacity for passenger rail is upon the rail line from Pittsburgh to Harrisburg. But, that line is among the heaviest freight railroad's in the country. There is no incentive for the private corporation that owns the line to accept additional passenger trains for operation. Penalties for passenger train delays is a disincentive. The reimbursement for track use to the freight railroad is a disincentive. The likely adverse impact on freight operations by additional passenger trains is a disincentive.<br />
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Now, looking at freight transportation across Pennsylvania to 2035, there are projections for severe bottlenecks on railroads and highways.<br />
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So, to increase potential passenger train capacity Pittsburgh to Harrisburg, the first step is to increase railroad fright capacity.<br />
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Should the Pittsburgh to Harrisburg line have a capacity increase. Will positive track control, PTC, add freight capacity? Positive track control is a system that makes the existing signal system of railroad smarter. It does not rely soley upon the engineer operator in the cab of a locomotive. It assures brake application before a collision happens with another train. As such, the space between trains can be shortened.<br />
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PTC was authorized by Congress to be installed upon the freight railroad system in 2008 by 2015. The impetus was the collision between a California Metrolink commuter train and an Union Pacific Railroad standing freight train. The accident happened at Chatsworth, CA on September 12, 2008. It caused 25 deaths, 135 injuries with 46 injuries being critical.<br />
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The passage of of the Rail Safety Improvement Act of 2008 was a classic example of an unfunded mandate. As such, there were legal and technical delays in its implementation. The law said get the PTC done by 2015. Subsequently the date was moved to 2018.<br />
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How will PTC affect freight train productivity? It should increase productivity. Given the tonnage from Pittsburgh to Harrisburg it is doubtful that PTC alone will be enough to make it practical to increase passenger train operations.<br />
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As the interstate highway system will have significant capacity constraints by 2035, let alone currently, a logical alternative is highway shipping containers on the railroads. That leads back to the existing Pittsburgh to Harrisburg line.<br />
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The line is 258 miles long Amtrak to Amtrak station. The Turnpike is 204 miles long. Length alone makes any realignment of existing curves for high speeds not likely to do anything more than make the two modes speed competitive. There is an argument to build 90 mph capable curves for much of its length. That would allow faster freight operations and as such the ability to absorb increased passenger service. Will doing so be cost effective as opposed to other alternatives? The first goal is create more productive freight operations and increase freight capacity. If with that increased passenger operations tag along, so be it.<br />
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Perhaps a different solution is to design a new shorter line with lesser grades between Pittsburgh and Harrisburg? The intention would be to provide freight railroad capacity first. <br />
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A new line poses some new problems. Who might own it? The Norfolk Southern alone or with the CSX? A publicly funded new line with private Norfolk Southern and CSX freight train operations?<br />
Might the public entity be the Pennsylvania Turnpike Commission as additional railroad capacity will relieve capacity restraints upon the Turnpike.<br />
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While population growth for the Commonwealth has been flat for decades, the population surrounding the keystone state has not been static. Controlling the impact of freight tonnage crossing the State ironically may benefit passenger train service.<br />
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<br />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-77615031895863968512017-05-15T18:56:00.000-07:002017-05-16T12:21:39.709-07:00Pennsylvania Senate Transportation CommitteeThe Pennsylvania Senate Committee for Transportation passed State Resolution 76 P.N 827 on May 10, 2017. It directs the Budget and Finance Committee to conduct a study of the feasibility of providing two additional passenger rail trips daily between Pittsburgh and its impact on existing rail service. A whole house Senate vote is scheduled for May 22, 2017.<br />
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This is puzzling. The Resolution cites The Norfolk Southern Woodside Consulting firm study of 2005 and the 2014 Keystone West High Speed Rail study. Both of them state that additional passenger service would impair Norfolk Southern freight operations. In order to avoid interference with Norfolk Southern freight service, portions of the mainline removed by Conrail before Norfolk Southern ownership in 1999 would have to be restored. Minimally, track lifted through the Amtrak station in Pittsburgh and the fourth track lifted from Gallitzin to Altoona would have to be restored. This would be the minimum to add two 5.5 hour passenger trains NOT interfering with Norfolk Southern freight trains.<br />
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The cost to do so would be quite expensive and doing nothing in terms of improved speed. It only would provide the capacity required for the track owner, Norfolk Southern, to be able to operate freight trains without interference.<br />
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Freight operations are slower than passenger operations. Without the extra track capacity slower freight trains on the line, some 80 to 100 a day, would have interference as they would be held in order for passenger trains to maintain their schedules and weave through the mass of freight trains. Without the extra capacity, the Norfolk Southern has no logical basis for accepting additional Amtrak passenger trains.<br />
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The miles by highway from Amtrak Station at Pittsburgh and the Amtrak Station at Harrisburg is 204 miles. Railroad miles are 258. Highway is 3 hours 14 minutes. Railroad is 5 hours thirty minutes. In order to make the trip time competitive would require major Higher Speed Rail system engineering and construction on the existing Pittsburgh to Harrisburg line. That is, higher speed capability to 110 mph. That would enable an average 80 mph operation for 3 hours 12 minutes.<br />
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The likelihood of a legislature that is unable to understand that the Pennsylvania budget is not a spending problem but a revenue problem makes the SR76 a questionable exercise.<br />
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The Federal Government policy has been to look at passenger train operations as being a State problem rather than a national commerce issue. So, the cost of any changes to the Pittsburgh to Harrisburg line would be largely born by the Commonwealth. The cost of additional equipment would largely be born by the Commonwealth. The logic of ending a passenger service at Pittsburgh rather than Cleveland speaks to the limited vision of both the Pennsylvania legislature and the Federal government.<br />
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The 2014 study looked at the cost of electrification west of Harrisburg. Its expense would be quite high. Electrification of an American railroad should be part of a national effort to electrify the railroad system to increase its capacity and create a transportation system not dependent upon foreign oil imports. As such, electrification is both a national defense concept as well as a conservation project. However, locomotives now exist capable of operation in partial electrified zones. For example, should track capacity be created to support additional passenger trains at some point it my justify partial electrification on the grade from Gallitzin to Altoona.<br />
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Given that the two Pennsylvanian passenger trains serve Pittsburgh, Harrisburg, Philadelphia and New York and in doing so use a locomotive that collects electric power from overhead lines then has that electric locomotive changed for a diesel locomotive in Philadelphia; the studies did not consider using a locomotive designed to be both a overhead electric type in combination with a diesel in a single locomotive. Such a locomotive is in service by New Jersey Transit. If a dual service locomotive were used about 20 minutes would be saved at Philadelphia. More importantly, service could be built out. First, as electrification ends at Harrisburg, an initial buildout could be to operate passenger service to Lewistown. That would add an hour to the schedule. But, it would provide additional service for nearby State College and the Pennsylvania State University. And, it would attract commuter riders to Harrisburg. As passenger traffic develops there would be justification to extend service in steps eventually to Pittsburgh.Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-34761916928511870562017-05-13T09:57:00.001-07:002017-05-14T02:48:15.694-07:00AMTRAK 188 Explained <div class="separator" style="clear: both; text-align: center;">
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Here is a photo of the Amtrak derailment at the Frankford Junction curve in Philadelphia. (Click on photo to see the whole image.) Numbers 1, 2 and 3 identify parts of the fractured structural steel beam broken by the derailing train colliding with it as it passed. 4 (center of the photo) identifies the crumpled and mangled remains of the first car behind the locomotive. Notation 4 is in the center of the folded car with cranes to the left and right. 5 is the second car of the remaining six car string. The specially designed passenger car couplers did their job for the six cars as the cars did not separate. Had they been connected with freight couplers the cars would have parted. Since about 1910 USA passenger cars have been designed for the frame to withstand 800,000 pounds of buff force. No other country has such a standard. 6 is the locomotive. Its right side headlight was damaged. 7 is the outside rail on the curve. It is higher than the inside rail opposite. That is referred to as the super elevated curve. Super elevation allows for faster speed through a curve like a race car track. The curve wason an 1850's alignment rated at 50 miles per hour by the original owner and builder, the Pennsylvania Railroad. The current owner, Amtrak also has a 50 mile per hour speed restriction on the curve. The steel beam above and across the tracks at 8 suspends an electric wire above each track. A spring loaded device on the locomotive with a roller at the top contacts the wire and collects electric power to propel the electric motors driving the locomotive. The wires and steel beam supports are called catenary. I think that the locomotive grazed the catenary support enough for the first car to fully collide and fold. The locomotive separated and came to rest at 6. The first car was pushed by the following cars to 4. As soon as the air brake line was severed from the locomotive the string of cars brakes activated explaining why the last two remained upright as the energy of the cars dissipated . Centrifugal force took the equipment to the right on a left curve.<br />
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<span id="goog_1430779607"></span>Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-50568429962675497272017-05-13T09:38:00.001-07:002017-05-13T09:38:04.020-07:00State of Mind -- Mens Reas -- Amtrak 188 -- BostianWhile Pennsylvania law provides for private criminal complaints, it will be instructive as to how the complaint might go to trial. Perhaps more evidence than what was collected by the NTSB National Transportation Safety Board will be brought forward?<br />
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Here is the link to the Philadephia Inquirer story about developments against Engineer Bostian:<br />
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http://www.philly.com/philly/business/law/Judge-orders-DA-to-charge-Amtrak-engineer.htmlSamuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-54980756771253188262017-05-09T16:28:00.000-07:002017-05-13T07:48:55.891-07:00"Economics and Politics of High-Speed Rail"I recently read The Economics and Politics of High Speed Rail by Dr. Daniel Albalate and Dr. Germa Bel. Both the authors hold PhD’s in economics. Their findings were quite informative.<br />
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The authors indicate that only Tokyo to Osaka and Paris Lyon are the sole profiable routes in the high speed rail category - 124 mph plus.<br />
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So, it seems that the opportunities lie in the higher speed rail category of 90 to 110 mph. But, whether higher speed or high speed rail the rationale is to either compete with other passenger modes in order to lessen capacity pressures for that mode or to encourage and enhance railroad freight capacity by increasing speed for both passnger and freight on existing freight railroads.<br />
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As a Pennsylvanian it would be a pleasure to have greater cross state passenger rail options. But the former Pennsylvania Railroad mainline from Pittsburgh to Harrisburg is essentially a line built to civil engineering and construction standards of the 1850’s. Yes, the Horseshoe Curve is remarkable but it is a historical curiosity. If John Edgar Thompson, the civil engineer largely responsible, were alive today he would use modern mapping and survey tools together with dynamite and diesel powered machinery to design and build the line. Confronted with the Allegheny frontal, rather than a Horseshoe Curve, he would likely follow a straight diagonal line from Tyrone to Gallitzin. That would be a one per cent grade.<br />
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Having looked at the existing line from Pittsburgh to Harrisburg it appears that construction of 90 mph curves where required is theoretically possible together with the Tyrone to Gallitzin diagonal for a higher speed line. But notwithstanding doing such, might a entirely new line, not adjustments to alignments make sense?<br />
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It is informative that a .03 percent line was proposed at the beginning of the Twentieth Century to have been called the New York, Chicago and Pittsburgh Railroad. It was surveyed from Easton, PA to North Bessemer, PA and the route identified. An easier grade is possible. Famed Pennsylvania Railroad President Samuel Rea, after he retired, did a study for what would have been a higher speed railroad across Pennsylvania leaving the Pennsylvania Railroad mainline at Lewistown and going west being a 1% railroad. But both routes required lengthy tunnels. So, if favorable routes across the Alleghenies were found years ago with transit, theodilite and chain, is there a way to identify a better route with modern technology? Would it be cost effective to make a freight railroad faster with its higher speed capability (90 to 110mph) making a practical integration of passnger and freight operations?<br />
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An enhanced freight railroad across Pennsylvania, Pittsburgh to Harrisburg, would be designed to attract traffic from highway to rail. The higher freight speed would allow for increased passenger service not currently practical on the existing line.<br />
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Studies by both the Commonwealth of Pennsylvania and the Norfolk Southern concluded that adding an additional passenger train let alone trains on the Pittsburgh to Harrisburg line would require substantial investment into an allignment designed and built essentially in the 1850’s. The required investment would do nothing for passenger train speed. It would remain as it has been for decades. The only purpose would be to NOT have passenger train interference with the large volume of freight trains.<br />
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Is it time to build a modern higher speed railroad across Pennsylvania? Perhaps yes. Simply based upon projections for highway capacity and railroad capacity say to 2035, significant bottlenecks are likely both nationally and in the Commonwealth of Pennsylvania. An engineering study is required.<br />
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While the focus is upon Pittsburgh to Harrisburg, given the peculiar problems of the Allegheny Mountains; the engineering study should consider where the higher speed line should be located first from the ideal location of a 1% or less grade. The end point and beginning point might be outside the bounds of Pennsylvania - Ohio / New Jersey?<br />
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More than one line might be considered. As the Norfolk and Western owns the current Pittsburgh to Harrisburg line, the CSX operates a line across western Pennsylvania through Pittsburgh to Baltimore that was once the line of the Baltimore and Ohio Railroad. Can freight operations of the CSX be combined with a new higher speed line to benefit that freight railroad’s efficiency and competitiveness as well?<br />
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Assuming that an engineering study finds a new higher speed railroad line to be feasible, then the study should address. how it might be financed. Might is be a publicly owned and financed Pennsylvania corporation for its entire length even if its end points were out of state? This would be as if Pennsylvania bought the Ohio Turnpike and folded it into the Turnpike Commission. Or, could the proposed line be a private company? What government guarantees and inducements might be considered?<br />
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Surely the need for greater railroad capacity for the future argues for the study to be undertaken.<br />
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As Abelate and Bel note, high speed rail (HSR 124 mph plus) practical costs are narrow, unique and specific. Higher speed rail (HrSR 90 to 110 mph) should be the focus.Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-84506678961085642922017-05-08T20:46:00.001-07:002017-05-08T20:46:22.892-07:00Unsecured Northeast Corridor RIght of WayThe May 12, 2015, derailment of Amtrak Train 188 northbound at Frankford Junction north of Philadelphia was caused in part by a projectile hitting a SEPTA train, fracturing glass and injuring the SEPTA engineer. The Engineer on Amtrak 188 was listening to transmissions from the SEPTA engineer shortly before entering the curve at Frankford Junction. It is a 50 mile per hour curve. 188 was doing 106 mph. The NTSB said that he Amtrak engineer lost "situational awareness."<br />
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But for the Vandalism done to the SEPTA train there would not have been a loss of "situational awareness.<br />
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Vandalism along the Northeast Corridor is a perennial problem.<br />
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At the Railroad Museum of Pennsylania at Strasburg, PA, an original 1968 high speed Metroliner is on display. Its decades of service clearly show the number of times it suffered vandalism.<br />
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The Northeast Corridor right of way should be secured in order to minimize what is on display in the railroad museum.<br />
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<br />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-53927697713395051942017-05-07T13:47:00.004-07:002017-05-07T13:47:57.154-07:00More Thoughts on Coming and Going<br />
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Here is a little research into the right to come and go, the right to travel. It is a right that we seldom think about or consider. <br /><br />Where is the right to travel here and about for whatever reason expressed in the Constitution?<br /><br />No where is the right expressed.<br /><br />Now, the Articles of Confederation in Article IV provide that “the people of each State shall have free ingress and regress to and from any other State.” That’s it. That’s the last time the right was enumerated. But, of course, it is an imputed right as its denial abridges, harms other rights. The right is so elementary that it was conceived and is from the beginning understood to naturally accompanying the U.S. Constitution. The right follows from the Constitution. “The right to travel is self-evident and no force of expression adds to its truth.” (Note: paraphased from Chief Justice Marshall).<br /><br />So this right to travel is a privilege and immunity. It is first addressed first in Article IV, Section 2 of the Constitution. “The Citizens of each State shall be entitled to all Privileges and Immunities of Citizens of the several States.”<br /><br />A strong motivation to form the United States was to facilitate commercial intercourse and with it intellectual, cultural, scientific, social and political interests are served by free movement.<br /><br />If a State obstructs the free intercourse of people, goods or ideas, then the forces, the bonds of the country, the union, are impaired or perhaps threatened. A liberty interest cannot be taken away without due process of law includes liberty of speech, press, assembly, religion, and also liberty of movement.<br />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-16363841633841162072016-11-05T12:33:00.002-07:002016-11-05T12:33:35.729-07:00Comining and Going - A Civil RightYour coming and going.<br />
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You do not think about it.<br />
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It is something you
just do.<br />
But, it IS a protected civil right.<br />
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You seldom think about the
right to come and go.<br />
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The rights, privileges and immunities secured by
the Constitution and laws of the United States mean there is an inherent
right to travel free from restrictions unrelated to legitimate
government objectives.<br />
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I never gave that civil right much thought
until I read the indictment that Kelly and Baroni were convic<span class="text_exposed_show">ted
of today. Bridgegate. When they conspired to close lanes on the George Washington
Bridge they impeded, harmed and denied the rights of thousands of
persons their freedom to come and go.Their doing so amounted to
conspiracy as there was no legitimate government function in what they
did. See the indictment for a seminar about your rights at <a href="https://www.justice.gov/usao-nj/file/768866/download%08%08%08%08%08%08%08%08%08%08" rel="nofollow" target="_blank">https://www.justice.gov/usao…/file/768866/download </a></span><br />
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<span class="text_exposed_show">Missed business appointments, medical appointments, loss of income reporting to work late, waste of fuel by the delay, avoidable air pollution - some of the things that come to mind in lane closures. There may have been court appearances missed causing a defendant to be at further risk in the criminal justice system for failure to appear. A plaintiff in a civil case has further delays to their claim. Worse, the plaintiff's case might have been dismissed. A professional licensure examination was missed causing disqualifiaction to practice a profession. These are just a few situations that come to mind. Given the thousands of persons denied the civil right to come and go, multiply the outcomes and affects, is a 20 year sentence unreasonable?</span><br />
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<span class="text_exposed_show">As for Mr. Christie, per the departed Paul Harvey, "Stand by for news!"</span>Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-66066763025847503432016-08-18T18:02:00.000-07:002016-08-18T18:02:04.936-07:00Why Can't the United States Build a High-Speed Rail System?<h1 class="hed" itemprop="headline">
Why Can't the United States Build a High-Speed Rail System?</h1>
<a href="http://www.citylab.com/politics/2014/08/why-cant-the-united-states-build-a-high-speed-rail-system/375980/">http://www.citylab.com/politics/2014/08/why-cant-the-united-states-build-a-high-speed-rail-system/375980/</a>Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-46205300329529692782016-08-18T17:45:00.000-07:002017-05-07T13:49:59.884-07:00Will High Speed Rail Ever Happen?If a political party of NO exists and that same party does not KNOW; what are the chances?<br />
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<a href="http://www.citylab.com/work/2013/10/will-us-ever-get-high-speed-rail-anywhere/7314/">http://www.citylab.com/work/2013/10/will-us-ever-get-high-speed-rail-anywhere/7314/</a>Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-46072966312099931632016-08-16T19:56:00.000-07:002016-08-16T19:56:13.840-07:00Aerotrain PRR - New York to PittsburghHere is an April 1956 article from the Pennsylvania Railroad employee magazine, <u>Pennsy</u>. It describes a new 7 and 1/2 hour schedule between Pittsburgh and New York city using a light weight, low center of gravity design by General Motors. It was called the Aerotrain. The passenger cars used components from intercity GM buses. The experiment lasted about two years. It is unclear why it was abandoned. The Aerotrain was reportedly noisy. The segmented, jointed rails would have contributed to the migration of noise into the passenger cars. The locomotive made more noise than conventional passenger diesel locomotives. Early on suspension adjustments were required that the New York Times reported was an effort to lessen "shake, rattle and rule." Or, maybe it was simply the flight from intercity passnger trains to private automobiles that was then underway. The schedule was as fast as the schedule for the famed Broadway Limited all pullman passnger trai at 7 and 1/2 hours.<br />
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Amtrak now delivers a 9 hour 20 minute schedule.<br />
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An eastbound Aerotrain at the Juniata Works, PRR locomotive and rolling stock repair facility, about two miles from the Altoona passenger station:<br />
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Westbound Aerotrain at Altoona passenger station in background:<br />
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Westbound Aerotrain a few miles west of the Altoona passenger adjacent to a signal tower called "Slope" as this was near the base of the slope or grade over the Allegheny frontal through the Horseshoe Curve to top of the grade at Gallitzin, PA:<br />
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Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-10490601189095365782016-06-13T13:36:00.001-07:002016-06-15T12:31:34.745-07:00AMTRAK 188 NTSB Criticism by Railway Age Magazine Columnist SchanoesReiterating: The reason Amtrak 188 derailed is that the Northeast Corridor is a Pennsylvania Railroad line based upon 19th century civil engineering. The curve at Frankford Junction should be reduced to one percent allowing for 90 mile per hour operation. IF it were built to 90 mile per hour standard then a 106 mile per hour mistake is not likely to cause anything more than passenger discomfort.<br />
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The Northeast Corridor is obsolete and overburdened with multiple tasks: Amtrak, transit and freight. <br />
The NTSB speculates that operator distraction to a radio communication by a SEPTA crew member about being subjected to rock throwing vandalism might have contributed to the Amtrak engineer's distraction. That might be the case. It is official speculation. But, as accident investigations are much like the expression, "For the want of nail a shoe was lost, a horse was lost, a battle was lost, a kingdom was lost," speculation is not an investigation finding.<br />
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IF SEPTA was not sharing the railroad then there would not have been the distraction leading to over speed through a needlessly sharp curve? <br />
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Why is the Northeast Corridor so lacking in security that a rock throwing vandal can hit a SEPTA or any other train? That kind of vandalism has been happening for decades.<br />
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Curvature on the Northeast Corridor must be eased throughout its length.<br />
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The Northeast Corridor right of way must be secured in order to prevent vandalism, let alone potential sabotage / terrorism.<br />
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Looking at the exchange between a columnist with the trade journal, Railway Age Magazine, one can see valid criticism of the NTSB and its Amtrak 188 investigation findings beyond this writers basic and fundamental contentions. Columnist David Schanoes has a wealth of railroad operations and engineering knowledge. Check it out at http://www.railwayage.com/index.php/blogs/william-vantuono/amtrak-188-wreck-opinion-ntsb-responds.html?channel=54&Itemid=490<br />
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<br />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-83501725023302972622016-05-17T18:30:00.000-07:002016-05-17T18:30:13.035-07:00Real Reason Amtrak 188 WreckedThe real reason Amtrak 188 wrecked was that an 1864 railroad right of way alignment had never been eased. IF the curve at Frankford Junction had been eased to 1%, then Train 188 would have been above the speed limit of 90 mph but the train would have NOT derailed.<br />
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The Northeast Corridor is an amazing demonstration of what can be accomplished over alignments designed in the 1850's and 1860's.<br />
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Here is the New York Times article discussing the NTSB report:<br />
http://www.nytimes.com/interactive/2016/05/17/us/amtrak-train-crash-derailment-philadelphia.html?hp&action=click&pgtype=Homepage&clickSource=g-artboard%20g-artboard-v3%20&module=photo-spot-region&region=top-news&WT.nav=top-news<br />
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What is engineer Bostian's status? Is he operating freight locomotives? Ironically, being a freight engineer means you work with a conductor in the locomotive cab. <br />
<br />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-78424221891613871242016-03-03T11:50:00.001-08:002016-03-03T11:50:37.781-08:00Making America Great AgainMaking America great again. What does that mean?<br />
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Governments gain revenue by taxation, debt, and or currency debasement. Revenue comes from one source or another or a combination of the three.<br />
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Making America great again requires a commitment to govern. A philosophy of less government, small government is questionable. It may be romantic belief on the part of the believer.<br />
But how does a country with over three hundred million people have less government, a smaller government?<br />
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Austerity is one approach. That lessens taxation. It does nothing for debt. It does not make America great.<br />
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The issue inherent to income distribution inequality is that the type of income for the highest incomes is not wage income. It is investment, ownership income. Investment and ownership income is taxed at a lesser rate than wage income.<br />
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As the assumption is that high speed rail HSR 200 mph + will be government investment, similar taxation of investment and ownership income is a way to generate the government investment resource for HSR as well as other needs.<br />
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The frequent phrase, "the top 1%" really is addressing the enormously disproportionate income earned from investment and ownership income. That's where the money is. That is how with equality of taxation of investment and ownership income in comparison with wage income is of such concern. It is why trickle down economics became trickle away economics.<br />
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<br />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-70604007516453756982016-02-01T15:16:00.001-08:002016-02-01T15:16:13.688-08:00Idea for HIGH SPEED RAIL Pennsylvania KeystoneHigh Speed Rail (HSR) refers to a railroad capable of speeds over 110 miles per hour. Systems exist where sustained speeds over 200 mile per hour are regularly operated.<br />
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HSR requires curvature of less than 1% for 200 mile per hour operation.<br />
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The grade of a railroad should be as modest as possible. The goal should be to have not grade over 1%.<br />
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Any HSR system for the United States means construction to New York and Washington, D.C. The route to those major destinations will cross the Commonwealth of Pennsylvania.<br />
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The Commonwealth of Pennsylvania is crossed by railroad lines built in the 1840's and 1850's.<br />
The grades of the Pennsylvania Railroad (Northfolk Southern today) and the Baltimore and Ohio Railroad (CSX) exceed the gradient and curvature required for HSR. Both are essentially freight railroads encumbered by Amtrak passenger trains. Both routes over the Alleghenies are functionally obsolete and not subject for consideration of HSR. Their logic for future freight service are subject to review and consideration for future freight volumes.<br />
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Remarkably, a railroad was surveyed and proposed in 1906 called the New York, Pittsburgh and Chicago Railroad. ( See the trade journal, "Railway Age" for 08/24/1906.) Crossing Pennsylvania no grade would have exceeded three tenths of one percent. This would have been accomplished by tunneling. The route went west from New York across the center of Pennsylvania. It was to have been an electrified freight railroad with curves not exceeding three percent. Being electrified it would have had substantially less expensive operating costs than being reliant upon steam locomotives not withstanding the favorable grades. Had it been built it would have been a major competitor to the steam railroads. It would have changed the course of American transportation history. The bank crisis of 1907, the panic of 1907, ended the effort to build it. <br />
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The story of the New York, Pittsburgh and Chicago Railroad is related to make the point that the Allegheny Mountains can be crossed with a favorable gradient. That was going to be accomplished with steam powered, mechanical shovels using ropes to move the boom and operate the scoop. Dynamite would have been part of the effort. Substantial physical labor would still have been part of the effort. But, it would not have been as limiting as manpower, horsepower, mulepower and black powder had been in building the Pennsylvania, Baltimore and Ohio, and Erie Railroads in the 1850's.<br />
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Today an HSR will be built with diesel powered trucks, hydraulic backhoes, bulldozers and dynamite.<br />
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So, what is the potential market for HSR from New York to Chicago?Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-54231402705007289152016-02-01T15:15:00.001-08:002016-02-01T15:15:46.866-08:00NTSB Amtrak 188 Document ReleaseThe NTSB document release can be found here:<br />
http://dms.ntsb.gov/pubdms/search/hitlist.cfm?docketID=58167&CurrentPage=11&EndRow=164&StartRow=151&order=1&sort=0&TXTSEARCHT=<br />
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There would have been no loss of life if the NEC had had the modernization and improvements to have prevented the derailment.<br />
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Where is the demand to ease the curvature?<br />
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Where is the demand to upgrade the NEC and alongside the upgrade build a 200 mph HSR?Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-2983836229108824252016-01-31T16:07:00.000-08:002016-01-31T16:07:37.417-08:00What"s The Market For HSR Chicago to New York / Washington?<div class="separator" style="clear: both; text-align: center;">
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What is the market for HSR assuming 200 mph average speed? That average speed would mean a five hour trip from New York to Chicago. <br />
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Looking at the quarterly city pair air fare analysis by the US. Department of Transportation a picture can be assumed. in the second quarter of 2015, the average daily number of passengers for Chicago to New York was 11,251. Unlike air travel, HSR passes through and exploits other intervening markets.<br />
Chicago to Indianapolis the count is 186, Chicago to Detroit is 1,303, Chicago to Cleveland is 1,368, Chicago to Pittsburgh is 1,065, Chicago to Harrisburg is 234, Chicago to Philadelphia is 2840. The total is 18,247. Add another 5,838 for Chicago to Washington for potential 24,085 daily market.<br />
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Begin by looking at Chicago to New York. In and by itself that load factor represents 11,251 daily passengers. Along the route 186 air passengers travel between Chicago and Indianapolis. Chicago Detroit is 1303. Chicago to Cleveland is 1368. Chicago to Pittsburgh is 1065. Chicago to Harrisburg is 234, Chicago Philadelphia is 2840. Chicago to Washington is 5838. That's a daily air fare gross of $5,512,655.00<br />
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Looking for other city pairs along Chicago to New York to Washington D.C. travel market reveals additional potential revenue. Indianapolis to Philadelphia has a number of 434 passengers. Indianapolis to New York adds 1006. Indianapolis is another 1125. That represents a total gross air fare of $684,425.00. So on and so as the chart below is followed intervening market areas exist for a High Speed Rail passenger train for Detroit, Cleveland and Pittsburgh.<br />
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The opportunity is a daily $8,549,885.00 or an estimated $3,120,708, 025.00 annual gross. Admittedly this is a ham fisted 365 day multiplier to reach the three billion dollar gross. Yes, a High Speed Railroad from Chicago to the east coast may capture a portion of the air travel. Air travel city pairs is hard data. The potential market to attract motorists is a guess. The number of persons making long distance trips from Chicago to New York is nearly impossible to establish. Average vehicle daily count numbers at points along an Interstate give only vehicle density. The number of tractor trailers and the number of automobiles can be published. Where the origin and the destination for the vehicles on the Interstate might be located cannot be identified. As the volume of motorists far exceeds the number of air travelers the potential market is vast.<br />
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MKg909tDwcRKAwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDAgAEDBgwYMGDge2DWKwABiYoG/QAAAABJRU5ErkJggg==" /><br />
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src="data:image/png;base64,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" />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-18089884744021107192016-01-26T09:08:00.002-08:002016-01-26T09:56:25.620-08:00New York Times Update Wreck 188, Frankford Junction, Philadelphia, PAToday's update article misses the point that severe curvature on the Northeast Corridor and the curve at Frankford Junction, Curve 298, should not exist. Curvature must be eased. Had a 1% or less curve confronted Engineer Bostian there would not have been a derailment.<br />
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<a href="http://1.bp.blogspot.com/-RNt-qBDJ7V0/VqezJCYBZ5I/AAAAAAAACOQ/jkR3vvFr-Xo/s1600/Picture%2B10.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="428" src="http://1.bp.blogspot.com/-RNt-qBDJ7V0/VqezJCYBZ5I/AAAAAAAACOQ/jkR3vvFr-Xo/s640/Picture%2B10.png" width="640" /></a></div>
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Here's the link to "The Wreck of Amtrak 188," : <br />
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<a href="http://www.nytimes.com/2016/01/31/magazine/the-wreck-of-amtrak-188.html?hp&action=click&pgtype=Homepage&clickSource=image&module=photo-spot-region&region=top-news&WT.nav=top-news&_r=5?login=email">http://www.nytimes.com/2016/01/31/magazine/the-wreck-of-amtrak-188.html?hp&action=click&pgtype=Homepage&clickSource=image&module=photo-spot-region&region=top-news&WT.nav=top-news&_r=5?login=email</a>Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-45353206002643969492016-01-24T06:52:00.002-08:002016-01-24T06:52:50.358-08:00First Quarter GDP - Need for All Weather High Speed RailThe first quarter gross domestic product will likely be negligible or negative. Why? The air system is unreliable and has ground to a halt. There is no alternative.<br />
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If we had a high speed rail - industrial complex we would not have the impact upon the economy that a a large snowstorm causes.<br />
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If the banking system is like air; then the transportation system is like blood. <br />
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What follows is an article by Julius Parod that discusses cold weather train design and operation in Europe, Japan and China.<br />
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<i><b>Cold Weather Passenger Trains</b></i><br />January 07, 2014<br />Julius Parod, Midwest High Speed Rail Association, www.midwesthsr.org<br /><br />People across the world depend on trains every day of the year. Even during blizzards or when the thermometer drops below -40 degrees Celsius, good transportation is needed to bring people together and connect economies. In fact, under extreme circumstances, when roads and runways are impassable, passenger trains can be the only viable form of transportation. Having a modern, winter-ready railroad network can make all the difference when harsh winters leave thousand of travelers stranded. Today, countries across the world are employing innovative technologies to keep their railway networks running smoothly in all weather conditions. <br />When it comes to cold-weather innovations in passenger trains, China leads the way. The recently constructed high-speed line, capable of running at 217 mph, traverses some of the most uninhabitable climes on the planet. The corridor, running between Harbin and Dalian in northeastern China, sees temperatures ranging from 40 to -40 degrees Celsius. To meet this challenge China commissioned 22 reports and thousands of tests to guarantee the safety of the “ice-train” – the only-high-speed train of its kind. Some of the distinct features of this line are special snow and ice removing facilities to keep the power supply and signaling systems safe. Furthermore, China has introduced specially designed train sets for this corridor capable of withstanding the extreme temperatures. The CRH5A trains are based on Alstom’s Italian Pendolino trains, which can handle temperatures below -40 degrees Celsius.<br />In Europe, the Pendolino trains are key to making extreme cold weather travel possible. From the Alps to the edge of the Arctic Circle, these trains have revolutionized winter travel. Today Finland runs numerous high-speed lines, capable of reaching 140 mph using these trains. Routes stretch from Helsinki to Oulu in the far north and St. Petersburg in Russia. In Sweden, other high-speed trainsets can withstand temperatures of -35 degrees Celsius on the Stockholm-Ostersund route. Conventional Swedish trains operate in even more extreme temperatures deep in the Arctic Circle, on routes such as between Narvik, Norway and Kiruna, Sweden. Throughout Scandinavia, specially designed rolling stock connect communities that would otherwise be stranded for much of the year.<br />To connect Moscow with St. Petersburg, Siemens modified its Velaro train design to prepare for the harsh Russian winter. The new “Sapsan” trains include extra safety functions and were built with special-grade, cold-resistant steel and plastic. They also employ new technology that keeps passengers comfortable even in the worst winter conditions. By updating their existing technology to meet cold weather demands, Siemen successfully brought high-speed trains to Russia.<br />To function in the winter, trains must overcome numerous difficulties. Snow often collects under the train, freezes, and then turns into blocks of ice that can weigh over one ton per carriage. Ice can destroy rail-car components and endanger the safety of riders. This is especially acute in Scandinavia where humidity and high-snowfalls exacerbate this problem.<br />To combat icing, railway operators have come up with numerous solutions. In Sweden, for example, moving parts are coated in rubber and plexiglass, which prevents ice-formation. In Japan, the high-speed Shinkansen trains spray water onto snowy tracks to prevent the snow from blowing up into the undercarriage and re-freezing. In all areas with extreme winter conditions, de-icing, like in the airline industry, is essential. Today, in Norway and Sweden operators are experimenting with a new method that will reduce time of the currently long de-icing process, which impairs railroad operations.<br />Cold weather countries also employ other methods to make their trains functional year-round. After a heavy snowfall in Finland and Norway, conventional diesel locomotives clear the tracks before EMU’s can run. In Japan, there is an elaborate system of fences and snow sheds to keep the high-speed Shinkansen trains safe from avalanches and snow drifts. Sweden uses helicopters to monitor snow conditions to prevent deadly avalanches.<br />Despite temperatures of nearly -40 degrees Celsius, huge snowfalls, and high winds, passenger trains manage to carry people to their destination throughout the world. From East Asia to Russia to Scandinavia, winter-specific rail technology enables conventional and high-speed trains alike to provide a necessary service.<br /><br />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-21354537233816194802016-01-23T14:25:00.001-08:002016-01-23T14:27:24.573-08:00Maybe the Country Needs an HSR - Industrial Complex This is what rail based passenger service is. It is partial operation on the Northeast Corridor. Absolutely nothing is flying.<br />
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IF a modern HSR system was in place, the schedules would be likely unchanged with no cancellations.<br />
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The greatest country in the world might own incredible weapons.<br />
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It does not have a HSR - industrial complex. Maybe it should.<br />
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<br />Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0tag:blogger.com,1999:blog-8845450120789283831.post-27894033299925445412016-01-22T10:11:00.002-08:002016-01-23T07:05:57.612-08:00Reliability - WeatherThe big snowstorm is moving into the northeast.<br />
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The rail based transport is operating.<br />
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Airlines are not operating.<br />
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Essentially outside the Northeast Corridor, Americans do not<br />
have an alternative to air travel because<br />
there is no passenger rail service with competitive transit times<br />
that High Speed Rail HSR (110 + speed) provides. <br />
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A progress prone society would have an HSR system serving<br />
vast portions of the country.<br />
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Persons saying the USA is the greatest country in the world<br />
say so with prejudice and foolish pride.<br />
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The shut down of the country is a vulnerability. A shutdown due<br />
to weather is stupid. Weather may lessen HSR capacity. But,<br />
it does cotinue to function.<br />
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The impact upon the economy that is so unnecessary due to<br />
weather is hard to understand why it is tolerated.Samuel C. Walkerhttp://www.blogger.com/profile/06498367937278660181noreply@blogger.com0