Quote:
Originally Posted by VivaLFuego
I applaud Rick Harnish et al for dreaming big and sharing responsibility for the relatively advanced state of midwest interstate rail, but at some point the plan would have to get a bit more plausible. The notion that there is demand to support both a 90-110mph corridor and a parallel 150-220mph route between LaCrosse and MSP, for example, is ludicrous. No - there will be one route between Madison and MSP, not 3.
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I always thought that the river route to LaCrosse was not meant as a high-speed rail line, but more as an extension of Minnesota's Red Rock Corridor concept - i.e. a commuter train (albeit a long one), operating with modest track improvements.
mcfinley is right, though - the map doesn't represent reality, it represents an attempt to smooth ruffled feathers between Rochester and Eau Claire, in order to build as much support as possible. Also - 110mph to Quincy?
Quote:
Originally Posted by electricron
Just the passenger cars! They will probably be based on Talgo series VIII, which are already FRA compliant at speeds up to 125 to 150 mph with two disc brakes per axle, and to 220 mph with three disc brakes per axle.
http://www.talgoamerica.com/series8-passengerCars.aspx
Talgo's branded diesel locomotive is FRA compliant and capable of speeds up to 125 mph. But Amtrak's P-42 Genesis diesel locomotives are already capable of 110 mph maximum speeds. So there's no need to buy more diesel locomotives, as the existing P-42s powering the existing Hiawatha trains will suffice.
http://en.wikipedia.org/wiki/GE_Genesis |
The state claims that their rationale is to purchase the cars themselves, in order to save money over leasing them from Amtrak. How does it save money to continue leasing the Genesis? Also, while this is a minor point, continuing to use the Genesis creates a weak symbol indeed for high-speed rail. Buy the Talgo locomotives and re-assign the Genesis to one of the handful of corridors in the US that would have service but for a lack of rolling stock.
Although the Acela doesn't quite measure up to European or Asian standards for "high-speed rail", a lot of its success came from its branding - of which the train design is an important part. Also, the Acela lounges created in the major cities for high-speed passengers created an image of exclusivity that attracted riders. I really hope the Midwest network can employ this strategy.