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View Poll Results: Should the US build or improve it's HSR network?
Yes 249 89.57%
No 29 10.43%
Voters: 278. You may not vote on this poll

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Old July 11th, 2012, 12:17 AM   #3361
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Quote:
Originally Posted by Simfan34 View Post
That would be awesome! Of course, that won't happen,
Given the present uncertainty about HSR funding maybe this picture is more appropriate:


http://observer.com/2012/07/inside-t...d-post-office/


At $150 billion, the Amtrak proposal isn't cheap but it's doable. If a new fiscal stimulus bill hits congress, both sides have signalled that infrastructure should take priority over public employee salaries, which was the bulk of the Obama stimulus.


http://observer.com/2012/07/inside-t...d-post-office/


http://observer.com/2012/07/inside-t...d-post-office/



By 2035, HSR will be needed for many more corridors:


http://observer.com/2012/07/inside-t...d-post-office/

.
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Old July 11th, 2012, 12:42 AM   #3362
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What station is HSR going to use in Baltimore if not Penn Station?
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Old July 11th, 2012, 12:57 AM   #3363
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What station is HSR going to use in Baltimore if not Penn Station?
According to the map below, HSR (Super Express) isn't proposed to stop at Baltimore, only Express.
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Old July 11th, 2012, 01:29 AM   #3364
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Originally Posted by Woonsocket54 View Post
What station is HSR going to use in Baltimore if not Penn Station?
Charles Center...
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Old July 11th, 2012, 06:00 AM   #3365
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It also looks like Express and Shoreline Express will stop in Wilmington, but not at Joe Biden Station. Where is the other Wilmington Station?

Wherever the Wilmington HSR station is, they'll need to connect it to Septa and downtown or otherwise it's kind of pointless.
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Old July 11th, 2012, 06:04 AM   #3366
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Quote:
Originally Posted by Woonsocket54 View Post

YES YES YES.

Now we talking my language. Welcome Amtrak and America to the future. This is what America needs HSR across whole America. I hope every state has HSR in the year 2050. Canada and Mexico also and also rest of Latin America and South America that would prosper the whole continent
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Old July 11th, 2012, 06:27 AM   #3367
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Originally Posted by Woonsocket54 View Post
It also looks like Express and Shoreline Express will stop in Wilmington, but not at Joe Biden Station. Where is the other Wilmington Station?

Wherever the Wilmington HSR station is, they'll need to connect it to Septa and downtown or otherwise it's kind of pointless.
Wilmington HSR will be on the outskirts on a straighter route , about 0.6 mi from the Current Wilmington Station in a Industrial area which will be transformed into a huge Dense Development tied to Downtown Wilmington by a streetcar and LRT system. The Old Wilmington Station will still serve Regional and Commuter and the Future Delaware Downstate line to Ocean City. Aswell as a line up into PA....
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Old July 11th, 2012, 11:17 AM   #3368
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Looking good, let's just hope it doesn't weigh 12492345075358987345 tons due to FRA regulations...
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Old July 11th, 2012, 01:31 PM   #3369
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Yeah, I hear you. I know its just a artist's concept, but those heavy commonwealth bogies with the massive cast steel equalizer bars just won't cut it at very high speeds.
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Old July 11th, 2012, 09:25 PM   #3370
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Quote:
Originally Posted by Nexis View Post
Wilmington HSR will be on the outskirts on a straighter route , about 0.6 mi from the Current Wilmington Station in a Industrial area which will be transformed into a huge Dense Development tied to Downtown Wilmington by a streetcar and LRT system. The Old Wilmington Station will still serve Regional and Commuter and the Future Delaware Downstate line to Ocean City. Aswell as a line up into PA....
Sounds like a HUGE waste of money.
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Old July 11th, 2012, 09:34 PM   #3371
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Sounds like a HUGE waste of money.
Only if it happens. Just because its written in someones plan doesn't mean its gonna happen.
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Old July 11th, 2012, 09:36 PM   #3372
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True.

Building ANOTHER train stations when theres one good enough already in a small city is a waste of money.
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Old July 11th, 2012, 09:42 PM   #3373
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Originally Posted by krnboy1009 View Post
True.

Building ANOTHER train stations when theres one good enough already in a small city is a waste of money.
Agreed. I'm interesteed in seeing where any funding will come from for the huge dense development; the real estate maket is still kinda flat.
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Old July 11th, 2012, 11:56 PM   #3374
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Quote:
Originally Posted by Nexis View Post
Wilmington HSR will be on the outskirts on a straighter route , about 0.6 mi from the Current Wilmington Station in a Industrial area which will be transformed into a huge Dense Development tied to Downtown Wilmington by a streetcar and LRT system. The Old Wilmington Station will still serve Regional and Commuter and the Future Delaware Downstate line to Ocean City. Aswell as a line up into PA....
Did you make this up?

I mean the part about 0.6 miles. I understand Delaware is studying building a downstate line.
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Old July 12th, 2012, 01:10 AM   #3375
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High-Speed Rail Proposal From France-based SNCF Rebuffed By Calif.



Quote:
Los Angeles Times 7/09/2012

By Ralph Vartabedian

As state officials accelerated their effort to design a high-speed rail system in 2010, they were approached by the renowned French national railway with a suggestion: The project could use the help of an experienced bullet train operator.

Until the end of last year, SNCF, the developer of one of the world's most successful high-speed rail systems, proposed that the state use competitive bidding to partner with it or another foreign operator rather than rely on construction engineers to design a sophisticated network for 200-mph trains. The approach, the French company said, would help the California High-Speed Rail Authority identify a profitable route, hold down building costs, develop realistic ridership forecasts and attract private investors -- a requirement of a $9-billion bond measure approved by voters in 2008.

But SNCF couldn't get its ideas -- including considering a more direct north-south route along the Central Valley's Interstate 5 corridor -- out of the station. Instead, the rail authority continued to concentrate planning in the hands of Parsons Brinckerhoff, a giant New York City-based engineering and construction management firm. Although they have occasionally consulted with high-speed railways, officials decided that hiring an experienced operator and seeking private investors would have to wait until after the $68-billion system was partly built. Last week, the state Senate approved -- by a single vote -- $8 billion to get construction underway. "It's like California is trying to design and build a Boeing 747 instead of going out and buying one," said Dan McNamara, a civil engineer who worked for SNCF's U.S. affiliate. "There are lots of questions about the Parsons Brinckerhoff plan. The capital costs are way too high, and the route has been politically gerrymandered."

Under the authority's management, cost and ridership estimates have fluctuated wildly. The project's ability to lure private investors remains uncertain, the route through the eastern Central Valley has ignited a legal war with the agricultural industry and some experienced operators, such as the Central Japan Railway Co., have lost interest in the project. The Japanese firm, which runs the famous Shinkansen bullet train, turned its attention elsewhere when the authority decided to save money by sharing track in major urban areas with freight and passenger trains.

Dan Richard, chairman of the rail authority board, declined to answer specific questions about SNCF's proposal or critiques of the project. In a statement, however, he dismissed the railway's ideas. "Our business plan is predicated on having private operations after the initial system is built," Richard said. "Turning the design of the system over to a private operator would have been a bad financial move for California taxpayers. SNCF's proposal was self-serving and not in the public interest."
----

Challenges Remain for Calif. High-Speed Rail Plan

Quote:
07/10/2012

Associated Press/AP Online

By HANNAH DREIER

SACRAMENTO, Calif. - California lawmakers may have given their OK to what could be the nation's first high-speed rail line, but the project is still a ways from leaving the station. Even with prominent supporters such as President Barack Obama and Gov. Jerry Brown, bullet train backers must still overcome a number of challenges, including environmental concerns, clashes with local leaders over land use, a $68 billion overall price tag with no funding guarantees, and an increasingly disenchanted public.

Supporters applauded Friday when the state Legislature narrowly approved $4.5 billion in state funds for rail improvements and to begin construction of the first segment of high-speed track in the agricultural Central Valley. The move enabled the state to tap $3.2 billion in federal bond money. Critics, however, are redoubling their efforts to derail the project that could eventually link Los Angeles and San Francisco with trains traveling up to 220 mph.

Among those gearing up for a fight are the farmers whose land lies in the path of the massive infrastructure project. The Madera and Merced county farm bureaus have filed a lawsuit to halt the project on grounds that the state has not done enough environmental vetting. The plaintiffs say the train would render 1,500 acres of fertile land unfarmable and disrupt 500 agricultural businesses. More suits are expected in the coming months. "We are going to protect our property," said Frank Oliveira, a farmer who has been active in opposing the plan.

Brown, a Democrat, has made the project a touchstone of his administration. "It's a job creator and thank God we got it," he told reporters Monday at an event with U.S. Transportation Secretary Ray LaHood at the Port of Oakland. Brown initially tried to prevent courts from using the state's complex environmental law to stop construction but backed down under pressure as he sought to win lawmakers' approval.

Some observers say the state might avoid an injunction delaying the project because courts often give public agencies the benefit of the doubt in environmental complaints. However, California has some of the most stringent environmental regulations in the country, and even if the lawsuits are thrown out, construction could be bogged down for years by the requirements of the California Environmental Quality Act.

Funding is another potential line of attack against the state's largest-ever construction project. California voters approved $10 billion in bonds for the project in 2008 and Friday's vote assured that the state will be able to collect $3.2 billion in federal money that could have been rescinded if lawmakers failed to act. That leaves $55 billion still needed to finish the line, assuming it doesn't go over budget. The cost is lower than the California High-Speed Rail Authority's initial $98 billion estimate.

LaHood on Monday praised Democratic lawmakers for approving the project, despite intense political pressure. He said it reinforces California's position as a leader in high-speed rail and added that politicians initially didn't know where all the money would come from for the interstate highway system, but they forged ahead anyway. "Fifty years later, we have the best road system in America built with federal, state and private dollars, and that is the direction for high-speed rail," he said.

Congressional Republicans have said they will block any further funding for the bullet train, and investors have not flocked to the project as hoped. California voters also appear less willing to support additional funding. A Field Poll in December found the 2008 rail bond would fail if put to a vote today.

The administration's latest business plan relies on private investment and industrial fees from California's cap-and-trade program to reduce greenhouse gas emissions. "The money is there," Brown said. "We have the capability in California in a $2 trillion annual economy to finance this thing." Lawmakers' approval of the plan last week was a political win for Brown, who has emerged as high-speed rail's most visible cheerleader and staked his future on the project.

[...]
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Last edited by desertpunk; July 12th, 2012 at 01:16 AM.
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Old July 12th, 2012, 02:44 AM   #3376
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Originally Posted by Woonsocket54 View Post
Did you make this up?

I mean the part about 0.6 miles. I understand Delaware is studying building a downstate line.

No , the Wilmington Bypass will save bypass the 2 tight curves of Wilmington....and it follows an Industrial line...
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Old July 12th, 2012, 02:47 AM   #3377
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Originally Posted by krnboy1009 View Post
Sounds like a HUGE waste of money.
What the Wilmington HSR bypass , it follows a Freight line and would run through a non populated area which is cheaper... If you mean the Downstate line , its just restoring old Freight tracks which isn't that expensive. If you mean the LRT and Streetcar network thats still a floating proposal....Streetcars are pretty cheap...idk how much LRT would go.
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Old July 12th, 2012, 09:28 AM   #3378
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look, according to the PDF, they "plan" to have all of 40 HST-sets by 2040

now come the f. on!!!, 40 trainsets? in a country with 400++ million by 2040? 40 trainsets???

this is a JOKE, a sad one
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Old July 12th, 2012, 11:08 AM   #3379
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look, according to the PDF, they "plan" to have all of 40 HST-sets by 2040

now come the f. on!!!, 40 trainsets? in a country with 400++ million by 2040? 40 trainsets???

this is a JOKE, a sad one
The region only has 57 Million and will have like 78 Million by 2040....and 40 HST , there will be close to 120 Intercity sets...
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Old July 12th, 2012, 03:26 PM   #3380
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As I've said before, these projections are way too optimistic; and no funding is forthcoming for any of it.
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