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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 November 29th, 2013, 09:31 AM   #4421
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Quote:
Originally Posted by k.k.jetcar View Post
Univ. of Ill. is probably the best you can get in N. America. If you want to work abroad, especially in passenger rail, better to go to a program in Europe, as learning N. American practices will pretty much lock you in to systems that follow American heavy freight/low maintenance operating principles (some parts of Australia, some developing countries with lines hauling mineral traffic etc.).
Are they the best for Mass Transit as well, Light/heavy rail or streetcar?
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Old December 1st, 2013, 02:54 AM   #4422
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While THis Week Has Been Tragic For HSR, Here is some good news, less likely to be confronted by angry, Exxon Backed,
NIMBY Farmers.

http://www.thedailybeast.com/article...-the-northeast
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Old December 1st, 2013, 10:58 AM   #4423
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Originally Posted by skyscraperhighrise View Post
at least thank god in my state, taxpayers won't have to pay a thing with AAF aka all aboard florida.
AAF is not high speed rail. Even if they do achieve the average speed they're proposing they'll barely manage to equal the Acela Express, and that barely qualifies as high speed rail. But delivering a 77mph average speed with a MAS of 110mph on some portion of the line, 79mph on the rest all while making intermediate stops with diesel push-pull sets on existing track is virtually impossible. It would make for perhaps the largest ratio of average speed to maximum allowable speed of any non-dedicated HSL in the world, including the Hamburg-Berlin ABS. Even New Jersey Transit's Trenton express commuter trains barely manage to crack 60mph average speed while running in excess of 100mph over much of their route.

Claiming it's okay that Florida HSR was killed and replaced with AAF is exactly the same thing as having a major international airport project being killed and replaced by a privately run general aviation airport with a 2000 foot runway. The latter is never going to be nearly as useful or as beneficial as the former. And FEC has already applied to the FRA for railroad infrastructure loans for the upgrades, new track, and rolling stock. It's not nearly the Atlas Shrugged fantasy you make it out to be.
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Old December 1st, 2013, 04:58 PM   #4424
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AAF is not high speed rail. Even if they do achieve the average speed they're proposing they'll barely manage to equal the Acela Express, and that barely qualifies as high speed rail. But delivering a 77mph average speed with a MAS of 110mph on some portion of the line, 79mph on the rest all while making intermediate stops with diesel push-pull sets on existing track is virtually impossible. It would make for perhaps the largest ratio of average speed to maximum allowable speed of any non-dedicated HSL in the world, including the Hamburg-Berlin ABS. Even New Jersey Transit's Trenton express commuter trains barely manage to crack 60mph average speed while running in excess of 100mph over much of their route.

Claiming it's okay that Florida HSR was killed and replaced with AAF is exactly the same thing as having a major international airport project being killed and replaced by a privately run general aviation airport with a 2000 foot runway. The latter is never going to be nearly as useful or as beneficial as the former. And FEC has already applied to the FRA for railroad infrastructure loans for the upgrades, new track, and rolling stock. It's not nearly the Atlas Shrugged fantasy you make it out to be.
This post XD
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Old December 2nd, 2013, 05:43 AM   #4425
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http://www.fresnobee.com/2013/11/28/...-slow-but.html
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Old December 2nd, 2013, 06:05 AM   #4426
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Quote:
Originally Posted by wdobner View Post
AAF is not high speed rail. Even if they do achieve the average speed they're proposing they'll barely manage to equal the Acela Express, and that barely qualifies as high speed rail. But delivering a 77mph average speed with a MAS of 110mph on some portion of the line, 79mph on the rest all while making intermediate stops with diesel push-pull sets on existing track is virtually impossible. It would make for perhaps the largest ratio of average speed to maximum allowable speed of any non-dedicated HSL in the world, including the Hamburg-Berlin ABS. Even New Jersey Transit's Trenton express commuter trains barely manage to crack 60mph average speed while running in excess of 100mph over much of their route.

Claiming it's okay that Florida HSR was killed and replaced with AAF is exactly the same thing as having a major international airport project being killed and replaced by a privately run general aviation airport with a 2000 foot runway. The latter is never going to be nearly as useful or as beneficial as the former. And FEC has already applied to the FRA for railroad infrastructure loans for the upgrades, new track, and rolling stock. It's not nearly the Atlas Shrugged fantasy you make it out to be.
AAF is higher speed rail
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Old December 2nd, 2013, 03:44 PM   #4427
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Quote:
Originally Posted by skyscraperhighrise View Post
AAF is higher speed rail
Which means what exactly? It is slower than the high speed rail project it purportedly replaced. This high(er) speed rail term is nothing more than a scam being used to sell capital expenditure averse conservatives on "cheap" intercity rail projects. But with the reduction in cost comes a disproportionate increase in travel time which has its own disproportionate, negative impact on market share and revenue. They're simply never going to be able to cover their costs, and these bootleg "high speed" rail lines will end up consuming operational funds for however long they operate. Thus lets call these lines what they are, regional rail, or at best intercity rail. AAF is no different than Illinois' 110mph operation, and nobody is so foolish as to claim that is going to turn a profit. The only thing AAF has going for it is some real estate development FECI has, and that cannot sustain the service over the long term.

Only true high speed rail, with an average speed in excess of 100mph, can provide a service which reliably generates an operating surplus and stands a chance at turning a profit. Yes, the capital costs are higher, but when constructing new-build infrastructure the marginal cost to support a doubling of maximum allowable speed is greatly reduced. But for that money you get the possibility to have that service become self-supporting while carrying as many passengers as that intercity travel market will support.
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Old December 2nd, 2013, 03:59 PM   #4428
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Isn't All-Abroad Florida a private project?
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Old December 2nd, 2013, 04:58 PM   #4429
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Quote:
Originally Posted by wdobner View Post
Which means what exactly? It is slower than the high speed rail project it purportedly replaced. This high(er) speed rail term is nothing more than a scam being used to sell capital expenditure averse conservatives on "cheap" intercity rail projects. But with the reduction in cost comes a disproportionate increase in travel time which has its own disproportionate, negative impact on market share and revenue. They're simply never going to be able to cover their costs, and these bootleg "high speed" rail lines will end up consuming operational funds for however long they operate. Thus lets call these lines what they are, regional rail, or at best intercity rail. AAF is no different than Illinois' 110mph operation, and nobody is so foolish as to claim that is going to turn a profit. The only thing AAF has going for it is some real estate development FECI has, and that cannot sustain the service over the long term.

Only true high speed rail, with an average speed in excess of 100mph, can provide a service which reliably generates an operating surplus and stands a chance at turning a profit. Yes, the capital costs are higher, but when constructing new-build infrastructure the marginal cost to support a doubling of maximum allowable speed is greatly reduced. But for that money you get the possibility to have that service become self-supporting while carrying as many passengers as that intercity travel market will support.
Seriously, don't feed the troll.
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Old December 3rd, 2013, 02:16 AM   #4430
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Quote:
Originally Posted by ryaboisse View Post
Are they the best for Mass Transit as well, Light/heavy rail or streetcar?
I don't know about those areas- in the U.S. that's public sector. Perhaps googling the websites of those organizations and their job sites will give you an idea of what kind of educational background they are looking for in their employees.
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Old December 3rd, 2013, 02:27 AM   #4431
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Quote:
Originally Posted by Suburbanist View Post
Isn't All-Abroad Florida a private project?
Yes indeed. As such, they have to have a business plan that will attract investors and satisfy stockholders. AAF has mentioned that they will build up the service to meet targets, but have no qualms about selling it to another party should the opportunity arise.

As for the whole "is it/is it not high speed rail" debate- what is important is this- does the service provide a competitive alternative to driving and/or flying, and will that lead to gaining a profitable chunk of market share? If the answer is "yes", who cares if it is "just" 110mph. Once again, the mantra of efficient passenger rail service is "as fast as necessary, not as fast as possible".
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Old December 5th, 2013, 03:59 AM   #4432
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Siemens has announced it's competing design to the EMD / CAT F125:
http://www.railwayage.com/index.php/...tml?channel=35
Quote:
Siemens Rail Systems and Cummins jointly announced a partnership on Dec. 3, 2013 that they said "will bring one of the most modern and efficient passenger rail, diesel-electric locomotives in the world to the U.S. marketplace."

The companies said Cummins QSK95 diesel engines will be used in Siemens' diesel-electric locomotives in the U.S., "resulting in one of the most energy-efficient, lightweight, smart, diesel-electric locomotives available today in North America...

...The locomotives will be built and assembled at Siemens' solar-powered transportation manufacturing facility in Sacramento, Calif. Cummins diesel QSK95 engines will be made in Seymour, Ind. The 95-liter prime mover is the most powerful high-speed 16-cylinder diesel to be installed in a locomotive generating more than 4,000 hp (2,983 kW), the companies said.
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Old December 5th, 2013, 07:52 AM   #4433
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Hither Railjet?
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Old December 5th, 2013, 07:55 AM   #4434
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Ugh....diesel??? No please.
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Old December 5th, 2013, 09:30 AM   #4435
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Ugh....diesel??? No please.
Of course electric traction is far superior, but the reality_in_the_US of A is that any (realistic) new higher speed services will be diesel powered. For all intents and purposes, passenger rail technology, and more importantly, operating practices, are still stuck in the 1950's mode.
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Old December 5th, 2013, 05:18 PM   #4436
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Well let's be fair, it's not like the U.S. is the only country still using diesel for its trains. It's just that our degree of electrification lags behind most other developed countries. And I do think that's an appreciably-modern looking locomotive.
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Old December 5th, 2013, 05:22 PM   #4437
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UP and BNSF should electrify at least their major transcontinental mainlines between West Coast and Eastern US/Texas.
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Old December 5th, 2013, 06:51 PM   #4438
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UP and BNSF should electrify at least their major transcontinental mainlines between West Coast and Eastern US/Texas.
Ouch it seems our beloved free market aren't willing to do long term investments, what a twist!
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Old December 5th, 2013, 09:58 PM   #4439
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Quote:
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UP and BNSF should electrify at least their major transcontinental mainlines between West Coast and Eastern US/Texas.
To move even a heavy freight train across flat country you don't need that much power once it's up to speed. You do need power to accelerate or brake a train or to cross or descend a slope. So I would suggest they should consider dual-mode locomotives and electrify only those sections where you really need power. Considering that the traction system of a modern diesel locomotive isn't that different from an electric anymore that shouldn't be any problem, especially given the fact you don't need really to build anything light weight for freight locomotives. And once you've made a start you can always expand the number of electrified sections.
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Old December 5th, 2013, 10:03 PM   #4440
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Imagine, though, the amount of energy recouped by regenerative braking on a 1.5-mile long train.
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