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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, 2014, 11:35 PM   #5101
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Maybe there is hope I'll see HSR before my 100th birthday.

By my 100th birthday Buffalo will be a global city. At least I hope.
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Old December 1st, 2014, 03:18 AM   #5102
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By my 100th birthday Buffalo will be a global city. At least I hope.
Sry buddy, but Buffalo has been on the Decline as a whole (as well as that entire region of the country(the rust belt)), I personally wouldn't mind living there, but I think that it will take a while for it to improve. However (assuming you're under 20) I can imagine Buffalo will have rebounded in 80 Years, and could grow significantly for geographical reasons.
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Old December 1st, 2014, 03:23 AM   #5103
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http://www.timesdispatch.com/news/lo...c9edbcc47.html
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Old December 1st, 2014, 03:46 AM   #5104
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Originally Posted by Nexis View Post
NEC Future Preliminary Alternatives Analysis
via Suffolk seems to be gaining steam
http://www.necfuture.com/pdfs/2014_n...val_report.pdf
Never going to happen, LIRR is at capacity now(without the addition of Amtrak) on the trunklines, too many grade crossings and traffic conflicts with the Ronkonkoma line. That is before discussing the prohibitive cost for land acquistion for a new right of way which would be needed for a tunnel across Long Island Sound . Connecticut is the better option.
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Old December 1st, 2014, 08:42 AM   #5105
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Never going to happen, LIRR is at capacity now(without the addition of Amtrak) on the trunklines, too many grade crossings and traffic conflicts with the Ronkonkoma line. That is before discussing the prohibitive cost for land acquistion for a new right of way which would be needed for a tunnel across Long Island Sound . Connecticut is the better option.
It uses the Lower Montuak / Abandoned Central Branch...and lesser used Ronkomkoma Eastern Segment...not the busy Main Line. And Grade Crossings can be removed... The Sound badly needs a Permanent crossing... The Connecticut Route is very hill and would require a massive amount of land acquistion. The LI route uses a mix of abandoned ROW , lesser used lines and Interstate ROW...
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Old December 1st, 2014, 09:54 AM   #5106
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What is needed is a tunnel from New Haven or Bridgeport that is accessible to cars and has mass transit features that work into a trans-island transit system. HSR is needed most in upper Connecticut and lower west chester to help spur development.
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Old December 1st, 2014, 03:14 PM   #5107
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This are my propositions:

San Diego-Los Angeles-San Jose-San Francisco-Portland-Seattle-Vancouver

NYC-Albany-Buffalo-Montreal

NYC-Pittsburg-Columbus-Cincinnati-Saint Louis-Kansas City-Denver-Salt Lake City-Reno-Sacramento-San Francisco
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Old December 1st, 2014, 05:10 PM   #5108
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What is needed is a tunnel from New Haven or Bridgeport that is accessible to cars and has mass transit features that work into a trans-island transit system. HSR is needed most in upper Connecticut and lower west chester to help spur development.
That would be to expensive... Connecticut and Lower Westchester badly need local Transit upgrades like regional rail restorations , speed echancements , light rail and Bus Rapid Transit , not High Speed Rail upgrades... LI badly needs another way off the Island and connecting to CT would be a huge boon for the Island.
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Old December 1st, 2014, 05:48 PM   #5109
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Why does it take so long to upgrade the rail infrastructure along the NEC? Aren't they just simply laying down wires, so to speak? That's something that could be done in 3 years, not 20.
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Old December 4th, 2014, 03:46 AM   #5110
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FRA to grant waiver for "Buy America" to allow HSR train purchase

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SUMMARY: FRA is issuing this notice to advise the public that it
intends to grant the National Railroad Passenger Corporation (Amtrak)
and California High-Speed Rail Authority (Authority) waivers from FRA's
Buy America requirement for the non-domestic final assembly of up to
four (two for Amtrak; two for the Authority) ``prototype'' Tier III
high-speed rail (HSR) trainsets in connection with the procurement of
HSR trainsets.
http://www.gpo.gov/fdsys/pkg/FR-2014...2014-28365.htm
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Old December 4th, 2014, 04:19 AM   #5111
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Japan Railway has had more progress working with the Texas Central Railway. Texas Central, formerly Lone Star High-Speed Rail, was created in 2010 to develop a platform for Japan Railway’s technology in America. Texas Central officials say Japan Railway is not financing the Texas project, but is a “promotional and technical partner.” If the project moves forward, J.R. Central would sell its trains to the company and play some advisory role on the system’s operations, but the extent of its intended involvement is unclear.

Where is funding coming from? I myself was curious as to know where they will attain the necessary funds to execute such a large scale project as its cost is expected to range at 10 billion dollars. That's a lot of money to be found privately. According to the TCR CEO, Richard Lawless, who is refusing any form of government subsidy for the project, the Japan Bank for International Cooperation participated in “an exhaustive study” of the Dallas-Houston line and is willing to back the project. It’s expected to provide up to half the debt financing for the Texas line, with “extremely attractive” interest rates, he said. The loan could be $3.5 billion or higher, depending on the final costs and debt-to-equity structure. (This is as of November 2014) The bank also has the authority to throw in an equity investment in high-speed rail, a provision that was adopted in 2012, he said.
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Old December 4th, 2014, 11:02 PM   #5112
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Hi guys. Do you have news about HSR in the triangle of Texas and possible expansion to Monterrey?
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Old December 5th, 2014, 02:38 PM   #5113
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Hi guys. Do you have news about HSR in the triangle of Texas and possible expansion to Monterrey?
Expansion to Monterrey won't happen in our lifetimes.
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Old December 6th, 2014, 12:41 PM   #5114
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Quote:
Originally Posted by Nexis View Post
It uses the Lower Montuak / Abandoned Central Branch...and lesser used Ronkomkoma Eastern Segment...not the busy Main Line. And Grade Crossings can be removed... The Sound badly needs a Permanent crossing... The Connecticut Route is very hill and would require a massive amount of land acquistion. The LI route uses a mix of abandoned ROW , lesser used lines and Interstate ROW...
There is no way to access the Ronkonkoma Eastern Segment without going through the main line which has no more space capacity and the MTA(Track owners) will not allow Amtrak on the busiest two track main line in the country., the Central Right of way you refer to has been ovetaken by suburban sprawl. Grade crossings on a level of the Babylon line project of the 60's-1980 would be cost prohibitive today.
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Old December 6th, 2014, 07:40 PM   #5115
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There is no way to access the Ronkonkoma Eastern Segment without going through the main line which has no more space capacity and the MTA(Track owners) will not allow Amtrak on the busiest two track main line in the country., the Central Right of way you refer to has been ovetaken by suburban sprawl. Grade crossings on a level of the Babylon line project of the 60's-1980 would be cost prohibitive today.
http://en.wikipedia.org/wiki/Central...d_Rail_Road%29
The above link describes the eastern remnant of the Central Branch between Bethpage/Farmingdale and Babylon. In between Bethpage and Garden City where the the western remnant ends, which I believe you base the new alignment on is Levittown, the Nassau county Jail, Eisenhower Park, Nassau Community College and Mitchell field. Plenty of tony homes in Garden City whose residents in fact sued in court to force the railroad to limit its use of the Central Branch secondary to the Circus train when it returns to the Nassau Coliseum each year.
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Old December 7th, 2014, 12:14 AM   #5116
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Quote:
Originally Posted by scrat437 View Post
http://en.wikipedia.org/wiki/Central...d_Rail_Road%29
The above link describes the eastern remnant of the Central Branch between Bethpage/Farmingdale and Babylon. In between Bethpage and Garden City where the the western remnant ends, which I believe you base the new alignment on is Levittown, the Nassau county Jail, Eisenhower Park, Nassau Community College and Mitchell field. Plenty of tony homes in Garden City whose residents in fact sued in court to force the railroad to limit its use of the Central Branch secondary to the Circus train when it returns to the Nassau Coliseum each year.
Its a High Voltage corridor....so theres already space in between as a buffer. You could always tunnel in the built up areas...
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Old December 7th, 2014, 10:45 PM   #5117
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Quote:
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Why does it take so long to upgrade the rail infrastructure along the NEC? Aren't they just simply laying down wires, so to speak? That's something that could be done in 3 years, not 20.
Like most public transport projects in the US, the hurdles are financial rather than technical. Works on the LA Metro expansion started to accelerate drastically when new tax revenue came on line, even though the complexity of the works increased as more ambitious projects were tackled.
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Old December 8th, 2014, 01:43 AM   #5118
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Like most public transport projects in the US, the hurdles are financial rather than technical. Works on the LA Metro expansion started to accelerate drastically when new tax revenue came on line, even though the complexity of the works increased as more ambitious projects were tackled.
Exactly, because every right wing nut job thinks spending on anything other than the military, and the police is a "boondoggle". Even if it benefits the greater good, it's "evil" if any of their "hard earned" taxes are spent on "stupid things" like HSR even if they benefit the greater good in the long term.
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Old December 8th, 2014, 07:02 PM   #5119
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I think one of the biggest problems with the discussion about large infrastructure problems in this country is that the potential costs and benefits are not presented properly. In particular, the costs of the no-build alternative are downplayed and less-easily quantifiable benefits are negated.

Example for the former: The state of California conducted a study to determine the scope of necessary investments in the existing infrastructure (highways, airports) if the HSR system was not built in order to deal with the projected population growth and increasing traffic. The study concluded that those investments would be around $158 billion (compared to $68 billion for HSR). Now, one can criticize the specific numbers but that doesn't change the basic argument that people will have to be transported one way or another and it will cost significant amounts of money.

Example (more theoretical) for the latter: Let's assume that a HSR project would cost exactly the same as the no-build alternative and let's also assume that the project will pay for itself after a certain amount of time. There are other benefits that are more difficult to quantify but exist nonetheless. It is beneficial for a national economy if people are transported from a to b faster (increased time available for other economic activities), it is beneficial if people can be transported from a to b at lower costs (more disposable income, lower costs for businesses), it is beneficial if people can be transported from a to b using fewer non-renewable resources (lower demand for those means lower prices), and it is beneficial if people can be transported from a to b causing fewer pollutant emissions (lower costs to deal with environmental impact).
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Old December 9th, 2014, 08:08 AM   #5120
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A lot of the opposition to HSR relies on the austerity concept. "Since these railways can't pay for themelves, they're not worth building." But macroeconomics isn't the same as managing a grocery store, and macroeconomics needs to take the multiplier effect into account.

If HSR were required to pass the austerity test, HSR would never be built. If one could retroactively apply this concept to the past, you wouldn't have public education nor the highway system. Neither of these institutes EVER generated ANY profit--yet they were/are still funded, and with good reason. Yet no one seems to notice this irony.

The austerity argument goes against actual history. Read up on Lincoln's Greenback financing of the railways and Postwar reconstruction. Read up on the New Deal. Read up on the Marshall Plan. In each of these cases, socially/economically beneficial infrastructure was financed by PRINTING money. The very high upfront construction costs were easily superseded by even higher productivity gains throughout society.

Unfortunately a lot of the present economic thought is dominated by Chicago Monetarists, and Chicago Monetarists value mathematical models over... empirical evidence and history.
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