One awful outcome is how a party becomes wedded to toxic policies, sometimes for decades beyond that leader, simply because they equate a successful leader purely in political terms. The implications of cheap high-speed rail. Build a tunnel from the cavern to Hoboken and run the LIRR trains through to the Newark Broad Street lines. The United States, unlike places such as Europe and Asia, does not have any real intercity high-speed rail connections, bar the Northeast Corridor. That avoids having to get the entire $15bn up front. But retrofitting the pinch point is going to be nigh impossible, because that’s the primary water crossing made out of sunken precast tubes assembled in Maryland and barged to NYC 50 years ago for placement in the river. But beyond that, GCT’s also cresting near capacity as a commuter terminal and can’t take much extra. I’d be curious how far you could get on the whole timetable with no construction allowed. There’s more step-skipping here than is obvious. If you build a brand new HSR line on the ca. New Rochelle-New Haven and Providence-Boston Switch, I have actual curve data from internal line maps. In commuter land all of the 8-inch boarding non-Eastern systems have continuously refreshed aftermarkets of BLV’s and gallery cars to choose from, and won’t so much as sniff at the Amfleets And for Northeastern high-level territory AMTK’s 92-car Horizon fleet up for retirement soonest on the roster are more attractive pickings than any Amfleets because they are straight Comet II clones most mechanically similar to 700+ flats in active service on on a half-dozen current systems. Change ), You are commenting using your Google account. Any far-future GCT-Penn connection is thus unlikely to bother at all with the LIRR cavern and simply focus its attention on the MNRR levels. In the same vein as the “how fast New York regional rail could be” posts, how much faster could Acela trains go on the current line, assuming good maintenance, superelevation, and a 7% pad? Completion is estimated in September 2014. That’s way too bad, especially considering how much time and money it is costing and the pall it is casting over future mega-projects. Couldn’t all your proposed curve easements within the existing ROW, be done incrementally? It reduces what should have been a healthy multi-party system where parties and members could present and evolve pluralistic positions and members had real choices, etc etc. It’s frustrating, because anything that brings it into focus attracts architects and architecture critics who think function should follow form. Just applying 7%/4% contingency with today’s tracks and trains would lead to a very different schedule than Amtrak’s current timetables. The implications of cheap high-speed rail. just about every American elected official) use it as an excuse to implement quarter-measures, spending money without having to show anything for it. 241km/h (150mph) Expand Share Article. I had always imagined that the 31st street tunnel would, if built be for running the high speed line (or maybe all/most of Amtrak through Manhattan and on under the East River in another new tunnel, but I guess it is possible to do both, perhaps with a double layer of tracks under 31st St. As long as they keep dorking around w/r the Hudson tunnel, no options are closed on the Manhattan end. This is feasible, but not if Penn Station is remodeled for 3 lines; finding new space for a fourth tunnel is problematic to say the least. Newly built Acela trainsets scheduled to enter service in 2021 in Amtrak’s Northeast Corridor will operate at 160 mph. Going to be the tunnel megaproject that thru-routes into the MNRR levels land will. 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