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| Re: FRA ''preferred'' replacement Amtrak/MARC Baltimore tunnel now up to $4 billion (1418435) | |||
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Re: FRA ''preferred'' replacement Amtrak/MARC Baltimore tunnel now up to $4 billion |
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Posted by Olog-hai on Sun Dec 4 01:25:08 2016, in response to Re: FRA ''preferred'' replacement Amtrak/MARC Baltimore tunnel now up to $4 billion, posted by Henry R32 #3730 on Sat Dec 3 12:20:06 2016. the superliners were designed in the era where there was barely any diesel trackage with speeds over 100MPHNot true. And many intercity lines under steam allowed 100+ mph. Even the first streamlined diesels were geared for well over 100 mph operation; the later ones being geared to 90 mph speeds were a reaction to the increased postwar regulation of railroads. The MARC bilevels are 125MPH certified so we already know it's doable And the 14' 6" bilevels could be certified for such speeds too. Which saves things with respect to having to scramble to increase clearances. I'm focused on bilevels because they increase capacity comfortably Do they? They increase dwell times also, even with more entrance doors, merely due to the increased time to get from one level to another. What cost difference would there be versus a longer single-level train? If the NEC had more seats, the fares could be lower, and the Megabus/Bolt/Chinabus crowd can be captured, resulting in moar profit Not with all the micromanaging FRA regulations in place. Never mind still having state-run railroads "competing" with private companies. Never going to happen without a major change in DC culture WRT the railroads. It is not a seating issue. |
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