Quote:
Originally Posted by SnyderBock
Hopefully the freight rail companies build a high speed rail corridor, bypassing the metro Denver and Front range communities to the east. It seems the only reason they haven't already done this, is because they want to find a way to get taxpayers to fund it. They're a for-profit company, in the business of building and maintaining freight rail lines. they can fund it themselves. The productivity increase they will gain, will pay it off. The freight rail companies can build a new freight rail line for $250 million, but if taxpayers are funding it, they will claim it costs $1 billion. they are trying to get new freight rail lines and yards built for them with taxpayer money and get a nice fat paycheck to boot.
I seriously believe we need to retract eminent domain immunity from freight rail, in special civic transportation projects where it can be justified and done so in a way which won't affect freight company profitability. This way, we take some of the bargaining chips away from them, so it's an even playing field.
As far as express passing lanes for the rail lines being built. As mentioned before, that capacity can always be added in the future. The budget constraints, currently make it impractical. Whether you like that or not, that's all there is to it.
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Have to get the property first- express stations (4 track type, with tunnel underneath or overhead connections for passengers) are not much larger than two track stations as the additional width does not have to be any more than 50' and the length of the station property with the increased width might be 200.'
In addition, if the station is built simply (remember express trains do not have to travel fast through a station to significantly decrease system travel times* and that function is more important than aethetics) the additional cost function is less than one might expect.
If the foot print for the station is available, then the station, of course, can be built at a later date.
Regretably, this does not happen. The rule is that 2 track stations are built, and, densification of one kind or another, precludes any future expansion to the four track station model later.
Of course, 2 track stations with express train run throughs are routinely done throughout the world. However, doing so does not enable trains to pass one another, and if sidings or another 4 track stations are not provided, then the express train merely pushes scheduled trains ahead to move faster or the express train must slow down.
Example of bullet train passing through 4 track station with no center platform. The Shinkensen has 2 track main lines.
(This is the ideal- I had to use a Shinkensen train Nozomi 500 which is argueably one of the best looking trains ever built because I like them- with 2 run through tracks.)
http://www.youtube.com/watch?v=Bkoz8aEUssQ
Note: the station shelter is a simple steel shed. Also note, that in Japan, train directions are 'opposite' as they are in the US.
For systems with speeds under 130 km/hr it is not so critical for 4 track stations, although 4 track stations produce a far faster average velocities.
Obviously, this could be a 'bit' dangerous for the unwary. In addition, sidings have to be provided for these fast trains to pass slower average speed trains.
Baby Bullet California
http://www.youtube.com/watch?v=-HfG1...5A8&playnext=2
(about 2 minutes in play list).
Finding good video for 2 track mains on non-Shinkensen lines and 4 track stations on two track mains in Tokyo is difficult as most passenger main lines now have 4 or more more tracks, many of which have been added over the last 25 years. This has enabled them to put express trains on dedicated tracks
http://www.youtube.com/watch?v=ZhHs0kZq27I
which is another example of how well future expansion right-of ways are built into early system planning in Japan
(as well as in China, South Korea, Taiwan, etc. We do this very poorly in the US, as a rule).
Get the ROW first, and, get room for 4 track stations on 2 track main lines. Secure ride of way for through downtown ROW. Do this, and, trip times shrink dramatically.
Example: Had the RTD Southwest line and the DUS been provided ROW options for such expansion, an express train averaging just 40 mph from Mineral to DUS Light Rail station could make the trip in about 12 minutes. If express stations were provided on the DIA with a 1 stop at Peoria, the trip from Lodo to DIA at 60 mph average could be made in 25 minutes. Provide platform to platform boarding between the twomcoordinate schedules, provide 5 minutes to deboard, walk 50 meters via a tunnel to the other trainand, the trip from Mineral to DIA would take about 42 minutes.
This is what good planning- NOT JUST MONEY- can do, and, has not been done, bottom line, in Denver. Had we done that type of better planning, far more people would take the light rail now, when the West line opens, when the DIA line opens, and, when the I-225 light rail line is complete. Like 2 or 3 times as many riders!!
*It now takes almost 7 minutes to travel from Colfax to the DUS Light Rail Station due to both poor track alignment overall, and, no train ride throughs of stations. If the horrid Sports Authority Mile High stop were bypassed at 10 mph, one minute could be shaved from the schedule (stop there at game times only!!!). If the Pepsi Center stop were bypassed at 30 mph, another 75 seconds or so could be shaved. Thats 5 minutes from Osage to DUS with the changes. Train run throughs through Alameda, and, Oxford stations at 15 mph would shave another 2 minutes off the schedule. Had better alighnment design been used, and, the average speed increased from Osage to DUS light, at least another 2 minutes could have been reduced (remember a 2 minute travel time from Evans to DUS light would only be averaging 35 mph) Fix the Broadway switching system- make the switches for 50 mph instead of 25, and, 30 seconds could be saved. As the net time from Mineral to DUS light now is 27 minutes, those simple improvements and changes would reduce the time to 20 minutes.
Good planning reflects both providing the room for future expansion, as well asmaking multitudes of small changes- the Lexus ad type "relentless pursuit of perfection" type of change.