great video, love all the progress that has happened with brightline west, especially when it comes to making that standard with cahsr, it is. very good for the future of hsr in the country
VERY interesting video today! That you've pointed out Brightline/CAHSR is using the same standards in my view is GREAT news as it will provide a standard for other states to follow if they choose to build a high speed railway. I am curious as to how this is going to work in the median with only a single track (and sidings), and the multiple curves in this route. It stands to reason that the trains they'll probably choose are the Avelias since they have that tilting capability (unless Siemens makes tilting trains as well). I can't wait to see what happens with both these railways.
I just drove much of the 15 to Vegas and will be driving it back tomorrow. The whole time I am looking at the median and wondering. There seems to be enough room, but it is close. I imagine if you were in the left lane and the train is on your side of the median and passes you it is going to be scary. The up and down also gets pretty steep on the 15.
The travel time of 2 hours 10 minutes, according to Brightline West themselves, for their 218-mile route means an average speed of just over 100mph. I would guess that travel time is for nonstop trains, or at most one stop at Victor Valley. Why wouldn’t you promote your fastest time? Using the median will definitely impact not just speed but also capacity, having to be single track for much of its route. Hourly frequencies could prove to be sufficient though, especially if they offer early morning and late night services in conjunction with Metrolink to/from LA, which would hopefully offer the same schedule for its trains to maintain that direct connection all day.
@@watwudscoobydoo1770Indeed, the 15 has huge swings of altitude between LA and Vegas. It goes up to about 4000 feet if remember correctly. It's not uncommon, when it rains, that when to get to 4000 feet, the rain turns into snow.
I imagine that, because Brightline's system will be fully compatible with CAHSR, Brightline will be using CAHSR tracks to get from Rancho Cucamonga to Union Station and perhaps San Diego and Anaheim. This would be good news as I believe it is important to have these two services connected. Brightline may also use the High Desert corridor for thru running via CAHSR tracks to Bakersfield or Fresno. Las Vegas is the #2 (by less than 1,000 passengers after DFW) air destination from Fresno with over 200,000 passengers/year w 5 flight/day. Fares for the 1 hr flight range from about $100 well in advance to $400 less than 2 wk advance time. Bakersfield has no air connection to Las Vegas meaning a 4 hr drive is the only option.
CAHSR’s Phase 2 LA-SD route won’t go to Rancho Cucamonga. Their plan is a station at Ontario Airport, so BW would need to extend its route to there. More than likely, they’ll just go to Palmdale and wait on CAHSR to complete its route to LA, then share those tracks.
Seems to me an easier connection will be from the CAHSR phase 2 station at through to Ontario Airport through to Rancho Cucamonga, maybe on an elevate rail over Haven Avenue. It wouldn't be a really fast section, but it's only about 5 miles.
There’s a proposed people mover using autonomous electric vehicles that would connect the Rancho Cucamonga Metrolink station to Ontario Airport. Originally it was to be built by the Boring Company, but now it’s been taken up by the San Bernardino County Transportation Authority and will be operated and maintained by OmniTrans.
frequency of trains requires up to 1-3 minutes for Metrolink on all lines at least. and combine LA metro with Metrolink company, making Californians able to going further at ease.
Thanks for this video. For me from Germany, it is interesting to know what is happening in the USA in terms of HST. Yes, it is true that Siemens in the USA is currently overloaded with orders. And the "By American" exacerbates such a situation even further. Well-trained personnel are just as difficult to find in the USA as they are in Germany. Here with us, Siemens Transportation still manages with relatively small delivery delays. however, the plants do not currently have a large backlog of orders. Yes and Alstom?? well, apart from the TRAXX locomotive family, they currently don't have anything in their range that can be put on the rails without delivery delays and technical defects. Greetings from Berlin/ Germany. Sven
Is there a plan to connect the western terminus of the Brightline train to one of the stops for the CAHSR’s phase 2 expansion planned to connect Los Angeles and San Diego? That would make the most sense to me since they’re already planning on running CASHR through the Inland Empire with a stop at Ontario Airport anyway.
Brightline has chosen the new Siemen's Velaro Novo developed for North America where in the USA it will be called American Pioneer 220. The Velero series are known for their great power climbing ability at 4.0% grade for Germany which is quite hilly in some areas, with numerous low mountain ridges similar to Pennsylvania. The new Novo USA train is designed for a power grade climb of 4.5%. This gives the tracks designers more freedom on designing the track routing through terrain and most interstate highways have less than the interstate maximum of 6% which can be problematic for heavy freight trucks which must go slow so as not to have a runaway situation beyond the capability of the air brakes. This new train set will be great for the USA because the obvious way in the USA to route high speed rail is to use existing interstate or toll way right of way in many areas. Since freight rail can only really tolerate grades of no more than 2.0% they really become quite winded with many curves and their routing not an option at all for highspeed rail, it is why there is a the famous freight rail loop in the Tehachapi mountains in California.
Thanks for the information regarding grades and the route freight trains use through the Tehachapi mountains. Now it makes sense why there is Amtrak bus service from Bakersfield to Los Angeles.
The Red Cars were owned by the Pacific Electric, a subsidiary of Southern Pacific RR which didn't own much land along its rights of way--those were owned by speculators, some connected to the Chandler family (LA Times) and the Department of Water and Power which made habitation there possible. Standard Oil and GM convinced local civic leaders that buses/freeways were the wave of the future, and in the 1950s, PE's Red Cars quit running. SP did not go bankrupt.
Just to clarify, you said that BLW would go with what CAHSR chooses in terms of the hardware and trainsets, correct? Because at one point you make it sound as if BLW is the one who will be choosing the trainsets for both CAHSR and BLW. Didn't CAHSR get dispensation from buying "local" for the first two trainsets since they need them by 2028 for testing so they can open the first section by 2030? Since BLW got federal funding now, will they need to abide by the same federal rules for purchasing the trainsets? I've also read the time frame from ordering a trainset and delivery could by about 5 years so how would BLW be operational by 2028 considering the trainset acquiring timelines and the amount of time needed for testing? The renderings for Cajon Pass seem unrealistic considering the 6% grade, or am I missing something? Thanks.
Re BW piggybacking on CHSRA orders for rolling stock and infrastructure hardware; this is NOT for reasons of interoperability, although that will be achieved. The fundamental reason is to get a better price. If BW add their requirements to CHSRA's, the larger order brings the unit price down due to economies of scale, benefiting both parties. As both parties have to have FRA approval for virtually everything they do, FRA would be smart to adopt CHSRA standards as the National standard.
Finally some proper criticism of Brightline. Everyone circle jerks how BL is this amaizng private constructed railway, so much better than proper public constructions. But Im super skeptical of privatization of rail and this justifies my suspicions. A new line construction, yet barely faster than driving with lazy realignments. Smh. This is why we cant have nice things. Setting thenrecord straight- BL is not HSR but 'higher speed rail.' I will say props on the promise of joint procurements though.
Yes, all the transit influencers who hype BLW's approach as the future blueprint for building American high-speed trains simply show zero understanding of the basics of track geometry. Tight curves and a 4.5% gradient? Sounds like a hell of a ride. IMO, the estimated average speed is even too high. I don't see how a train can brake and accelerate so quickly on this steep gradient with all these tight curves. And some of those "angular" corners where the highway makes a kink look really nasty.
you dont even understand what brightline has been going through, to get this even from the ground. Show me a video from your train company. i am waiting for your response.
CAHSR trainset requirements call for trains to be able to hit 220 mph. Japanese High Speed trains are capable of 200+ mph. I am hoping that both Brightline and CAHSRA decide on adopting Japanese Shinkansen technology for their systems. Siemens is in a backlog.
Potential train manufacturers have until I believe the end of this year/start of next year to submit qualifications to CAHSR, who’ll then announce the Request for Proposals in early 2024 to their selected finalists, and select a train manufacturer in probably mid-2024 who’ll then deliver the first two trains by the end of 2027 to begin testing in 2028, followed by the remaining four by 2030. Those first two trains can be made abroad, while the remainder have to be made in the US with American parts and labor because of the “Buy America” federal requirement. The first two trains are exempt from that requirement.
They won't be going with that direction. They'll be going with Siemens or Alstom. The Siemens bid calls for doing the first 2 trainsets at their home manufacturing location with American workers on-site. A "new" facility will be built at Victor Valley to do the remaining 8 trainsets. Alstom would build the 10 sets at the Hornell, NY location. BLW has also requested a waiver to have ETCS.
@@bbundridge can you confirm Victor Valley? Siemens’ proposal to Nevada DOT called for the new HSR manufacturing facility to be in Nevada. Victor Valley would be a good compromise between the California HSR and Brightline West systems, to have it in California but alongside the Brightline West tracks.
lol this is simply not true. Contrary to public perception, the Japanese Shinkansen are rather slow in international comparison. Most of them do not exceed 300kmh. The majority are even slower.
If Brightline really cared about creating good connections to Brightline West they would have had it terminate at the San Bernardino Downtown Station. While farther from LA proper, you have the additional direct connections to the Inland Empire Orange County Line and the Arrow, but you are one bus ride away from the Riverside and Perris Valley Line. Rancho Cucamonga is horribly placed if the final goal is to run along the High Desert Corridor, pretty much becoming a stub line to nowhere. At least if you embrace the Inland Empire Location, you can properly serve both areas in the future.
Brightline West doing a joint procurement with CAHSR is great, but it means there’s no way they’ll meet their goal of Summer 2028 revenue service, even if they manage to get all the infrastructure done by then. CAHSR is procuring six trains, the first two of which are exempt from the “Buy America” federal requirement and can be made abroad, an exemption I’m not sure Brightline West has. Even if they did, two trains, let alone six, wouldn’t be enough to meet their needs. They’ll need more than six trains for revenue service. CAHSR anticipates their first two trains in 2027 to begin testing in 2028, followed by the remaining four by 2030. Hopefully this joint procurement strategy between the two systems means both will begin their initial service at the same time. Ideally that’d be Summer 2028, but realistically it’ll be 2030 at the earliest. They could both begin testing in Summer 2028.
@@shsd4130 which is their goal. So to tie in their procurement schedule with CAHSR’s, while that probably is the best strategy for interoperability, makes that goal out of reach considering CAHSR’s first two trains, which can be made abroad, won’t arrive until 2027 at the earliest to begin testing sometime in 2028. Brightline West needs many more than that for revenue service, and their trains would need to be tested also. So unless their plan is to run a different type of train in the interim while the high speed trains are built, delivered and tested, there’s no way they’ll be able to meet their ambitious goal of Summer 2028 revenue service, even if they could complete all the infrastructure in time for then. Ideally CAHSR would have Merced-Bakersfield revenue trains start in Summer 2028, so between them, Brightline West and new Acela trains on the NE Corridor the US would have three operational examples of high speed rail during the 2028 Olympics.
@@davidjackson7281 2030-33 would be revenue service for CAHSR. 2028 is when they anticipate to begin train testing on the 119 miles, which are 100% funded with two tracks, OCS and other systems, as are the six trainsets. Civil work on the 119 miles is expected to wrap up in 2026, with the 22 miles in CP 4 just waiting on completion of a canal relocation. Tracks and systems could potentially begin being installed on CP 4 by the end of this year, followed by completed sections of the other CPs. Once those are done in probably 2027, and the first two trains are anticipated to arrive in 2028, they can begin static and later dynamic testing of the trains, which CAHSR’s current schedule says end of 2028. Hopefully that could be moved up to Summer 2028.
Part of it would only be Single track with sidings? WHAT THE FUCK no other highspeee line on earth does this. This would Limit the service way too much and make it a lot less reliable. There is clearly enough space for two tracks in the median. Could they at least expand it to two tracks in the future
They do plan on expanding it to 2 tracks in the future once their service patterns require it, and the ROW is designed mostly to be able to handle that. As of right now they are only planning on the operating the frequencies I listed in the video which dont require the full infrastructure initially according to their calculations.
I have more confidence in Brightline than the California High Speed Rail Authority. Can Brightline buy the CAHSR project from the California High Speed Rail Authority? Otherwise I doubt we will see any high speed rail beyond the initial segment of Merced to Bakersfield
@@gumbyshrimp2606 Brightline is already 2x delayed on their original timeline of 2020-2024, and they haven't even started construction yet. They're rapidly approaching a 3x overage on top of the original $5 billion budget for this project. And they've abandoned their "private railroad schtick and asked for bailout money from the government to start building. You're just too gullible to believe Brigthline's marketing.
Merry Christmas & a happy new year 🎄🎅🎆
great video, love all the progress that has happened with brightline west, especially when it comes to making that standard with cahsr, it is. very good for the future of hsr in the country
Have a Merry Christmas and Happy New Year. Thanks for the video.
Merry Christmas Mr. Beep!
VERY interesting video today! That you've pointed out Brightline/CAHSR is using the same standards in my view is GREAT news as it will provide a standard for other states to follow if they choose to build a high speed railway. I am curious as to how this is going to work in the median with only a single track (and sidings), and the multiple curves in this route. It stands to reason that the trains they'll probably choose are the Avelias since they have that tilting capability (unless Siemens makes tilting trains as well). I can't wait to see what happens with both these railways.
I just drove much of the 15 to Vegas and will be driving it back tomorrow. The whole time I am looking at the median and wondering. There seems to be enough room, but it is close. I imagine if you were in the left lane and the train is on your side of the median and passes you it is going to be scary. The up and down also gets pretty steep on the 15.
@@watwudscoobydoo1770 I think I may have to do it myself as well to see how it'll look with a railway in the middle.
The travel time of 2 hours 10 minutes, according to Brightline West themselves, for their 218-mile route means an average speed of just over 100mph. I would guess that travel time is for nonstop trains, or at most one stop at Victor Valley. Why wouldn’t you promote your fastest time?
Using the median will definitely impact not just speed but also capacity, having to be single track for much of its route. Hourly frequencies could prove to be sufficient though, especially if they offer early morning and late night services in conjunction with Metrolink to/from LA, which would hopefully offer the same schedule for its trains to maintain that direct connection all day.
@@watwudscoobydoo1770Indeed, the 15 has huge swings of altitude between LA and Vegas. It goes up to about 4000 feet if remember correctly.
It's not uncommon, when it rains, that when to get to 4000 feet, the rain turns into snow.
@@mrxman581 Oh this will be fun then when the train tries to climb 4.5% gradients on slippery tracks.
I imagine that, because Brightline's system will be fully compatible with CAHSR, Brightline will be using CAHSR tracks to get from Rancho Cucamonga to Union Station and perhaps San Diego and Anaheim. This would be good news as I believe it is important to have these two services connected.
Brightline may also use the High Desert corridor for thru running via CAHSR tracks to Bakersfield or Fresno. Las Vegas is the #2 (by less than 1,000 passengers after DFW) air destination from Fresno with over 200,000 passengers/year w 5 flight/day. Fares for the 1 hr flight range from about $100 well in advance to $400 less than 2 wk advance time. Bakersfield has no air connection to Las Vegas meaning a 4 hr drive is the only option.
CAHSR’s Phase 2 LA-SD route won’t go to Rancho Cucamonga. Their plan is a station at Ontario Airport, so BW would need to extend its route to there. More than likely, they’ll just go to Palmdale and wait on CAHSR to complete its route to LA, then share those tracks.
Inter-compatibility and running on each others tracks is a great step towards a future’network’! Exciting!!
Seems to me an easier connection will be from the CAHSR phase 2 station at through to Ontario Airport through to Rancho Cucamonga, maybe on an elevate rail over Haven Avenue. It wouldn't be a really fast section, but it's only about 5 miles.
There’s a proposed people mover using autonomous electric vehicles that would connect the Rancho Cucamonga Metrolink station to Ontario Airport. Originally it was to be built by the Boring Company, but now it’s been taken up by the San Bernardino County Transportation Authority and will be operated and maintained by OmniTrans.
Excellent video! subscribing. Please do more of brightline!
frequency of trains requires up to 1-3 minutes for Metrolink on all lines at least. and combine LA metro with Metrolink company, making Californians able to going further at ease.
Thanks for this video. For me from Germany, it is interesting to know what is happening in the USA in terms of HST. Yes, it is true that Siemens in the USA is currently overloaded with orders. And the "By American" exacerbates such a situation even further. Well-trained personnel are just as difficult to find in the USA as they are in Germany. Here with us, Siemens Transportation still manages with relatively small delivery delays. however, the plants do not currently have a large backlog of orders. Yes and Alstom?? well, apart from the TRAXX locomotive family, they currently don't have anything in their range that can be put on the rails without delivery delays and technical defects. Greetings from Berlin/ Germany. Sven
Is there a plan to connect the western terminus of the Brightline train to one of the stops for the CAHSR’s phase 2 expansion planned to connect Los Angeles and San Diego? That would make the most sense to me since they’re already planning on running CASHR through the Inland Empire with a stop at Ontario Airport anyway.
CAHSR will never begin its phase 2 expansion
@@gumbyshrimp2606Perhaps not to SD if the Surfline is upgraded but why would you think it would not be extended to Modesto, Stockton, and Sacramento?
@@gumbyshrimp2606😂😂😂 I agree....
Brightline has chosen the new Siemen's Velaro Novo developed for North America where in the USA it will be called American Pioneer 220. The Velero series are known for their great power climbing ability at 4.0% grade for Germany which is quite hilly in some areas, with numerous low mountain ridges similar to Pennsylvania. The new Novo USA train is designed for a power grade climb of 4.5%. This gives the tracks designers more freedom on designing the track routing through terrain and most interstate highways have less than the interstate maximum of 6% which can be problematic for heavy freight trucks which must go slow so as not to have a runaway situation beyond the capability of the air brakes. This new train set will be great for the USA because the obvious way in the USA to route high speed rail is to use existing interstate or toll way right of way in many areas. Since freight rail can only really tolerate grades of no more than 2.0% they really become quite winded with many curves and their routing not an option at all for highspeed rail, it is why there is a the famous freight rail loop in the Tehachapi mountains in California.
Thanks for the information regarding grades and the route freight trains use through the Tehachapi mountains. Now it makes sense why there is Amtrak bus service from Bakersfield to Los Angeles.
No selection has been made so far.
The Red Cars were owned by the Pacific Electric, a subsidiary of Southern Pacific RR which didn't own much land along its rights of way--those were owned by speculators, some connected to the Chandler family (LA Times) and the Department of Water and Power which made habitation there possible. Standard Oil and GM convinced local civic leaders that buses/freeways were the wave of the future, and in the 1950s, PE's Red Cars quit running. SP did not go bankrupt.
Just to clarify, you said that BLW would go with what CAHSR chooses in terms of the hardware and trainsets, correct? Because at one point you make it sound as if BLW is the one who will be choosing the trainsets for both CAHSR and BLW.
Didn't CAHSR get dispensation from buying "local" for the first two trainsets since they need them by 2028 for testing so they can open the first section by 2030?
Since BLW got federal funding now, will they need to abide by the same federal rules for purchasing the trainsets?
I've also read the time frame from ordering a trainset and delivery could by about 5 years so how would BLW be operational by 2028 considering the trainset acquiring timelines and the amount of time needed for testing?
The renderings for Cajon Pass seem unrealistic considering the 6% grade, or am I missing something? Thanks.
Re BW piggybacking on CHSRA orders for rolling stock and infrastructure hardware; this is NOT for reasons of interoperability, although that will be achieved. The fundamental reason is to get a better price. If BW add their requirements to CHSRA's, the larger order brings the unit price down due to economies of scale, benefiting both parties. As both parties have to have FRA approval for virtually everything they do, FRA would be smart to adopt CHSRA standards as the National standard.
Finally some proper criticism of Brightline. Everyone circle jerks how BL is this amaizng private constructed railway, so much better than proper public constructions. But Im super skeptical of privatization of rail and this justifies my suspicions.
A new line construction, yet barely faster than driving with lazy realignments. Smh. This is why we cant have nice things. Setting thenrecord straight- BL is not HSR but 'higher speed rail.'
I will say props on the promise of joint procurements though.
Yes, all the transit influencers who hype BLW's approach as the future blueprint for building American high-speed trains simply show zero understanding of the basics of track geometry. Tight curves and a 4.5% gradient? Sounds like a hell of a ride. IMO, the estimated average speed is even too high. I don't see how a train can brake and accelerate so quickly on this steep gradient with all these tight curves. And some of those "angular" corners where the highway makes a kink look really nasty.
you dont even understand what brightline has been going through, to get this even from the ground. Show me a video from your train company. i am waiting for your response.
Where did you find the info on CAHSR and Brightline West doing a joint procurement?
CAHSR trainset requirements call for trains to be able to hit 220 mph. Japanese High Speed trains are capable of 200+ mph. I am hoping that both Brightline and CAHSRA decide on adopting Japanese Shinkansen technology for their systems. Siemens is in a backlog.
Potential train manufacturers have until I believe the end of this year/start of next year to submit qualifications to CAHSR, who’ll then announce the Request for Proposals in early 2024 to their selected finalists, and select a train manufacturer in probably mid-2024 who’ll then deliver the first two trains by the end of 2027 to begin testing in 2028, followed by the remaining four by 2030. Those first two trains can be made abroad, while the remainder have to be made in the US with American parts and labor because of the “Buy America” federal requirement. The first two trains are exempt from that requirement.
They won't be going with that direction. They'll be going with Siemens or Alstom. The Siemens bid calls for doing the first 2 trainsets at their home manufacturing location with American workers on-site. A "new" facility will be built at Victor Valley to do the remaining 8 trainsets.
Alstom would build the 10 sets at the Hornell, NY location.
BLW has also requested a waiver to have ETCS.
@@bbundridge can you confirm Victor Valley? Siemens’ proposal to Nevada DOT called for the new HSR manufacturing facility to be in Nevada.
Victor Valley would be a good compromise between the California HSR and Brightline West systems, to have it in California but alongside the Brightline West tracks.
lol this is simply not true. Contrary to public perception, the Japanese Shinkansen are rather slow in international comparison. Most of them do not exceed 300kmh. The majority are even slower.
Where did you get the info for both HSR projects will be jointly getting the same rolling stock, etc? 18:25
If Brightline really cared about creating good connections to Brightline West they would have had it terminate at the San Bernardino Downtown Station. While farther from LA proper, you have the additional direct connections to the Inland Empire Orange County Line and the Arrow, but you are one bus ride away from the Riverside and Perris Valley Line.
Rancho Cucamonga is horribly placed if the final goal is to run along the High Desert Corridor, pretty much becoming a stub line to nowhere. At least if you embrace the Inland Empire Location, you can properly serve both areas in the future.
Brightline West doing a joint procurement with CAHSR is great, but it means there’s no way they’ll meet their goal of Summer 2028 revenue service, even if they manage to get all the infrastructure done by then.
CAHSR is procuring six trains, the first two of which are exempt from the “Buy America” federal requirement and can be made abroad, an exemption I’m not sure Brightline West has. Even if they did, two trains, let alone six, wouldn’t be enough to meet their needs. They’ll need more than six trains for revenue service. CAHSR anticipates their first two trains in 2027 to begin testing in 2028, followed by the remaining four by 2030.
Hopefully this joint procurement strategy between the two systems means both will begin their initial service at the same time. Ideally that’d be Summer 2028, but realistically it’ll be 2030 at the earliest. They could both begin testing in Summer 2028.
Having it ready by the LA2028 olympics would be amaaaaazing.
@@shsd4130 which is their goal. So to tie in their procurement schedule with CAHSR’s, while that probably is the best strategy for interoperability, makes that goal out of reach considering CAHSR’s first two trains, which can be made abroad, won’t arrive until 2027 at the earliest to begin testing sometime in 2028.
Brightline West needs many more than that for revenue service, and their trains would need to be tested also. So unless their plan is to run a different type of train in the interim while the high speed trains are built, delivered and tested, there’s no way they’ll be able to meet their ambitious goal of Summer 2028 revenue service, even if they could complete all the infrastructure in time for then.
Ideally CAHSR would have Merced-Bakersfield revenue trains start in Summer 2028, so between them, Brightline West and new Acela trains on the NE Corridor the US would have three operational examples of high speed rail during the 2028 Olympics.
Of course it is possible BLW may not be ready for testing trains until 2030 and CAHSR not ready until 2032 or vice versa.
@@davidjackson7281 2030-33 would be revenue service for CAHSR. 2028 is when they anticipate to begin train testing on the 119 miles, which are 100% funded with two tracks, OCS and other systems, as are the six trainsets. Civil work on the 119 miles is expected to wrap up in 2026, with the 22 miles in CP 4 just waiting on completion of a canal relocation.
Tracks and systems could potentially begin being installed on CP 4 by the end of this year, followed by completed sections of the other CPs. Once those are done in probably 2027, and the first two trains are anticipated to arrive in 2028, they can begin static and later dynamic testing of the trains, which CAHSR’s current schedule says end of 2028. Hopefully that could be moved up to Summer 2028.
guy over here monitoring CHASER's work 😭
Has anyone considered Kinkisherio International in Palmdale as the maker of train sets for both high speed rail systems??
Be nice if Brightline West could be extended to Salt Lake City and San Diego
Part of it would only be Single track with sidings?
WHAT
THE
FUCK
no other highspeee line on earth does this. This would Limit the service way too much and make it a lot less reliable.
There is clearly enough space for two tracks in the median.
Could they at least expand it to two tracks in the future
They do plan on expanding it to 2 tracks in the future once their service patterns require it, and the ROW is designed mostly to be able to handle that. As of right now they are only planning on the operating the frequencies I listed in the video which dont require the full infrastructure initially according to their calculations.
SF and LA should be connected by 2057.... 😂
I have more confidence in Brightline than the California High Speed Rail Authority. Can Brightline buy the CAHSR project from the California High Speed Rail Authority? Otherwise I doubt we will see any high speed rail beyond the initial segment of Merced to Bakersfield
At this point CAHSR would probably have to pay Brightline to take the project off their hands 😂
You jump back and forth with your images too much and talk to fast for people to absorb your point.
Agree!
Brightline West > CAHSR
It's slower, not really HSR, single tracked, and run by a private company on public land and money. How exactly is it better in any way at all?
@@TohaBgood2probably “government bad” or something like that
@@acuritis It's always that with these people, isn't it?
@@TohaBgood2 it’s actually going to be completed, unlike CAHSR
@@gumbyshrimp2606 Brightline is already 2x delayed on their original timeline of 2020-2024, and they haven't even started construction yet. They're rapidly approaching a 3x overage on top of the original $5 billion budget for this project. And they've abandoned their "private railroad schtick and asked for bailout money from the government to start building.
You're just too gullible to believe Brigthline's marketing.