With a $170B budget, the best thing they can do is bring in engineers and project managers who have worked on transit projects in France and follow their recommendations to the letter. If we can get anywhere close to French efficiency with that budget most of the NEC could be upgraded to true high speed line, and the regional rail connections to the NEC could be greatly expanded. The French build high speed rail for less money than the US and UK can build regular rail, with expensive French labor costs and the highest safety standards in the world.
French railroads have their own issues, but their experience means they’re pretty good at getting the job done. It’s been so long since Americans built railroads that we’ve lost much of the talent. In all honesty, I think Amtrak should do a complete takeover of the entire NEC and be given carte blanche. It’s my understanding that it’s actually a very profitable route for Amtrak.
@@ClockworksOfGL While I PREFER Amtrak go to MORE cities and towns with their slow long distance sleeper trains. Reinstate the Pioneer, Desert Wind, Texas Zephyr, Twin Star Rocket, and Floridan... There is much more of this nation besides the Middle Atlantic states... All I hear in the West is that Amtrak does not go where I wish to go... Americans in the Midwest want a direct train to Florida. Americans in the West want a train to serve Boise and Las Vegas. Americans in the South want a direct train to serve Denver and the Rockies. Americans living in the Great Plains want a north to south train providing access via train connections to other east to west Amtrak trains.. The above five trains I listed accomplishes all of these goals... Twelve to fifteen train sets depending upon these five trains schedules... Train sets are a hell of a lot cheaper than building less than a five hundred mile brand new HSR corridor... You want more speed without even going to one new town, I want more trains going to more places...
@@ronclark9724 Those trains take days to go between those destinations, and every single one of them loses Amtrak money. Yes. We should get the NEC working as a proper Euro-style system first before any further land-cruises for foamer vacations are launched. Alongside it we should nationalize and improve other lines like those serving chicago. If we can get those routes double tracked with average speeds over 50 miles an hour, they'll start having purpose.
MDOT is also in talks with VDOT to expand MARC service into northern Virginia, which would be awesome! Also looking forward to all the improvements in the Baltimore area. Also, Union Station in DC needs some of their platforms updated. I’m definitely looking forward to any new updates regarding the DMV area.
One factor that needs clarification: height compatibility with double-stack intermodal freight cars, as well as double-stack Superliner passenger cars. Especially regarding the pending new Hudson River tunnels. The eventual goal being: ability to run Superliner sized rail cars throughout Amtrak's nation-wide system. Allowing for double-stack Auto Train service between the Boston area and Sanford, Florida.
the downeaster service from Boston North Station to Brunswick (Maine) should be extended to connect Toronto and Montreal on an electrified line, using leftover northeast regional trains and Amtrak airo trains, bringing more service to both areas, as North Station has a bigger potential capacity.
The biggest thing they could do is connect Boston North and South stations, allowing one-seat trips instead of transfering in Boston. This was recommended by planners during the Big Dig but was rejected. Now with the soaring costs it probably will never get done.
ALSO, when I spent the time looking at station satellite images via Google Maps on Shore Line East in Connecticut.... More than half of the stations along Shore Line East are currently 2 tracks whereas a few are 3. This is another problem Amtrak and the CT must address. The reason is because this is how bottlenecks cause bidirectional backups to New Haven and Boston. If Shore Line East and MBTA expand to towards Westerly, Rhode Island, the same bidirectional backup problems persist. A third track and property will need to be built or acquired to expand these stations to create a passing middle track. Guilford was built like this. Lastly, there's one too many curves to count along the costal Connecticut from New Haven to Westerly. Not to say that realignment is impossible to straighten out these tracks to increase speeds. But this will all take $$$ in the form of another or more Bipartisan Infrastructure laws. Digging cutouts or tunnels through hills and mountains is never cheap. Nor is putting railroads underground. Just look at how expensive the 2nd Ave subway line in NYC has racked up halfway to 125th street.
The one thing you don't mention is train length. Compare to European commuter train lengths how come they are still so short in the NE corridor. Why not up-gauge to 10 or 12 coach trains? Surely that would be a benefit to capacity with minimal cost.
Many station platforms are too short for so many cars. Even right now, some stations are still too short and passengers have to play a game of run-to-the-correct-car in order to get off the train.
@@ClockworksOfGL Some dedicated long-distance cars could be fine. Amtrak already restricts seats, could have an additional car that you can only book if you're traveling a certain distance, with additional announcements in it for any short stations.
$175 BILLION is an insanely large amount of money to spend on a single train corridor, especially one that already exists. The inflation adjusted cost of the ENTIRE original Interstate Highway System is $500 billion. This is the best investment in USA transportation ever. From San Francisco to LA is about 400 miles, and CAHSR will likely spend $160 billion ($400 million per mile). Highway construction is about $2.6 million per lane-mile, a six-lane freeway therefore costing $15 million per mile. Note that the estimated cost of extending Caltrain/CAHSR from where it presently ends in SF (4th and King) 2.2 miles to the ALREADY BUILT WITH A TRAIN BOX Salesforce Tower is $6.8 BILLION ($3 BILLION per mile).
Let's be realistic. There are lots of countries which don't have anything nearly as good as what we have. Don't forget the primary purpose of the American rail system is to move freight, while freight is secondary on most European railroads.
Why spend so many BILLIONS with a reward for less than 30 minutes in time travel? Two hours or two and a half hours is NO BIG DEAL.. Spand a few billion to upgrade tunnels and bridges, to sustain the maintenance, but a hundred billion is simply TOO EXPENSIVE... I PREFER Amtrak reinstate five trains: the Pioneer, Desert Wind, Texas Zephyr, the Floridian, and the Twin Star Rocket... Salt Lake City to Portland, Salt Lake City to Los Angeles, Denver to Houston via Dallas and Amarillo, Chicago to Miami via Nashville and Birmingham, and finally the Minneapolis to Dallas via Kansas City... Believe me there are many other Americans that have move trains they want reinstated...
To Establish a true High Speed rail in the only region sufficiently supportive of it. Those texas lines would be nice, but the state of Texas needs to stop electing politicians so hostile to transit.
Unlikely, Republicans traditionally hate transit. MAGA cultists maybe even more so. At worst they would pull the expansion funding and maybe defund Amtrak even more than they already do. At best the funding would be diverted to road projects instead, which would spend a lot of money on the I-95 corridor with little improvement in traffic problems.
So, basically tunnel and bridge improvements, and track and signal upgrades. Will remaining at-grade crossings be eliminated? (Apparently, 11 at-grade crossings remain, mostly in Conn.) But does this whole project mean coming closer to true high speed rail? The number of scheduled stops makes a big difference to average speed, The time consuming route in and out of Manhattan is a bottleneck, but the NY/NJ Gateway Program should help. Currently, Acela's Boston-DC run is about 6:45 for an average speed of about 68 mph. Cutting an hour from Acela's Boston-DC run would mean Increasing the average speed to 79 mph. Acela makes 10 stops between Boston and DC. In comparison, France's non-stop 300 mile Paris-Lyon run takes less than two hours for an average speed of 145 mph. But French OUIGO regional service includes 17 stops between Paris and Lyon with an average speed of about 57 mph. Limiting stops is critical to HSR service, but there is not much fat to trim from Acela's scheduled stops. Perhaps not all Acela trains stop at 3 stations in Mass, or at Stamford, or BWI?
the NEC is an awesome piece of infrastructure and the plans coalescing now are going to make it so much better. Really looking forward to all of these plans finally coming to fruition.
$175 billion for a one hour improvement. And also only 15 minutes better between DC and NYC? Yikes. What happened to the Connect 2035 plan? It was supposed to cost $117 billion with similar benefits.
Remove the 2 track bottlenecks at NYC and Baltimore. Add more service to MARC/NJT/SEPTA eliminate some Amtrak stops and let boosted local trains serve it
Unfortunately, around South Station in CT there are a few bridges that need work. This plan only replaces the oldest of the three bridges that is over 100 years old and in desperate need of replacement. It just "fixes" the other two bridges that are a little younger (and are working on one now by sanding and repainting that bridge). I have a feeling in that portion it is going to stay fairly slow.
Amtrak may well be better off building a two-track bypass through northern CT for Acela and Express Regional trains while local ones and MetroNorth keep using the old line.
@@Joesolo13 They looked into this in to where I am talking about at South Station. The decision made was it was far too expensive to add additional tracks through that area as it is high density. I don't disagree with you but I don't think we will see this happen in our lifetimes if ever.
We invented Maglev in 1968. Japan adopted aur county's original design and since then the design has bee improved. Why are we not going in that direction? I worked as writer with the scientists Drs. James Powell and Gordon Danby
Nice job. There are however some situations to be adress, Notably the NYC -BOS segment. The New Rochelle to New Haven section would be a mice starting point. It is basically to old with lots of structures in dire need of replacement. The ideal solution would be a new line that could start in Harold I/L and would go all the way to Milford where it would merge with the ecisting line, making use of the long tangents all the way to New Haven, with upgrades on this section to allow higher speeds. The maximum permitted speeds would be 180 to 200 MPh on the new section and 150 Mph all the way to New Haven Union (off course there would be some reductions apptoavhing New Haven, with w little 100 Mph section reaching South St, and the Douth apptoach to Union Station at 75 all the way yto the platforms. The North side, all the way to Shoreline jct is only good for 55 to 70 Mph. Total time from NYP to New Haven would be in the vicinity of 50 minutes ir less. From New Haven to Providence the line would be greater enhanced, with curve realignments and a new 'New London avoiding line ' from Conn, just Next to Old Saybrook all the way to Great Swamp Jct, near Kingston. Top speeds would be 170 Mph on the upgraded sections and 200 Mph on the a avoiding line, allowimg for a circa 40 minute travel time from New Haven to Providence, and 90 minutes or less for NYP to Providence. Ptovidence to Boston would get some upgrades to allow a little more than 30 minute trip time, and 2hrs or less NYP to NOS. The New sections would in the future be part of a possible NY to Providence HSL
They would never bypass New London as it is a historic and long time use station on the NEC, it has heavy ridership and soon will have increased ridership numbers from redevelopment of New London, CT. I remember the realignment idea when it was proposed years ago. It would follow I-95 from New London and go and basically take out Olde' Mystic Village. It would also completely bypass Midway Maintenance of Way facility (which does a majority of the catenary and track construction/ engineering from Guilford,CT to Foxborough, Mass. Soo while it seems like a good idea, it would be massive in cost with a minimal save in time. The speed of the line after crossing the Thames river bridge from New London is 60-90 mph till the train reaches the curve through Noank when it drops down to 70 mph before resuming 90mph on the way to Mystic. I have seen trains passing my house in Noank at 75mph before. The section also boasts existing infrastructure for a 4 track mainline from CP Palmer Cove to the Thames River Bridge. Work has already began in New London Union Station to upgrade the switches, signals, platforms, and trackage to make all three lines electrified for use with Amtrak train sets and CTRail's Shore Line East. Shore Line East is expected to expand service past New London to Mystics' Amtrak Station, Westerly, and Providence, RI. Another note I've been attending and trying to be a voice of information, research, and guidance on the Town of Groton's new Amtrak Station. It has been something in the planning stages for a few years as The Town of Groton is planning on redeveloping a major portion of the town. In the past Groton City and The Town of Groton have had at least 4 stations in total since 1830's. One in Groton City just after crossing the Thames River Bridge, another station at Midway MOW facility (where there is currently a shipping container in the general location of where it was), West Mystic Station which exists still today but has been moved across the tracks and rotated 90° (at the intersection of School St. and West Mystic Ave.), and lastly the former train station in Noank which is now an office for the Noank Village Boatyard. In the end the idea was completely scrapped and abandoned.
the MBTA should extend the Framingham/Worcester line to New Haven through Hartford, meeting up with the extended Providence line, and both possibly continuing on to new york
It's sounds great but there is no room in long island pretty congested connecting on the long island railroad mainline lot of properties would half to be demolished .much rather it going through tunnel under Sunnyside yard stop at laugurdia underground station tunnel to East Bronx parallel with the existing northeast corridor continue north to White plains tunnel stop there northern Connecticut another stop in Danbury Hartford to Providence straight to Boston the whole long island railroad mainline as a whole from floral park to ronkonkokoma would need to be elevated should had been long time ago parts of the central branch as well
While physically possible, and valuable to LI residents, the plan for a High Speed bypass in northern CT would almost certainly be easier and less expensive, and wouldn't involve dealing with LIRR trains. You'd need to add tracks to the entire LIRR mainline
I was so impressed with riding Japan’s Shinkansen and it pains me to come home to the NEC. What’s worse is I should count myself lucky that I live off of this line as the rest of the country has nothing like it. My one wish for all Americans is to experience an amazing HSR that I briefly got a taste of in Japan. Convenience aside, it’s sort of a cultural phenomenon that Japanese take pride in, from the infrastructure itself to the more subtle things like economic impact, day trip culture and enjoying an ikiben (in-train bento boxes). It’s otherworldly and every American deserves it.
The new Airo trains are a catastrophe and they haven't even been built yet! $3 Billion cost overrun and a possible union strike because the new trains don't fit in the current maintenance bays and they have to build new ones and phase out the old (the union strike part).
They just ordered the Airos & France’s Avelias is having problems too. & The ACS-64 is 2000s Technology while running on Century old tracks & It runs fine
With a $170B budget, the best thing they can do is bring in engineers and project managers who have worked on transit projects in France and follow their recommendations to the letter. If we can get anywhere close to French efficiency with that budget most of the NEC could be upgraded to true high speed line, and the regional rail connections to the NEC could be greatly expanded. The French build high speed rail for less money than the US and UK can build regular rail, with expensive French labor costs and the highest safety standards in the world.
French railroads have their own issues, but their experience means they’re pretty good at getting the job done. It’s been so long since Americans built railroads that we’ve lost much of the talent. In all honesty, I think Amtrak should do a complete takeover of the entire NEC and be given carte blanche. It’s my understanding that it’s actually a very profitable route for Amtrak.
@@ClockworksOfGL While I PREFER Amtrak go to MORE cities and towns with their slow long distance sleeper trains. Reinstate the Pioneer, Desert Wind, Texas Zephyr, Twin Star Rocket, and Floridan... There is much more of this nation besides the Middle Atlantic states... All I hear in the West is that Amtrak does not go where I wish to go... Americans in the Midwest want a direct train to Florida. Americans in the West want a train to serve Boise and Las Vegas. Americans in the South want a direct train to serve Denver and the Rockies. Americans living in the Great Plains want a north to south train providing access via train connections to other east to west Amtrak trains.. The above five trains I listed accomplishes all of these goals... Twelve to fifteen train sets depending upon these five trains schedules... Train sets are a hell of a lot cheaper than building less than a five hundred mile brand new HSR corridor... You want more speed without even going to one new town, I want more trains going to more places...
It wouldn't be the first time that the French has helped out the northeast either
@@ronclark9724 Those trains take days to go between those destinations, and every single one of them loses Amtrak money. Yes. We should get the NEC working as a proper Euro-style system first before any further land-cruises for foamer vacations are launched. Alongside it we should nationalize and improve other lines like those serving chicago. If we can get those routes double tracked with average speeds over 50 miles an hour, they'll start having purpose.
it's sad to see that the usa companies can't build passenger locomotives and cars anymore
MDOT is also in talks with VDOT to expand MARC service into northern Virginia, which would be awesome! Also looking forward to all the improvements in the Baltimore area.
Also, Union Station in DC needs some of their platforms updated.
I’m definitely looking forward to any new updates regarding the DMV area.
@7:21, Newark Delaware is "new ark", not the same pronunciation as the City in Jersey.
One factor that needs clarification: height compatibility with double-stack intermodal freight cars, as well as double-stack Superliner passenger cars. Especially regarding the pending new Hudson River tunnels. The eventual goal being: ability to run Superliner sized rail cars throughout Amtrak's nation-wide system. Allowing for double-stack Auto Train service between the Boston area and Sanford, Florida.
Any property along these lines especially in NY/NJ is going to skyrocket more than it already has!
Great video!
the downeaster service from Boston North Station to Brunswick (Maine) should be extended to connect Toronto and Montreal on an electrified line, using leftover northeast regional trains and Amtrak airo trains, bringing more service to both areas, as North Station has a bigger potential capacity.
The biggest thing they could do is connect Boston North and South stations, allowing one-seat trips instead of transfering in Boston. This was recommended by planners during the Big Dig but was rejected. Now with the soaring costs it probably will never get done.
Amtrak already serves both Montreal and Toronto from New York City. Maine is much further away from those cities and way less people
Is building the North-South Rail Link in Boston still on the table?
ALSO, when I spent the time looking at station satellite images via Google Maps on Shore Line East in Connecticut....
More than half of the stations along Shore Line East are currently 2 tracks whereas a few are 3. This is another problem Amtrak and the CT must address. The reason is because this is how bottlenecks cause bidirectional backups to New Haven and Boston.
If Shore Line East and MBTA expand to towards Westerly, Rhode Island, the same bidirectional backup problems persist. A third track and property will need to be built or acquired to expand these stations to create a passing middle track. Guilford was built like this.
Lastly, there's one too many curves to count along the costal Connecticut from New Haven to Westerly. Not to say that realignment is impossible to straighten out these tracks to increase speeds. But this will all take $$$ in the form of another or more Bipartisan Infrastructure laws. Digging cutouts or tunnels through hills and mountains is never cheap. Nor is putting railroads underground. Just look at how expensive the 2nd Ave subway line in NYC has racked up halfway to 125th street.
Thank you. Good video - Lots of info!
Thank you! Glad you enjoyed.
Didn't one of the two new NJ-NY tunnels get dropped to lower cost?
How much cost to alter tunnels; bridges; and clearances to allow SuperLiners (double-deck cars)?
The one thing you don't mention is train length. Compare to European commuter train lengths how come they are still so short in the NE corridor. Why not up-gauge to 10 or 12 coach trains? Surely that would be a benefit to capacity with minimal cost.
Many station platforms are too short for so many cars. Even right now, some stations are still too short and passengers have to play a game of run-to-the-correct-car in order to get off the train.
@@ClockworksOfGL Some dedicated long-distance cars could be fine. Amtrak already restricts seats, could have an additional car that you can only book if you're traveling a certain distance, with additional announcements in it for any short stations.
tbh all I want is a high speed line from boston to Montreal so I can finally afford to go to an F1 race
Great video but the metronome running in the background is beyond distracting for me. Couldn’t finish the video
$175 BILLION is an insanely large amount of money to spend on a single train corridor, especially one that already exists. The inflation adjusted cost of the ENTIRE original Interstate Highway System is $500 billion. This is the best investment in USA transportation ever. From San Francisco to LA is about 400 miles, and CAHSR will likely spend $160 billion ($400 million per mile). Highway construction is about $2.6 million per lane-mile, a six-lane freeway therefore costing $15 million per mile. Note that the estimated cost of extending Caltrain/CAHSR from where it presently ends in SF (4th and King) 2.2 miles to the ALREADY BUILT WITH A TRAIN BOX Salesforce Tower is $6.8 BILLION ($3 BILLION per mile).
Why is it taking so long to see the new Acela trains. They were supposed to be in service by 2023 United States has the worst rail system
Let's be realistic. There are lots of countries which don't have anything nearly as good as what we have. Don't forget the primary purpose of the American rail system is to move freight, while freight is secondary on most European railroads.
Canada has it even worse.
damn im gonna be well over 30 by then 👴
First, we spend $174,999,999,999 on consultants, lobbyists, and special interest. Then spend $1 on the flyer telling the public the plan failed.
Why spend so many BILLIONS with a reward for less than 30 minutes in time travel? Two hours or two and a half hours is NO BIG DEAL.. Spand a few billion to upgrade tunnels and bridges, to sustain the maintenance, but a hundred billion is simply TOO EXPENSIVE... I PREFER Amtrak reinstate five trains: the Pioneer, Desert Wind, Texas Zephyr, the Floridian, and the Twin Star Rocket... Salt Lake City to Portland, Salt Lake City to Los Angeles, Denver to Houston via Dallas and Amarillo, Chicago to Miami via Nashville and Birmingham, and finally the Minneapolis to Dallas via Kansas City... Believe me there are many other Americans that have move trains they want reinstated...
To Establish a true High Speed rail in the only region sufficiently supportive of it. Those texas lines would be nice, but the state of Texas needs to stop electing politicians so hostile to transit.
The politics in this country make it difficult and there is no stand out advocate making a difference to help make this all come true!!
the dream wont' become true in next 100 years.
No rational person expects a timely well managed project. It will employ many reliable Democrat voters and that’s what is most important isn’t it?
Would this all change under Trump? They were damn near profitable under him but would he continue investment?
Unlikely, Republicans traditionally hate transit. MAGA cultists maybe even more so. At worst they would pull the expansion funding and maybe defund Amtrak even more than they already do. At best the funding would be diverted to road projects instead, which would spend a lot of money on the I-95 corridor with little improvement in traffic problems.
He spent almost as much, and got as little out of Amtrak.
He will try to kill anything Biden did
Trump is going to shut down all this wasteful spending.
@@tallflguy keep telling yourself that🤣
Thanks President Biden. You planted the seeds for this hopefully successful but time consuming endeavor.
Love your videos
Thanks much!
Annnnd there is a good chance trump will cancell it, sadly.
@@melaniedrogr951unfortunately, the vast majority of Republicans are anti rail 😢
I don’t think he will win!!!
Excellent coverage of this important project.
Thank you!
Just got home after a NER ride that was delayed. Your timing couldn't be better! Keep up the great work!
So, basically tunnel and bridge improvements, and track and signal upgrades. Will remaining at-grade crossings be eliminated? (Apparently, 11 at-grade crossings remain, mostly in Conn.)
But does this whole project mean coming closer to true high speed rail? The number of scheduled stops makes a big difference to average speed, The time consuming route in and out of Manhattan is a bottleneck, but the NY/NJ Gateway Program should help.
Currently, Acela's Boston-DC run is about 6:45 for an average speed of about 68 mph. Cutting an hour from Acela's Boston-DC run would mean Increasing the average speed to 79 mph. Acela makes 10 stops between Boston and DC.
In comparison, France's non-stop 300 mile Paris-Lyon run takes less than two hours for an average speed of 145 mph.
But French OUIGO regional service includes 17 stops between Paris and Lyon with an average speed of about 57 mph.
Limiting stops is critical to HSR service, but there is not much fat to trim from Acela's scheduled stops. Perhaps not all Acela trains stop at 3 stations in Mass, or at Stamford, or BWI?
the NEC is an awesome piece of infrastructure and the plans coalescing now are going to make it so much better. Really looking forward to all of these plans finally coming to fruition.
No Penn South. Thru-running at the existing Penn.
Nice video! I love these ideas and hope to see them. Can you do videos in a bit more detail on the SEPTA and NJ Transit portions of this plan?
Glad you enjoyed the video!
Yes, that's actually the area with the most impactful improvements - I'll take note of this and do a video on it soon!
$175 billion for a one hour improvement. And also only 15 minutes better between DC and NYC? Yikes. What happened to the Connect 2035 plan? It was supposed to cost $117 billion with similar benefits.
Remove the 2 track bottlenecks at NYC and Baltimore. Add more service to MARC/NJT/SEPTA eliminate some Amtrak stops and let boosted local trains serve it
Why don't they just use thermal power plants as well as wind and water plants for electrification?..
Northeast Corridor.Standing on my Square
Great summary! Thanks.
Thank you!
Can’t wait til it’s done! … in 2112.
Unfortunately, around South Station in CT there are a few bridges that need work. This plan only replaces the oldest of the three bridges that is over 100 years old and in desperate need of replacement. It just "fixes" the other two bridges that are a little younger (and are working on one now by sanding and repainting that bridge). I have a feeling in that portion it is going to stay fairly slow.
Amtrak may well be better off building a two-track bypass through northern CT for Acela and Express Regional trains while local ones and MetroNorth keep using the old line.
@@Joesolo13 They looked into this in to where I am talking about at South Station. The decision made was it was far too expensive to add additional tracks through that area as it is high density. I don't disagree with you but I don't think we will see this happen in our lifetimes if ever.
We invented Maglev in 1968. Japan adopted aur county's original design and since then the design has bee improved. Why are we not going in that direction? I worked as writer with the scientists Drs. James Powell and Gordon Danby
We should for new corridors or service outside of the NEC after that discontinuation of the LD services should follow
Interesting.
they should have a tunnel boring machine at work right now!
excellent video !!! loved all the different video clips too 🤩
Nice job.
There are however some situations to be adress, Notably the NYC -BOS segment. The New Rochelle to New Haven section would be a mice starting point. It is basically to old with lots of structures in dire need of replacement. The ideal solution would be a new line that could start in Harold I/L and would go all the way to Milford where it would merge with the ecisting line, making use of the long tangents all the way to New Haven, with upgrades on this section to allow higher speeds. The maximum permitted speeds would be 180 to 200 MPh on the new section and 150 Mph all the way to New Haven Union (off course there would be some reductions apptoavhing New Haven, with w little 100 Mph section reaching South St, and the Douth apptoach to Union Station at 75 all the way yto the platforms. The North side, all the way to Shoreline jct is only good for 55 to 70 Mph. Total time from NYP to New Haven would be in the vicinity of 50 minutes ir less.
From New Haven to Providence the line would be greater enhanced, with curve realignments and a new 'New London avoiding line ' from Conn, just Next to Old Saybrook all the way to Great Swamp Jct, near Kingston. Top speeds would be 170 Mph on the upgraded sections and 200 Mph on the a avoiding line, allowimg for a circa 40 minute travel time from New Haven to Providence, and 90 minutes or less for NYP to Providence. Ptovidence to Boston would get some upgrades to allow a little more than 30 minute trip time, and 2hrs or less NYP to NOS. The New sections would in the future be part of a possible NY to Providence HSL
They would never bypass New London as it is a historic and long time use station on the NEC, it has heavy ridership and soon will have increased ridership numbers from redevelopment of New London, CT. I remember the realignment idea when it was proposed years ago. It would follow I-95 from New London and go and basically take out Olde' Mystic Village. It would also completely bypass Midway Maintenance of Way facility (which does a majority of the catenary and track construction/ engineering from Guilford,CT to Foxborough, Mass.
Soo while it seems like a good idea, it would be massive in cost with a minimal save in time. The speed of the line after crossing the Thames river bridge from New London is 60-90 mph till the train reaches the curve through Noank when it drops down to 70 mph before resuming 90mph on the way to Mystic. I have seen trains passing my house in Noank at 75mph before.
The section also boasts existing infrastructure for a 4 track mainline from CP Palmer Cove to the Thames River Bridge. Work has already began in New London Union Station to upgrade the switches, signals, platforms, and trackage to make all three lines electrified for use with Amtrak train sets and CTRail's Shore Line East. Shore Line East is expected to expand service past New London to Mystics' Amtrak Station, Westerly, and Providence, RI.
Another note I've been attending and trying to be a voice of information, research, and guidance on the Town of Groton's new Amtrak Station. It has been something in the planning stages for a few years as The Town of Groton is planning on redeveloping a major portion of the town. In the past Groton City and The Town of Groton have had at least 4 stations in total since 1830's. One in Groton City just after crossing the Thames River Bridge, another station at Midway MOW facility (where there is currently a shipping container in the general location of where it was), West Mystic Station which exists still today but has been moved across the tracks and rotated 90° (at the intersection of School St. and West Mystic Ave.), and lastly the former train station in Noank which is now an office for the Noank Village Boatyard.
In the end the idea was completely scrapped and abandoned.
the MBTA should extend the Framingham/Worcester line to New Haven through Hartford, meeting up with the extended Providence line, and both possibly continuing on to new york
No need boost the Hartford line and create a high speed east west line for Massachusetts
This plan is great but I think the North Atlantic Rail plan is better which included a rail tunnel over the Long Island sound
It's sounds great but there is no room in long island pretty congested connecting on the long island railroad mainline lot of properties would half to be demolished .much rather it going through tunnel under Sunnyside yard stop at laugurdia underground station tunnel to East Bronx parallel with the existing northeast corridor continue north to White plains tunnel stop there northern Connecticut another stop in Danbury Hartford to Providence straight to Boston the whole long island railroad mainline as a whole from floral park to ronkonkokoma would need to be elevated should had been long time ago parts of the central branch as well
While physically possible, and valuable to LI residents, the plan for a High Speed bypass in northern CT would almost certainly be easier and less expensive, and wouldn't involve dealing with LIRR trains. You'd need to add tracks to the entire LIRR mainline
I was so impressed with riding Japan’s Shinkansen and it pains me to come home to the NEC. What’s worse is I should count myself lucky that I live off of this line as the rest of the country has nothing like it.
My one wish for all Americans is to experience an amazing HSR that I briefly got a taste of in Japan. Convenience aside, it’s sort of a cultural phenomenon that Japanese take pride in, from the infrastructure itself to the more subtle things like economic impact, day trip culture and enjoying an ikiben (in-train bento boxes). It’s otherworldly and every American deserves it.
The new Airo trains are a catastrophe and they haven't even been built yet! $3 Billion cost overrun and a possible union strike because the new trains don't fit in the current maintenance bays and they have to build new ones and phase out the old (the union strike part).
They just ordered the Airos & France’s Avelias is having problems too. & The ACS-64 is 2000s Technology while running on Century old tracks & It runs fine
Its not world class high speed rail so waste of $
For new corridors I would agree with you
What a huge waste of money.
Okay boomer 🙄
Okay boomer 🙄
No, it's not! This is the most heavily used passenger rail corridor in the US. It needs modernization.
Some very nice footage! @PRQRailfanning