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ArishMell · 70-79, M
That's happened in many countries where the railways lost the competition with road transport.
In some the railways are winning back trade, both passenger and goods, but the latter is confined largely to bulk and container traffic.
What is rather surprising given the country's size and wealth, is why the USA doesn't seem to have invested in high-speed passenger-trains that, for some routes at least, could compete with air in overall city-to-city centres times, and possibly also on total journey fares.
By "high-speed" I don't just mean the dedicated super-fast ones on specially-built new tracks like the French TGV, the Japanese "Bullet Train" or the UK's highly-controversial "HS2" under construction. I mean also, those capable of routine, sustained 100+ mph running on existing lines up-graded to suitable track and signalling standards.
In some the railways are winning back trade, both passenger and goods, but the latter is confined largely to bulk and container traffic.
What is rather surprising given the country's size and wealth, is why the USA doesn't seem to have invested in high-speed passenger-trains that, for some routes at least, could compete with air in overall city-to-city centres times, and possibly also on total journey fares.
By "high-speed" I don't just mean the dedicated super-fast ones on specially-built new tracks like the French TGV, the Japanese "Bullet Train" or the UK's highly-controversial "HS2" under construction. I mean also, those capable of routine, sustained 100+ mph running on existing lines up-graded to suitable track and signalling standards.
ArishMell · 70-79, M
@jackson55 I'd wondered about that Californian scheme. I knew they are building a very-high-speed line, and I have seen photographs of partly-built viaducts, but I didn't know it's progressing that badly.
The UK's equivalent is equally controversial. It is hoped to help bring investment to the North of England but I suspect it will only expand the capital's commuter-belt still further. It's certainly hard to justify a passenger-only line capable of trans-continental speeds in England only, <400 miles N to S. It's forecast to cut a mere 20 minutes over existing rail services, on its initial Birmingham - London stretch (well under 200 miles); and at enormous financial, environmental and social costs.
Most countries' railways were generally built from the outset to carry both freight and passenger services, so are usually maintained for the fastest passenger trains on them. Apart from specific freight-only spurs such as you describe, they are not seen as goods routes also used by passenger-trains, though there are many lines on which any passenger services ceased long ago. The very fast lines like the TGV carry passenger-trains only.
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Typical fast main-line passenger-train speeds in the UK are 90 - 120mph; up to about 70 on the slower routes. The passenger-trains are all topped-and-tailed by "power cars" or are multiple-units; both having driving-cabs at both ends, so no separate locomotive to be run-round for the return trip. Though most diesel and electric, main-line locos for freight and passenger trains in the UK and most of Europe are double-cabbed so don't need also turning.
Freight speeds here vary considerably, depending on route, but I think are up to about 75mph. Passenger-services have priority so the freight uses a lot of over-night running, and stretches of parallel slow-lines.
I think the fastest London-Edinburgh passenger services take about 4 hours, with 3 or 4 short, intermediate stops, for the 400 miles. (Fastest in steam days on the same route: about 8 hours non-stop, using locomotives with corridor-tenders to allow a crew-change half-way, without stopping.)
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One effect of increasing train speeds and frequencies in the UK has been to expand parts of London's commuter-belt to well over 100 miles from the capital; correspondingly raising house values in the affected areas beyond reach of many of the locals on local pay.
The UK's equivalent is equally controversial. It is hoped to help bring investment to the North of England but I suspect it will only expand the capital's commuter-belt still further. It's certainly hard to justify a passenger-only line capable of trans-continental speeds in England only, <400 miles N to S. It's forecast to cut a mere 20 minutes over existing rail services, on its initial Birmingham - London stretch (well under 200 miles); and at enormous financial, environmental and social costs.
Most countries' railways were generally built from the outset to carry both freight and passenger services, so are usually maintained for the fastest passenger trains on them. Apart from specific freight-only spurs such as you describe, they are not seen as goods routes also used by passenger-trains, though there are many lines on which any passenger services ceased long ago. The very fast lines like the TGV carry passenger-trains only.
'
Typical fast main-line passenger-train speeds in the UK are 90 - 120mph; up to about 70 on the slower routes. The passenger-trains are all topped-and-tailed by "power cars" or are multiple-units; both having driving-cabs at both ends, so no separate locomotive to be run-round for the return trip. Though most diesel and electric, main-line locos for freight and passenger trains in the UK and most of Europe are double-cabbed so don't need also turning.
Freight speeds here vary considerably, depending on route, but I think are up to about 75mph. Passenger-services have priority so the freight uses a lot of over-night running, and stretches of parallel slow-lines.
I think the fastest London-Edinburgh passenger services take about 4 hours, with 3 or 4 short, intermediate stops, for the 400 miles. (Fastest in steam days on the same route: about 8 hours non-stop, using locomotives with corridor-tenders to allow a crew-change half-way, without stopping.)
'
One effect of increasing train speeds and frequencies in the UK has been to expand parts of London's commuter-belt to well over 100 miles from the capital; correspondingly raising house values in the affected areas beyond reach of many of the locals on local pay.
Quimliqer · 70-79, M
In western Canada as well. There were spur lines into every town that had a grain elevator, but as trucking improved they built larger terminals on the mainline and abandoned the rest.
Peaches · F
Isn't that a song?🎶🤔
Tres13 · 51-55, M
🖤the song