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I'm sure that if enough profitable business was there, NS would be operating a dedicated Pittsburgh-NJ schedule. I would think that a fair chunk of the truck traffic on the Pottsylvania Turnpike is not through between those endpoints.
At the risk of drawing a bad analogy, Very High Speed Rail is starting to sound similar to the Supersonic Transport of the 1960's. It looked really good on paper but the expense of developing the concept and the lack of a real market for such service doomed it to economic failure.
I would cast a vote for the ride on the South Shore between Michigan City and Gary in the heart of the dunes country. My second place vote would be on the NJT ex-Erie main line inbound from Passaic with a view of the Manhattan skyline across the Jersey Meadows.
BNSFwatcher has obviously never been to Geno's East or Portillo's.
That last point is probably one of the key reasons that the Heritage Fleet even exists. They won't be repainted into Armour Yellow and Harbor Mist Gray for the foreseeable future.
In Chicago, it's the "L", even when it's underground or in a median strip. An "el" operates in some city on the East Coast that has terrible hot dogs and worse pizza. C&NW suburban trains are "scoots", CB&Q and MILW suburban trains are "dinkies", although these are more railroad slang than terms used by the public.
Too many interchange points on the above route to be realistic. Also, the ex-PRR main west of Pittsburgh isn't what it used to be. I would suggest the BNSF Transcon from LA to Chicago and NS from Chicago to Metro New York (ex-NYC to Cleveland, ex-PRR to Harrisburg, and the existing ex-RDG/LV into New Jersey). IHB would be the connector in the Chicago Terminal Zone.
Crossing gates are carefully counter-balanced which explains why they bounce back up slightly after landing on an auto or other object. However, I have never heard of a specific mechanism that would cause them to raise after striking something.
Some of the very large marine diesels http://people.bath.ac.uk/ccsshb/12cyl/ use a lower grade of fuel oil that's closer to Bunker C than No. 2 diesel oil.
[quote user="joesap1"] On the railroad where I 'm employed we use 4 axle power on tracks which have worn rail and ties. Six axle power is much harder on rail and ties, especially on curves. [/quote] Sounds like what happened on D&RGW's Monarch branch. It was standard-gauged in the mid-1950's and the original plan was to use SD7's because of the grades (up to 4%). However, the long wheelbase caused derailments on some of the curves so GP9's became the standard power