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Don: I do agree on the airport land issues. We have the same problems up here in Portland. PDX is hemmed in by industry and our only other airport is Hillsboro, too tiny to compete. There was talk of adding a new airport to the south, but the truth is, no one wants to have it near them, much less pay for it. Hotel trains as you term them don't make sense- if they have a run longer than about 18 hours. Shorter than that, they might work, as Via has done between Toronto & Montreal/Quebec City. But if you can't make them 18 hours (or pref. 12,) and run them overnight, they can't compete. Seattle's train (Cascades Service) isn't quite as sophisticated as TGV, or as expensive. But is does work very well. Spanish built Talgo sets, they work on existing track without major investment, which makes them attractvie for other corridors. A Talgo set was scheduled for use in the LA-Vegas route, which is still held up pending it's EA from Ms. Whitman. I also believe that the Chicago/Midwest corridor plans were looking at Talgos as well. They are certainly cost effective, especially as catenary does not need to be installed to support them. As for piercing the Rockies? Well, Denver makes sense for a population based selection. But as far as easy crossings, the ATSF cuttoff through N. Texas, the UP line through Wyoming, and the GN line through Marias make the most sense, each being the best grades in their class. Indeed, the old GN route is the lowest crossing. However, each are plagued with lower populations. I kind of expect the Raton route will be chosen, despite it's gradient, as it will be surplus from a freight point of view, and it will allow a Denver-Peublo-Albequeque-El Paso corridor to emerge.
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