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The answer is obvious, although in deference to others on this forum I will avoid using the words "access" and "open" in the same sentence..... First, I would conduct engineering studies to determine which rail corridors are best suited for high speed intermodal and which ones are best suited for heavy haul. Out west, that would mean BNSF's High Line, UP's Overland Route (including the Vegas line), and UP's Sunset line would be designated high speed. BNSF/MRL's Yellowstone line, UP.s ex-D&RGW/WP line, and BNSF's ex-SF LA to Chicago line would be designated heavy haul. Additionally, I would rebuild the Modoc line and build a new line between Missoula MT and Lewiston ID to cover the gaps in the heavy haul network. The I-5 corridor would be high speed, with heavy haul rerouted where necessary. The high speed lines would be limited to 55,000 lbs per axle weight limits which is the typical max for intermodal now anyway, and those lines would then be "sculpted" and signalled for speeds up to 125 mph. The lines would all be double tracked wherever possible. This would allow TOFC and COFC to beat long haul truckers cross country times dock to dock, allowing the rail operators to charge a permium per box. Bi-modal technologies would be encouraged on these lines. The heavy haul lines would be buttressed for 78,750 lbs per axle, with speeds limited to 60 mph. Sidings would be frequent to avoid delays. Furthermore, I would allow heavier GVW for trucks which act as feeders to the railhead on these lines. Also, I would further integrate multimodalism by utilizing rail to barge transloading for export commodities, and use LA***ype shipping to avoid further congesting deep water ports. Then, of course, I would allow operators to bid for services over any and all lines to enhance competition and innovation.
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