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[quote]QUOTE: <i>Originally posted by jchnhtfd</i> <br /><br />A minor historical correction -- the Hill lines did not get land grants, although most other transcons did. <br />[/quote] <br /> <br />The Northern Pacific Railroad received some of the largest land grants ever. When the Hill interests took over the NP, they inherited the land grants as well. Also, the St. Paul and Pacific, one of the lines that later became the Great Northern, received land grants as well. <br /> <br />[quote]QUOTE: <br /> <br />Paul is right on both the mechanical construction of freight trucks and, more important, on the economics of high speed freight service. <br /> <br />[/quote] <br /> <br />The Mark VI truck used by RoadRailer, as well as the RailRunner truck, are rated for 100+ mph operation. There are also Amtrak Express trucks that could easily do the job. As for the economics, it would work in any corridor in which the HSR takes a day or more off the current rail transit schedules. Saving a few hours probaby wouldn't count for much, so in that vein the long and medium distance corridors are actually more preferable for HSR freight operations than the assumed aptness of HSR in shorter corridors. <br /> <br />[quote]QUOTE: <br /> <br />And, with the imminent demise of passenger railroading in the US, any other incentive for upgrading for higher speed is gone. Completely. <br />[/quote] <br /> <br />From the public perspective, you are probably right, in so much as the idea of HSR for freight hasn't even entered the lexicon of discussion among rail officials. It's too bad, because when you add freight to the mix of assessing viability of such projects, you are adding the value-added component that is always missing from passenger only concepts.
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