My minor misspellings should not effect ones ability to comprehend my post. So no irony. I do want to thank you for pointing them out, as grammar nazis always contribute so much to a discussion.
As for "cheap shots", I give what I get. CMStPnP has gotten almost trollish with his/her cheap shots and arguments just to argue. His/her posts on this thread are a perfect example. We have a member, Buslist, who has experience on the line in question. He is labeled as "clueless" on the line by CMStPnP, a cheap shot. If you want to talk about irony, according to CMStPnP we can only be told about a lines capacity from a railroad executive, however CMStPnP can tell us all about Amtrak's dining car waste because he/she managed a Subway at the local mall....
An "expensive model collector"
n012944 My minor misspellings should not effect ones ability to comprehend my post. So no irony. I do want to thank you for pointing them out, as grammar nazis always contribute so much to a discussion. As for "cheap shots", I give what I get. CMStPnP has gotten almost trollish with his/her cheap shots and arguments just to argue. His/her posts on this thread are a perfect example. We have a member, Buslist, who has experience on the line in question. He is labeled as "clueless" on the line by CMStPnP, a cheap shot. If you want to talk about irony, according to CMStPnP we can only be told about a lines capacity from a railroad executive, however CMStPnP can tell us all about Amtrak's dining car waste because he/she managed a Subway at the local mall....
My remark was at least 50% tongue-in-cheek. I agreed with your thoughts on CMStPnP's recent comments, which is why I pointed out that it weakens your comment when you become peevish as well. You might want to revisit irony, BTW. And calling someone a grammar nazi when you make a bunch of sloppy mistakes is pretty offensive.
C&NW, CA&E, MILW, CGW and IC fan
Los Angeles Rams Guy One of the things that really irked me about Amtrak and how it was conceived was the lack of North-South routes in its national system. Thoughts?
One of the things that really irked me about Amtrak and how it was conceived was the lack of North-South routes in its national system. Thoughts?
Come to think about it, the Coast Starlight, Texas Eagle, City of New Orleans, Crescent, and the Sivler Service trains are more north/south trains than east/west trains. So too is the Auto Train.
Amtrak has a slew of state supported north/south trains, including the Adirondack, Cascades, Carolinian, Piedomont, Downeaster, Ethan Allen Express, Heartland Flyer, Hiawathas, Pacific Surfliners, San Joaquins, and Vermonter.
The NEC is mostly a north/south operation. It has approximately 95 trains a day during the week between New York, Philadelphia, and Washington.
Rio Grande Valley, CFI,CFII
n012944Where did I say anything specific about the line in question? I guess you still haven't mastered reading comprehension, as my post was in regarding to using a tonnage map to determine capacity. It also touched on my experienced with operations on a light tonnage line that hosted Amtrak. I look foward to hearing about you experience with railroad operations...Oh wait, never mind. But since you want to discuss the line in question, please tell me how they are adding "higher speed" intermodals to the line. Here is the list of speeds out of the BNSF's timetable for the joint line: "1. Speed Regulations 1(A). Speed—Maximum Freight MP 0.0 to MP 1.5 ........................................................................ 20 MPH.MP 1.5 to MP 4.5 ........................................................................ 30 MPH. MP 4.5 to MP 84.4 ...................................................................... 45 MPH. MP 84.4 to MP 108.6, MT1 ........................................................ 55 MPH.* MP 84.4 to MP 108.8, MT2 ........................................................ 50 MPH.* MP 108.6 to MP 118.4, MT1 ...................................................... 55 MPH.* MP 118.3 to MP 118.8, MT1 ....................................................... 20 MPH. MP 118.8 to MP 120.4, MT1 ....................................................... 15 MPH. MP 108.8 to MP 115.0, MT2 ...................................................... 50 MPH.* MP 115.0 to MP 118.2, MT2 ....................................................... 45 MPH. North Pueblo Highline, arriving and departing ............................ 10 MPH. MP 52.0 to MP 12.2, Main 1 against the current of traffic ............ 45 MPH. MP 12.2 to MP 52.0, Main 2 against the current of traffic ............ 45 MPH. * The maximum speed for freight trains is 45 MPH when: Train exceeds 10,000 feet; or Train averages 100 TOB or more. On descending grade between Palmer Lake and MP 61.4, the following table must be used to determine the maximum speed taking into account freight trains TOB and tons per axle of operative dynamic brake: A train that exceeds the above table, one that experiences dynamic brake failure, or if the use of full dynamic brakes and a ** 15 ** pound brake pipe reduction will not control the train at the allowable speed, the train must be stopped and sufficient hand brakes set to prevent movement. The train must not proceed until additional dynamic braking is obtained, tonnage reduced, or retainers on all cars placed in operative position. The train must not proceed except as instructed by a road foreman of engines or other proper authority. On descending grade between Palmer Lake and MP 41.0 on the northward track, the following table must be used to determine the maximum speed, taking into account freight train’s tons per operative brake (TOB) and tons per axle of operative dynamic brake. " There is not a serperate speed for intermodal, so your new "higher speed" intermodal trains will operate at same speed as other freight traffic. I understand, since you seem to struggle with reading comprehension, how the headline confused you. However the faster intermodal service is from a shorter route.
OK your off in your own argument somewhere. The train being discussed was Dallas to Denver not Denver to Pueblo (there is a slight mileage difference there).
Buslist implied in his post it would run at 70 mph over mountain grades and curves......I didn't. The old Texas Zephyr was not a fast run. California Zephyr headed West doesn't probably hit 70 until Utah.
Also, if I had a loaded Coal Train over mountain grades and curves waited for it to pass and then ran a Intermodal Train over the same route. All things being equal between the two trains, guess which one will run at a slower average speed despite the MAX speed. Something for you to think about with your experience.
Anyways, your speed limits above are not a rebuttal to the argument that a LD Passenger Train could be added to this line in each direction Dallas to Denver. 118 miles is a small segment of the total line.
Also, BNSF says this section of it's network is underutilized, I see you didn't respond to that.
JPS1 Los Angeles Rams Guy One of the things that really irked me about Amtrak and how it was conceived was the lack of North-South routes in its national system. Thoughts? Come to think about it, the Coast Starlight, Texas Eagle, City of New Orleans, Crescent, and the Sivler Service trains are more north/south trains than east/west trains. So too is the Auto Train. Amtrak has a slew of state supported north/south trains, including the Adirondack, Cascades, Carolinian, Piedomont, Downeaster, Ethan Allen Express, Heartland Flyer, Hiawathas, Pacific Surfliners, San Joaquins, and Vermonter. The NEC is mostly a north/south operation. It has approximately 95 trains a day during the week between New York, Philadelphia, and Washington.
Add the four Lincoln Services and the Illini and Saluki to your list of state-sponsored north/south trains.
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