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<p>[quote user="VerMontanan"]</p> <p> </p> <blockquote> <div><img src="/TRCCS/Themes/trc/images/icon-quote.gif" /> <strong>YoHo1975:</strong></div> <div> <p> </p> <p>Raton certainly is tougher railroading, but as long as it exists, it can be an outlet. The transcon itself is likely to only increase it's tonnage over the coming years and that means some of it may get shifted. </p> <div style="clear:both;"></div> <p> </p> </div> </blockquote> <p> </p> <p> </p> <p>Again, this doesn't make any sense because the "Transcon" is already handling all the traffic east of Kansas City and west of Dalies WITH the Southwest Chief on it, so it's illogical to claim that the section in the middle - where is there is actually less traffic overall - would be a problem.  If tonnage is increased, the area that would likely need increased capacity would be west of Dalies, where there is no alternate (BNSF) route and the grades are steeper.  And, if you're talking about a route to handle "increased tonnage" and take some pressure off another route, the Raton Pass line with its 3.5 percent grades is the last on anyone's list as a consideration.  With the amount of locomotive power required to utilize the Raton Pass route, and the amount of siding augmentation necessary to enable the route to handle just an average-sized train operated today, clearly the decision would be to invest in the current route instead of pouring money into a line with such severe operating characteristics. [/quote]</p> <p>Given your location, is it possible that you work for the BNSF, have worked for them or know someone who works for them?</p> <p>Your responses appear to contain the insights of someone who has an insider's view.</p>
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