QUOTE: Originally posted by zwspnby9 The BNSF's Transcon Line west of Kansas City through the Flint Hills From El Dorado, KS to Ellinor sees more than 70 trains in 24 hrs. It is single track for 44 miles. And Traffic still seems to be fluid?
QUOTE: Originally posted by Kevin C. Smith If I may weigh in with a slightly off-topic question here... In articles about WWII traffic densities, mention is always made of CTC as a godsend to RR's that needed increased line capacity quickly. The assertion was made that CTC gave a single track line 90% of the capacity of double track. With the major main lines already CTC'd and double track being laid as fast as $$ will permit, I've wondered if all this time and money is just to get that last 10%-yet isn't the Abo Canyon project on BNSF supposed to increase the number of trains by 30-50% (if I'm way off, lemme know-when it comes to numbers, I EASILY get my wires crossed). So, the big questions are: Is the 90% capacity claim still valid? If not, why not? (Longer trains? More uniform traffic mix-no locals to limiteds variety to deal with? Fewer helper districts?) Was it really ever true-or just advertising?
QUOTE: Originally posted by tomtrain The balancing act also includes yard and terminal conditions, too. I picture an entire operation as trying to keep many plates spinning on dowels in the midst of the domino effect.
QUOTE: Originally posted by narig01 The Downtown San Francisco Section (Oakland Wye - Daly City) during rush hour can have a train every 1 1/2 minutes again.
QUOTE: Originally posted by narig01 Comment from the peanut gallery: On traffic density, how would someone rate rapid transit lines by comparison. Say New York City subways. During rush hour some places have a train every 90 seconds. Or San Francisco Bay Area Rapid Transit(BART). The Downtown San Francisco Section (Oakland Wye - Daly City) during rush hour can have a train every 1 1/2 minutes again. Thx IGN
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