You'd have to have total average time from IND to CHI at or over 65mph to even start to be competitive.
Bring back the Slumbercoaches!!
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Bob Roberts wrote: ↑Wed Jul 08, 2020 8:20 am Which leads me to wonder (somebody needs to, its probably my turn): If Indianapolis to Chicago got the Texas Central treatment (new ROW and new construction true HSR) and it was only an hour for the train to travel the 160 miles between downtown Indy and the Loop, Including a stop near Lafayette, what would ridership look like? (with trains leaving every 30 minutes)While it certainly would be interesting to see that, I think you have to answer this question first; how feasible is it? I think the answer to that question is a no. I do not think, at least with in the greater Chicago area, that you could get the support to build a new ROW. Even once you get south of Chicago, it would be difficult to build up the will to do so. So you probably cannot get to to a trip time of an hour.
Would either city gain economic heft from the combination of labor markets? Would quality of life be improved at either end of the track? Could there ever be a long-run economic justification for the investment?
(This is a purely theoretical question, I am not trying to suggest this is a great idea)
justalurker66 wrote: ↑Wed Jul 08, 2020 9:14 am Although I agree with Bob Roberts' question, if we build it will people come? Is there really a high enough ridership demand to make any major investment in this link? Would there be an economic return on the investment?So we get to here, in the spirit of Bob's original question, what can be built and will people come? I think it makes sense to answer the latter first. I don't know off the top of my head the population of Indianapolis or any of the other cities along the route. However, if we consider the relative popularity of the Hiawatha, Lincoln, and Wolverine services, it is probably not a stretch to assume that since there is a general demand in the Midwest for passenger travel to and from Chicago that that demand would also be present on the route to Indianapolis. Therefore, if you build something similar, if not better, people will use it
CraigDK wrote: ↑Wed Jul 08, 2020 2:57 pm ... what can be built and will people come? I think it makes sense to answer the latter first.The answer to "will people come" is dependent on "what can be built". You suggest that the service cannot be competitive unless it is under 4 hours and 3 hours would significantly increase ridership. If one cannot build a four hour service the answer to "will people come" is different than if a 3 hour service can be provided.
west point wrote: ↑Wed Jul 08, 2020 4:39 pm adding to my post ( cannot edit ) PTC should allow class 5 track speeds for passenger trains of 90 MPH.Track geometry must be right as well. PTC doesn't let a train do 90 through a curve designed for 50. Or at least it shouldn't. PTC apparently fills the "cab signalling" requirement for 90 MPH.
west point wrote: ↑Thu Jul 09, 2020 6:03 pm By no means did I mean that the tracks did not need elimination of all slow spots. Yes change the tracks to be able to maintain 90 MPH with the PTC. It just amazes this poster that there is not a major RR route that is high speed, direct , high capacity CHI - IND - Cincinnati ?It’s pretty stunning how critical portions of every direct route were not only abandoned but turned into bike trails. I went through the corporate reasons earlier, but that doesn’t make it any easier for rail advocates.
mtuandrew wrote: ↑Thu Jul 09, 2020 10:19 pmYes. Separate daily train with P40/ B32 GP38-3 Chicago- Beech Grove with no passengers. Interchange with NS/CSX have direct routes Beech Grove- NYC, Wilmington for shops in the East. Interchange with BNSF UP for shops west.