Tag Archives: high-speed rail

Not content to just threaten any airlines that might oppose heavy subsidies to high-speed rail aimed at putting their unsubsidized operations out of business, Secretary of Immobility Ray LaHood is now threatening railroads that are supposedly dragging their wheels in response to federal plans to run moderate-speed (up to 110 mph) trains on their freight lines. As previously noted here, three of the nation’s four largest railroads have stated that they do not believe that passenger trains can be safely run faster than 90 mph (79 mph in the case of one of the railroads) on the same tracks as freight trains.

Apparently, LaHood has been making “thinly veiled threats” to apply “punitive measures” to railroads that aren’t getting on board the 110 mph trains. Obama’s expectation was that the railroads would eagerly accept money to improve their tracks because the improvements would benefit the freight trains as well as passenger service. But the reality is that the typical freight car spends far more time standing still than in motion, so speeding a freight train from, say, 50 mph to 60 mph has almost no effect on the amount of time required to deliver payloads.

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Here’s a brilliant idea from a disappointing governator who ran as a fiscal conservative but then helped his state run up tens of billions of dollars of deficits: build a “demonstration” high-speed rail project from Los Angeles to San Diego. The trains would use existing tracks and so would be moderate-speed rail, not true high-speed rail. Schwarzenegger hopes to see it completed before he leaves office so that people can see the benefits of California’s true high-speed rail project that won’t be completed before 2020.

The top speed of Amtrak’s Pacific Surfliner from L.A. to San Diego is 90 mph. Schwarzenegger could spend a billion dollars on this route, but BNSF would still restrict the top speed to 90 mph.
Flickr photo by Snap Man.

Other than the fact that nobody has any money to do what Schwarzenegger proposes to do, one major problem is that the BNSF Railway, whose tracks the trains would use, has a policy that passenger trains may not go more than 90 mph on its tracks. CSX has a similar policy; Norfolk Southern’s limit is 79 mph. Of the nation’s four largest railroads, only the Union Pacific has agreed to allow trains as fast as 110 mph on its tracks, and then only if the government spends billions adding new tracks for both passenger and freight trains to run on.

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Over most of Obama’s so-called high-speed rail network, the administration proposes to run passenger trains at top speeds of 110 miles per hour on the same tracks as freight trains. But CSX says it will not allow passenger trains to run faster than 90 mph on the same tracks as its freight trains. If the government wants to build new tracks, they must be at least 30 feet from CSX freight tracks.

Since New York, among other states, was counting on using CSX tracks for some of its moderate-speed rail routes, the Empire state has unsuccessfully pressured CSX to change this policy. Last month, the director of the state’s high-speed rail program quit in disgust because she felt other state officials were lying to CSX and not negotiating in good faith.

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Remember all those jobs that high-speed rail was going to create? Turns out, not so much.

Wisconsin, for example, had claimed that its share of high-speed rail funds would create 13,000 jobs. In fact, it is only going to be 4,700— and then only at the peak of construction.

So how did 4,700 turn in to 13,000? If you have a job this year, and a job next year, they counted that as two separate jobs. And if you have a job the year after that, that’s three jobs.

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