Moderator: lbshelby
lbshelby wrote:2.) The OE is a line that hits all the major cities that the UP does and has a stable and dramatically lower freight volume.
3.) The report's "OE Alignment" right-of-way from Tualatin southwards is in public hands, giving ODOT leverage over it in a way they do not have over the UP alignment.
4.) Amtrak is unhappy with how UP has treated them in the past and sees no signs of an improvement ever coming.
5.) PNWR sees improvements to their railroad that will cost them little or nothing.
railohio wrote:So we're talking about the Oregon Electric? A former interurban? Why wouldn't it be well-suited for passenger service? Yes, some reinvestment will be needed but we're talking about a railroad that was built for speed. It's basically straight and flat, or at least lacking in major grades. There's nothing there that Talgo sets or DMUs couldn't handle.
lbshelby wrote:Here's another way to look at it: which costs less, accommodating an additional 32-36 trains on a line already handling 20, or accommodating an additional 2-6 trains on a line already handling 8?
railohio wrote:So we're talking about the Oregon Electric? A former interurban? Why wouldn't it be well-suited for passenger service? Yes, some reinvestment will be needed but we're talking about a railroad that was built for speed.
wigwagfan wrote:BNSF operates some 40-50 trains a day north of Vancouver and UP runs about 10 south of Portland
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