I have a feeling, based on the "Build it, and they will come" philosophy, that about 5 years after the line is open to Andover, that there will be some significant growth in that area. New York-Scranton, not so much but possibly Stroudsberg and vicinity, and points east, if they get that far.
Gilbert B Norman wrote: ↑Thu Nov 17, 2022 4:08 pm Mr. John from Jersey, you do raise an interesting point.That is an interesting point indeed. FEC doesn't run nearly as often as Brightline runs (especially once they get the Orlando connection complete), so I'd imagine Brightline can run on FEC's tracks (if needed) but FEC can't run on Brightline tracks, like how you said UTA does.
Will Brightline essentially be confined to the additional track being built W Palm to Cocoa Rockledge and FEC to the existing, or will operations of both roads be "intermingled" allowing both tracks available for either class of traffic?
There is a situation with the Utah passenger service. Between Salt Lake City and Ogden UTA paid (surely Federal and State funding in the mix as well) for an additional track to be laid alongside the existing UP double track. UP must stay off the UTA track, but UTA can use the UP in an emergency.
Another interesting thing to note, is much of the (main) line, if not all of it, from Cocoa to Orlando is going to be single-tracked.
CharlieL wrote: ↑Thu Nov 17, 2022 5:25 pm I have a feeling, based on the "Build it, and they will come" philosophy, that about 5 years after the line is open to Andover, that there will be some significant growth in that area. New York-Scranton, not so much but possibly Stroudsberg and vicinity, and points east, if they get that far.I think it's very likely to bring some serious development to Northwestern NJ for sure.