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We would have gotten that with the original CALIDOTs but Nippon Sharyo done goofed, so we got a single-level railcar from Siemens instead. If there is going to be a Superliner 3, I suggest having them be derived from Bombardier's IC 2000s (coincidentally Bombardier made the Superliner IIs)

The only other alternative for Seattle-Spokane train is the GN Stevens Pass line, and that route is at capacity (it's why BNSF reactivated the NP Stampede Pass line), being that there's numerous single-track sections. Perhaps one way to alleviate capacity constraints is to construct a second...

Not currently but MRL is planning on implementing PTC on their tracks https://www.krtv.com/news/montana-and-regional-news/2019/06/29/montana-rail-link-plans-to-adopt-positive-train-control-to-increase-safety/

Time for Amtrak to start using it (it'd be up to BNSF). I can see it work for a future intercity train serving Ellensburg, Yakima, the Tri-Cities and Spokane in addition to neo-NCH.

If Amtrak is ever going to bring back the North Coast Hiawatha (or an equivalent), they're gonna have to bring back the Stampede Pass route (heard BNSF reactivated it) as the Stevens Pass route is congested.

It goes from Denver to Vail through the I-70 alignment. I'm not proposing bringing back the Tennessee Pass route (i.e. via Colorado Springs). Looks like someone made an I-70 rail alignment But yeah I got way over my head with an I-70 intercity rail idea.

Since it transports people from Vail to a sparsely populated area in the west whilst the other has to go down to Colorado Springs before going north to Denver in the east, hence the need for a wholly new rail line to Denver to make a Vail Ski Train work. How much skigoers does Vail get compared...

Dont forget the Spanish Solution. Looking at the map, for an I-70 rail line (between Denver and Grand Junction), the existing tracks that Amtrak uses follow I-70 from Grand Junction east before diverging north at Dotsero. There are tracks do that continue to follow I-70 east (serving Eagle)...

Traffic on I-25 between Castle Rock and Monument has become similar to that of what's on the LA freeways, so it's pretty congested. As for I-70 traffic, most likely within the Denver area but there's a good amount of congestion on I-70 in the mountains.

The E6 Shinkansen's width and height are 2.945 m and 3.65 m respectively. For comparison, the ICE 3's width and height are is 2.950 m and 3.89 m respectively. This means there exists a Shinkansen design that can fit within European loading gauges (probably the biggest change will have to be...

There appears to be 3 tracks in the Union Station segment (not sure if that will be enough to host a frequency of passenger trains needed to offset congestion on I-25 and I-70). Of course once the coal and oil freights are gone for good, they can remake the Denver railway landscape since the...

Those are the through-tracks the freight railroads use (they are also the only through-tracks between Denver south to Colorado Springs and Denver north to Cheyenne), and I'm not sure if the freight railroads would allow them to put a station right there.

Where at exactly? Also, the UP's reaction to Caltrain electric was oppositional but they ultimately relented, though they also decided to stop hosting freights on the SF peninsula and insteal will hand it over to a short-line operator.

Here's hoping the tracks between DC can be rebuild, modernized and even electrified.

They can start modernizing it. This includes relocating the freight trains away and even electrifying it once frequencies and ridership are sufficient (I can imagine ACS-64s displaced by future EDMUs being used for VRE electric)

In 2015, Hitachi acquired Ansaldo-Breda (and with it their designs). Among those designs is the Frecciarossa 1000, an Italian adaptation of Bombardier's Zefiro platform. Being that Hitachi also manufactures the Shinkansen trains, it could be possible for Hitachi to build a Shinkansen adapted for...

They only have the north half (Sylmar-LAX). There's still a lot of traffic even south of it, so maybe metrolink can take the southern half of it.

They could sacrifice the median and a lane or two in each direction for the I-405 rail line

Better acceleration and traction, and the Sepulveda rail tunnel.

Starting at at least around LAX and north, the 405 line will follow on a ROW not on the freeway median. At the same time, building a new ROW that doesnt put it at the freeway median will be difficult due to all the buildings that will have to be demolished (and the usual NIMBY atittude), as well...