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I was wondering if it would be possible to fit 25 kV 60 Hz AC electrical equipment within the space used for the 1500 V DC electrical equipment given its design. If so then they wouldn't have to buy the Stadler EMUs that Caltrain will be using. I was bringin up Stadler providing bilevel electric...

Superliners are pretty tall to begin with (I think they're the tallest bilevel coaches currently in service)

Looks like Metra and NICTD will have to turn to Stadler for new EMUs then. The BNSF and Union Pacific lines see higher ridership than the Metra Electric and Rock Island lines (both of which Metra completely owns the tracks to) The can also use overhead rails like Berlin Hauptbahnhof so...

No they would have to dig 8 feet below Union Station to raise the vertical clearance from roughly 17 feet to 25 feet (the vertical clearance Caltrain electric will have)

I know that. Though NS will have to make a 25 kV 60 Hz version of the Highliner II and I don't think sending back existing Highliner IIs to NS to be converted to that voltage would be easy, hence me bringing up Stadler as a supplier for new 25 kV EMUs for Metra And how would it?

And they're 16 ft 2 in so around 17 ft. So they'll have to dig as much as 8 ft to safely allow 25 kV wires. Guess this means digging a tunnel on its approaches (this will also force Amtrak and Metra to end using diesels so they're gonna have to buy battery locos for the non-electric operations)

What's Union Station's vertical clearance?

Recently, Metra has contemplated electrifying the Rock Island District (as they own the tracks) as part of a set of improvements they announce for the system. I do think if they want to electrify the Rock Island District, they could also electrify other lines that see high frequency and...

Even more damning is that one new lane on I-5 between Vancouver, BC and Portland in each direction would cost $108 billion, and it seems everyone in Washington is fighting tooth and nail to prevent I976 from taking effect. Been hearing that Bernie as president would be the best shot at getting...

Sounder commuter trains will relocate to the new ROW, although from Allentown Junction (which lies south of Union Station) south, Sounder and Amtrak Cascades will split from the new ROW and onto the existing BNSF ROW south to Tacoma. Between Allentown Junction and a little bit north of Union...

There's gonna be a new ROW for neo-Union Station. I'll bring this up https://seattletransitblog.com/2017/08/09/seattle-vancouver-high-speed-rail-part-4-terminals/ https://seattletransitblog.com/2017/03/09/seattle-vancouver-high-speed-rail-part-2-everett-to-bellingham/ )

They can't electrify the current King Street station due to clearance constrains on the Great Northern tunnel, lest you want BNSF (who owns the tracks) to give up double stack containers (which they will not do; they had to notch it so it could accomodate double-stack trains).

It's space-constrained

Neo-Union Station will have through-running tracks for up north unlike its historical counterpart.

Coast Starlight terminates at King Street, but yeah forgot to mention that once Neo-Union Station services the Cascades and Sounder, and Rocky Mountaineer has gone to Seattle

It never did. Only King Street had a connecting track to the GN tunnel.

Historically, Seattle has two major train stations: King Street Station and Union Station. The former historically served the Great Northern and Northern Pacific (and later Burlington Northern) whilst the latter served the Union Pacific and Milwaukee Road. After 1971, Union Station was closed as...

What kind of tax incentives at the Canyon Subdivision (former WP line)?

They did not explicitly mention a Donner Tunnel but the high freight traffic and harsh winters on the Donner Pass rail line are going to convince Amtrak that the only other way to provide any more passenger train service to Reno is to build a tunnel since Union Pacific isn't going to allow any...

They deemed a Reno extension unlikely for now due to high freight traffic on the Donner line and lack of funding. Literally the only other way is to provide passenger service to Reno is to build a new rail tunnel under the Donner Pass, and it would be nearly 40 miles long and take more than two...