Dumb question but what is the difference between buying Right of Way vs Track? Does ROW imply that there is no track currently there (it may have been removed etc) or is the difference something else?
Dumb question but what is the difference between buying Right of Way vs Track? Does ROW imply that there is no track currently there (it may have been removed etc) or is the difference something else?
Note that methods of taxing railways differ from state to state. Both Colorado and Oregon, just as examples that I'm familiar with, use the Centrally Assessed Utilities Method. If track is in place, it's a railway. If not, it's a real estate investment. It's usually less tax for a weedy line than for a real estate parcel.I should think that regardless of track being there or not, buying the underlying property from the railroad significantly reduces that railroad's property tax bill. They like that sort of thing.
I'm so confused how thats even still an idea. Like we got photos of it with SEPTA trains next to double stack freights is that not enough to prove we can do so in this countryEven the rail friendly executives are ignorant to the point of making wrong assumptions leading to wrong decisions.
I am watching this Webinar (111/1/22) on Virginia rail improvement D. J. Stadler just said with a straight face that he cannot electrify the passenger trackage south of Washington DC using catenary because there is no way to build catenary that would allow operation of double stacks under it. Clearly he has never traveled north of Washington and bothered to look out the window between Baltimore and Wilmington. Sigh.
As I said, sometimes the ignorance of the so called executives managing our passenger rail system can be quite astounding.I'm so confused how thats even still an idea. Like we got photos of it with SEPTA trains next to double stack freights is that not enough to prove we can do so in this country
If we sent him to India to look at the double-stack electric freight I'm guessing his head would explode??Even the rail friendly executives are ignorant to the point of making wrong assumptions leading to wrong decisions.
I am watching this Webinar (111/1/22) on Virginia rail improvement D. J. Stadler just said with a straight face that he cannot electrify the passenger trackage south of Washington DC using catenary because there is no way to build catenary that would allow operation of double stacks under it. Clearly he has never traveled north of Washington and bothered to look out the window between Baltimore and Wilmington. Sigh.
There is a reason that passenger rail development under these government bureaucrats is totally screwed up.
Not to mention that Indian Railways is now over 90% electrified system-wide and 100% for trunk route main lines.If we sent him to India to look at the double-stack electric freight I'm guessing his head would explode??
So, he's a fossil fool? [Add a French accent for added comedy...]Not to mention that Indian Railways is now over 90% electrified system-wide and 100% for trunk route main lines.
Stadler seems to thinks that he will just use more efficient diesel engines and call it a day. Talk about fossil
Why would he care though? Not like he’s at risk of being fired no matter how badly he performs at his job…. Man it would be great to have competent leadershipEven the rail friendly executives are ignorant to the point of making wrong assumptions leading to wrong decisions.
I am watching this Webinar (11/1/22) on Virginia rail improvement D. J. Stadler just said with a straight face that he cannot electrify the passenger trackage south of Washington DC using catenary because there is no way to build catenary that would allow operation of double stacks under it. Clearly he has never traveled north of Washington and bothered to look out the window between Baltimore and Wilmington. Sigh.
There is a reason that passenger rail development under these government bureaucrats is totally screwed up.
Up north, the Downeaster is replacing amfleets with Horizon cars presumably bumped from the Midwest by the new Venture cars. This should free up some amfleets.Besides the Long Bridge bottleneck, there's likely to be an Amfleet bottleneck for a couple of years
Just curious…does Amtrak California still use those converted NJT Comet/Arrow cars?
I believe there were 14 of them…
That may be absorbed by the aging Amfleet fleet and at best is one more coach on a couple of trains.Up north, the Downeaster is replacing amfleets with Horizon cars presumably bumped from the Midwest by the new Venture cars. This should free up some amfleets.
I’m glad these acquisitions are taking place. Virginia also grabbed some track from NS that the future Commonwealth Corridor would run along between Ashland and Charlottesville. I wonder if the new Newport News station will see further upgrades to store an additional train or trains and more features.Happened to see this in a Twitter feed
https://www.trains.com/trn/news-rev...fficially-to-acquire-norfolk-southern-routes/
WASHINGTON – Virginia and Charlotte, N.C., have notified federal regulators that they intend to acquire portions of Norfolk Southern main lines in order to expand passenger and commuter service.
In a filing with the Surface Transportation Board this week, the Virginia Passenger Rail Authority said its acquisition of the NS Manassas Line, as well as operating agreements covering trackage in southwest Virginia, should be exempt from board review.
Virginia will acquire the Manassas Line between milepost 10.76 and 32.75, as well as the adjacent Seminary Passage from milepost 9.25 to milepost 10.76. VPRA also will acquire a passenger rail operating easement on the lines between milepost 32.75 and milepost 33.6. The deal will permit more frequent Virginia Railway Express commuter service to and from Washington Union Station.
VPRA also will gain rights to add more Amtrak service between Alexandria, Va., and Roanoke, Va., which later will be extended to a new station in Radford, in the New River Valley.
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