In some places, it might be possible for Amtrak to co-exist with other freight tracks and simply “lease” one track for its own use from the host railroad. And then lease back operating rights for freight on schedules that won’t interfere with passenger train operations. Amtrak dispatchers would decide.Too many variables. The number for doing so while preserving the existing route map would be quite different from that of a properly planned new network.
That was high speed rail. But I'll up my estimate to $500 bi llion.Umm.... even the low estimate for Los Angeles to San Francisco was over that and currently it’s over double. That’s not even the entire state of California. So yeah... at least 100 billion per state if you are starting from scratch.
Then you wonder why American infrastructure has been decaying and any actual necessary solutions to solve it ends up getting shot down and craven half-measures to appease the NIMBYs that ultimately don't do jack are passed.The cost would be the only part of the problems. By the time they got done with the law suits that would try to stop the construction of new tracks, the cost of the litigation would supersede the cost of construction - not to mention the years such litigation would set back the construction process - and then the increased cost to the original price due to inflation and cost of living increases during all those years of delay.
This could potentially push the cost into the trillion dollar range
Litigation happy society and redundant overreaching environmental regulations.Then you wonder why American infrastructure has been decaying and any actual necessary solutions to solve it ends up getting shot down and craven half-measures that ultimately don't do jack are passed.
It seems the only way out is for America to fundamentally change its politics, which is going to be borderline impossible unless a collapse to society, like something akin to the Great Depression hits America (it's not out of the possibility though).Litigation happy society and redundant overreaching environmental regulations.
In numerous places, Amtrak is going to have to build their own tracks, especially in places that have heavy freight traffic. Case in point, the Cajon and Tejon pases.
That will generally be up to the states and the practice has generally been that states fund rail improvements in exchange for greater frequency or improved schedules. Washington paid for a third track through Kelso, Oregon paid for a new siding in Oregon City are two examples, but they aren't new lines and are not owned by the states or Amtrak but remain under the control of the RRs. With the Point Defiance Bypass, Washington did take ownership rehab a low speed industrial lead lead, but that is only like 20 miles (and engaged BNSF for dispatching services).In numerous places, Amtrak is going to have to build their own tracks, especially in places that have heavy freight traffic. Case in point, the Cajon and Tejon pases.
The only reason CAHSR went for Tehachapi over Tejon was bias in favor of the Antelope valley and that they deliberately made the Tejon route an inferior choice to make Tehachapi more desirable. Clem did a study debunking these claims and pointed out the many benefits with using Tejon over Tehachapi.PS. The freight traffic over Tejon Pass consists solely of trucks. There is no rail line over Tejon Pass and there never has been. Even California's High Speed Rail isn't being planned to use Tejon. Santa Fe studied it in the 20s and did some preliminary engineering, but the Depression stopped it.