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I'd be happy to go with 120-580, I don't want to get in the way of higher priority tasks like Express passenger/freight rail projects ... so there aren't many short connections at all in there, ... except for a few special cases.

Because of the Bay, there is little downside and plenty of upside running as Express rail from San Jose to Oakland at the end of a HSR corridor to San Jose, especially if the final station is an interchange with the local rail over the Golden Gate.

Separate lines to Orlando and to Tampa down the length of the state is probably not a starter, so if I redrew the second map right now, I would draw the map assuming Tampa/Orlando/Jacksonville and Miami/Orlando/Jacksonville are two distinct services sharing the same Orlando/Jacksonville corridor.

But this map is not drawn on the assumption that you can buy a HSR ticket between, say, LA and Riverside. Short segments are included based on the additional trips they offer in the bracket.

And it is most definitely not a network planning map, since the broader idea that it is addressing is setting up an accounts-based system to support interurban trips of 1:30 to 3:00, with a range of types of projects eligible. HSR would be only one of those types of projects ... both Express rail and regular passenger rail would also be eligible.


I've been accused of being a Marxist, yet while Harpo's my favourite, it's Groucho I'm always quoting. Odd, that.

by BruceMcF (agila61 at netscape dot net) on Sat Mar 24th, 2007 at 07:15:16 PM EST
[ Parent ]
But this map is not drawn on the assumption that you can buy a HSR ticket between, say, LA and Riverside. Short segments are included based on the additional trips they offer in the bracket.

Ah, that would have been sweet, 30 minutes into Union Station.

"It's the statue, man, The Statue."

by Migeru (migeru at eurotrib dot com) on Sat Mar 24th, 2007 at 07:21:44 PM EST
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