Enlargeable graphics: Maglev and DesertXpress
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Sat, Jun 13, 2009 (10:51 p.m.)
How does the technology work? Which high-speed rail train should we choose and build? The answers to those questions, and how the proposed routes would fit into the greater scheme of California and Nevada, in three graphics. Make sure you click the full-screen button.
Discussion: 4 comments so far…
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Unproven in the Unites States, but you show a picture of a maglev train in service in Shanghai?
Is this suggesting the Chinese capable of engineering feats the Unites States is not? I hope not!
Actually VegasEngineer, that is not the TransRapid Maglev in Shanghai. It is the Japanese Railway Yamanashi Maglev Test Line, which uses different Maglev technology than Germany's Transrapid system.
I don't know whether or not the mix-up in pictures signifies a technological shift in direction for the LV/LA maglev proposal. But it's a question worth asking.
Just because it's cheaper doesn't mean it's better. Even IF (there's no assurance) the Palmdale extension was built, a trip from Ontario or Anaheim to Vegas would still be well over an hour faster on the maglev. I would only support DX if future plans included a Cajon Pass leg. As the Inland Empire begins to densify and it's residents become less dependant on commuting to LA for work, the demand WILL be there for it.
Even though Maglev isn't compatible with steel-wheel HSR technology, there can still be transfer stations at Ontario Airport and Anaheim (especially if ARTIC is chosen as the terminus).
Besides, DX was supposed to break ground in March, not "this year". Not to mention that they now want 80% of the project's funds to come from the feds. On top of that, the DX has apparently avoided the CEQA process. Totally unacceptable.
And for the record, the same company that is trying to build DX is the same company that filed bankruptcy on their very own Monorail system.
The California High Speed Rail Authority just announced the selection of the first leg of their high speed project, 54 miles in the Central valley for 4.3 billion dollars. About 80 million a mile in a non urban area. Makes you wonder about the quoted cost per mile numbers of either of these systems.
Robert Pulliam
Tubular Rail Inc.
Houston TX
www.tubularrail.com