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Re: High-speed rail critics question the first route segment, which will end in an almond orchard
Author: Ernest H. Robl
Date: 08-30-2016 - 12:54
When you build something in segments, which is the case with most large rail projects, each segment has to end somewhere. And you actually do not want the segment to end right at a station or connecting point.
Let me give an example: In Salzburg, Austria, The SLB, a local rail transit system somewhat akin to an American interurban, used to terminate in the square in front of the main railroad station. The SLB had about half a mile of street running before entering its own right of way. (The reason that I characterize it as an interurban is that the line also has some freight traffic, though most of the traffic is passengers in rail vehicles from Siemens.)
To free up traffic in the area, the city decided to move the SLB passenger terminus underground in connection with a major rebuilt of the station square. This even allowed passengers from mainline rail trains to transfer to the SLB through an underground passage from the main station, without having to get into the elements.
The reason I mention this is that when the SLB end station was moved underground, the new tunnel was built about half a mile past the end point under the station square. And the tracks extend most of that distance. Why? Beyond the the obvious point of being able to store and stage equipment there, an official told me that the main reason was that if the city decided to extend the SLB further under the city, new tunnel construction could begin with only minor disruption to the existing passenger terminus.
Yes, the city was actually willing to pay for the additional half mile as an investment in future options.
-- Ernest
Let me give an example: In Salzburg, Austria, The SLB, a local rail transit system somewhat akin to an American interurban, used to terminate in the square in front of the main railroad station. The SLB had about half a mile of street running before entering its own right of way. (The reason that I characterize it as an interurban is that the line also has some freight traffic, though most of the traffic is passengers in rail vehicles from Siemens.)
To free up traffic in the area, the city decided to move the SLB passenger terminus underground in connection with a major rebuilt of the station square. This even allowed passengers from mainline rail trains to transfer to the SLB through an underground passage from the main station, without having to get into the elements.
The reason I mention this is that when the SLB end station was moved underground, the new tunnel was built about half a mile past the end point under the station square. And the tracks extend most of that distance. Why? Beyond the the obvious point of being able to store and stage equipment there, an official told me that the main reason was that if the city decided to extend the SLB further under the city, new tunnel construction could begin with only minor disruption to the existing passenger terminus.
Yes, the city was actually willing to pay for the additional half mile as an investment in future options.
-- Ernest
