Sources: The New York Times, The Japan Times, JR Tokai [tech brief], [2012 annual report]
quote: Safer than cars
quote: However my cars entire cockpit is designed around protecting me. I see no such safety equipment on a modern train.
quote: The Shinkansen is approaching its 50th anniversary while operating under direct threat of typhoons, earthquakes and other natural disasters. Any one of them can kill the trains and everyone onboard. And yet... no major operational fatalities.
quote: You think you have the power and control to effect the outcome
quote: Uhhh really? Can we see a breakdown of that?Your chance of having an incident is lower, yes. However my cars entire cockpit is designed around protecting me. I see no such safety equipment on a modern train.When I was a teenager a commuter flight I was on was nearly brought down from extreme weather and turbulence. I'll never forget the feeling of helplessness and horror of being trapped in a tin can with a bunch of strangers, my life being left up to chance.You can keep your trains. At least in my vehicle I have the power and control to effect the outcome, or at least have a chance.
quote: I already acknowledged the chances are less than in a vehicle. More ritualm failing at reading comp?I know I do. I've personally prevented dozens of accidents from happening to me.You still have not made a point that refuted anything I actually said.
quote: I've personally prevented dozens of accidents from happening to me.
quote: Safer than cars and airplanes, and likely more comfortable than both on long trips.
quote: As the article says, these trains are obscenely loud and there is no way that a high speed maglev rail line can be operated above ground within range of buildings. The entire corridor would have to be underground in order to meet noise restrictions since there is no open space in which to put the tracks. This adds significant cost.
quote: Even if this can be overcome, the government will never get all of the right of way (above or underground) to build a straight track in the northeast corridor. You can't just wind the track through a narrow right of way like you can a road; you need an extremely straight track when traveling at 300MPH. One small area opposing the proposal would kill the entire project. There is no point to a maglev train unless it can actually travel at 300MPH. The 150MPH Acela can only travel that speed on a small portion of straight track; it actually averages only 70MPH on the Boston-DC route.
quote: Maglev might be useful in travel in wide open areas (e.g. NYC to Chicago) where long stretches of straight rail can be built above ground, but the 40 miles of suburbs outside each of the cites would still be a problem.
quote: In order to attract customers the trains have to be extremely fast. If the speed is curtailed in any way, customers won't come and the investment will never be paid back.
quote: these trains are obscenely loud
quote: The technology behind the Acela is sound. It's all the crooked bureaucrats in the state and federal government houses that screwed up so much
quote: Even aircraft travel is only about twice as fast as the supertrain; add in the time it takes to get through security, board, and taxi at the airports and the maglev bullet train may actually be "faster" than a commercial flight, with much less cost and inconvenience.
quote: It's understandable why American consumers may be a little unenthused at rail. On Amtrak's fastest Acelera trains, it takes roughly three hours to ride from Washington D.C. to Baltimore, Maryland. A flight takes about an hour and 15 minutes.
quote: Some U.S. leaders want to build a maglev line connecting New York City and Washington D.C.
quote: U.S. trains -- most of which are run today by The National Railroad Passenger Corp. (aka. "Amtrak") -- average a speed of 110 miles per hour (mph). That's about a third of the speed of the Japanese high-tech track. Amtrak's fastest train -- Acela -- can only cruise at 150 mph, about half the speed of the JR Tokai maglev.
quote: Based on the JR Tokai cost estimates for the Chuo Shinkansen line (which are about $164M USD per kilometer for non-mountain track), a similar Washington D.C. to New York City (227 mi./365 km) would cost about $60B USD.