We don't want to forget ----HYPER-LOOP/MEGLEV are transport for planetary mining slave colonies promoted by DeBEERS for whom ELON MUSK works.
How does global banking get hundreds of billions of dollars spent on GLOBAL SPACE MINING----pretending to be US INFRASTRUCTURE development.
Fast forward to today and all that HYPER-LOOP/MEGLEV discussion has faded to 'more reasonable innovations like high speed AMTRAK -----meanwhile all those billions handed to ELON MUSK or VIRGIN corporation are building in DESERTS like NEVADA and BAHRAIN-----because all that is GLOBAL MILITARY SPACE MINING technology.
We like to remind our US 99% WE THE WOMEN who are being told they are WINNERS if they are tied to ONE WORLD ONE GOVERNANCE----UNITED NATIONS/WORLD BANK----that they work for DeBEERS----global banking is global mining.
ALL OF OUR US STATE TRANSPORTATION AGENCIES WORKING TO INSTALL THESE TECHNOLOGIES ----ARE SENDING ALL OUR SOVEREIGN TAX MONEY TO ADVANCE BRUTAL GLOBAL MINING CORPORATIONS.
In August 2017, De Beers partnered with the Stanford Graduate School of Business to accelerate business ventures to market in Botswana, Namibia, and South Africa. As part of two programs, the partnership is set to help teach early entrepreneurs how to commercialize their business ideas. The partnership is a 3-year, $3 million deal.
In September 2017, De Beers partnered with UN Women to help the advancement of women within the company and the countries it operates in. In 2018, the two entities launched a program to support 500 women micro-entrepreneurs in Blouberg and Musina communities, near De Beers’ Venetia diamond mine.[97']
Here we all this HYPERLOOP AND MEGLEV being proto-typed in INDIA ----CHINA. China concludes------that sticking with traditional rail technology is BEST.
'Virgin Hyperloop One and Shanghai Maglev both have very cool technologies. The technology behind Shanghai Maglev is that it operates by magnetic levitation (maglev)'.
'China built a short maglev line to the Shanghai airport to test the feasibility of the technology for longer trips. The result? They're sticking with traditional high-speed rail technology'.
Meanwhile, it seems ELON MUSK AND VIRGIN are taking our US Federal funding and building proto-types in INDIA------RUSSIA-----you know, all that FLIPPING OF EARTH'S ECONOMIC AXIS from WESTERN HEMISPHERE TO EASTERN HEMISPHERE.
'The (European) Train of the Future
The Hyperloop has been dubbed ‘the train of the future.’ With active projects already in Dubai, Canada, and Russia, the futuristic pod is now coming to France via Hyperloop Transportation Technologies (HTT)'.
This was the discussion several years when all this HYPE was used to secure US FEDERAL FUNDING-------nothing is happening and plans are promoting as CHINA did--------sticking with traditional high-speed rail technology-----AKA ------AMTRAK HIGH SPEED RAIL.
'The world’s first Hyperloop is likely to be built in India and construction will start at the end of next year, Virgin Hyperloop One CEO Jay Walder told Yahoo Finance.
“One of the big projects that we've been working on right now is in India — it's to build a route from Mumbai to Pune,“ Walder explained in an interview on the sidelines of a national roadshow in New York City. “That's about a [75-mile] route… the first phase of that project will be [7.5 miles]. … I think there’ll be shovels in the ground by the end of 2020. So it's really exciting. It's happening. It's here now.”
The Hyperloop system is a futuristic mode of transportation that would put passengers in pods that would magnetically levitate and travel through vacuum tubes across states, or even countries.
The mode of transportation would move “670 miles an hour,” Walder said. “But it's going to be really smooth. You could literally hold a cup of coffee if you're doing it.”
Why not maglev or hyperloop?
China built a short maglev line to the Shanghai airport to test the feasibility of the technology for longer trips. The result? They're sticking with traditional high-speed rail technology.The vast majority of high-speed rail systems around the world use conventional "steel wheel on steel rail" technology. This is the same basic concept that the world's first machine-powered railroad used in 1830. Since then, we've moved from steam to diesel to electric power. We've made curves and slopes more gentle, introduced advanced signaling systems and found other ways to improve safety, reliability and speed. But like 1830's Liverpool and Manchester railway, modern high-speed rail still rolls on two rails that are 4 feet, 8 and a half inches (1.435 m) apart.
This doesn't mean the world hasn't tried other technologies. Since the beginning of the 20th century, magnetic levigation, or maglev, has perpetually been "the future" of rail. More than 100 years have passed since the first patents were issued, and maglev has yet to prove itself reliable or effective. The challenges in designing a functional maglev system seem to outweigh the potential benefits.
China inaugurated the world's fastest commercial maglev line in 2004, connecting the Shanghai airport to the city's outskirts, where one must then transfer to the metro to continue to the city center or main rail station. The line was intended to be a test for a 105 mi (169 km) line from Shanghai to Hangzhou. After evaluating the airport line's high construction and operating costs, China opted to build the link to Hangzhou in 2010 using traditional high-speed rail technology.
Hyperloop is an evolution of maglev that operates inside an airless tube, similar to the machine that shuttles items back and forth at a bank drive-through. Los Angeles to San Francisco in 30 minutes may sound appealing, but you have to do it strapped into a reclined seat in a windowless cylinder. Forget about seeing the scenery or going to the bathroom. Production of a full-scale, working hyperloop model is taking longer and costing more than expected. Transportation experts have also noted that hyperloop backers have wildly underestimated the costs of right-of-way acquisition, construction and operating.
Beyond technical or financial snafus, the single biggest weakness of systems like maglev and hyperloop is that they can't take advantage of the vast network of railroads that already crisscross our country. They can't access the stations that are already nestled among the skyscrapers in our downtowns or on our small-town main streets. Around the world, successful high-speed rail systems are extentions and additions to existing railroad networks, which maglev or hyperloop simply cannot be.
MUSK AND BRANSON tied to SILICON VALLEY technology received most of those tens of billions for high speed rail.
HIGH-SPEED RAIL IS GOING NOWHERE FAST IN US.
REAL LEFT SOCIAL PROGRESSIVE LIBERALS built the road and train infrastructure from 20th century via programs like FDR NEW DEAL -----they were PUBLIC TRANSIT governed by our local/state/national government. FEDERAL INTERSTATE ROADS/RAIL-----controlled by Congress and US courts. State roads controlled by US states.
TODAY, infrastructure development whether RAIL OR ROADS is being outsourced to GLOBAL FOREIGN CORPORATIONS ------attacking our US sovereignty in infrastructure.
'Senator Bernie Sanders is proposing $607 billion for a new high-speed train network as part of his Green New Deal. Representative Alexandria Ocasio-Cortez included it in her own plan earlier this year'.
THE NEW GREEN DEAL is that ATTACK. 'GREEN' stands for MONEY---PROFITS---it does not stand for environmentalism--------yes, BERNIE as a global banking 1% OLD WORLD KINGS---TRIBE OF JUDAH-----and CORTEZ as a global banking 1% KNIGHTS OF MALTA see all those hundreds of billions of dollars in road and rail to go to OVERSEAS FOREIGN TRANSPORTATION CORPORATIONS-----making GREEN money for extremely rich people.
Amtrak's Next-Generation of High-Speed Rail
At Amtrak we know the future of the Northeast Corridor depends on the…
At Amtrak we know the future of the Northeast Corridor depends on the investments we make today, which is why we are excited to announce the upcoming arrival...
At Amtrak we know the future of the Northeast Corridor depends on the investments we make today, which is why we are excited to announce the upcoming arrival of the next-generation of high-speed rail. The new trainsets will replace the current Acela Express equipment and begin service in 2021. For this project, we are pleased to be partnering with Alstom, a leading global provider of innovative systems and equipment in the railway sector. Alstom will be building these new trainsets in New York State, with 95% of the trainset’s components being made in America, and parts coming from 350 suppliers in 30 U.S. states'.
This is how these terms ------HYPERLOOP and MEGLEV became US FEDERAL FUNDING structures having nothing to do with our US commercial or passenger road/rail.
SANDERS AND CORTEZ ARE FAR-RIGHT WING GLOBAL BANKING 1% EXTREME WEALTH EXTREME POVERTY-----LIBERATARIAN MARXISTS----they want to send all our sovereign tax money to global foreign corporations.
HIGH SPEED AMTRAK SEEMS THE WINNER TODAY IN MOST RAIL PLANS ---YET, GLOBAL BANKING 1% ARE STILL SELLING HYPERLOOP/MEGLEV.
So, we don't want or need HIGH-SPEED RAIL----we need to update and maintain perfectly GOOD MARC COMMUTER RAIL for passengers-----but, if we must go HIGH-SPEED we think AMTRAK ---not the fastest----but the most reasonable.
Technology & Ideas
High-Speed Rail Is Going Nowhere Fast in the U.S.
Bullet trains usually are money losers and make little sense for America’s sprawling, car-oriented landscape.
December 20, 2019, 8:00 AM EST
Probably not coming to the U.S. anytime soon.
Some leaders in the U.S. are intent on reviving the old dream of high-speed rail. Senator Bernie Sanders is proposing $607 billion for a new high-speed train network as part of his Green New Deal. Representative Alexandria Ocasio-Cortez included it in her own plan earlier this year. On Twitter, Sanders’s political allies sing the praises of high-speed rail systems such as China’s.
High-speed rail puts an optimistic, futuristic face on an economic agenda that might otherwise seem mainly about sacrifice and belt-tightening. It’s high-tech, beautiful and iconic. It would be a substitute for regional air travel and road trips, and reduce carbon emissions. And it’s an area where the U.S. genuinely lags other countries. Anyone who has experienced the speed and convenience of traveling from city to city by bullet train in Japan or France will understand the appeal.
But although this is a good long-term goal, any actual plan for building bullet trains must reckon with why high-speed rail has consistently failed in the U.S.
The Obama administration also was a fan of the idea, and requested more than $50 billion for high-speed rail projects. Much less ended up being approved, and even less was spent, thanks to state-level and congressional opposition; most of it went to upgrading existing commuter rail lines.
The one major high-speed rail project was in California, with plans for a train between Los Angeles and San Francisco. But costs ballooned; originally, the project was slated to cost about $40 billion, but the estimate has now at least doubled.
The date for the end of the first phase of construction has been delayed from 2029 to 2033. Governor Gavin Newsom has indicated that the project will be scaled back.
California’s bullet train has thus fallen victim to the same problem that plagues most U.S. transit and infrastructure projects — inflated costs.
Unless the source of those costs can be identified and dealt with, states are likely to balk at the prospect of committing to big-ticket projects that they know will likely go way over budget.
Reducing those costs is even more crucial because even under the best of conditions high-speed rail typically struggles to support itself. Japan’s famous Shinkansen system lost so much money in the 1970s and 1980s that it was broken up, privatized and subjected to ruthless cost-cutting measures. Most of China’s high-speed rail lines also operate in the red, as do many in Europe.
Now, that doesn’t mean high-speed rail isn’t worth it. Transit systems don’t have to fully pay for themselves in order to benefit society because they have spillover effects that power regional economic growth. Highways, trains and buses facilitate networks of economic interactions whose value can’t be captured by tolls and user fees.
But the spillovers from high-speed rail are likely to be smaller than for other infrastructure projects. Unlike roads, bullet trains don’t carry freight, only people (the U.S. already has an excellent freight rail network). They could generate some increased tourism, but not much, because most people can already take road trips for a similar price. Research from China suggests that one important kind of economic activity bullet trains will stimulate is interaction among high-skilled workers, such as business executives, researchers and so on. That’s more than nothing, but it isn’t the kind of boost that highways and freight trains deliver. It also means that the biggest beneficiaries of high-speed rail would be corporations and high earners. And in the U.S., which already has well-established regional air travel and freeways, the increased benefit from more business trips will likely be smaller than in a developing country such as China.
Other factors specific to the U.S. make high-speed rail less attractive than in Europe or Asia. Sprawling U.S. cities tend to be built around cars and roads, meaning that many high-speed rail passengers who arrive at their destination would have to either rent a car or use expensive ride-hailing services. That increases the incentive to just drive all the way. It also means that trains linking city centers would generate less economic activity in the U.S. than in more densely populated countries. In addition, the U.S. is likely to be more concerned about terrorism than other countries, because bullet trains are an obvious high-profile target. Security would add to the cost of rail systems.
So although high-speed rail is a good long-term project for carbon-emissions reduction, the U.S. would probably get more bang for the buck by focusing on local trains — fast commuter rail linking suburbs to city centers, subways and light rail to let people get around cities without cars and buses that utilize the existing road systems. These projects aren’t as grand and beautiful as bullet trains, but they would do more for economic activity and livability — and they would be a lot more cost-effective.
AMTRAK HIGH-SPEED is a BANE to global banking 1% because it moves passengers ---and not cargo. The article below is written against AMTRAK because of that. That SUBSIDIZING of a public private partnership that is AMTRAK is not PROFITABLE----
What all those HUNDREDS OF BILLIONS OF DOLLARS towards HIGH SPEED RAIL should be doing is laying TRACK designated for PA
PASSENGER AMTRAK HIGH SPEED RAIL to get passenger trains off of CSX CARGO RAIL.
Instead, it is mostly going to ELON MUSK/BRANSON.
'the U.S. would probably get more bang for the buck by focusing on local trains — fast commuter rail linking suburbs to city centers'
The article suggests that enhancing AMTRAK will leave cross-country passenger rail without full capacity----know what? The goal would be ENVIRONMENTAL to eliminate all those commuter PLANES-----to promote less cross-country AUTO DRIVING.
We even want to get rid of CORPORATE JETS----TAKE THE TRAIN----IT'S HIGH SPEED AND COOL.
'It would be a substitute for regional air travel and road trips, and reduce carbon emissions'.
Anything tied to a train attaining speeds of HYPER-LOOP OR MEGLEV will be tied to SECURITY RISKS-----we already know that---like OIL/GAS PIPELINES----rail structures like ELON MUSK/BRANSON will bring more and more and more need for GLOBAL PRIVATE SECURITY CORPORATIONS tied to ordinary US rail instrastructure.
'In addition, the U.S. is likely to be more concerned about terrorism than other countries, because bullet trains are an obvious high-profile target. Security would add to the cost of rail systems'.
Amtrak on the Gulf Coast
BPF | June 27, 2019 | 0 BIGGER PIE FORUM
Mississippi could soon be getting a passenger rail route between New Orleans and Mobile, Alabama, with most of the stops in the Magnolia State.
The downside is taxpayers, at both the state and federal levels, will heavily subsidize the Amtrak route. The federal government will provide more than $33 million with Mississippi taxpayers adding $15 million drawn from either BP oil spill settlement money or appropriations from the Legislature and Louisiana committing another $10 million.
Alabama is hesitant on whether to provide its share, likely less than $4 million.
Amtrak will provide some additional funds for right of way acquisition or improvements, according to its budget request.
Speaking of the quasi-public rail company, Amtrak is asking Congress for a $1.8 billion subsidy for this budget cycle, boasting that it had the lowest operating loss, $171 million, in its history and increased its revenue by $3.39 billion. The company has never made a profit in its entire history since 1970.
Advocates of the “spend money to make money” approach will tell you that building a regional rail route between Mobile and New Orleans will be a boon to the economy of the Gulf Coast.
What they don’t tell you is that many of Amtrak’s routes are additionally subsidized every year by taxpayers in the states as well. Alabama, Louisiana and Mississippi taxpayers will likely have to fork over annual subsidies to keep the trains rolling.
A new Gulf Coast route might enjoy an initial boost in business for the first year or two it’s in operation, but when the novelty wears off, taxpayers will be required to fill the void in funding by subsidizing largely half-filled trains.
In Europe — where countries like France and Germany are smaller than Texas — rail travel is highly subsidized and uses specialized trackage for high-speed passenger trains that isn’t shared with freight operators. Japan has a similar situation where relatively short distances make air travel cost ineffective.
In the U.S., Amtrak owns very little of the track it uses and must lease it from freight operators — like CSX, which owns the track between Mobile and New Orleans — or other passenger rail operations.
Most of Amtrak’s operating revenue is generated by its commuter rail operations in the Northeast, which accounts for 55 percent. The state-supported routes are 22.45 percent, while the long-distance routes, two of which cross Mississippi extensively, account for only 22.55 percent of Amtrak revenues.
The bottom line is passenger rail is at a competitive disadvantage in a country as large as the United States thanks to cheap air travel (many airline tickets are cheaper on long routes) and a superior interstate system.
Taxpayers would be better served by not subsidizing a service that will never turn a profit.
While gulf coast global banking 1% talk against a subsidized AMTRAK -----TEXAS is promoting and actually doing some building of just that----RAIL DESIGNATED as PASSENGER with goals of moving BUSINESS executives and citizens.
BUT, TEXAS being the TALLEST OBELISK AND MOTHER OF ALL BOMBS-----is saying they will do a HYPER-LOOP between two large cities.
Yet, no real development other than AMTRAK HIGH SPEED rail enhancement.
Texas Central, Amtrak reach agreement to link Bullet Train and Amtrak’s interstate passenger network
- May 4, 2018
- Plans call for through-ticketing for interstate travel, marketing collaboration and provision of Amtrak services
- Passengers will get connections between Amtrak and Texas Bullet Train stations in Dallas and Houston
Developers of Texas’ high-speed train have forged an agreement with Amtrak, allowing passengers to use Amtrak’s reservation system to buy tickets for through travel on both the Texas Bullet Train and Amtrak’s national routes.
Texas Central will offer a convenient transfer service connecting riders between Amtrak passenger stations and the high-speed train stations in Dallas and Houston. The agreement also will make other Amtrak services, such as training, marketing and sales capabilities, available to Texas Central.
Tim Keith, Texas Central’s president, said the company has been working with Amtrak and others on a commercial basis to expand opportunities to attract, assist and serve passengers on the 200 mph North Texas-to-Houston line.
“This agreement is another important step in the progress of the Texas Bullet Train. It gives both local and interstate travelers more options and ease of travel not previously available by intercity passenger trains in Texas.”
— Tim Keith, Texas Central President
Stephen Gardner, Amtrak’s executive vice president and chief commercial officer, said one of the most significant gaps in Amtrak’s route structure involves the country’s 4th and 5th largest economies and Texas’ largest metro areas, North Texas and Houston. The Texas Bullet Train will provide a direct connection between Amtrak routes serving the two commercial hubs, helping to facilitate interstate train travel.
“Amtrak supports the development of high-speed train service throughout the United States as part of a national passenger rail system, capable of meeting the nation’s transportation needs. When Texas Central’s high-speed line begins operation, the joint ticketing arrangement will benefit Amtrak customers who currently cannot connect by train between Texas’ two largest markets. We welcome the opportunity to partner with the private sector to expand the reach of our national network.”
— Stephen J. Gardner, Executive Vice President and Chief Commercial OfficerThe agreement comes as the Federal Railroad Administration (FRA) works to complete a final environmental study of the train’s 240-mile route. The FRA issued its Draft Environmental Impact Statement (DEIS) Dec. 15, saying the train will alleviate strains on Texas’ infrastructure.The FRA is currently reviewing public comments received on the DEIS in meetings from January to March of this year.
The Texas Bullet Train is expected to pump more than $36 billion directly into the state economy over the next 25 years, including providing more than $2.5 billion in local and state taxes, creating 10,000 direct jobs during each year of construction and boosting development around the passenger stations. The project will not take federal or state grants to build or operate the project.
Under the joint agreement, Texas Central and Amtrak will facilitate the ability of interstate and intrastate train passengers to travel between points on the Texas Central line and throughout Amtrak’s national network. The coordination includes:
- Through ticketing, an option that will allow Amtrak passengers to use its reservation system to buy Texas Central tickets.
- A Texas Central-provided transfer service, conveniently connecting passengers between Amtrak stations and the high-speed train terminals in Houston and Dallas.
- Potential coordination of frequent travel programs.
- Texas Central’s purchase of services from Amtrak, such as training, marketing and sales.
Amtrak serves over 500 stations in 46 states and three Canadian provinces. More than 16 million Texans live within 25 miles of an Amtrak station. By making ticket-buying and trip-scheduling easier for travelers, both Amtrak and Texas Central can better serve their customers, enhancing the value of the innovative project to travelers nationwide.
Harris County Judge Ed Emmett, a former commissioner on the Interstate Commerce Commission, said…
“These agreements between Amtrak and Texas Central provide for a passenger-first coordination of services that will increase Houstonians’ access to Amtrak’s national system and maximize the national impact of the Texas Bullet Train. ” Amtrak has not operated service between Dallas and Houston since 1995 when a leg of the Chicago-to-San Antonio/Los Angeles Texas Eagle route was discontinued. Texas Central will again provide service to this market, including Texas A&M University, with a passenger stop serving Bryan-College Station and Huntsville in the Brazos Valley.
Here's what REAL LEFT SOCIAL PROGRESSIVE LIBERALS feel highly likely----is MOVING FORWARD with HIGH-SPEED RAIL now being projected for 2050-------the PODS tied to HYPER-LOOP with train tunnels are designed for FREIGHT---CARGO-----global factories in TEXAS for example would drop their freight down these tunnels heading for WAREHOUSING TRANSPORT on coast.
HYPER-LOOP has nothing to do with PASSENGER----but, global banking 1% wants to use all our US AND STATE TAX MONEY to build private global rail corporation infrastructure.
THAT IS WHY THIS DISCUSSION ON RAIL PUBLIC POLICY IS BLENDED BETWEEN AMTRAK PASSENGER AND HYPER-LOOP CORPORATE CARGO.
CSX RAIL is the cargo rail in US shared by our AMTRAK AND MARC public passenger lines. If CSX is going UNDERGROUND HYPER-LOOP----POD transit----as in TEXAS -----then those CSX RAIL lines shared with AMTRAK/MARC public trains could have more access to ground rail lines.
THERE CANNOT BE HYPER-LOOP POD UNDERGROUND CARGO RAIL UNTIL GLOBAL FACTORIES MAKING US FOREIGN ECONOMIC ZONE POLICIES ARE IN PLACE.
'SNCF strike crippling rail freight activity in France - Lloyd ...
While the strike focuses on workers at state railway SNCF'
In Western Europe what was a best world history PUBLIC RAIL SYSTEM through all EURO nations----EURORAIL---is being privatized and outsourced to global corporate CARGO RAIL LOGISTICS corporations. This is what will take our US CSX rail lines as well----foreign corporations will control HYPER-LOOP POD UNDERGROUND CARGO RAIL. This is why HYPER-LOOP is starting in INDIA-----it will incorporate as a EAST INDIAN HYPER-LOOP CORPORATION-----ask ELON MUSK/BRANSON----they know.
Below we OHIO with these same TEXAS RAIL TRANSIT infrastructure plans ---but, you won't see this discussion of GLOBAL FOREIGN TRANSIT RAIL CORPORATIONS taking over CSX/AMTRAK and why 2050 is the projected completion of INNOVATIVE RAIL LINES in OHIO.
'MORPC expects to receive over $20 billion to allocate to projects over the next 30 years, Walsh said'.
This OHIO STATE PUBLIC TRANSPORTATION agency----mirrors MARYLAND STATE PUBLIC TRANSPORTATION in how it releases goals of RAIL INFRASTRUCTURE -----both being HYPER-LABOR UNION leaning towards CLINTON/OBAMA neo-liberalism----
LABOR UNIONS ARE BUSTED BY GLOBAL FOREIGN CORPORATIONS-----THERE IS NO FUTURE FOR US LABOR QUALITY OF LIFE.
The population growth in OHIO as a FOREIGN ECONOMIC ZONE filled with global factories and global labor pool is far more then a FEW MILLION-------
'The system aims to help the city prepare for population growth. Central Ohio is expected to experience a population growth from two million to three million residents by 2050'.
Hilltop Commission reviews transportation plan
Editor Columbus Messenger
December 12, 2019
By Josephine Birdsell
The Mid-Ohio Regional Planning Commission (MORPC) is finishing its long range transportation plan and is accepting feedback on transportation issues across Columbus.
Thea Walsh, director of transportation and infrastructure development, spoke about the plan at the Dec. 3 Greater Hilltop Area Commission meeting.
The plan is revised once every four years. This term, the plan spans 30 years and covers transportation primarily in Franklin County and Delaware County, as well as urban areas of associated counties. MORPC expects to receive over $20 billion to allocate to projects over the next 30 years, Walsh said.
The plan will be finalized by July 1, 2020.
MORPC is now in the final stages of planning. The plan currently outlines major transportation projects across Columbus, including Bus Rapid Transit, a high speed busing system, and a hyperloop connecting Columbus to Chicago and Pittsburgh.
Five corridors are proposed for the Bus Rapid Transit:
a corridor along East Main Street, a northeast corridor from downtown Columbus to the Polaris area, a northwest corridor from downtown Columbus to Dublin, a southeast corridor from downtown to the south end near Rickenbacker, and a corridor along West Broad Street coming out of downtown.
There is no exact timeline for the Bus Rapid Transit, however the busing system will most likely be functional within the next 10 years, said Walsh.
The system aims to help the city prepare for population growth. Central Ohio is expected to experience a population growth from two million to three million residents by 2050.
“Not everyone’s going to be able to drive a car or we’re going to have a gridlock,” said Walsh, “so ensuring that we have high performing transit systems is key in order to be able to move everybody and to encourage people to live close to their jobs.”
There is no timeline for the hyperloop connecting Columbus to Chicago and Pittsburgh, but MORPC hopes to see movement on the project by the 2020s and a fully realized transit system by 2050, said Walsh.
MORPC’s plan also accounts for smaller projects, like widening roads, improving existing bus routes and creating new bike paths.
The organization is taking suggestions from community members on projects they would like to see addressed. Suggestions should include specific locations for projects and details on the type of work needed.
“I cannot understate how important that feedback is to us (westside projects) getting funded,” Melissa Green, West Side Pride Center Manager said.
MORPC is holding a public open house on Feb. 26 from 4 to 6 p.m. at the MORPC office, 111 Liberty Road, to hear project suggestions from community members.
Whether AMTRAK HIGH SPEED or HYPERLOOP with its PODS----the goals of MOVING FORWARD US FOREIGN ECONOMIC ZONES are rail that moves BUSINESS-----BUSINESS CLASS------BUSINESS CARGO------with some room for FIRST CLASS pricey tickets.
FIRST CLASS AIRLINES pricey but affordable with 20th century middle-class quality of life----not so much with DARK AGES THIRD WORLD EXTREME POVERTY FOR ALL.
'Research from China suggests that one important kind of economic activity bullet trains will stimulate is interaction among high-skilled workers, such as business executives, researchers and so on'.
China High Speed Train Business Class Seats: Benefits ...www.chinadiscovery.com/china-trains/business... China High Speed Train Business Class Seats.
China Bullet Train Business Class Seats are the best among all types of seats onboard, which is offered on most G trains, some C trains and and some D trains, which is a little different from the classification of seats on a plane.
REMEMBER, today the US still has remnants of a MIDDLE-CLASS/WORKING CLASS earning all-American wages------by 2030 the WINNERS will be a smaller percentage as those 5% freemason/Greek players go under the bus. By 2050-----there will be no sign of a US ALL-AMERICAN quality of life. So, those FIRST CLASS tickets will be very EXCLUSIVE.
Today's 'US' will be 'THEM' by then.
Business class vs first class on China's high-speed rail network
On China's bullet trains, business class turns out to be superior to first class.
By Chris Chamberlin, December 4 2019
You'd normally be right in believing that first class travel trumps business class – but on the high-speed rail in China, it's actually the other way around: business class is the highest level of service, followed by first class as second-best.
Confused? Here's the difference between the two, and why you should be booking business class on trains where 'first class' is available too.
High-speed rail business class vs first class: pre-departure loungeIn some railway stations such as Guangzhounan (Guangzhou South), you'll notice that business class passengers get VIP treatment from the moment they arrive, over and above what's offered to first class.
For example, Guangzhounan offers a private entrance exclusively for business class guests with a dedicated security screening room – which sure beats queueing for security via the main checkpoints when travelling in other classes.
That's your first hint that in the high-speed rail stakes, business class trumps first class: and that's a handy thing for both corporate and government travellers to know, given 'first class' travel can often be restricted, with 'business class' journeys more widely deemed acceptable.
Beyond that VIP entrance for business class, both business and first class travellers otherwise begin their trip in the same way at the station, with access to a shared pre-departure lounge, where available.
High-speed rail business class vs first class: the cabin
On board the train, first class offers seating in a 2-2 arrangement, filling an entire section between two entry doors.
Business class, however, is a much smaller zone with just five seats across two rows, in a 1-1 and 2-1 layout.
Snag a seat on your lonesome, especially in the second row facing the direction of travel, and it's an incredibly private experience.
In first class, travellers seated by the windows can only access the aisle by walking in front of their neighbour. There's usually enough space to do this, except where that neighbour has their tray table in use, which will need to be folded away to let you pass.
In the more luxurious surroundings of business class, space is not a problem, with three of the five seats in the cabin being on their own, and one pair of seats still offering plenty of space for the window passenger to pass.
For a little relaxation, seats in first class can be reclined by holding in a button at the side of the armrest, just like on a plane.
Business class, however, takes that to the next level with a motorised seat, better-emulating the experience on a long international flight. Through the various control buttons, you can craft your perfect position, such as by reclining the seat and raising the leg rest.
Or, put the seat all the way down to create a bed – and if you plan to sleep, just flick that light switch on the side wall, which nixes the lights directly above you.
High-speed rail business class vs first class:
In both business class and first class, cabin attendants can help you find your seat, and help with any issues you may have such as connecting to the train's WiFi network.
This of course requires a Chinese mainland mobile number – the staff can't help you bypass that requirement if you're roaming instead – but on a journey from Hong Kong to Guangzhou, the staff were able to speak English and assist a fellow traveller with the connection process.
Food and beverage service in first class is whatever you've brought with you onto the train, as there are no complimentary drinks or snacks.
When departing Hong Kong, be mindful that there are also no shops located after Chinese passport control, so the duty-free stores beforehand sell refreshments that you can bring through.
Business class instead offers travellers a selection of complimentary refreshments. On a quick hour-long hop from Guangzhou to Hong Kong, this included a bottle of water plus a snack box, filled with a variety of treats.