Second attempt at second filter:

What are the Traffic Functions after an upgrade?

The calculated speed or time is no statement by itself. It is a good or bad value only in relation to a certain pursued traffic function. Questions for judgement were already introduced on page 3, but are repeated here:

  1. Can this route compete with the help of nighttrains, aiming at the kind of morning arrivals, that force the business traveler into 4 a.m. wakeups with air travel?

Yes, with about 9 hours travel time between Eugene and Sacramento, true overnighters come into reach for the Shasta Route. Unlike the current "Coast Starlight", they can attract business travelers, not just "personal business". Possibilities are outlined on the next page.

  1. Are there important intermediate stops, important enough to fill the trains, if the whole journey is too long for daytrains?

No, under current FRA regulations, no daytrain operation is possible on this route. As shown on the last page, there is a stretch of 6:50 hours without stops in any bigger city. As well, there isn't a chain of small cities along this part of the route.

  1. Can this route compete against the car, which means providing low price plus flexibility in travel arrangements?

No, without daytrains available, the private car offers unmatched flexibility.

If there is only nightly traffic on the Shasta Route, the long distance trains loose most of their traffic function for the Northern California Valley. An upgrade towards 125 or 110mph becomes less likely in that situation.

BM93 DMU passes through the village of Setså, Norway
As shown by this passenger train operation to a small destination north of the Polar Circle, solutions for long distances and low population density exist. But once again: They do not exist under the control of the FRA.

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Last modified: 2003-08-10