That's a decent growth but man...if full service is just 16 daily trips, they're toast. Even the Hartford Line has that--and it has the advantage of serving more stations. America gotta realize that the only way to get money in passenger rail is in HIGH FREQUENCY servicehttps://twitter.com/MarketUrbanism/status/1046562405331988480 …
If they offered way more frequent trips and many more local trips--like the Shinkansen does--would they be doing better, or worse?
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If they had cities to serve in the middle, then better. But there's nothing between Paris and Lyon on the LGV Sud-Est.
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Unlike in South Florida, where Brightline's current route is heavily populated and its Orlando extension will pass Port St Lucie, Fort Pierce, Vero Beach, and Palm Bay, to name a few
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And as for LGV Sud-Est...I'm still wondering why they never ran the route through Troyes and Dijon back when they built it, or at least added stops at the few towns they DID pass, like Sens and Le Creusot
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They skipped Dijon because detouring to serve it would add several tens of km to the route-length. And there is a Le Creusot stop.
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Oh whoops re: Le Creusot... Granted Dijon would've made the route a bit longer, but if this graphic is any indicator, that would've been a better choice than what they're planning to do insteadpic.twitter.com/dPhFbH5CHr
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[Dijon might also have required a tunnel. There are no tunnels on the LGV Sud-Est.] The LGV Sud-Est is ~100 km shorter than the legacy line.
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The best Japanese comparison is the Chuo Shinkansen, modulo tunnels: ~400 km vs. 515 on the Tokaido Shinkansen and 550 on the legacy line.
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Right so TGV could've afforded to be closer to the legacy route mileage and still been a huge success, and even when a greenfield route cuts out a ton of mileage it's still smart to have stops at whatever towns it passes (Kofu, Iida, etc)
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