“ The aforementioned Montreal Limited, for example, circa 1942, would pull out of New York’s Grand Central Station at 11:15 p.m., arriving at Montreal’s (now defunct) Windsor Station at 8:25 a.m., a little more than nine hours later. To make that journey today, from New York’s Penn Station on the Adirondack, requires a nearly 12-hour ride. The trip from Chicago to Minneapolis via the Olympian Hiawatha in the 1950s took about four and a half hours; today, via Amtrak’s Empire Builder, the journey is more than eight hours. Going from Brattleboro, Vt., to New York City on the Boston and Maine Railroad’s Washingtonian took less than five hours in 1938; today, Amtrak’s Vermonter (the only option) takes six hours—if it’s on time, which it isn’t, nearly 75 percent of the time…
…Obama’s bold vision obscures a simple fact: 220 mph would be phenomenal, but we would also do well to simply get trains back up to the speeds they traveled at during the Harding administration. Consider, for example, the Burlington Zephyr, described by the Saturday Evening Post as “a prodigious, silvery, three-jointed worm, with one stalk eye, a hoofish nose, no visible means of locomotion, seeming either to be speeding on its belly or to be propelled by its own roar,” which barreled from Chicago to Denver in 1934 in a little more than 13 hours. (It would take more than 18 today.) An article later that year, by which time the Zephyr had put on the “harness of a regular railroad schedule,” quoted a conductor complaining the train was “loafing” along at only 85 mph. But it was not uncommon for the Zephyr or other trains to hit speeds of more than 100 mph in the 1930s. Today’s “high-speed” Acela service on Amtrak has an average speed of 87 mph and a rarely hit peak speed of 150 mph. (The engine itself could top 200 mph.)
…Obama’s bold vision obscures a simple fact: 220 mph would be phenomenal, but we would also do well to simply get trains back up to the speeds they traveled at during the Harding administration. Consider, for example, the Burlington Zephyr, described by the Saturday Evening Post as “a prodigious, silvery, three-jointed worm, with one stalk eye, a hoofish nose, no visible means of locomotion, seeming either to be speeding on its belly or to be propelled by its own roar,” which barreled from Chicago to Denver in 1934 in a little more than 13 hours. (It would take more than 18 today.) An article later that year, by which time the Zephyr had put on the “harness of a regular railroad schedule,” quoted a conductor complaining the train was “loafing” along at only 85 mph. But it was not uncommon for the Zephyr or other trains to hit speeds of more than 100 mph in the 1930s. Today’s “high-speed” Acela service on Amtrak has an average speed of 87 mph and a rarely hit peak speed of 150 mph. (The engine itself could top 200 mph.)
