Comments on: David Gunn on Amtrak’s $151bn NEC plan and how he rebuilt the Harrisburg line

By: Alex Marshall

Alex Marshall — Tue, 03 Mar 2015 16:30:00 +0000

Great interview. Gunn made his points excellently. What a shame he was fired – for doing his job, basically. He made similar points, about the inefficacy of planning, back in 2006 in this interview with me, parts of which made it into Planning Magazine and the newsletter for the Regional Plan Association. Here are some parts of it from my personal website: http://www.alexmarshall.org/2006/07/31/david-gunn-amtrak-prez-speaks-his-mind/

By: The iron road to the Steel City: Keystone West | Sic Transit Philadelphia

The iron road to the Steel City: Keystone West | Sic Transit Philadelphia — Sat, 12 Apr 2014 19:01:14 +0000

[…] to bring the Keystone tracks back up to 110 mph electric operations is a fascinating one, which you should read in his own words. While there might be time left to squeeze out of the line east of Harrisburg, not much of it is […]

By: Keystone Corridor Rail Service Sees 33.9% Jump in Ridership - Keystone Politics

Keystone Corridor Rail Service Sees 33.9% Jump in Ridership - Keystone Politics — Tue, 11 Mar 2014 15:34:36 +0000

[…] some segments at up to 110 miles per hour. If you haven’t read former Amtrak President David Gunnexplain how he upgraded the corridor on the sly, avoiding the bureaucracy that normally comes with high-profile capital projects, it’s worth a […]

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une voyante gratuite en ligne — Tue, 25 Feb 2014 10:07:57 +0000

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By: Why the Pittsburgh-Harrisburg Amtrak Train Sucks and How to Fix It. - Keystone Politics

Mon, 04 Feb 2013 16:17:55 +0000

[…] is an old Stephen Smith post on how David Gunn was able to drastically improve the Philly-Harrisburg line to give you an idea of what some of the obstacles to higher speeds […]

By: Stephen Stofka

Stephen Stofka — Thu, 13 Sep 2012 14:38:00 +0000

James–The next logical improvement (which, I believe, is already underway) is to improve a long straight stretch between Philadelphia, PA, and Elizabeth, NJ to 150 mph running. In the long term, conversion of the 1920s-era PRR-built 12kV 25Hz variable-tension catenary (overhead wire) to the 25kV 60MHz constant-tension systems now common in new installations (e.g. the one from New Haven to Boston).

The major technical complication with this is that 25kV requires greater wire clearances than 12kV does; the best way to solve this, I’d imagine, is to retain 12kV wire where clearances are most limited (major stations and throats) while implementing 25kV elsewhere.

Commuter railroads comprise the other major complication.