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I was going to say...

In some degree rail technology peaked in the late 19th Century.

The main improvement from 1880 to when Steam was retired, was in feedwater heaters, one piece truck castings, roller bearings and automatic stokers.
They had heavy steel rail, and banked, superelevated Rail for high speed operation on curves.
Electric Cab Signalling to the locomotive and CTC was introduced in the '20s, decades after telegraph allowed block signalling.
 
Besides lower friction bearings, there was nothing really keeping 120mph passenger service before WWI other than cost.
 
It looks as if several projects are underway in the US to increase train speeds:
  • Brightline project in Florida has 125 and 110mph sections.
  • Keystone is 110mph and looking to upgrade to 125 mph by removing grade crossings.
  • Wolverine has 97 miles of 110mph and us upgrading 135 miles to match that speed.
  • Lincoln Service is being upgraded so 75% of the route is 110mph by 2017
  • Blue Water opened a 97 mile stretch of 110mph in 2014
  • New Haven to Springfield MA 110mph building
Given the political environment in the US this is probably the way to go.
 

Wallet

Banned
When Obama was elected, he wanted to do HSR across the nation. He had plans for it in his stimulus package. The plan involved the federal government giving funds to each state, and the state's would build the part in their state.

Rick Scott the governor of Florida refused the money. Without Florida the plan basically fell apart
 
The Midwestern United States is one of the most geographically well-suited places on Earth for the development of high-speed trains, but the problem is funding the development of the trains themselves. By the time the Shinkansen has had any operational bugs worked out and the TGV is in development (early 1970s), the United States' freight railroads were in serious economic trouble and the country had a very good air travel system. That all being said, I don't think its entirely out of the realm of possibility, but the development of the Pennsylvania Railroad's Metroliners in the late 1960s proved the point was indeed possible.

If you are serious about this, the ideal start point would be to have a speed race in the 1930s between several railroads - this is easy to achieve - the Pennsylvania developed its T1 duplexes, which were capable of 150 mph, for high-speed operations, and its easy to get others to do so as well - with this putting the idea into the mind of the traveling public. The New York Central and Burlington Route get into the battle, resulting in the Denver Zephyr and the 20th Century Limited in the early to mid 1930s having big steam power (diesels are incapable of such speeds with 1930s technology, I think) and operational speeds of better than 120 MPH. The Pennsy T1 and whatever the NYC comes up with (a Challenger-type maybe) blow the Europeans out of the water in terms of steam speeds, with both putting up numbers of better than 150 mph all-out on test runs and further narrowing the schedules of the name trains. Meanwhile, Santa Fe, Union Pacific, Southern Pacific and Great Northern inaugurate their great streamliners, introducing the Super Chief, California Zephyr, City of San Francisco, Empire Builder, Sunset Limited and Coast Daylight into the world of railroading. This by the end of the 1930s has caught America's imagination, and the western streamlined trains soon begin dispensing with their coach cars (or improving them) in favor of coach trains that run similar routes, following the Santa Fe's example with its Super Chief and El Capitan. The Southern US railroads soon follow, with the Southern Crescent, Silver Star and Palmetto the result, and several midwestern railroads make up trains to match up with the top-line streamliners, producing the Golden State, City of New Orleans, North Coast Limited, Rocky Mountain Rocket and others.

After the war, legal changes allow the railroads to charge what they like on the passenger trains for extra fare, allowing the railroads to have the funds to continually improve their services. Out west, luxury trains ruled, with the Super Chief, City of San Francisco and Empire Builder setting the standard by which everyone else is judged. A deal between the Great Northern and Southern Pacific results in the Coast Starlight, a Seattle-San Diego/Los Angeles train which is an instant hit, and the Western Pacific/Rio Grande/Burlington Route California Zephyr is another huge hit owing to the scenic charms of the route. Recognizing the jet age, the trains one by one get new equipment, diesels replacing steam power (usually the EMD E-series or Alco PA locomotives, which were each equipped with twin prime movers) and ever-better equipment. This reduces passenger losses (and even allows profits in some cases), and while some contraction is inevitable, by the late 1950s the trains that do live on being able to prosper based on a clientele that wanted comfort as well as speed, and railroads that were prosperous enough to do this properly did indeed do so, with full dining cars (with ever-better fare) and innovative moves to get more passengers on the routes making it easier and easier to operate the trains. The New York Central's 20th Century Limited and New England States, Pennsylvania's Broadway Limited and National Limited (the latter bought from the Baltimore and Ohio as they bailed out of the passenger business) and the Chesapeake and Ohio's Washington-Detroit Chessie ruled the Northeast, while the Super Chief, Golden State and City of Los Angeles slugged it out over the Chicago-Los Angeles route, the California Zephyr and City of San Francisco fought for the Chicago-San Francisco market and the Empire Builder and North Coast Limited fought to Chicago-Seattle, with the by then hugely-busy Coast Daylight linking the West Coast. Santa Fe's Lone Star soon also ran between Chicago and San Antonio, and the El Capitan became the night train complement to the Super Chief. The Southern's Southern Crescent and the Seaboard Air Line's Silver Star and Silver Meteor owned the Northeast Corridor to the South markets, with the Southern Crescent going to Atlanta, Birmingham and New Orleans while the Silver Star and Silver Meteor raced on to Florida. All by the late 1950s had given up on trying to compete with airlines on speed and instead fancied themselves as luxury hotels on rails, and it showed in ever-better amenities and ever-bigger consists. However, these tactics for the most part worked, and by the early 1960s, airlines that couldn't easily get into domestic markets (Pan Am in particular) were teaming up with the passenger trains to act as feeders into the airline network, using connections between the cities and airports that both sides (and the cities they served) were eager to build. Furthermore, reductions in freight traffic on the Northeast Corridor for the Pennsylvania opened up new possibilities, and the completion of a tunnel under Manhattan between the Pennsylvania and Grand Central Stations in 1962 opened up possibilities for through trains between as far apart as Boston and Washington, and the Pennsylania's trains of the corridor were incredibly busy, showing that if the speed and frequency were there, the possibility of wide-scale passenger traffic was there. Night passenger trains by the early 1960s were adding to this, as the New York Central's Watchman, which began operations in 1958, was a sign of what was to come - a night train with a first-class restaurant on board, it was meant for business travelers to get on after dinner in New York, sleep most of the way to Chicago, and eat a very good breakfast on the train before the train arrived in Chicago, and as if to make the point, the Watchman's sleeping cars came with showers and a robe service, so that riders could feel good and refreshed when they got off the train at either end of the route.

The authorization of the Shinkansen's construction in 1959 did not go unnoticed in America, and the New York Central, Santa Fe, Southern Pacific and Southern Railway all helped pay for part of the financial cost of the building of the Tokaido Shinkansen in return for understanding how the route worked. They, like many others, were more than a little surprised with the results of the Shinkansen, and the New York Central began planning a route built to similar standard before the Shinkansen went into service in October 1964. Such was the success of the Shinkansen that, despite the huge costs involved, the NYC and SP announced the building of their own high-speed lines, the NYC going from New York City to Albany and Buffalo as well as partnering with the New Haven to go New York to Boston in May 1965 and SP announcing its routes from Los Angeles to San Diego, Las Vegas and the San Joaquin Valley in June 1965. This led to the High Speed Ground Transportation Act of 1965, which both helped to fund and develop American high-speed trains and their infrastructure and to push for regulatory improvements. Pan Am also bought in, offering to assist the NYC and SP with the high-speed lines. The Pennsylvania Railroad was quick to jump on board, and in November 1965 work began to unify the entire Boston-Washington route in terms of signalling, power systems and loading gauge. This was finished rapidly, and the Metroliner and Empire State services began in May 1969, while the SP's San Diego Daylight began operations in June 1969. Aware of the benefits, the Pennsylvania's Keystone Service began operations from Atlantic City to Harrisburg via Philadelphia in April 1970 and, after extensive work in the San Fernando and Tehachapi Pass routes was completed, the San Joaquin Daylight and Las Vegas Daylight began operations in November 1971, this delayed by the San Fernando Earthquake in February, which had caused extensive damage to the newly-built line in Soledad Canyon.

The effect was hard to understate. New York City's problems in the 1970s led to an economic boom in upstate New York (particularly Troy and Albany), as people chose to live further away from the crime and poverty stricken big city while still having access to it. The Metroliner services were so popular by the mid-1970s that it actually caused a reduction in air traffic in the Northeast Corridor, and Atlantic City saw a major revival of its fortunes in the 1970s as travelers could reach it more easily. It was a similar situation in California, and perhaps more importantly the lines themselves proved to be hugely profitable for the Southern Pacific, New York Central and Pennsylvania. The Pennsy's 1973 bankruptcy and the formation of Conrail put the Northeast Corridor under the control of the Consolidated Rail Corporation, which promptly spun it off into Amtrak, which was formed in 1977 to co-ordinate the passenger rail services both public and private in the United States. Such was the success of the high-speed lines that others soon scrambled to jump on board, including the NYC itself, which began high-speed operations on its busy Chicago-Detroit Wolverine route in time for the American Bicentennial in 1976. Amtrak from its formation was meant to co-ordinate private-sector operations as well as take over those of railroads that sought to exist the passenger business. The bill that created Amtrak also provided funds and organization for cities to take over money-losing commuter operations, which proved a hugely-beneficial provision for railroads and created multiple agencies, including Metra in Chicago, Metrolink in Los Angeles, New Jersey Transit in New Jersey, Caltrain in the San Francisco Bay Area and SEPTA in Philadelphia, to handle the commuter operations. By the 1980s, cities both large and small that had troubles with traffic congestion were looking at commuter rail as a way of alleviating congestion.

One of Amtrak's long-term plans from its creation was to establish high-speed rail in the Midwest, but with the New York Central (on the Chicago-Detroit and Chicago-Indianapolis routes), Santa Fe (on the Chicago-St. Louis-Kansas City route) and Burlington Northern (on a Chicago-Milwaukee-Madison route) already working on that, Amtrak soon was working on filling in gaps, planning out high-speed service from Indianapolis to Cincinatti, Columbus and Louisville, Chicago to Cedar Rapids, Madison to the Twin Cities and Detroit to Toledo and Cleveland. On the latter route, the NYC beat Amtrak to the punch, their profitable lines in New York and Michigan leading to them having the confidence to plan an entire Chicago-New York high speed route, which they planned on opening in 1986. Conrail bought the Richmond, Fredericksburg and Potomac in 1980 specifically to use its main line from Washington to Richmond as a high-speed conduit, and they built from Washington to Newport News and Norfolk, opening the line in 1984. SP's high-speed lines extended from Bakersfield to Sacramento in stages between 1976 and 1980, and the company built across Altamont Pass to San Diego, Oakland and San Francisco, connecting San Francisco to the California High-Speed Rail Network in 1985.

As the high-speed routes got built, the freight railroads' confidence in their long-distance trains grew, and the development of Amtrak's Superliners in the early 1980s (themselves clearly inspired by the Hi-Level Coaches built for Santa Fe's El Capitan in the 1960s) was an impetus for railroads to both use the Superliners and develop their own double-deck car designs. Southern Pacific's 'California Cars' and 'Cuisine Cars' were one such result, the latter being rapidly copied by the Santa Fe for its high-end Super Chief. Amtrak, pushed by politicians, began to co-ordinate the trains of the New York Central, Conrail, Southern Pacific, Santa Fe, Burlington Northern, Chessie System, Southern, Seaboard Coast Line, Illinois Central, Rio Grande and Union Pacific with their own trains, serving the lower-demand areas with traffic to the privately-held routes, though Amtrak scored some big winners on their own, scoring with its Gulf Coast (Jacksonville-New Orleans), Music City Star (Charlotte-Asheville-Nashville-Louisville), Keystone Limited (Atlantic City-Philadelphia-Pittsburgh-Columbus-Detroit), Pioneer (Phoenix-Las Vegas-Salt Lake City-Boise-Portland-Seattle), South Wind (Chicago-Indianapolis-Cincinatti-Chattanooga-Atlanta-Orlando-Tampa) and International Limited (Chicago-Detroit-Toronto-Montreal). The willingness to have Amtrak's trains feed into the other named trains was very much appreciated by the other railroads, and so Amtrak's desired schedule shifts to accomodate connections were by and large accepted by the freight railroads, who noticed in the 1980s a sizable growth in ridership. Both the desire to have good train travel (helped by the growing high-speed network) and the luxurious trains themselves (by the 1980s, all of the named trains ran with three-unit dining car sets that served meals as good as most restaurants, along with lounge cars with leather seats and audio-on-demand systems with headphones, all trains used all bedrooms as roomettes disappeared in the 1970s) made sure the number of riders on the trains grew dramatically. By 1990, routes like the Super Chief, Empire Builder, California Zephyr and 20th Century Limited were routinely operating in multiple sections and the night train services were highly-popular on eastern routes.
 

Devvy

Donor
On paper, the US has a lot going for it. A "proper" high speed line definitely has favourable market conditions in the North-East, Mid-West (and those two can interconnect as well), and California. I don't think Americans are that different to Europeans - they will go for the easiest form of transport available, which is almost always a car thus far OTL, with a plane for much longer distances. The Interstate system makes road travel very easy, although it's victim of it's own success with rampant congestion. If there was a fast, reasonably priced, comfortable rail option, I think it would be highly utilised in some areas; people will drop the car as soon as a better option comes available (although "better" will differ from person to person).

There are several non-technological barriers though:
- Taxes were a nightmare for the railroads, and they were subjected to a lot of local taxes. This needs action from a higher level; the railroads were taxes with property taxes just for running through areas, which gives operations a huge financial penalty.
- Unions need to be realistic. For example, as signalling improves, and automated block signalling with diesel/electric trains, there is no need for a second driver/fireman unless on really long trips. Reduces staffing expenses, increases flexibility, and again would improve the finances of passenger travel.
- Smaller stations need dropping quickly; outside of commuter routes, just stick to major urban area stations and ditch any station in between. Smaller stations will just get in the way of express and complicate timetabling - you want easy to understand clockface timetabling so that people instantly recall when the next service is.
- And finally, any higher speed operations really need their own lines, away from freight. Any alignments which are triple/quadruple track in important areas (ie. North-East) need retaining, so that express trains can run on their own lines at high speed with little interference. Grade separation is important. It's not the "headline" top speed that's important; it's the average speed over the route. Acela does 135mph...but only in a few areas, and is generally reduced to slow speeds due to rail congestion and poorly maintained infrastructure - it averages a massive 67mph Washington - Boston. Sounds like it's the same speed as driving in the car myself, which is half the argument lost.
 
But what about (say) Boston-NYC-Philly-Baltimore-DC-Richmond? Or Vancouver-Seattle-Tacoma-Olympia-Portland? We don't need cross-country high-speed rail but there're many regions of the country with cities almost as close as in Europe, where it could be very useful.

I live in Central Illinois, half way between Chicago and St.Louis, 3.5 hours to downtown Chicago or St.Louis, by car, and $ 25.00 in gas each way, air is $100 per person each way, train to Chicago,10 days ago, took 2.25 hours, and cost $51.00, for 2 people, round trip. No fighting to find parking, or expensive, $15.00 for 6hours parking, or $45.00 per 24 hours. Illinois is upgrading trackage to be able to hit 110mph in open areas, estimate cutting time by up to another 20 Min. to half hour.Chicago to St. Louis in 4 to 4.5 hours
 
(diesels are incapable of such speeds with 1930s technology, I think)

Milwaukee Road Class A 4-4-2 'Atlantics' used for the Hiawatha runs had about the same tractive effort as a 1938 2000HP EMD E3.
Difference was in gearing, the EMDs introductory gearing was for 117mph, but most roads didn't go for that gearing, 92 and 98mph was most common for the following models thru the E8

The earlier 'E' units before the introduction of the GM 567 diesel was the 900 hp Winton 201A V-12 engines that were not as reliable. Also had a 600hp V-8, introduced in 1933 in hopes of Navy contracts.
But then, most every RR diesel ended up being less reliable than the 567.
It was a two stroke, pushrod V-12 with twin exhaust valves, rather than the 567 overhead cams that drove four valves.
 
Here's my own take on the idea.

In 1931, a revised version of the Ripley plan for a regional railroad consolidation act was released. Under which the following changes were made to bring about these 16 railroads.

Boston & Maine: Bangor & Aroostook; Delaware & Hudson; Maine Central

New York, New Haven & Hartford: Lehigh & Hudson River; New York, Ontario & Western

New York Central: Rutland; Virginian

Pennsylvania: Long Island; Norfolk & Western; 50% of the Pennsylvania-Reading Seashore Line; Toledo, Peoria & Western (east of Peoria); 50% of the Winston-Salem Southbound

Baltimore & Ohio: Buffalo & Susquehanna; Buffalo, Rochester & Pittsburgh; Central Railroad of New Jersey; Chicago & Alton; Chicago, Indianapolis & Louisville (North of Monon, IN); Delaware, Lackawanna & Western; Detroit & Toledo Shore Line; Lehigh & New England; Reading; 50% of the Pennsylvania-Reading Seashore Line

Chesapeake & Ohio: Bessemer & Lake Erie; Chicago & Illinois Midland; Chicago, Attica & Southern; Detroit & Mackinac; Hocking Valley; Lehigh Valley; New York, Chicago & St. Louis; Pere Marquette

Wabash & Erie: Akron, Canton & Youngstown; Ann Arbor; Detroit, Toledo & Ironton; Erie; Pittsburgh & Shawmut; Pittsburgh & West Virginia; Pittsburgh, Shawmut & Northern; Wabash; Western Maryland; Wheeling & Lake Erie

Atlantic Coast Line: Atlanta, Birmingham & Coast; Chicago & Eastern Illinois; Clinchfield; Georgia Route; Gulf, Mobile & Northern; Louisville & Nashville; Mississippi Central; New Orleans Great Northern; 50% of the Richmond, Fredericksburg & Potomac; 50% of the Winston-Salem Southbound; 50% of the Nashville, Chattanooga & St. Louis (East of Nashville)

Southern: Chicago, Terre Hautte, and Southeastern; Columbus & Greenville; Florida East Coast; Mobile & Ohio; Norfolk Southern; Nashville, Chattanooga & St. Louis (west of Nashville); Chicago, Indianapolis & Louisville (south of Monon, IN); Tennessee Central (East of Nashville

Illinois Central: Atlanta & St. Andrews Bay; Central of Georgia; Seaboard Air Line; 50% of the Richmond, Fredericksburg & Potomac; 50% of the Nashville, Chattanooga & St. Louis (East of Nashville); Tennessee Central (West of Nashville)

Great Northern: Chicago Central & Pacific; Duluth, South Shore & Atlantic; Great Northern; Minneapolis & St. Louis; Northern Pacific; Spokane, Portland & Seattle

Chicago, Milwaukee, St. Paul & Pacific: Butte, Anaconda & Pacific; Duluth & Iron Range; Duluth, Missabe & Northern; Escanaba & Lake Superior; Trackage rights on Spokane, Portland & Seattle to Portland,

Union Pacific: Central Pacific; Chicago & North Western; Kansas City Southern; Lake Superior & Ishpeming; Litchfield & Madison; Missouri-Kansas-Texas

Missouri Pacific: Chicago, Burlington & Quincy; Colorado & Southern; Denver & Rio Grande Western; Denver & Salt Lake; Fort Smith & Western; Fort Worth & Denver; Green Bay & Western; Kansas, Oklahoma & Gulf; Oklahoma City-Ada-Atoka; Texas & Pacific; Western Pacific; 50% of the Trinity & Brazo Valley;

Southern Pacific: Chicago, Rock Island & Pacific; St. Louis Southwestern; 50% of the Trinity & Brazo Valley

Atchison, Topeka & Santa Fe: Chicago Great Western; Kansas City, Mexico & Orient; Louisiana & Arkansas; Meridian & Bigbee; Midland Valley; Minneapolis, Northfield & Southern; Missouri & North Arkansas; St. Louis-San Francisco; Toledo, Peoria & Western (west of Peoria)

Canadian-American International: Duluth, Winnipeg & Pacific; Grand Trunk Western; Minneapolis, St. Paul & Saute Ste. Marie; Wisconsin Central

The Act took place over the next few years, ending in 1948 when the St. Louis-San Fransisco was absorbed into the santa fe. This would ultimately prove important for the future of rail transport in America. As later that year, the Middle east made a series of sanctions against supporters of the newly formed Israel, causing a crisis into the early 50s.

Thanks to the renewal of American railroads thanks to the oil crises of first the early 50s and then the late 70s, passenger rail began to make a dramatic resurgence as it became america's preferred alternative to the automobile. This pro-rail stance common among Americans became even more prominent after and the growing hassle of getting on planes, not to mention weather hazards and more darkly the September 11 attacks.

It was during the early days of the worst air disasters that Americans began to reconsider flocking from the railroads so quickly. At this point, private entrepreneurs began to cash in on the desires of people to get from one place to another quickly. But without having to wait around in poor weather and possibly losing luggage. This was also true in the case of freight rail, which also began to prove its potential at a stronger, better alternative to trucks. In spite of all this, steam engines were still fairly common, albeit mainly on eastern railroads like the PRR, C&O, and the former's subsidiary N&W.

The first of these HSR projects was a collaboration between the Pennsylvania Railroad and the New Haven Railroad. Together they upgraded the NH line from Boston to New York and the PRR from there to Washington DC. This new operation, which became known as the Colonial Express, was inaugurated in 1970, and soon it was considered by many superior to the airlines that operated between the same areas. In no small part due to its superior dining options, clean conditions, and service at reasonably high speeds even in the face of poor weather. Concurrently, the Pennsy also used the same treatment to upgrade the Pittsburgher, its NY-Pittsburgh passenger train, freight rail was naturally included in its plans for faster trains. The end result was the Keystone Corridor, a perfectly speedy rail service from New York to Pittsburgh.

All too soon, the success of this service was noticed in the West by California's Southern Pacific Railroad. They themselves proceeded to make similar upgrades to the route of their Coast Daylight passenger service from San Fransisco to Los Angeles. This line had already been upgraded via the use of EMD diesels and concrete ties in the place of wood ties and steamers. But by 1975, the SP had created a high speed transit operation on par with that of Japan. The SP even went up to 11 in trying to beat the Santa Fe in Chicago- LA traffic. As it took the flatter terrain of the ex-Rock Island line and made similar modifications, thus also upgrading the Golden State passenger train.

In 1973, the Southern Railroad took a note of the Pennsy's book. Then it made heavy conversions to their ex- Florida East Coast mainline and included a new branch to Orlando. The end result of this was Brightline. A successful passenger service which naturally won the hearts of many Floridans fed up with traffic jams and who also felt a plane ride between the two cities was absurd.

Eventually, the Chicago area was next to be subject to the new high speed rail craze. But it was the New York Central, the Pennsy's fierce rival, that held most of the cards in the Midwest. They initially started with the James Whitcomb Riley on the Chicago-Indianapolis-Cincinnati mainline in 1975. This newly improved service was a success, and soon, the NYC used the line splitting at Greensburg, IN to create another high speed service to Louisville. This was followed shortly after with the upgrading of the lines from Cleveland to Chicago and Cincinnati. But the NYC was not going to stop there. For it expanded the scope of their higher speed rail program, and made the upgrades all the way to Buffalo, NY. By 1988, the NYC had most of their passenger rail lines running at speeds of 125 mph.

The PRR was naturally shocked by the NYC's efforts and success at upstaging them in the high speed rail development. Starting when they began eating at the PRR's profits in the Chicago-Cincinnati/Louisville traffic. As such, the PRR decided to cash in where the NYC hadn't tried to do so, New York- St. Louis. The upgrades began in 1979, and soon, they had reached Columbus, OH. Where the line split again to Cincinnati. However, the PRR got in a financial rut that kept the project from starting again until the 1990s.

Meanwhile in the west, the Milwaukee Road decided to upgrade its famous Hiawatha service from Chicago-Milwaukee-Twin Cities. Later on, they also upgraded the line from Milwaukee to Green Bay. The Union Pacific attempted to do likewise, and they ran their own train between the three cities via Madison, WI on the former C&NW.

The Chicago- St. Louis corridor was almost completely dominated by the Illinois Central. Though the B&O's former Chicago and Alton also had a service there.

All around, passenger rail in 2018 is in a far better spot than IOTL. With modernized variations of the streamliners of yesteryear being supplemented by some of the fastest trains in the western world.
 
SP announcing its routes from Los Angeles to San Diego, Las Vegas and the San Joaquin Valley in June 1965.

A few questions and statements. They already had line through the San Joaquin Valley already existed. I understand the idea of linking LA and San Diego so the ATSF doesn't have a monopoly between those two.

But LA- Las Vegas seems a bit to far out. since it'd cost alot of money and UP already has a line to there. Then again, I did give the Central Pacific to Union Pacific, and give the GN and IC new lines. So there's that.

Despite that, I'd actually built two SP lines to Vegas. One from LA and the other from Phoenix
 
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