High Speed Rail
Thursday, July 25, 2013
Excessive speed around a tight curve is suspected as a cause of the deadliest high-speed train crash to happen in Europe in recent memory. The BBC reports 78 people died and more than 140 were injured, when a Renfe train derailed last night near Santiago de Compostela.
Tuesday, April 16, 2013
By Kate Hinds
(UPDATED) The strained relationship between Ray LaHood and House Republican leadership was on full display Tuesday morning, when the transportation secretary sparred with members of a House subcommittee at a hearing about the Department of Transportation's budget request.
Tuesday, April 02, 2013
By Kate Hinds
Over a dozen plans for improving rail in the Northeast Corridor are under consideration by the federal government, ranging from minor improvements to a future with 220-mile-per-hour bullet trains between Washington and Boston -- not to mention new service between Long Island and New England.
These various options are detailed in a new report released Tuesday by the Federal Railroad Administration. NEC FUTURE sketches out 15 alternatives representing different levels of investment through the year 2040 in the 457-mile corridor.
The options, in turn, have been grouped into four separate categories which grow progressively more ambitious: while those in Level A focus on achieving a state of good repair, Level D would build a separate high-speed rail line between Boston and D.C. and bring new service in the region, primarily in Long Island, New England and the Delmarva peninsula.
The report aims to jump-start public debate about how rail capacity should be shaped in the region. "It is intended to be the foundation for future investments in the Northeast Corridor, a 150 year-old alignment that has guided the growth of what is now one of the most densely populated transportation corridors in the world,” said Rebecca Reyes-Alicea, NEC FUTURE program manager for the Federal Railroad Administration. “(It) will further the dialogue about the rail network in the Northeast and how it can best serve us over for the years ahead.”
Over the next year, these 15 options will be winnowed down. The federal government wants to have a single alternative in place by 2015.
Because it's conceptual, no cost estimates are included in the report. But existing documents provide a baseline. In 2010, Amtrak identified $9 billion alone in state of good repair projects for the NEC, with an additional $43 billion in investment just to meet projected 2030 ridership levels for the current system. Meanwhile, another Amtrak report estimated the cost of bringing high-speed rail to the NEC at $151 billion.
Dan Schned, a senior transportation planner at the Regional Plan Association, said "what’s possible and what Congress has the stomach to spend are two different things."
But he said that funding need not come solely from Congress. "Successful high-speed rail projects around the world have private sector participation," Schned pointed out, adding that "the arrangement of public and private financing and project delivery issues will be the most challenging" aspects of overhauling the NEC.
The Federal Railroad Administration is holding workshops in New Haven, Newark and Washington D.C. next week to present the plan to the public. For more information, go here. Read the full report below.
Thursday, March 28, 2013
Back in 2008, California voters approved a $10 billion bond to plan and build a high-speed rail system across the state. Four years later, support for the high-speed rail has waned. Now that the estimated cost is $68 billion, a recent survey by the Public Policy Institute of California shows that only 43 percent of likely voters support the project.
That number hasn’t changed since the last time the survey was conducted, about a year ago. When asked if they would support a high-speed rail if the cost was lower, support jumps to 55 percent. But the cost has gone down since the last survey, from $100 billion to $68 billion. It’s unclear what number would tip the public back in favor of the system, but they haven’t reached it yet.
At the same time, a majority of Californians (59 percent) think a high-speed rail system is important to the state “quality of life and economic vitality.”
Meanwhile, the California High-Speed Rail Authority has continued to win or settle its legal battles with cities across California. The Authority plans to move forward with construction this summer. The state must spend its $2.35 billion of federal funding on the project before 2017.
Friday, March 08, 2013
"We love Orlando, we love Mickey Mouse, we love Walt Disney, Universal, the Church Street Facilities, that great mall -- Millenia Mall, but dadgum that I-4, that's a headache," Florida Department of Transportation Secretary Ananth Prasad told journalists in Orlando this week.
"We're going to fix that headache."
The Florida DOT is moving ahead with plans for the I-4 Ultimate project- a $2.1 billion dollar fix for I-4. The state's prescription includes adding toll lanes to a 21-mile stretch of the interstate running through the heart of Orlando. The department aims to begin construction in 2015 and complete it by 202o.
Prasad said four so-called "managed lanes" would be added to the interstate, leaving six lanes toll free. Tolls would be higher during heavy congestion periods and lower when traffic is light.
“We use tolls to only keep a certain number of people in the managed lanes so we can keep them going at 50 miles an hour," he said. "Say if I-4's ‘general purpose’ lanes – the toll-free lanes – are congested and you only charge a quarter, everybody’s going to be on it, and now you got another two lanes of gridlock. So what you do is you use tolls as a way to manage capacity coming in to the express lane.”
Prasad conceded there is a downside to building the extra lanes.
"There's going to be inconvenience- you're talking about $2 billion worth of work in a very constrained corridor- albeit a long corridor- getting done over five years. It's a lot of work."
However, Prasad said a similar $1.3 billion expansion project is successfully underway on South Florida's I-595. He said travel times along that stretch of road-- roughly 10 miles -- have only increased by an average of five minutes because of construction.
The state is putting up about half the $2.1 billion dollar cost of the I-4 Ultimate project and courting private investment to foot the remainder of the bill. Under a public-private partnership agreement with the state, private firms would also maintain and operate the toll lanes for a fixed length of time.
Prasad said the public private partnership allows Florida to take advantage of low interest rates and construction costs.
"What the state gets is delivering a project 20 years in advance," he said.
"If we were to do this project on a regular pay-go mechanism, we would be building it for the next 20 or 25 years and chasing congestion like we always do."
Gregg Logan, a managing director at the real estate advisory firm RCLCO's Orlando office, says the I-4 upgrade will help the local economy.
"You don’t want businesses that are here already and thinking about expanding saying, 'Gee, do I want to stay here and deal with this gridlock'- or companies that might be thinking about coming and bringing jobs. We want them to be looking at [Orlando] as a good place to invest because we have our act together."
And he says Florida has to look for new ways to fund infrastructure - with a combination of local government funding, private investment and user fees- because federal government dollars are limited.
"Like it or not that seems to be a collective decision we’ve made as a society for that’s how we’re going to fund infrastructure," says Logan, who adds he's worried the US is falling behind other countries in transportation infrastructure.
"When you look around the world right now and you look at where big rail projects and transit projects are being done, you find that’s in China Brazil, the Middle East," says Logan.
"We’ve sort of forgotten that part of what has made us great and enabled us to have the growing economy we have is that we made these investments in infrastructure. Now we’ve taken that for granted."
The Florida DOT is promoting I-4's managed toll lanes as one part of a multi-modal transport system that could also include bus rapid transit to complement Central Florida's SunRail commuter train. SunRail is slated to begin service in 2014, while private rail companies are also talking about an Orlando to Miami service and a maglev rail linking Orlando International Airport with the Orange County Convention Center.
Eric Dumbaugh, the director of Florida Atlantic University's School of Urban and Regional Planning, supports the addition of managed lanes to I-4. The challenge for Florida, he says, is to develop viable alternatives to driving.
"Our transit system is inadequate in all of our metropolitan areas: it doesn’t take us where we need to go, our development doesn’t link up to it as well as it should, so we’re trapped in our cars."
But Dumbaugh says he's optimistic about Florida's ability to develop a truly comprehensive transportation system, because a new generation is now demanding alternatives to the car.
"You survey millennials- they don’t want to drive," says Dumbaugh, who highlights the efforts of a group of Florida Atlantic University students to set up a transit themed installation in Miami this weekend.
Friday, February 22, 2013
Another infusion of federal cash is keeping central Florida's SunRail project on track to open in 2014.
Federal Transit Administrator Peter Rogoff, speaking on behalf of transportation secretary Ray LaHood, paid a visit to a Florida Hospital in Orlando, where one of the stops for the 61 mile long SunRail line is being built. Rogoff was joined by local leaders, state department of transportation officials and Florida lawmakers including U.S. Senator Bill Nelson and U.S. Rep. Corinne Brown.
Rogoff announced the federal government would make $87.3 million available in funding for SunRail, bringing the FTA's investment to date in the Central Florida commuter rail line to $148 million. The Federal government has agreed to pay $178.6 million overall in New Start funds towards construction of the 32-mile long first phase of the line, about half the capital cost.
"We make incremental payments based on the progress of the project," Rogoff said. "They're making great progress, they're ready to spend that money, they're ready to keep these people on the job."
Rogoff highlighted the rail line as a jobs engine, which has already employed 800 people to work in construction.
"But what we're really excited about is all the additional jobs that are coming in from the economic development along the line," he added.
The Florida hospital station is at the heart of a 176 acre "health village" where the hospital is developing medical research offices, apartments and shops.
SunRail officials say there are more than two dozen retail, office, government and residential development projects associated with stations along the rail line, representing $1.6 billion in investment.
Rogoff also talked about the need for additional spending on roads and other infrastructure in Florida-- particularly to fix up hundreds of bridges, highlighting president Obama's call for a $50 Billion infrastructure plan. "If that $50 billion dollars goes through, you're going to see more investment around here, not just on this type of rail project but on highway and sea port projects that will keep the economy of Florida going."
Asked whether sunshine state might see federal funds in the future for high speed rail, Rogoff said "that is going to depend a lot I believe on the leadership of Florida."
Florida's Governor Rick Scott famously turned down federal money for a high-speed rail line from Orlando to Tampa in 2011.
Meanwhile, SunRail officials say the first phase of the commuter rail line, a 32 mile long stretch from DeBary to Sand Lake Road, will open in 2014.
Wednesday, January 23, 2013
Representative John Mica (R-FL) will retain some influence in helping set transportation policy, even though Pennsylvania Congressman Bill Shuster has taken over as chair of the powerful House Transportation and Infrastructure Committee.
Mica was appointed to three subcommittees: Highways and Transit; Railroads Pipelines and Hazardous Materials; and Economic Development, Public Buildings and Emergency Management. He was also named chair of the subcommittee on Government Operations under the House Oversight and Government Reform Committee.
The Winter Park Republican says he's proud of his legacy as chair of the Transportation Committee.
"My replacement is fortunate in that we passed a highway bill, we passed an FAA bill that was stalled for many years under the Democrats, we passed a Coast Guard reauthorization, we passed pipeline safety legislation, so most of the major bills have been passed," he says. "So [Shuster] has time to reassess and then move forward with a highway bill and find a responsible way to go beyond the next two years. "
But Mica says it will be a challenge to try to fix congested and crumbling highways. "Unfortunately it’s almost impossible to increase gas taxes, and that doesn’t really even solve your problem because people are using even less of the traditional gasoline."
"You have alternative fuels, you have plug in cars, and you have cars going much further on one gallon of gas."
One source of revenue included in the current transportation bill allows for extra toll lanes to be built on existing interstates like I-4.
Mica says Amtrak -- which he labels a "Soviet style passenger rail system" -- also needs reform, and he favors allowing private operators to run the passenger rail system.
Meanwhile, Mica says he’s excited about the prospect of private passenger rail starting in the state - with All Aboard Florida proposing a Miami to Orlando service beginning in 2015. "It'll be a project that actually will make money and pay taxes with the private sector," he says. "That's the way we need to be going with passenger rail service across the country."
Friday, January 18, 2013
Amtrak and the California High Speed Rail Authority are teaming up to bulk buy rail cars for high-speed rail. "It's like Costco," Jeff Morales, CEO of the California High Speed Rail Authority tells KPCC, "you get better prices."
Morales was visiting Washington, D.C. to get an early start making nice with a new key player in the world of rail megaprojects, Republican Congressman Jeff Denham of California, freshly appointed as chair of the House Railroads Sub-Committee. Denham is a known critic of the California high-speed rail project to connect Los Angeles with San Francisco for a cost of $68.4 billion. According to the Fresno Bee, Denham's home town paper, the congressman was originally in favor of the Calif. high-speed rail plan, but has come to be skeptical about revenue and ridership projections.
Morales also announced California is partnering with Amtrak to shop for locomotives and passenger cars - what railroad types call "train sets." These "train sets" will be a complete set of cars, and the high-speed version will have the power to run the train embedded in each car.
The type of train California and Amtrak are shopping for will be able to run on the curvy Acela routes in the Northeast and the faster, straighter California line.
This move looks like a smart move for both Amtrak and CaHSRA, assuming there is such a car that can work well on both routes. Amtrak says it only needs trains that reach 150 m.p.h. though the national rail network has explored a top speed of 165 m.p.h along the Northeast Corridor, running test trains in September that many rail fans captured on video. CaHSR trains go much faster: 220 m.p.h.
Amtrak said in a release:
"Due to the consistently strong and record setting NEC ridership over the past 10 years, Amtrak needs new and additional HSR equipment. The Amtrak plan envisions an initial acquisition of up to 12 new HSR train sets to supplement current Acela Express service and add seating capacity in the near term. Then, Amtrak would look to replace the 20 current Acela train sets in the early 2020s. California plans a first order of 27 HSR train sets.
"In addition, the preferred train set has Electric Multiple Unit (EMU) power distribution among all cars, operates bi-directionally with a cab car on each end that allows for passenger occupancy and has a seating capacity of 400 to 600 passengers. CHSRA is seeking a HSR train set able to operate up to 220 mph and has Electric Multiple Unit (EMU) power distribution among all cars, operates bi-directionally with a cab on each end that allows for passenger occupancy that has a seating capacity of 450 to 500 passengers per 656 feet train set."
All that is to say, they're in the market for a specific kind of train, but one that could serve them both just fine based on what each agency needs. We'll keep an eye on the Costco approach to high-speed train procurement and watch how much, if at all, partnership moves like this one can sway cost skeptics like Denham.
Thursday, January 03, 2013
(Neena Satija - CT Mirror) As we celebrate the beginning of a new year, it’s time for that obligatory look back on the last one. Some big stories for Connecticut commuters in 2012:
A major storm prompts rail closures for the second year in a row. In 2011, Metro-North suspended service during Tropical Storm Irene and suffered severe damage to its Port Jervis Line; this time around, it was the New Haven Line’s New Canaan branch that was badly hit. But most praised the quick recovery of the tri-state area transportation system, much of which was back online within two to three days after the storm. The full consequences of the damage incurred by the storm are probably yet to be felt, however, with damage to the New York’s MTA system in the billions — and, as of Jan. 2, a federal aid package for the region affected by Sandy has yet to be voted on.
An old rail line gets … well, older. As Metro-North officials keep telling us, the New Haven Line is one of the oldest in the country. Commuters had several painful reminders of that this year, as everything from derailing trains to power problems (or perhaps squirrels???) to signal issues to 100+ year-old bridges that wouldn’t close stranded them for hours. And yet, some data suggest it was still actually a better year for the rail agency than 2011, when severe winter weather and extreme heat caused even more issues.
Fare hikes, followed by … more fare hikes! Metro-North prices jumped 5.25 percent in January of 2012. By the time the legislative session in Connecticut rolled around several months later, a few lawmakers tried to make sure more hikes wouldn’t be in the cards — but they weren’t successful. Ticket prices jumped up again this year, by 4 percent.
Tolls?! Often considered the third rail of Connecticut politics for the past three decades, tolls quietly entered the conversation last year as a way to pay for badly-needed transportation projects and infrastructure upgrades. The calls got louder by the end of the year, and the state will begin studying the prospect of tolls on I-84 and I-95 in earnest in the coming months.
CTFastrak. Following plenty of spirited debate, the Connecticut General Assembly approved a $567 million to built a 9.4-mile road from Hartford to New Britain that will be exclusively for buses. Known affectionately — and derisively — as the Hartford-to-New-Britain busway, the huge project (mostly funded by federal money) saw skepticism even from those who eventually became its greatest proponents. Now, construction is well underway, to the chagrin of many — including some downtown Hartford residents.
A conversation starts about the future of rail travel in the Northeast Corridor. OK, so it’s really just the environmental review process that’s starting, and maybe some people are kicking around some early ideas for what rail travel could really look like between Washington, D.C. and Boston in the next few decades. Also, we don’t really have money to do any of this stuff, on a federal or state level. But still, it’s good to dream!
A fight over parking in Stamford. Given that the waiting list for a monthly parking pass at Stamford’s train station — the busiest in Connecticut — is about two years long, there really is a fight going on about this. First, Connecticut’s Department of Transportation asked people for their input on plans to improve the parking situation at the station — but wouldn’t tell people anything about those plans. After much public fuming, the state created an advisory panel consisting of five citizens who were given a tiny bit more information about those plans than the rest of us. Most of us still have no idea who has submitted proposals to replace a parking garage at the station, and what exactly their proposals are — for which they will get $35 million in state aid. The DOT is expected to make a final decision soon.
Here’s to bigger — and hopefully, better — stories for commuters in the coming year.
Tuesday, December 18, 2012
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Thursday, December 13, 2012
On Capitol Hill today, high-speed rail in the Northeast will get dissected and debated. This time though, Amtrak head Joe Boardman will sit at the witness table with some support from record ridership numbers. And also Sandy.
The hearing continues a series of grillings GOP lawmakers have been giving to Amtrak in a push to reduce the subsidies the national rail network relies on each year. Other witnesses on the docket include a DOT rep, an American Enterprise Institute Scholar and a Morgan Stanley managing director.
The 15 word hearing title obscures the topic, so it's pasted way down below in this post, but rest assured the conversation will cover privatization of high-speed rail along the Northeast Corridor.
Outgoing House Transportation Committee Chair John Mica who will chair today's hearing has long supported the idea of building high-speed rail in the Northeast because that route is the only one profitable for Amtrak, but he has argued that funding, and even operations, could be provided by the private sector. Big spending on big projects need not come entirely from the government, Mica has argued.
Robert Puentes of the Brookings Institution says, "Superstorm Sandy did change the conversation around infrastructure, particularly in the Northeast."
The storm, which caused $60 million in losses to Amtrak and billions in damages to other transit agencies, showed the need for expensive upgrades, and a scale of risk involved that demands more active government investment. "The enormous bills we have from Sandy are not going to be born by the private sector. It's ridiculous to think so."
He says, "there is a role for the private sector to play" and he hopes the hearings hone in on it because finding the right role is crucial.
Puentes also says, states are likely to play an increasingly large role in Amtrak funding in the future. As the national government becomes more reticent to pay for unprofitable rail routes, states that want to keep their service will have to start chipping in.
One test case to watch for this model could be the Sunset Limited line along the Gulf Coast that was washed away in 2005 by Katrina. Local officials are lobbying to get it back. The cash-strapped states of Alabama and Mississippi would need to pony up though, and so far it's stalled.
Today's hearing though, is on the Northeast Corridor, where megaprojects are on the table and profits are a reasonable lure for business involvement. The "vision" for high-speed rail still carries a price tag of $151 billion and a minimum construction time of several decades. There is no plan for how to find that huge sum.
Amtrak is likely to try to draw the focus to a more immediate project that is incremental to the "vision," the Gateway program, which would add two new tunnels under the Hudson River into New York's Penn Station from New Jersey. There are two existing Hudson tunnels at capacity now. They both flooded during Sandy along with two of the four tunnels under the East River.
Petra Messick, a planner with Amtrak says the tunnels are needed for projected ridership growth but, Sandy also showed the value that new infrastructure could bring.
"When the Gateway Tunnels are built, they will be built in the 21st century and include a host of features that will make them more resilient ... like floodgates," Messick says.
The existing tunnels are more than a century old.
And in case you were still curious, that full 15 word title is: “Northeast Corridor Future: Options for High-Speed Rail Development and Opportunities for Private Sector Participation.”
Friday, November 09, 2012
(Orlando, Fla. -- WMFE) John Mica, the chair of the U.S. House Transportation Committee, joined with Florida Governor Rick Scott and other business leaders and elected officials near Winter Haven Thursday, for the symbolic groundbreaking of a new intermodal rail terminal.
Before grabbing one of the gold painted shovels, Mica, a republican from Winter Park, Fla. praised the governor for his business savvy and leadership in supporting the project, which will serve as a distribution hub for trains and trucks delivering cargo throughout Florida. The project came about after rail company CSX reroute freight traffic from 62 miles of track to accommodate the SunRail commuter train.
"We are very fortunate to have Governor Scott with his business background at this time and his vision for transportation and infrastructure," said Mica.
"You cannot build this state or this community or projects like this without people like Governor Scott."
Mica and Scott have not always seen eye to eye on big transportation projects in Florida, notably on the failed high-speed rail line between Tampa and Orlando, which the Governor nixed early in 2011 by rejecting $2.4 billion dollars in Federal stimulus money. At the time Mica panned the Governor's decision, labeling it a setback for the state's transportation, economic development and tourism.
While the high-speed rail plans collapsed, there's evidence to suggest Mica may have -indirectly- helped Central Florida's SunRail Commuter train avoid a similar fate during his tenure as chair of the house transportation and infrastructure committee.
Looking ahead to a second Obama administration, Mica said he hopes the president will work better with Congress on transportation issues this time around. "They've been absent without leave," said Mica. "I’m hoping that their second time around they’ll be more cooperative."
Advocates for increased transportation and infrastructure spending have lauded President Obama's stimulus plan and his advocacy of a national rail network.
Mica, who comfortably staved off a Democratic challenger to retain his seat in Florida's U.S. House District 7 Tuesday, is due to be termed out of his role as chair of the House Transportation and Infrastructure Committee. However he says he'd like to hang onto the position if possible.
“Oh we’ll see," he said. "It depends on whether they grant waivers or not, and that’s yet to be decided.”
"I’ve been honored to chair for the last 2 years, ranking for four years, chaired a sub committee for six years, and I intend to be a leader in whatever capacity my colleagues choose,” said Mica, who's also in line for other potential committee chairmanships.
"But I’m not moving from transportation even if I took another slot,” said Mica, who added he intends to be in a key position to make decisions on transportation policy.
Republican Congressman Bill Shuster of Penn. has already expressed an interest in the committee chair position.
Florida Transportation Secretary Ananth Prasad was also pondering the implications of the second Obama term. Prasad said it's important that there's leadership at the Federal level and that members of congress can work together to craft a long term highway transportation bill.
"I just hope we can get to a deal," said Prasad.
"The last deal was only two years, and partly because I think folks in congress wanted to get past this election... Now that the election's over, let’s not wait another two years to get another two year bill, let’s work next year and have a long term bill that creates a transportation vision for the country.”
Historically transportation funding bills were non-partisan bills approved for six years at a time to facilitate planning of longer term projects. For more on how that changed this Congress, read our previous coverage.
Monday, October 01, 2012
By Mark Simpson
It seems like Florida and high-speed rail were a couple that always flirted across a crowded room -- but neither had the nerve to ask for a date.
Finally in 2010 and 2011 it seemed like progress was being made. But then the pair's matchmaker -- governor Charlie Crist -- left office, and new governor Rick Scott started sending mixed signals. What could have been a storybook romance for President Obama, Florida, and fast trains evaporated faster than a Shinkansen speeding between Tokyo and Kyoto.
Time Magazine journalist Mike Grunwald recounts some of that story in his new book “The New New Deal: The Hidden Story of Change in the Obama Era”.
Speaking with Mark Simpson on WMFE’s Intersection program this week, Grunwald recalled Orlando and Tampa’s hope’s creating a blazing fast network of trains between the two anchors of the I-4 corridor: “Florida had the shovel-readiest bullet train," he says. "You had the land, you had the route right down I-4, it was pretty much good to go. You had all these private companies that were willing to pick up the slack and say we’ll cover the cost of any overruns and make sure this isn’t going to cost Florida a dime.”
Grunwald says Rick Scott’s cancellation of high speed rail reflected the action of other Republican governors around the country, including Wisconsin and Ohio, and political ideology played into the stripping away of Obama’s grand plans for high speed rail. “There was a kind of tea party element to this; we don’t like trains, that’s the sort of liberal way to travel and we don’t like government projects.”
The high-speed rail network is now much smaller than the nationwide map originally envisioned in the stimulus package. Rather, routes in the Midwest and Northeast are beefing up to bring “higher speed rail,” which don't approach the bullet train speeds of Europe and Asia but instead are shaving off some commuting time between major cities. (Watch videos of recent Acela tests on TN.)
So now, President Obama can't point to a gleaming set of new trains and say "I built that." According to Grunwald, that has ramifications. “I talked to a guy in the administration who told me he thought this was going to be a great issue for Obama in 2012," he says, "because they would just show pictures of those guys in Florida building this new fancy high-speed network that was going to whip bullet trains past traffic on I-4 and create tens of thousands of jobs, and they’d be able to run those ads in Wisconsin and say hey thanks for your money Wisconsin -- but of course it turned out Florida went [in that same] direction.”
You can listen to the complete conversation on WMFE’s web page.
Monday, September 24, 2012
Amtrak is testing a new top speed this week. The national rail network will be running empty test trains at 165 m.p.h at several locations along the Northeast corridor. The current top speed is 150 m.p.h. on stretches between New York and Boston, and 130 m.p.h south of New York. Those are the fastest rail speeds in the U.S.
These tests are part of a long slow process to transform the Northeast Corridor into true high-speed rail service. See the vision for that here.
The tests, beginning tonight and stretching through the week, are designed to pave the way for passenger service of 160 m.p.h. on about 100 miles of route between Boston and Washington D.C.. Each stretch being tested is between 20 and 30 miles long. Federal regulations require tests of 5 m.p.h. above maximum operating speeds.
European and Asian high-speed trains routinely top 200 m.p.h.
Existing Acela equipment will be used for the tests. Though Acela service tops out at 150 m.p.h. for about 34 miles in Massachusetts and Rhode Island, average operating speeds are lower: 81.8 m.p.h. between NY and Washington, D.C. and 75.4 m.p.h between NY and Boston.
Acela trains top 125 m.p.h for 45 percent of the Boston to D.C. trip, but reach what Amtrak calls the "very high speed" of 150 m.p.h for just 5 percent of the NY-DC trip. Track congestion, route curvature, station stops, and infrastructure factors inhibit higher speeds on other portions. Federal regulations, like the one requiring this week's test of a new top speed, also limit speed.
Here's the full announcement from Amtrak with test locations:
AMTRAK TO OPERATE TEST TRAINS AT 165 MPH
Four test areas cover more than 100 miles of the Northeast Corridor
WASHINGTON- Beginning tonight and continuing into next week, Amtrak plans to operate high-speed test trains at 165 mph in four areas covering more than 100 miles of the Northeast Corridor. The tests in Maryland / Delaware, New Jersey, Rhode Island and Massachusetts are locations that may at some future time experience regular 160 mph service.
The tests will utilize high-speed Acela Express equipment and will measure the interaction between the train and the track, rider quality and other safety factors. The test runs must be performed at 5 mph above the expected maximum operating speed of 160 mph.
The test areas between approximately Perryville, Md. - Wilmington, Del. (21.3 miles) and Trenton - New Brunswick, N.J. (22.9 miles) currently have a maximum speed limit of 135 mph. The test areas between approximately Westerly - Cranston, R.I. (29.2 miles) and South Attleboro - Readville, Mass. (27.8 miles) currently have a maximum speed limit of 150 mph. The same areas were used for similar high-speed tests before the introduction of Acela service.
The initial test run is in New Jersey where Amtrak is presently advancing design, engineering and other pre-construction activities for a $450 million project funded by the federal high-speed rail program. The project includes upgrading track, electrical power, signal systems and overhead catenary wires to improve reliability for Amtrak and commuter rail service, and is necessary to permit regular train operations at the faster speeds. Some construction activity is anticipated in 2013, but the project will ramp up dramatically thereafter to be completed in 2017.
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Wednesday, September 19, 2012
This just in from the Dept. of Transportation: Virginia is getting an additional $74 million in federal money for high-speed rail. Upon closer inspection, it's really higher speed rail that will top out at 110 m.p.h. The money will help pay for laying an extra 11-mile stretch of rail meant to speed freight and passenger travel between Washington, D.C. and Charlotte, N.C.
The Obama administration has allocated around $10 billion to high-speed rail that was meant to lay whole new track and connect regional lines into a national rail network. Republican governors in Wisconsin and Florida returned federal money, saying the plans were too expensive and the states would be on the hook for cost overruns. That leaves California as the the biggest beneficiary of federal money, for an ambitious nearly 400-mile plan to connect Los Angeles with San Francisco by high-speed rail. DOT funds have been distributed around 153 projects, most of which are more like today's Virginia announcement than California's plan: projects meant to incrementally push the nation's rail network toward true high-speed rail through construction that will help an eventual HSR network, but also offer near-term intermediate benefits like faster travel time on congested stretches.
Here's the full release:
U.S. Department of Transportation Awards More than $74 Million to Further Development of the Southeast High-Speed Rail Corridor in Virginia
Added Capacity Will Improve Passenger, Freight and Commuter Rail Service Between Virginia and Washington, D.C.
WASHINGTON –U.S. Transportation Secretary Ray LaHood today awarded more than $74.8 million to the Commonwealth of Virginia to continue development of the Southeast High-Speed Rail Corridor. The funding will help improve passenger and freight rail service between Virginia and Washington, D.C. and reduce delays on the Virginia Rail Express (VRE) commuter service.
“The Southeast High-Speed Rail Corridor between Charlotte and Washington D.C. serves one of the fastest growing regions in the country, which is why it is critical to eliminate congestion points so that intercity passenger, freight and commuter rail can all run smoothly without delays,” said Secretary LaHood. “This is a great example of how federal, state and local governments are working with rail carriers to build capacity and improve service for the public.”
The project will build up to 11 miles of third track and related improvements from Arkendale in Stafford County to Powell's Creek in Prince William County, Va. The third track will provide the capacity needed for higher speed trains on the Southeast Corridor to operate without conflict from freight and commuter trains. On a daily basis, 40-50 freight trains, 10 Amtrak trains and 14 VRE trains operate over this segment, and the addition of a third track will allow for traffic to flow unimpeded. In addition to adding a third track, the project includes final design and improvements to the station at the Quantico Marine Base in Quantico, Va.
“The Washington, D.C. area transportation system has been plagued with delays as population in the area has increased and more commodities flow through the region,” said Federal Railroad Administrator Joseph C. Szabo. “Reducing congestion and adding capacity are two key outcomes we and our state partners in Virginia planned for in making this investment. Projects like this will make a real difference for passengers while maintaining our world class freight system. We are building a rail infrastructure for an America built to last.”
When completed, the Corridor will have have at least eight high-speed trains traveling at 110 mph between Charlotte, N.C. and Washington D.C. Travel time between Charlotte and Washington D.C. will be reduced by up to three hours, and travel time between Richmond and Washington D.C will be reduced by 35 minutes. The Southeast Corridor is one of five originally proposed high-speed passenger rail corridors designated by the U.S. Department of Transportation in 1992. It is part of an overall plan to extend service from the existing high-speed rail on the Boston to Washington Northeast Corridor to points in the Southeast. Future plans for the Southeast High-Speed Rail Corridor call for extending service from Charlotte to Atlanta.
The Federal Railroad Administration and its 32 state partners are making great progress on High-Speed and Intercity Passenger Rail projects across the country. With $10.1 billion in federal funding, states are moving forward with 153 projects, laying the foundation for a 21st century passenger rail network.
Tuesday, August 14, 2012
“Sharp” is a word you may have heard a lot these past few days. It’s a favorite descriptor for Paul Ryan, the Wisconsin Congressman who became Mitt Romney’s running mate as of Saturday morning. Sharp, say friends and foes alike, are Ryan’s appearance, his mind, his criticisms of President Barack Obama, the spending reductions he favors—and now, somewhat suddenly, the contrast between the policies embodied by the presumptive Republican challengers and those of the incumbent Democrats. It is a perceived sharpness that itself stands in contrast, of course, to Mitt Romney’s pre-Ryan candidacy, which many commentators found too muddled and many conservatives found too moderate.
Take transportation, for instance. Romney, as this blog observed, spoke and behaved as a metro-friendly moderate when he was Governor of Massachusetts. Romney’s transportation budgets were modally balanced, with an emphasis on fixing what already existed, and he worked hard to create a new state agency to encourage smart growth development and sustainability. A candidate who still believed in those principles might not have many sharp things to say about transportation in a debate with President Barack Obama.
The Obama Administration subscribes to the belief, by no means exclusive to liberals, that infrastructure spending is crucial to creating jobs and keeping America competitive. Judging from Paul Ryan’s budget blueprint, the newly tapped V.P. candidate takes issue not with just the dollar figures required to test Obama's idea, but the philosophy itself.
“Mr. Ryan voted against every piece of transportation legislation proposed by Democrats when they controlled the lower chamber between 2007 and early 2010, with the exception of a bill subsidizing the automobile industry to the tune of $14 billion in loans in December 2008. This record included a vote against moving $8 billion into the highway trust fund in July 2008 (the overall vote was 387 to 37), a bill that was necessary to keep transportation funding at existing levels of investment. Meanwhile, he voted for a failed amendment that would have significantly cut back funding for Amtrak and voted against a widely popular bill that would expand grants for public transportation projects. He did vote in favor of the most recent transportation bill extension.”
These votes of Ryan's weren’t a matter of toeing the party line, either. Republican House Transportation Chairman John Mica, for instance, took the other side on every one of these votes except the failed amendment cutting funding for Amtrak.
But no budget hawk is perfect. Ryan did show a certain weakness for transportation dollars back when George W. Bush was President. In July of 2005, he joined the 412-8 majority in voting for the infamously pork-laden, “bridge-to-nowhere”-building reauthorization bill SAFETEA-LU. And then he sent out a press release listing all of the earmarks he had won for his district, including $7.2 million for the widening of I-94 between the Illinois state line and Milwaukee, $3.2 million for a bypass around Burlington, and $2.4 million for work on I-43 in Rock County. Small authorizations were also secured for preliminary engineering work on the Kenosha streetcar expansion project and Kenosha-Racine-Milwaukee commuter rail. Ryan’s press release boasted that the state of Wisconsin was still a donee state, getting back $1.06 for every federal tax dollar, up from $1.02 the previous authorization. But “there’s no gas tax increase, and it draws on the Highway Trust Fund – not general revenues – for transportation spending, and it’s fair for Wisconsin gas tax payers.”
Five years later, as we know, it became unfashionable, gauche even, to be seen indulging in earmarks and other federal largess. In November 2010, that Tea Party autumn, Republican Scott Walker won the governorship of Ryan’s home state of Wisconsin after a campaign that made a major issue of the Milwaukee-to-Madison high speed rail “boondoggle.” In a television commercial, Walker said he’d rather use the $810 million to fix Wisconsin’s roads and bridges. But the money wasn’t fungible. As Walker and Florida Governor Rick Scott soon had to admit, turning down the money only meant re-gifting it to high speed rail projects in other, bluer, more grateful states.
Paul Ryan tried to change that. Just a few days after Walker’s election, he and two fellow Wisconsin Republicans co-sponsored legislation in the House to order returned high-speed rail money deposited into the general fund for the purposes of deficit reduction. The bill would have changed the political dynamic of federal high-speed rail funding had it passed, placing new pressure on any governor who accepted those grants. For whatever reason, the bill never left committee.
When Ryan became Chairman of the House Budget Committee, in 2011, he put forth a 2012 budget that, reflecting Ryan’s commitment not to raise the gas tax or draw from the general fund, reduced transportation spending from its 2011 level of $95 billion gradually down to $66 billion in 2015. That was at a time when the Obama Administration was proposing a six-year infrastructure outlay of $476 billion “to modernize the country’s transportation infrastructure, and pave the way for long-term economic growth.”
But there’s the rub. Chairman Ryan refutes that premise. In his budget, transportation spending is not economic investment. To quote the 2013 budget:
In the ﬁrst two years of the Obama administration, funding for the Department of Transportation grew by 24 percent–and that doesn’t count the stimulus spike, which nearly doubled transportation spending in one year. The mechanisms of federal highway and transit spending have become distorted, leading to imprudent, irresponsible, and often downright wasteful spending. Further, however worthy some highway projects might be, their capacity as job creators has been vastly oversold, as demonstrated by the extravagant but unfulﬁlled promises that accompanied the 2009 stimulus bill, particularly with regard to high-speed rail.
The document goes on to say that the country’s fiscal challenges make “long-term subsidization infeasible,” and that “high-speed rail and other new intercity rail projects should be pursued only if they can be established as self-supporting commercial services.” (It’s unclear whether Ryan believes that new highways should also be built as self-supporting commercial services. But he should give Rick Perry a call before saying so publicly.)
With Ryan now on the Republican ticket, one can see more clearly the (sharper) contours of the general election debate, and infrastructure spending might just have a starring role. It’s there in the debate over the federal budget, and the federal funding role. It’s at the crux of the hullabaloo over “You didn’t build that” (a government theory Elizabeth Warren articulated better). And it will be there when Paul Ryan debates Amtrak Joe.
Matt Dellinger is the author of the book Interstate 69: The Unfinished History of the Last Great American Highway. You can follow him on Twitter.
Monday, August 06, 2012
Amtrak plans to build a next generation high-speed rail network along the east coast zipping business travelers from New York to Philadelphia (or D.C.) fast enough to get them to their cheesesteak power lunch in a little more than half an hour. But the $151 billion plan lacks a dedicated funding source--a source that railroad executives are asking Congress to provide at a time of hostility to big projects. So Transportation Nation's Alex Goldmark chatted with Amtrak President and CEO, Joe Boardman about the future of our nation's rail network, and the prospects for Northeast corridor bullet trains in particular.
"The same kinds of arguments were delivered during the days of the building of the Erie Canal."
Amtrak's president predicted the business community will demand high-speed rail in the Northeast and pressure Congress to overcome its spending worries. He compared today's opponents of high speed rail to early 19th century naysayers of the Erie Canal, which enriched the city by bringing the bounty of the American midwest through the port of New York. Boardman believes we face a crisis of mobility similar to the one two centuries ago and that, this time, instead of canals, rail is the solution.
Joe Boardman: I think one of the things that’s most important is it’s really critical to the business community of the Northeast to have mobility and an ability to have the clustering of new technology companies. That will not happen if you do not have the mobility of something like high-speed rail for the Northeast and the increase in capacity [that would bring].
"It’s really critical to the business community..."
TN: What kind of upgrades are we talking about?
JB: A critical need here is to actually increase the capacity by actually increasing the number of tracks: having two new tunnels [under the Hudson River], improving the space within Penn Station itself, putting in a new Portal Bridge [in Northeast New Jersey], to make sure that gets done properly for the speeds we want to operate. And for the lack of being held up by movable bridges.
New Jersey Transit, Long Island Rail Road and Amtrak are all working together we can begin to make a change for the future, and I think it will be a change that is very positive for the business community and all in the Northeast.
"I think the opportunities for having this funded over the next several decades are excellent."
TN: Is it realistic to expect Congress to find $151 billion for high-speed rail in the Northeast?
JB: I think the opportunities for having this funded over the next several decades are excellent. I think clearly it is absolutely required. I think it will include all levels of government and include the revenues that will come back from the improvements that we will provide for the customers in the Northeast.
JB: You’ve got right now about 20 percent of the GDP coming out of the Northeast United States. If we don’t fix this [mobility] problem, that won’t last. So the business community in the Northeast, as it begins to wake up to what’s necessary to have the free flowing mobility … is going to need to look at reasonable solutions to that mobility. That’s train travel.
"Look at China right now. A lot of the increase in their ridership came from induced demand."
TN: Aren't there other ways to get around besides the train?
JB: You can look at China right now. A lot of the increase in their ridership came from induced demand, not from taking from any other mode. You’re still going to need the highways, you’re going to need aviation, but you’re not going to be able to grow with the projection of the population of the Northeast unless what you do is improve capacity. The place to make that happen is the railroad.
And the railroad then will receive the kind of state, local, federal funds necessary -- and in some cases the indebtedness necessary -- for the railroad itself to pay off those debts in the future.
"What mode of transportation can really get built and then begin to generate revenues? "
TN: Isn't there a reluctance to spend on large infrastructure projects?
JB: If that’s an obstacle, what mode of transportation can really get built and then begin to generate revenues? Not the highways. Not the airports largely. But on rail, what we’ve shown is an improvement in such a way that when you make these investments there is a surplus of revenues that are going to come forward. Where would you most likely want to make that investments then? It’s to the rail.
TN: Maybe the critics are right to say, "Let's delay high-speed rail and make do with what we have until we get our financial house in order."
JB: The same kinds of arguments were delivered during the days of the building of the Erie Canal. But once people saw the ability to really move products and move people in a much cheaper way and get greater mobility ... then the investments became available.
So I’m much more positive about the ability -- in the future -- for this country, and the younger people coming forward who are going to use this, to make those investments, to make us a continuing global competitor in the world.
*Transcript abridged for clarity.
Monday, July 30, 2012
(Orlando -- WMFE) Central Florida faces a transit planning challenge in the next few years with the arrival of publicly funded SunRail commuter rail in 2014, and private companies also lining up rail plans.
Orlando Transportation Policy Advisor Christine Kefauver says after looking at MIC, she thinks Central Florida is heading in the right direction.
“Our intermodal center is further down the road, but I don’t see that there’s anything above and beyond to say that we’ve not planned appropriately," says Kefauver, adding "it’s nice to see this kind of stuff in use.”
Orlando International Airport is making plans for an intermodal station at the site of its yet-to-be-built South terminal. Potential rail connections include SunRail and All Aboard Florida, a privately run central Florida to Miami service which Florida East Coast Industries wants to have operational by 2014.
Kefauver says All Aboard Florida has a good chance of success, based on what was learned from the failed attempt to bring high-speed rail to Central Florida.
“As we went through the conversation of Orlando to Tampa for high-speed rail, what we heard from a lot of folks was ‘I really want to get to Miami,’" she says.
Kefauver says rail will benefit Orlando residents and the 55 million tourists a year who visit the area."Tying all this in at the airport increases their ability to be able to use those other modes.”
The SunRail line does not include an airport stop, but MetroPlan Orlando, the transportation planning agency for Orange, Osceola and Seminole Counties, has begun talks on how to link the commuter rail with the airport.
Metroplan Orlando executive director Harry Barley says one option is to use a rail spur that now brings coal to OUC’s Stanton power plant. “That’s clearly the easiest and fastest to do, because of that spur being in place, and perhaps reframing this as an extension of the existing SunRail project.”
The rail spur branches off the SunRail line between the Sand Lake Road station and Meadow Woods station, and runs past the south of the airport.
Barley says some new rail would have to be laid to connect the freight line with the airport and to double the track in some places. He says a "back of the envelope" estimate put the cost of adapting the rail spur for a passenger train at around $104 million.
Meanwhile, Christine Kefauver says she's hopeful demand for SunRail will allow it to increase its frequency from every 30 minutes as currently planned, to every 15 minutes. When that happens she says there will be added impetus to connect the rail line to the airport.
Friday, July 27, 2012
By Kate Hinds
(Ben Trefny - San Francisco, KALW - for Marketplace) In California, Governor Jerry Brown has been on the campaign trail. He's not up for re-election -- he's campaigning for massive infrastructure projects. He's been pushing some of these for decades. But why is he on the offensive now, when his state faces multi-billion-dollar deficits?
He acknowledged he's been at this a long time. "You know," he said at last week's signing of his $8 billion transportation bill, "I signed my first high-speed rail bill 30 years ago, it's taken that long to get things going."
High-speed rail isn't the only thing he's backing. He also wants a pair of tunnels to transfer water from northern to southern California. Cost? Anywhere from $14 billion to $24 billion, depending on your favorite estimate -- figures similar to the deficit California faces year after year.
If the projects do get built, they would be completed after the 74-year-old Brown is out of office. Sacramento Bee columnist Dan Walters says that's part of the point: the lifelong politician once nicknamed Governor Moonbeam wants more of a concrete legacy. "He wants people to look back on him and say, "That Jerry, he did some really great stuff,'" said Walters, "rather than, 'Hey, Jerry, he was kind of crazy.' You know?"
There is one constant over Jerry Brown's long political career. He's always shooting for the moon.
Listen to the audio version of this story on the Marketplace Morning Report.