DOCSLIB.ORG

The Right Track: Building a 21St Century High-Speed Rail System

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Right Track: Building a 21St Century High-Speed Rail System The Right Track Building a 21st Century High-Speed Rail System for America U.S. PIRG Education Fund The Right Track Building a 21st Century High-Speed Rail System for America U.S. PIRG Education Fund Written by: Tony Dutzik and Siena Kaplan, Frontier Group Phineas Baxandall, Ph.D., U.S. PIRG Education Fund Acknowledgments U.S. PIRG Education Fund thanks the following individuals for their review and insight- ful suggestions: Scott Bernstein, president of the Center for Neighborhood Technology; John Robert Smith, president and CEO of Reconnecting America; and Kevin Brubaker, deputy director of the Environmental Law & Policy Center. Thanks also to Susan Rakov and Elizabeth Ridlington for their editorial support. The generous financial support of the Rockefeller Foundation made this report possible. The authors bear responsibility for any factual errors. The recommendations are those of U.S. PIRG Education Fund. The views expressed in this report are those of the authors and do not necessarily reflect the views of our funders or those who provided review. © 2010 U.S. PIRG Education Fund With public debate around important issues often dominated by special interests pursuing their own narrow agendas, U.S. PIRG Education Fund offers an independent voice that works on behalf of the public interest. U.S. PIRG Education Fund, a 501(c)(3) organiza- tion, works to protect consumers and promote good government. We investigate prob- lems, craft solutions, educate the public, and offer Americans meaningful opportunities for civic participation. For more information about U.S. PIRG Education Fund or for additional copies of this report, please visit www.uspirg.org. Frontier Group conducts independent research and policy analysis to support a cleaner, healthier and more democratic society. Our mission is to inject accurate information and compelling ideas into public policy debates at the local, state and federal levels. For more information about Frontier Group, please visit www.frontiergroup.org. Cover photos: High-speed Train, Archives, iStockphoto.com; Downeaster: Northern New England Passenger Rail Authority; Transbay Terminal (photo illustration), California High-Speed Rail Authority; Arrival board, Terraxplorer, iStockphoto.com. Layout: Harriet Eckstein Graphic Design Table of Contents Executive Summary 1 Introduction 6 Why Intercity Passenger Rail? 9 Reducing Congestion 9 Curbing Oil Dependence 10 Boosting the Economy 11 Increasing Transportation Options 13 Providing Comfortable, Efficient Travel 13 Protecting the Environment 15 An Emerging Vision for American Passenger Rail 17 The Northeast 19 The Southeast 26 Florida 30 The Gulf Coast 32 South Central 34 The Southwest 36 The Midwest 41 The Pacific Northwest 47 California 49 High-Speed Passenger Rail: Going From Vision to Reality 53 1. Invest Adequate Resources 53 2. Maximize “Bang for the Buck” 55 3. Encourage Private Investment, But With Strong Public Protections 56 4. Invest to Realize Full Energy and Safety Benefits 57 5. Build Stations in the Right Places 58 6. Manage for Performance 58 7. Assure Transparency 58 8. Encourage Domestic Manufacturing 58 9. Set Standards 59 10. Encourage Cooperation Among States 60 11. Articulate a Vision and Measure Progress 60 Notes 61 Executive Summary merica’s highways and airports are that figure does not include many other increasingly congested. Our nation’s important and worthwhile projects that Atransportation system remains de- were not requested because they were fur- pendent on oil. And our existing transpor- ther away from being “shovel-ready.” tation infrastructure is inadequate to the State requests for passenger rail funding demands of the 21st century. under ARRA—coupled with the broader Intercity passenger rail can help Amer- agenda for high-speed rail development ica address each of these challenges. Most articulated by the Obama administra- major industrialized countries have (or are tion—present a powerful vision for the fu- now building) well-functioning intercity ture of transportation in America, touch- rail systems. High-speed trains traveling ing virtually every region of the country. from 125 mph to 200 mph or more have long served residents of Europe and Ja- Passenger rail can help address pan, and China is currently in the midst of America’s toughest transportation building a $293 billion, 10,000-mile high- challenges. speed rail system.1 Now, for the first time, the federal gov- • Passenger rail curbs congestion on ernment has invested significant resources highways and in airports, saving trav- toward the development of high-speed elers time, money and aggravation. rail in the United States, with an $8 bil- The Center for Clean Air Policy lion allocation in the American Recovery and the Center for Neighborhood and Reinvestment Act (ARRA) and $2.5 Technology estimate that completion billion more in Congress’ fiscal year 2010 of a national high-speed rail network budget. would reduce car travel by 29 million States across the country are hungry for trips and air travel by nearly 500,000 improved passenger rail. Indeed, states flights annually. That is more flights have requested seven times more mon- than depart each year from Atlanta’s ey for passenger rail improvements Hartsfield-Jackson Airport, the than was allocated under ARRA. And nation’s busiest. Executive Summary • Passenger rail reduces our depen- between cities, fostering regional dence on oil. On average, an Amtrak business connections and encourag- passenger uses 23 percent less energy ing exchanges of information in the per mile than an airplane passenger, emerging “knowledge economy.” 40 percent less than a car passenger, Investments in passenger rail can also and 57 percent less than a passenger reduce the need for costly investments in an SUV or pickup truck. Newer in highways and airport capacity. locomotives are becoming far more efficient, and switching rail lines • Passenger rail can provide con- from diesel to electric power can venient, efficient travel, where curb America’s oil dependence even riders can work, relax, enjoy greater further. legroom, and travel directly from downtown to downtown, even in in- • Passenger rail will boost America’s clement weather—avoiding the need economy. The task of building out to drive to outlying airports, wait in the nation’s high-speed passenger long security lines, or jostle for park- rail network is estimated to create ing in congested center cities. up to 1.6 million construction jobs, and can provide a needed shot in the • Passenger rail protects the arm for America’s struggling manu- environment. The Center for facturing sector. Economic growth is Clean Air Policy and the Center also spurred by making travel easier for Neighborhood Technology Figure ES-1. Proposed Passenger Rail Improvements, United States 2 The Right Track estimate that a national high-speed • Florida is seeking to build the first rail network would reduce global truly high-speed rail system in the warming pollution by 6 billion United States, with an initial network pounds, the equivalent of taking linking Tampa, Orlando and Miami. almost 500,000 cars off the road. Trains traveling at 165 mph or more would bypass traffic on the state’s Investments in passenger rail can congested highways and link together benefit virtually every region of the many of the state’s biggest attrac- United States. State requests for fund- tions. Florida is also seeking to re- ing under ARRA would begin to deliver store rail service along its east coast, many of those benefits. providing new service to important coastal destinations. • In the Northeast, proposed invest- ments would extend the region’s • The Gulf Coast states are pursu- already successful rail network to ing the restoration of passenger rail new locations, such as Scranton, service east of New Orleans that was Brunswick, Maine, and the cities of disrupted after Hurricane Katrina. Massachusetts’ South Coast. Planned Over the long term, the states are investments would also speed up looking to build a modern passenger trips on New York state’s important rail network with links between New Empire Corridor from Buffalo to Orleans and Baton Rouge to the Albany, and Pennsylvania’s east-west north, Houston to the west, Birming- Keystone Corridor from Pittsburgh ham to the northeast, and the Florida to Philadelphia, providing important Panhandle to the east. links in a regional high-speed rail network and serving as an effective • The proposed Texas “T-Bone” high- alternative to flying or driving along speed rail network would serve as a those routes. core for improved passenger rail ser- vice throughout the South Central • The Southeast would benefit from region. The “T-Bone” network— extending successful near-high-speed running from Dallas to San Antonio service along Amtrak’s Northeast and east to Houston—would serve Corridor further south, to Virginia fast-growing metropolitan areas with and North Carolina. North Carolina more than 15 million residents. Ad- also plans to improve and expand ditional connections would include rail service between Charlotte and high-speed service between Texas, Raleigh—reducing congestion in one Oklahoma City and Tulsa, and an of the fastest-growing regions of the eventual high-speed rail connection country. Finally, the Southeast’s plan with Little Rock. for high-speed rail would restore Atlanta to its historic status as a • The rapidly growing Southwest passenger rail hub, linking the city trails other regions in planning with rail lines running northwest to for high-speed rail, but has several Nashville, northeast to Charlotte and potential corridors for new service, Washington, D.C., west to Birming- including potential lines serving ham, and southeast to Savannah and Denver, Colorado’s Front Range, Jacksonville. Phoenix, Tucson and Las Vegas. Executive Summary • The Midwest already has extensive riders in the last three months of rail lines, which states are seeking to 2009. Ridership on regional com- modernize, creating a regional net- muter rail lines has increased as well. work of efficient passenger rail routes with Chicago as the hub.
Load more

Recommended publications
  • Harrisburg Line Capacity Improvements Upgrade of Track 2 from Glen Interlocking to Thorn Interlocking
    HARRISBURG LINE CAPACITY IMPROVEMENTS UPGRADE OF TRACK 2 FROM GLEN INTERLOCKING TO THORN INTERLOCKING FEDERAL RAILROAD ADMINISTRATION FEDERAL-STATE PARTNERSHIP FOR STATE OF GOOD REPAIR PROGRAM GRANT APPLICATION Lead Applicant: Southeastern Pennsylvania Transportation Authority (SEPTA) Joint Applicant: Pennsylvania Department of Transportation (PennDOT) FEDERAL FUNDING REQUESTED: $8,337,500 (50%) PROPOSED NON-FEDERAL MATCH: $8,337,500 (50%) TOTAL PROJECT COST: $16,675,000 PROJECT LOCATION: Caln Township, Downingtown Borough, East Caln Township, West Whiteland Township, & East Whiteland Township in Chester County, Pennsylvania - 6th Congressional District No Federal Grant Application Previously Submitted for this Project Table of Contents I. Project Summary .................................................................................................................................. 1 II. Project Funding ..................................................................................................................................... 2 III. Applicant Eligibility ............................................................................................................................... 3 IV. NEC Project Eligibility ........................................................................................................................... 3 V. Detailed Project Description ................................................................................................................ 5 VI. Project Location .................................................................................................................................
    [Show full text]
  • Right of Passage
    Right of Passage: Reducing Barriers to the Use of Public Transportation in the MTA Region Joshua L. Schank Transportation Planner April 2001 Permanent Citizens Advisory Committee to the MTA 347 Madison Avenue, New York, NY 10017 (212) 878-7087 · www.pcac.org ã PCAC 2001 Acknowledgements The author wishes to thank the following people: Beverly Dolinsky and Mike Doyle of the PCAC staff, who provided extensive direction, input, and much needed help in researching this paper. They also helped to read and re-read several drafts, helped me to flush out arguments, and contributed in countless other ways to the final product. Stephen Dobrow of the New York City Transit Riders Council for his ideas and editorial assistance. Kate Schmidt, formerly of the PCAC staff, for some preliminary research for this paper. Barbara Spencer of New York City Transit, Christopher Boylan of the MTA, Brian Coons of Metro-North, and Yannis Takos of the Long Island Rail Road for their aid in providing data and information. The Permanent Citizens Advisory Committee and its component Councils–the Metro-North Railroad Commuter Council, the Long Island Rail Road Commuters Council, and the New York City Transit Riders Council–are the legislatively mandated representatives of the ridership of MTA bus, subway, and commuter-rail services. Our 38 volunteer members are regular users of the MTA system and are appointed by the Governor upon the recommendation of County officials and, within New York City, of the Mayor, Public Advocate, and Borough Presidents. For more information on the PCAC and Councils, please visit our website: www.pcac.org.
    [Show full text]
  • Interaction of Lifecycle Properties in High Speed Rail Systems Operation
    Interaction of Lifecycle Properties in High Speed Rail Systems Operation by Tatsuya Doi M.E., Aeronautics and Astronautics, University of Tokyo, 2011 B.E., Aeronautics and Astronautics, University of Tokyo, 2009 Submitted to the Institute for Data, Systems, and Society in partial fulfillment of the requirements for the degree of Master of Science in Engineering Systems at the Massachusetts Institute of Technology June 2016 © 2016 Tatsuya Doi. All rights reserved. The author hereby grants to MIT permission to reproduce and to distribute publicly paper and electronic copies of this thesis document in whole or in part in any medium now known or hereafter created. Signature of Author: ____________________________________________________________________ Institute for Data, Systems, and Society May 6, 2016 Certified by: __________________________________________________________________________ Joseph M. Sussman JR East Professor of Civil and Environmental Engineering and Engineering Systems Thesis Supervisor Certified by: __________________________________________________________________________ Olivier L. de Weck Professor of Aeronautics and Astronautics and Engineering Systems Thesis Supervisor Accepted by: _________________________________________________________________________ John N. Tsitsiklis Clarence J. Lebel Professor of Electrical Engineering IDSS Graduate Officer 1 2 Interaction of Lifecycle Properties In High Speed Rail Systems Operation by Tatsuya Doi Submitted to the Institute for Data, Systems, and Society on May 6, 2016 in Partial Fulfillment of the Requirements for the Degree of Master of Science in Engineering Systems ABSTRACT High-Speed Rail (HSR) has been expanding throughout the world, providing various nations with alternative solutions for the infrastructure design of intercity passenger travel. HSR is a capital-intensive infrastructure, in which multiple subsystems are closely integrated. Also, HSR operation lasts for a long period, and its performance indicators are continuously altered by incremental updates.
    [Show full text]
  • Chicago-South Bend-Toledo-Cleveland-Erie-Buffalo-Albany-New York Frequency Expansion Report – Discussion Draft 2 1
    Chicago-South Bend-Toledo-Cleveland-Erie-Buffalo- Albany-New York Frequency Expansion Report DISCUSSION DRAFT (Quantified Model Data Subject to Refinement) Table of Contents 1. Project Background: ................................................................................................................................ 3 2. Early Study Efforts and Initial Findings: ................................................................................................ 5 3. Background Data Collection Interviews: ................................................................................................ 6 4. Fixed-Facility Capital Cost Estimate Range Based on Existing Studies: ............................................... 7 5. Selection of Single Route for Refined Analysis and Potential “Proxy” for Other Routes: ................ 9 6. Legal Opinion on Relevant Amtrak Enabling Legislation: ................................................................... 10 7. Sample “Timetable-Format” Schedules of Four Frequency New York-Chicago Service: .............. 12 8. Order-of-Magnitude Capital Cost Estimates for Platform-Related Improvements: ............................ 14 9. Ballpark Station-by-Station Ridership Estimates: ................................................................................... 16 10. Scoping-Level Four Frequency Operating Cost and Revenue Model: .................................................. 18 11. Study Findings and Conclusions: .........................................................................................................
    [Show full text]
  • High-Speed Intercity Passenger Rail
    HIGH-SPEED INTERCITY PASSENGER RAIL Los AngelesSPEEDLINES County Metro Rail, a heavy rail rapid transit line in Los Angeles, includes the Red and Purple subway lines, as well as the Gold, Blue, Orange, March 2016 Silver and Green light rail lines. This is a look at the Red Line Vermont/Sunset Station which stops from San Fernando Valley, through Hollywood, to ISSUE #17 the historic Union Station Downtown LA. CALIFORNIA CHSRA’s 2016 Business Plan describing » p. 7 the latest project goals, financing, and development plans. HSR POLICY FORUM » p. 9 2 CONTENTS SPEEDLINES MAGAZINE 3 CHAIRMAN’S MESSAGE 4 TRANSIT IN SOUTHERN ONTARIO 7 CALIFORNIA 9 HSR POLICY FORUM The U.S. transportation system as such is in most other countries consists, actually, of networks of varied systems. 17 LEGISLATIVE UPDATE In America, the backbone is composed of an agglomeration of roadways. Subsidiary to this, of course, is the collection of various “ways” or rights-of-way on which trains, planes and watercraft travel. Within this broad, mobile band, 19 TRANSFORMATIVE HSR working high-speed rail – passenger and freight – is decidedly missing. That said, the pendulum, at long last, is moving in the direction of high-speed rail inclusion, even if slowly and that – good, bad or indifferent depending 21 SPOTLIGHT upon one’s point of view – has upset the status quo. 22 THE CHUNNEL CHAIR: PETER GERTLER VICE CHAIR: AL ENGEL 26 2016 STATES ROUNDUP SECRETARY: ANNA BARRY OFFICER AT LARGE: DAVID CAMERON IMMEDIATE PAST-CHAIR: DAVID KUTROSKY 36 HSR ROI STUDY EDITOR: WENDY WENNER PUBLISHER: AL ENGEL ASSOCIATE PUBLISHER: KENNETH SISLAK ASSOCIATE PUBLISHER: ERIC PETERSON 37 APTA RAIL CONFERENCE IN JUNE u PASSENGER RAIL SESSIONS LAYOUT DESIGNER: WENDY WENNER 38 HSR TRAINING SPEEDLINES is published in cooperation withthe: High-Speed Intercity Passenger Rail Committee and the 39 STB GUIDANCE American Public Transportation Association 1300 I Street NW, Suite 1200 East Washington, DC 20005 © 2011-2016 APTA - ALL RIGHTS RESERVED 3 CHAIRMAN’S MESSAGE Our economy faces many challenges.
    [Show full text]
  • PLANNING GUIDE for Public Transportation Elevators Table of Contents
    PLANNING GUIDE FOR Public transportation elevators Table of Contents 1. Introduction ...........................................................................................................4 1.1 About this Planning Guide ............................................................................................4 1.2 About KONE .................................................................................................................4 2. Special demands of public transportation ........................................................... 7 2.1 Airports ........................................................................................................................7 2.1.1 Benefits of KONE elevators for airports ...................................................................................... 7 2.2 Transit centers (railway and metro ststions) ...................................................................8 2.2.1 Benefits of KONE elevators in railway and metro stations .......................................................... 8 2.3 Main specifications for public transportation elevators ...............................................10 2.4 Electromagnetic compatibility standards ....................................................................11 2.5 LSH and LH cables ......................................................................................................11 3. Odering a public transportation elevator ...........................................................12 3.1 Key cost drivers for elevators in
    [Show full text]
  • Transportation Planning for the Richmond–Charlotte Railroad Corridor
    VOLUME I Executive Summary and Main Report Technical Monograph: Transportation Planning for the Richmond–Charlotte Railroad Corridor Federal Railroad Administration United States Department of Transportation January 2004 Disclaimer: This document is disseminated under the sponsorship of the Department of Transportation solely in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof, nor does it express any opinion whatsoever on the merit or desirability of the project(s) described herein. The United States Government does not endorse products or manufacturers. Any trade or manufacturers' names appear herein solely because they are considered essential to the object of this report. Note: In an effort to better inform the public, this document contains references to a number of Internet web sites. Web site locations change rapidly and, while every effort has been made to verify the accuracy of these references as of the date of publication, the references may prove to be invalid in the future. Should an FRA document prove difficult to find, readers should access the FRA web site (www.fra.dot.gov) and search by the document’s title or subject. 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FRA/RDV-04/02 4. Title and Subtitle 5. Report Date January 2004 Technical Monograph: Transportation Planning for the Richmond–Charlotte Railroad Corridor⎯Volume I 6. Performing Organization Code 7. Authors: 8. Performing Organization Report No. For the engineering contractor: Michael C. Holowaty, Project Manager For the sponsoring agency: Richard U. Cogswell and Neil E. Moyer 9. Performing Organization Name and Address 10.
    [Show full text]
  • AGENCY PROFILE and FACTS RTD Services at a Glance
    AGENCY PROFILE AND FACTS RTD Services at a Glance Buses & Rail SeniorRide SportsRides Buses and trains connect SeniorRide buses provide Take RTD to a local the metro area and offer an essential service to our sporting event, Eldora an easy RTDway to Denver services senior citizen at community. a glanceMountain Resort, or the International Airport. BolderBoulder. Buses and trains connect and the metro trainsarea and offer an easy way to Denver International Airport. Access-a-Ride Free MallRide Access-a-RideAccess-a-Ride helps meet the Freetravel MallRideneeds of passengers buses with disabilities.Park-n-Rides Access-a-RideFlexRide helps connect the entire length Make connections with meet theFlexRide travel needsbuses travel of within selectof downtown’s RTD service areas.16th Catch FlexRideour to connect buses toand other trains RTD at bus or passengerstrain with servies disabilities. or get direct accessStreet to shopping Mall. malls, schools, and more.89 Park-n-Rides. SeniorRide SeniorRide buses serve our senior community. Free MallRide FlexRideFree MallRide buses stop everyFree block onMetroRide downtown’s 16th Street Mall.Bike-n-Ride FlexRideFree buses MetroRide travel within Free MetroRide buses Bring your bike with you select RTDFree service MetroRide areas. buses offer convenientoffer convenient connections rush-hour for downtown commuterson the bus along and 18th train. and 19th Connectstreets. to other RTD connections for downtown SportsRides buses or trains or get direct commuters along 18th and Take RTD to a local sporting event, Eldora Mountain Resort, or the BolderBoulder. access toPark-n-Rides shopping malls, 19th streets. schools, Makeand more.connections with our buses and trains at more than 89 Park-n-Rides.
    [Show full text]
  • Framework for Assessing the ROI for High-Speed and Intercity Rail Projects
    Framework for Assessing the ROI for High-Speed and Intercity Rail Projects Prepared for: American Public Transportation Association (APTA) Prepared by: The Urban Transportation Center (UTC), University of Illinois at Chicago with Economic Development Research Group (EDRG), Boston, MA Primary authors: P.S. Sriraj, PhD, Director, Urban Transportation Center at UIC Bo Zou, PhD, Assistant Professor, College of Engineering at UIC Steve Schlickman, JD, Senior Research Specialist Glen Weisbrod, EDR Group Contributing authors: Ahmadreza Talebian, PhD, Post-Doctoral Research Fellow, UIC Kyle Schroeckenthaler, EDR Group Adam Blair, EDR Group June 2017 The Urban Transportation Center University of Illinois at Chicago 412 S. Peoria St., 340 CUPPAH, Chicago, IL 60607-7036 www.utc.uic.edu REPORT SPONSORS APTA BUSINESS MEMBERS Capitol Corridor HNTB WSP Mott McDonald Atkins HDR Quandel Consultants Al Engel Consulting TECHNICAL REVIEW TEAM Charles Quandel, Quandel Consultants Ira Hirschman, WSP Sharon Greene, HDR Dominic Spaethling, HNTB Darnell Grisby, APTA APTA HIGH-SPEED AND INTERCITY PASSENGER RAIL COMMITTEE LEADERSHIP Anna Barry, Connecticut DOT Chair Al Engel, Al Engel Consulting Vice Chair Jennifer Bergener, Managing Director, LOSSAN Rail Corridor Agency Secretary Peter Gertler, HNTB Immediate Past Chair David Cameron, Teamsters Officer at Large Art Guzzetti, APTA Staff Advisor Contents Introduction ...............................................................................................................................................................
    [Show full text]
  • Directions from the Heathrow Terminals to the Airline Coach
    Directions from the Heathrow Terminals to the Airline Coach Terminal 2 - Enter the arrivals area, here you will see lots of people waiting. - Exit the terminal building and walk to the elevators straight ahead - Take the elevator down to floor -1 - Turn right out of the elevator - Follow the signs to the Central Bus station - Take the travellator - You will see an elevator with signs on it to the Central Bus station and to the Chapel - Take the elevator up to floor 0 Central Bus station - Turn right out of the elevator and go to Exit A. - Go to Stand 15 and wait for the Airline coach Terminal 3 - Enter the arrivals area, here you will see lots of people waiting. - Straight ahead of you is a ramp. - Walk down the ramp following the signs to the Central Bus station - Take the travellator - Turn left to the Central Bus station - Turn left again following signs to the Central Bus station - Turn right - You will see an elevator with signs on it to the Central Bus station and to the Chapel - Take the elevator up to floor 0 Central Bus station - Turn right out of the elevator and go to Exit A. - Go to Stand 15 and wait for the Airline coach Terminal 4 - Enter the arrivals area, here you will see lots of people waiting. - Walk towards the sign that says ‘Meeting Point’ - Pass the shop called ‘Boots’ - Look for the sign which says ‘free transfer to all terminals’ - Pass the ticket machines and walk through the glass doorway. - Turn left towards the elevators and take the elevator down to floor -1 - Come out of the elevator and follow the signs
    [Show full text]
  • Empire Corridor
    U.S. System Summary: EMPIRE CORRIDOR Empire Corridor High-Speed Rail System (Source: NYSDOT) The Empire Corridor high-speed rail system is an es- rently in the Planning/Environmental stage with a vision tablished high-speed rail system containing 463 miles of to implement higher train speeds throughout the corridor. routes in two segments wholly contained within the State The entire route is part of the federally-designated Em- of New York, connecting New York City, Albany, Syra- pire Corridor High-Speed Rail Corridor. Operational and cuse, Rochester, Buffalo, and Niagara Falls. High-speed proposed high-speed rail service in the Empire Corridor intercity passenger rail service is currently Operational in high-speed rail system is based primarily on incremen- small portions of each segment, with maximum speeds up tal improvements to existing railroad rights-of-way, with to 110 mph. The entire 463-mile Empire Corridor is cur- maximum train speeds up to 125 mph being considered. U.S. HIGH-SPEED RAIL SYSTEM SUMMARY: EMPIRE CORRIDOR | 1 SY STEM DESCRIPTION AND HISTORY System Description The Empire Corridor high-speed rail system consists of two segments, as summarized below. Empire Corridor High-Speed Rail System Segment Characteristics Segment Description Distance Segment Status Designated Corridor? Segment Population New York City, NY, to Albany, NY 141 Miles Operational Yes 13,362,857 Albany, NY, to Niagara Falls, NY 322 Miles Planning/Environmental Yes 4,072,741 The New York City, NY, to Albany, NY, segment is 141 Transportation Study, which determined that new tech- miles in length and includes major communities such as nology over a new dedicated right-of-way would be neces- Poughkeepsie and Rhinecliff-Kingston along the route.
    [Show full text]
  • Advancing High-Speed Rail Policy in the United States
    MTI Advancing High-Speed Rail Funded by U.S. Department of in the United States Advancing High-Speed Rail Policy Transportation and California Policy in the United States Department of Transportation Report Number 11-18 MTI Report 11-18 May 2012 MINETA TRANSPORTATION INSTITUTE MTI FOUNDER Hon. Norman Y. Mineta The Norman Y. Mineta International Institute for Surface Transportation Policy Studies (MTI) was established by Congress as part MTI BOARD OF TRUSTEES of the Intermodal Surface Transportation Efficiency Act of 1991. Reauthorized in 1998, MTI was selected by the U.S. Department of Transportation through a competitive process in 2002 as a national “Center of Excellence.” The Institute is funded by Con- Honorary Co-Chair Rebecca Brewster Steve Heminger Stephanie Pinson gress through the United States Department of Transportation’s Research and Innovative Technology Administration, the Califor- Hon. James Oberstar ** President/COO Executive Director President/COO nia Legislature through the Department of Transportation (Caltrans), and by private grants and donations. Chair American Transportation Metropolitan Transportation Gilbert Tweed Associates, Inc. House Transportation and Research Institute Commission New York, NY Smyrna, GA Oakland, CA Infrastructure Committee The Institute receives oversight from an internationally respected Board of Trustees whose members represent all major surface Hans Rat House of Representatives Donald H. Camph Hon. John Horsley # Secretary General transportation modes. MTI’s focus on policy and management resulted from a Board assessment of the industry’s unmet needs Washington, DC President Executive Director Union Internationale des and led directly to the choice of the San José State University College of Business as the Institute’s home.
    [Show full text]