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Two-Year Report on the Northeast Corridor

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Two-Year Report on the Northeast Corridor TWO-YEAR REPORT ON THE NORTHEAST CORRIDOR U.S. DEPARTMENT OF TRANSPORTATION FEBRUARY 1978 TWO-YEAR REPORT MANDATE The following is an extract from Railroad Revitaliza- New York, and Washington, District of Colum- tion and Regulatory Reform (4R) Act of 1976, PL bia, operating on a 2 1/2-hour schedule, in- 94-21 0. cluding appropriate intermediate stops. Such report shall include a full and complete ac- Section 703. The Northeast Corridor Improve- counting of the need for improvements in in- ment Project shall be implemented by the Sec- tercity passenger transportation within the retary in order to achieve the following goals: Northeast Corridor and a full accounting of the public costs and benefits of improving various (1) Intercity Rail Passenger Services. modes of transportation to meet those needs. If such report shows (i) that further improve- (E) Within 2 years after the date of enact- ments are needed in intercity passenger trans- ment of this Act, the submission by the Secre- portation in the Northeast Corridor, and (ii) that tary to the Congress of a report on the financial improvements (in addition to those required by and operating results of the intercity rail pas- subparagraph (A) (i) of this paragraph) in the - senger service established under this section, rail system in such area would return the most on the rail freight service improved and main- public benefits for the public costs involved, tained pursuant to this section, and on the the Secretary shall make appropriate recom- practicability, considering engineering and fi- mendations to the Congress. Within 6 years af- nancial feasibility and market demand, of the ter the date of enactment of this Act, the Sec- establishment of regularly scheduled and de- retary shall submit an updated comprehensive pendable intercity rail passenger service be- report on the matters referred to in this subpar- tween Boston, Massachusetts, and New York, agraph. Thereafter, if it is practicable, the Sec- New York, operating on a 3-hour schedule, in- retary shall facilitate the establishment of in- cluding appropriate intermediate stops, and tercity rail passenger service in the Corridor regularly scheduled and dependable intercity which achieves the service goals specified in rail passenger service between New York, this subparagraph. SUMMARY AND CONCLUSIONS The Two-Year Report on the Northeast Corridor GENERAL PERSPECTIVES (NEC) analyzes the Northeast Corridor Improve- ment Project (NECIP), a major public investment in The Federal investment in rail passenger facili- improved intercity rail passenger transportation ser- ties in the NEC is very large. It includes both a large vice between Boston, Mass., and Washington, D.C. investment in capital facilities owned by Amtrak and The report presents the results of the National Rail- a substantial commitment to Federally financed road Passenger Corporation (Amtrak) operations in commuter rail facilities owned by local transit au- the NEC in 1976 and 1977, describes the physical thorities from Boston to Washington, D.C. In addi- components supporting NECIP service goals, and tion to this huge capital investment, the Federal discusses Amtrak projections for the NEC during the Government provides millions of dollars annually in period of construction. The balance of the rsport es- operating subsidies to Amtrak for intercity rail opera- tablishes and applies a conceptual framework for tions and in Urban Mass Transportation Administra- comparing service options after NECIP completion, tion subsidies for commuter operations along the describes the social and economic implications and NEC. As for freight, the Consolidated Rail Corpora- public costs and benefits of still further improve- tion (Conrail), which operates over Amtrak NEC ments in NEC transportation beyond the NECIP, and trackage, has received Federal loans and other fi- evaluates possible rail responses to such additional nancial assistance. These massive Federal invest- transportation needs. ments are justified not only by the high-population density and ridership levels - both present and tions for NECIP. First, the completion date for por- projected - along the NEC, but also by the rail net- tions of the NEClP construction will be delayed, al- work's important economic benefits to the north- though the introduction of some service meeting the eastern region of the country. trip-time goals is still a possibility by 1981. The pro- longed NEClP construction activities will also result To protect the Federal investment in rail passen- in higher costs; however, this delay is necessary to ger and freight transportation and to guarantee the insure that the NEClP decisions do not adversely af- system's future economic performance, all these fect the other NEC users. facilities must be operated in a coordinated fashion. There must be due regard for the specialized goals and needs of each separate service, but there must COMPARISON OF ALTERNATIVE NEC also be a recognition of the interdependence cre- OPERATIONS AFTER NEClP COMPLETION ated by the facilities themselves. Thus, if future This report examines, at varying cost and de- transport in the NEC is to reach its full potential, in- mand levels, a range of individual options for inter- tercity, commuter, and rail freight transportation im- city passenger train service, type of equipment, and provements should be coordinated to reinforce fare structures. Since the range of some of these each other, to insure that the investments made in variables requires further definition, more detailed the NEC bring optimum benefits to the intercity trav- examination is necessary before final decisions are eler, the commuter, and the shipper. made. Nevertheless, the work performed so far pro- vides valuable indications of the significance of each This represents a considerable change in the variable studied. concept of the NECIP. Most of the constituent ele- ments, such as track work, electrification, and main- Each option, with variations, was subjected to fi- tenance facilities, are certain to be a part of the final nancial analysis based on demand forecasts, capital improvements; but there will be some changes in cost assumptions, and operating cost-estimating NEC planning that will place a greater emphasis on relationships to give a yearly surplus or deficit. A net service to users and on the resolution of potential present value calculation measured the total results conflicts between intercity, passenger, commuter, for the period until the year 2000. and freight operations. Funds for improving rail passenger service in the IMPROVEMENTS IN INTERCITY NEC are limited, and there is no assurance at this PASSENGER TRANSPORTATION time that there will be any increase in the NEC bud- The report examines the direct and indirect so- get beyond the $1.75 billion already authorized. cial, economic, and environmental costs of expand- Nevertheless, current planning will assure that the ing various modes to bring about intercity transpor- doors are not closed on future options. tation improvements. To achieve substantial completion of the NEClP Intense urban development surrounding existing by February 1981, original NEClP planning was car- airport sites, environmental and financial con- ried out under the assumption that project funding straints, and citizen opposition make significant air- would peak at slightly over $600 million in FY 1979, port expansion problematical. The same factors with the remainder of the total authorization to be would limit the development of any new airport sys- budgeted for FY 1980. In developing a detailed pro- tem. Development of new or expanded highways gram plan for FY 1979, however, it became evident would be similarly expensive and involve substantial that selected project elements, such as vehicle environmental and community impacts. Costs for maintenance facilities, signaling, train control, and constructing the 452-mile 1-95 in the NEC have aver- electrification, would substantially benefit from fur- aged $6.5 million per mile, and for sections in urban ther coordination with user agencies, including Am- areas, the costs are considerably higher. The gen- trak, Conrail, and commuter operators. Accordingly, eral public has displayed a marked resistance in re- these elements will be delayed, with FY 1979 track, cent years to building new transportationfacilities as bridge, and tunnel work proceeding on schedule, opposed to improving and fully utilizing existing facil- and grade-crossing eliminations accelerating within ities. The rail mode in the NEC offers the most po- the $455 million called for in President Carter's FY tential for improved utilization to accommodate sub- 1979 budget. This action has two additional implica- stantial increases in travel demand. The NEClP will lead to an improved rail mode 2 hours, 30 minutes, New York to Washington, D.C. within an integrated transportation system; more- Such reductions could be achieved in several ways, over, in conjunction with improved management of separately or in combination: service options alone; existing airports and highways, improved rail service additional fixed-plant investments; or tilt-body vehi- will help to alleviate the congestion, environmental cles. A financial analysis of these alternatives has degradation, and social costs associated with trans- been performed. portation. Consistent with national policies on en- ergy conservation, environmental quality, and urban The third group comprises possible items of work development, rail improvements
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