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The ongoing discussion about the future implementation of high-speed rail (HSR) in the Northeast Corridor (NEC) is full of questions on the feasibility of HSR and the ability of Amtrak to implement it. Indeed, the introduction of the Acela Express in the past decade was not free from operating problems, but even with trains running below their full potential, the Amtrak NEC had substantial market growth. Thus, it is not clear if a true HSR service is feasible in the NEC, and if the current prospects are potentially effective. To evaluate the performance of the NEC and its main services in FY 2002-2012, and make inferences about HSR in the NEC for the next 30 years, we use productivity analysis. We employ a non-parametric single factor productivity (SFP) Törnqvist trans-log index approach with several metrics. We set ridership, revenue, revenue passenger-miles (RPM), and available seat-miles (ASM) as outputs, and operating costs as input. In this way, we provided guidelines and a robust structure of analysis that can be useful for subsequent passenger rail productivity studies. We find that the NEC experienced highly volatile, but considerable productivity growth in FY 2002-2012 (in the range of ~1-3% per year). Amtrak increased its ability to fill up and economically exploit the available capacity, but did not perform equally well on the supply side. Service changes, technical problems with train sets, targeted capital investments, and economic recession and recovery were the main drivers of productivity change. The Acela Express and Northeast Regional were very sensitive to external events, had large economies of scale, and implemented slow adjustment of capacity via rolling stock and infrastructure improvements, which varied depending on the service. The characteristics of the NEC reveal a potential for a successful introduction of HSR, but although Amtrak's Vision for HSR in the NEC is realistic (in terms of productivity), it is risky and perhaps the time scale is not ambitious enough. We recommend revising the current projections, incorporate additional planning approaches, accelerate key stages of the Vision and include the FAA in the planning process.
This report was prepared at the request of AASHTO's Standing Committee on Rail Transportation. It provides for AASHTO's members and others committed to developing a national intercity passenger rail system a summary of the recent favorable actions by Congress and the Obama Administration, a description of the work of the states over the past decade, the views of the essential partners to the states and other commentators, and some guidelines for advancing the effort.
Since its inception in 1971, Amtrak has received over $23 billion in Fed. subsidies for operating capital expenses. Over the last 3 yrs., Amtrak has received over $3.6 billion, including about $2.2 billion in 1998 and 1999 that it could use for capital improvements, etc. This report discusses: changes since 1995 in Amtrak's operating costs, including labor costs, payments to freight railroads to access their track, and int. on commercial debt; the projected changes over the next 5 years; and Amtrak's plans to address these costs; Amtrak's short- and long-term capital invest. requirements; and the availability of Fed. and non-Fed. funds for Amtrak's capital invest. Charts and tables.
North America faces a transportation crisis. Gas-guzzling SUVs clog the highways and air travelers face delays, cancellations, and uncertainty in the wake of unprecedented terrorist attacks. New Departures closely examines the options for improving intercity passenger trains' capacity to move North Americans where they want to go. While Amtrak and VIA Rail Canada face intense pressure to transform themselves into successful commercial enterprises, Anthony Perl demonstrates how public policy changes lie behind the triumphs of European and Japanese high-speed rail passenger innovations. Perl goes beyond merely describing these achievements, translating their implications into a North American institutional and political context and diagnosing the obstacles that have made renewing passenger trains so much more difficult in North America than elsewhere. New Departures links the lessons behind rail passenger revitalization abroad with the opportunity to recast the policies that constrain Amtrak and VIA Rail from providing efficient and effective intercity transportation.
This is a print on demand edition of a hard to find publication. Projected growth in the Northeast U.S. will substantially increase intercity travel demand. The improvements outlined in the recently-released Northeast Corridor (NEC) Infrastructure Master Plan would bring the current system to a state-of-good repair, ensure reliable service for all users, including intercity, commuter and freight, and provide sufficient capacity to meet estimated ridership demand through 2030. This report presents a possible concept for Next-Gen High-Speed Rail in the NEC, with new dedicated high-speed rail alignments, stations and equipment that can provide significant travel time savings and attractive premium service by rapidly connecting the Northeast¿s major hub cities along with its smaller cities, airports and suburban hubs.
This report documents an investigation into project costs and funding strategies that U.S. states and coalitions of states use to fund intercity passenger rail projects. Four states (California, North Carolina, Pennsylvania, and Virginia) and one multi-state corridor (the Pacific Northwest Corridor in Washington and Oregon) with documented histories of funding intercity passenger rail projects were selected for in-depth review. Factors that were considered in the case studies included: state-level funding sources, project costs, and estimated costs for future projects. A secondary goal of this research was to develop project cost analysis tools, such as a cost-per-mile index, for use by state rail planners in evaluating proposed intercity passenger rail projects. The research team concluded that the development of universally applicable cost-per-mile indices for intercity rail was infeasible at present due to the great number of variables involved in rail construction and the relatively small sample size of recent, comparable projects. Variables involved include project-specific factors such as terrain type, drainage requirements, regional labor and material costs, signalization and communication upgrade requirements, and the condition/track classification/traffic levels of existing infrastructure. As a result, researchers developed example project cost data and model cost ranges by project type.