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 last 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.
Read the full report below.