High-Speed Rail Prospects in the U.S.: An Overview of Opportunities
Written on
Chapter 1: Introduction to High-Speed Rail in the U.S.
Dear Reader,
If you’ve followed the first two segments in this four-part series on high-speed rail in the United States, welcome to the third installment. Here, we will delve into the high-speed rail corridors, the Amtrak Acela service, plans initiated during the 2008–2013 period, and ongoing efforts in the Northeast Corridor and Western states.
Renewed Interest in High-Speed Rail: 1993–2008
In October 1992, five high-speed corridors were endorsed following the enactment of the Intermodal Surface Transportation Efficiency Act of 1991. Subsequent legislation, including the Transportation Equity Act for the 21st Century (TEA-21), continued to highlight high-speed rail initiatives, albeit with limited funding and direction. Since the introduction of the Metroliners, no new high-speed services have been integrated into the U.S. passenger rail network.
Amtrak Acela, a tilting train developed by Alstom and Bombardier, was introduced to enhance service on the Northeast Corridor, connecting major cities like Boston, New York City, Philadelphia, Baltimore, and Washington, D.C. Launched in December 2000, the Acela quickly became a profitable endeavor, contributing approximately 25% of Amtrak’s total service revenue by 2012.
Despite achieving a maximum speed of 150 mph in select areas, the Acela operates on tracks that do not support dedicated high-speed rail lines, limiting its overall speed. Travel times between Washington and New York currently stand at 2 hours and 53 minutes, while a nonstop service introduced in September 2019 has reduced this to 2 hours and 35 minutes.
The first video explores the top 10 locations in the U.S. ideal for high-speed rail development, providing insights into potential corridors and their benefits.
Plans for High-Speed Rail (2008–2013)
The California High-Speed Rail project represents the largest American high-speed rail initiative. In 2013, Tutor Perini secured a $1 billion contract to kick off construction, which began in 2015. However, funding cancellations totaling about $929 million by the Trump administration halted progress.
Rising jet fuel prices, congested airports, and stringent security measures have made high-speed rail a more appealing alternative. A study by the International Union of Railways highlights that high-speed trains generate only 20% of the CO2 emissions produced by cars and airplanes.
In 2012, then-Amtrak president Joseph Boardman proposed a dedicated high-speed rail line from Washington, D.C., to Boston, estimating costs at $151 billion, with a projected timeline exceeding 25 years.
Current State and Regional Efforts
Northeast Corridor (NEC)
Amtrak's proposal for a next-generation high-speed line in the NEC is projected to cost about $117 billion (in 2010 dollars) and aims to significantly reduce travel times. The vision includes a 96-minute trip from New York to Washington with a stop in Philadelphia, and an 84-minute journey from Boston to New York by 2040.
The project unfolds in two phases, with the first focusing on upgrading the NEC to facilitate speed enhancements for the Acela service. By 2022, the current Acela trainsets are expected to be replaced by the new Avelia Liberty models.
In 2012, the Federal Railroad Administration initiated the NEC FUTURE master plan, with the final environmental impact statement released in December 2016. Proposed alignments have been studied, including routes through Connecticut and Long Island.
Efforts in New York
New York has been discussing high-speed rail since the 1990s, but no significant progress has been made. While the Amtrak Acela connects Washington, D.C., to Boston, other regions remain without high-speed service.
A 2010 study by the New York Department of Transportation identified 10 potential alternatives to enhance the Empire Corridor, which stretches 461 miles from Penn Station in New York to Niagara Falls.
Pennsylvania’s Keystone Corridor
The Keystone Corridor, a 349-mile rail line linking Philadelphia to Pittsburgh, has been designated as a high-speed corridor since 1999. With upgrades completed in 2006, express services now cover the distance between Philadelphia and Harrisburg in about 95–100 minutes.
Chapter 2: California's High-Speed Rail Vision
The second video discusses 56 high-speed rail links that should have already been developed in the U.S., examining missed opportunities and future prospects.
California's Proposition 1A, passed in November 2008, authorized the issuance of $9.95 billion in bonds to fund the first phase of a proposed high-speed rail network. This initial phase aimed to connect Los Angeles to San Francisco via the Central Valley.
However, costs have escalated, and project scope has been reduced, with current estimates reaching $77.3 billion. Despite the challenges, Governor Gavin Newsom continues to support the initiative.
Thank you for your engagement and for reading the third article in this series on high-speed rail. I invite you to stay tuned for the final segment, where we will explore further insights on this evolving topic. Your feedback and support are greatly appreciated!