A reminder that the GOP simply isn't interested in governing. This is merely baseless fluff that's intended merely for the accumulating of power rather than for solving problems. They know it's not going to go anywhere, so why not research the issues and offer some realistic ideas? Example: widen the eligibility of federal capital and operating funding to private sector operators. Turn Amtrak into an infrastructure-owning entity that would continue to run passenger trains on the federally designated basic system where no private sector operator has yet been awarded an application to run trains.

 

This is the bill that would:
—Cut transit capital investments from $2.6b to $392m —Reduce Amtrak funding by 64%
—Provide no funding for RAISE program, which supports multimodal transportation projects
—Ban investment in California high-speed rail

 

House just moved consideration of the transportation funding bill to next week. 

all systems go for gateway —  👍

 

 

 

Gateway tunnel project reaches key milestone with $3.8 billion funding boost

 

By Stephen Nessen

Published Nov 3, 2023 

 

 

Politicians vowed that work would soon begin on the long-stalled and historically expensive project to build a second tunnel under the Hudson River for Amtrak and NJ Transit on Friday, as New York Sen. Chuck Schumer announced an additional $3.8 billion in federal funding for the project.

 

“It's all systems go," Schumer said, speaking near 30th Street at the West Side Yard, where the work is set to happen. "There's no turning back."

 

The Gateway Project, which Schumer called the “nation’s largest public works project," will build a new train tunnel and repair an existing tube damaged by Hurricane Sandy.

 

 

more:

https://gothamist.com/news/gateway-tunnel-project-reaches-key-milestone-with-38-billion-funding-boost

 

More detail on more projects are available at the link at the bottom of the press release (including infrastructure for running New Haven Line Metro North trains into Penn Station)....

 

FRA 11-23

November 6, 2023
Contact: FRA Public Affairs

Tel.: (202) 493-6024

[email protected]

 

President Biden Advances Vision for World Class Passenger Rail with $16 Billion Investment in America’s Busiest Corridor    

 

Funding made possible by the Bipartisan Infrastructure Law will go to 25 passenger rail projects in seven states along the Northeast Corridor, the latest investment in rail projects across the country 

 

Rail investments are a key part of Bidenomics and the President’s Investing in America Agenda

 

WASHINGTON, D.C. – The U.S. Department of Transportation’s Federal Railroad Administration (FRA) today announced it has awarded $16.4 billion for 25 passenger rail projects along the Northeast Corridor (NEC), a railroad line running between Boston and Washington, D.C. This particular line is one of the highest volume passenger rail corridors in the world and the busiest in the United States, with hundreds of thousands of daily riders. It also supports billions of dollars in annual economic activity, making it key to the national economy. Projects were selected through the Bipartisan Infrastructure Law’s Federal-State Partnership for Intercity Passenger Rail Program (Fed-State NEC).  

 

This unprecedented rail announcement, which will support over 100,000 good-paying construction jobs and advance Gateway Program projects, is a massive step forward as President Biden advances a vision for world-class passenger rail. It is also the latest in a series of major rail investments made under the Biden-Harris Administration to build the modern rail network Americans need and deserve. Today’s investment will overhaul infrastructure that outdates 99% of all living Americans by replacing or upgrading 12 major bridges and tunnels that are over 100 years old. Such aged infrastructure causes delays and increased travel time for passengers. Addressing these major backlog projects and advancing planning studies will ensure future progress for an improved national rail network.  

 

Taken together, these investments will upgrade tunnels, bridges, tracks, power systems, signals, stations, and more, allowing for increased speeds, reduced travel time, and a more reliable experience for riders. This means modernizing and strengthening a mode of transportation that produces fewer emissions compared to driving or flying. This announcement comes as demand for passenger rail continues to grow along the NEC, with this summer’s Amtrak ridership surpassing pre-pandemic numbers. 

 

“Under President Biden, we are finally delivering the generational investments in passenger rail that Americans have wanted for years, including modernizing the busiest rail corridor in the country,” said U.S. Transportation Secretary Pete Buttigieg. “These investments will make our busiest passenger railroad safer, faster, and more reliable, which means fewer delays and shorter commutes for the 800,000 passengers who rely on the Northeast Corridor every day.”  

 

“The President’s investments in rail are the boldest ever, and they’re going to bring immediate benefits to communities and the economy while laying the foundation for generations of growth,” said FRA Administrator Amit Bose. “On the heels of 70 nationwide rail projects announced last month—projects funded through FRA’s CRISI program that will make freight rail safer and strengthen supply chains—today’s investment will help ensure essential rail corridors like the Northeast Corridor are modern, safe, and convenient, giving Americans access to world-class passenger service.”   

 

Vital to the American economy, the area the NEC spans accounts for 24 million jobs and 20% of the national GDP, while serving 800,000 intercity passengers riders, commuters, and travelers daily. Despite its national importance, the corridor hasn’t seen major federal investment in generations. Thanks to President Biden’s Bipartisan Infrastructure Law and Investing in America Agenda, investments are now being made in more communities than ever before along the corridor, and compared to previous years, today’s announcement includes nearly four times as many selected projects nearing construction. 

 

Examples of major Fed-State NEC projects moving forward with new funding include: 

 

New Jersey/New York – Gateway Program: Hudson Tunnel Project Systems and Fit Out (Up to $3,799,999,820) 
The project includes final design and construction of the Hudson River Tunnel project and rehabilitation of the existing 113-year-old North River tunnels. Construction will include installation of track, signals, traction power, ventilation, fire and life safety systems, and other necessary systems work in the new Tunnel. As matching funds, the Gateway Development Commission (GDC) will provide approximately $950 million as part of a financing package through DOT’s Railroad Rehabilitation and Improvement Financing (RRIF) loan program. For the larger Hudson Tunnel Project: FRA has committed an additional $912 million through Amtrak; FTA has determined a contribution of up to $6.88 billion under their Capital Investment Grants program; U.S. DOT has provided $25 million through the Rebuilding American Infrastructure with Sustainability and Equity (RAISE) program; and GDC will provide additional RRIF funds as part of the financing package.

 

Maryland – B&P Tunnel Replacement Program: Frederick Douglass Tunnel (Up to $4,707,571,556)
The proposed project includes final design and construction of the Baltimore and Potomac tunnel replacement, to be known as the Frederick Douglass Tunnel. The project constructs a new two-track tunnel for passenger rail use, three ventilation facilities, and an approach track. The project also reconstructs associated railroad and roadway bridges in the project area and rebuilds the West Baltimore commuter station to accommodate the new railroad alignment and upgrade the station to fully accessible high-level platforms. Upon completion, speeds along this segment will increase from 30 mph to 110 mph, eliminating the slowest section of mainline track between Washington, D.C., and New York City. The tunnel is used by Amtrak’s intercity services and Maryland Area Regional Commuter Penn Line service.

 

Maryland – Susquehanna River Bridge Replacement Program (Up to $2,081,215,100) 
The project includes final design and construction for two new fixed, two-track bridges over the Susquehanna River between Havre De Grace and Perryville, Maryland, replacing the current 117-year-old, two-track structure that is beyond its useful life. The new spans will improve upon the 90-mph speed on the current structure, with one span designed for 125-mph operation and the other for up to 160-mph operation, reducing travel time for thousands of daily passengers along the NEC. Amtrak’s intercity services, Maryland Area Regional Commuter service, and freight service use the crossing. The project will improve state of good repair and provide additional capacity to meet future growth. Amtrak and the State of Maryland will collectively provide $520 million in matching funds.  

 

Connecticut – Connecticut River Bridge Replacement (Up to $826,645,100) 
The project includes construction to replace the existing Connecticut River bridge between Old Saybrook and Old Lyme, Connecticut, with a modern and resilient moveable bridge immediately to the south of the existing structure. The existing Amtrak-owned 116-year-old bridge poses a risk of long-term major disruption on the NEC due to its age and condition. The replacement bridge would maintain the two-track configuration and existing channel location and provide a bascule moveable span with additional vertical clearance for maritime traffic. The bridge serves the NEC main line and is used by Amtrak’s intercity services, Connecticut Shore Line East commuter service, and freight operators. The new structure will improve safety, reliability, and increase operating speed for all operators. Amtrak will provide $148 million, and Connecticut will provide $58 million in matching funds. 

 

New York – East River Tunnel Rehabilitation (Up to $1,261,851,977) 
The project includes final design and construction of the East River Tunnels in New York City. The tunnels are used by Amtrak’s NEC services, Long Island Rail Road, and New Jersey Transit for a total of more than 400 daily trains. The 100-plus-year-old structure has four tracks, and this project will fund full rehabilitation of tracks 1 and 2, with installation of a new direct fixation track, traction power, drainage systems, signals, communication systems, and fire and life safety upgrades throughout the tunnel. Damage to the tunnels from Superstorm Sandy will be fully remediated, returning tracks 1 and 2 to a state of good repair and preparing the tunnels to accommodate future growth. Amtrak is contributing $55 million, the New York Metropolitan Transportation Authority is contributing $175 million, and New Jersey Transit is contributing $85 million in matching funds. 

 

The historic infrastructure law invests heavily in passenger rail, notably through the Federal-State Partnership for Intercity Passenger Rail Program, and the dozens of funded projects will create over 100,000 jobs as well as new opportunities for small businesses. In total, the program will make available $36 billion over the next five years, with $24 billion for projects on the NEC and $12 billion for intercity passenger rail projects and high-speed rail projects nationwide. Nationwide grants through the Fed-State program will be announced in the coming months, building on previous rail investment announced earlier this year, including the new Rail Crossing Elimination (RCE) grants and the Consolidated Rail Infrastructure Safety Improvement (CRISI) grants. 

 

For the full list of Fiscal Year 2022-2023 Fed-State NEC project selections, please click here: https://railroads.dot.gov/elibrary/fy22-23-FSP-NEC-fact-sheets

 

###

 

Good news (though still below 2019)

 

One dead after Amtrak train strikes car at Holland crossing

 

https://www.toledoblade.com/local/police-fire/2023/11/30/amtrak-train-strikes-car-at-holland-crossing/stories/20231130092

4 hours ago, FrankRizzo said:

One dead after Amtrak train strikes car at Holland crossing

 

https://www.toledoblade.com/local/police-fire/2023/11/30/amtrak-train-strikes-car-at-holland-crossing/stories/20231130092

I have family in that area. Under 10 years ago, they build an underpass just 1500ft to the east of this, to eliminate a crossing near the highschool that took a couple or student's lives.  

 

Interested in seeing the info about this. The one approach to the tracks is a giant blind spot up until you're about 10 feet from the crossing.  My guess is, there was a freight train on one track stopped, and the guy thought he could get around it. Hopefully the loss from this family will get some measures out there to prevent anymore accidents happening 

Amtrak engine that hit car in Holland involved in 2nd accident east of Cleveland 

 

https://www.toledoblade.com/local/transportation/2023/12/01/amtrak-engine-that-hit-car-in-holland-involved-in-second-incident-east-of-cleveland/stories/20231201117

Can't open it, but I heard the plow on the front of the locomotive fell off as the train headed east of Cleveland. The plow struck and broke an axle on the cafe car, two cars back into the 11-care train.

Train crashes into car early morning

(Amtrak Northwood Ohio)

 

https://www.13abc.com/2023/12/02/train-crashes-into-car-early-morning-northwood/

What's the deal here? 2 in suburban Toledo in 2 days

From:

https://x.com/ByERussell/status/1730651986737910017?s=20

 

Amtrak's VP of Network Development Nicole Bucich says they expect a decision "soon" from the FRA on what Connect U.S. corridors will be funded under the BIL. But even if they're funded, don't expect trains to run anytime soon...

 

 

 

13 hours ago, KJP said:

From:

https://x.com/ByERussell/status/1730651986737910017?s=20

 

Amtrak's VP of Network Development Nicole Bucich says they expect a decision "soon" from the FRA on what Connect U.S. corridors will be funded under the BIL. But even if they're funded, don't expect trains to run anytime soon...

 

 

 

Why? 7-12 years seems absolutely ridiculous, especially since Amtrak is utilizing existing infrastructure even for new service. 12 years seems like a fairly long time even if they were laying new lines. I understand everything takes way longer than it should in English speaking countries, but I just can't understand these time frames. 

Here's a project development process for highways that shows what they must go through (minus time measurements) to deliver projects...

 

https://azdot.gov/business/project-management-services/project-resource-office/project-dev-process-manual/project-dev-process-overview

 

10 hours ago, KJP said:

Here's a cool map. Although if you look closely, you can see the blue lines are in lots more places than they first seem

 

 

 

An interesting thing to consider is that if this map comes to fruition, we will have a new set of largest cities without intercity passenger rail, as Vegas and Columbus (as well as Phoenix* and Nashville) are (potentially) in line to get service. 

 

Based on this list, it looks like Louisville and Tulsa are next in line for the crown of largest cities without intercity passenger rail.

 

( https://en.m.wikipedia.org/wiki/List_of_major_cities_in_the_United_States_lacking_inter-city_rail_service )

 

Given the speed these things move there's probably no reason to speculate on future connections to these or other locations at this time, but it's kind of fun, so why not? If any city gets added to the network in the next round of expansions however far off that may be, I would think Louisville makes as much sense as any. Connections to Cincinnati, Indianapolis, and Nashville all make varying levels of sense. Louisville to Indy was a proposed corridor last time, and I would think more rail into Cincy, and bringing rail into Nashville only makes the case for connecting Louisville into the network stronger, so i have to imagine Louisville is next in line or close to it. 

 

A connection from Oklahoma City to Kansas City via Tulsa also makes sense to me.

 

Overall I think the selected (or perhaps more accurately applied for) corridors make sense. The other potentially interesting question might be what are the largest "snubs" (or deserving unapplied for corridors)? 

 

While not probably not a productive exercise, I'm curious about the opinions of those on the forum more educated on the topic than me. 

 

On 12/3/2023 at 2:10 PM, Ethan said:

Why? 7-12 years seems absolutely ridiculous, especially since Amtrak is utilizing existing infrastructure even for new service. 12 years seems like a fairly long time even if they were laying new lines. I understand everything takes way longer than it should in English speaking countries, but I just can't understand these time frames. 

It IS ridiculous. It's way too difficult to add or improve service because there are so many impediments. These include, but are not limited to: High liability requirements, rigorous and lengthy NEPA requirements, the need to address grade crossings, railroad opposition, Amtrak lack of interest, lack of funding, restrictive federal law, difficulties getting states to work together and more. These and more will have to be addressed if we ever want to see implementation move more quickly.

15 minutes ago, Ethan said:

 

An interesting thing to consider is that if this map comes to fruition, we will have a new set of largest cities without intercity passenger rail, as Vegas and Columbus (as well as Phoenix* and Nashville) are (potentially) in line to get service. 

 

Based on this list, it looks like Louisville and Tulsa are next in line for the crown of largest cities without intercity passenger rail.

 

( https://en.m.wikipedia.org/wiki/List_of_major_cities_in_the_United_States_lacking_inter-city_rail_service )

 

Given the speed these things move there's probably no reason to speculate on future connections to these or other locations at this time, but it's kind of fun, so why not? If any city gets added to the network in the next round of expansions however far off that may be, I would think Louisville makes as much sense as any. Connections to Cincinnati, Indianapolis, and Nashville all make varying levels of sense. Louisville to Indy was a proposed corridor last time, and I would think more rail into Cincy, and bringing rail into Nashville only makes the case for connecting Louisville into the network stronger, so i have to imagine Louisville is next in line or close to it. 

 

A connection from Oklahoma City to Kansas City via Tulsa also makes sense to me.

 

Overall I think the selected (or perhaps more accurately applied for) corridors make sense. The other potentially interesting question might be what are the largest "snubs" (or deserving unapplied for corridors)? 

 

While not probably not a productive exercise, I'm curious about the opinions of those on the forum more educated on the topic than me. 

 

 

I believe NOACA applied for studying increased service on the existing routes through Cleveland, and that apparently wasn't selected.  I would have loved to see some daytime trains in Cleveland, which I think would prove there's high demand (not that the nighttime routes are unpopular) and help make the case for frequent 3C+D service.

2 hours ago, Ethan said:

 

An interesting thing to consider is that if this map comes to fruition, we will have a new set of largest cities without intercity passenger rail, as Vegas and Columbus (as well as Phoenix* and Nashville) are (potentially) in line to get service. 

 

Based on this list, it looks like Louisville and Tulsa are next in line for the crown of largest cities without intercity passenger rail.

 

( https://en.m.wikipedia.org/wiki/List_of_major_cities_in_the_United_States_lacking_inter-city_rail_service )

 

Given the speed these things move there's probably no reason to speculate on future connections to these or other locations at this time, but it's kind of fun, so why not? If any city gets added to the network in the next round of expansions however far off that may be, I would think Louisville makes as much sense as any. Connections to Cincinnati, Indianapolis, and Nashville all make varying levels of sense. Louisville to Indy was a proposed corridor last time, and I would think more rail into Cincy, and bringing rail into Nashville only makes the case for connecting Louisville into the network stronger, so i have to imagine Louisville is next in line or close to it. 

 

A connection from Oklahoma City to Kansas City via Tulsa also makes sense to me.

 

Overall I think the selected (or perhaps more accurately applied for) corridors make sense. The other potentially interesting question might be what are the largest "snubs" (or deserving unapplied for corridors)? 

 

While not probably not a productive exercise, I'm curious about the opinions of those on the forum more educated on the topic than me. 

 

Louisville-Indy-Chicago was submitted and I’m reasonably confident it will get planning funded. Also Chicago-Atlanta-Florida (which would probably go through Louisville) is a priority for the separate Long Distance passenger rail program. 
 

The “official” full list of funds for planning via the CorridorID program will probably be announced by the FRA Friday. Everything we learned yesterday was from politicians, whom the FRA is generally obligated to inform 3 days before announcements. And the Long Distance Program announcements are separate - I’m not sure when the next update on  that is coming. 

Updates for Wisconsin:

“Wisconsin gets federal Corridor ID grants for passenger routes:

Chicago - Mke - Greenbay

Chicago - Mke - Madison

Minneapolis - Eau Claire - Chicago

Hiawatha service expansion

3rd Daily MSP - Mke - Chicago Round trip”

 

Honestly it’s quite aggravating that Wisconsin is getting substantially more planning grants than Ohio with roughly half the population. Very frustrating that ORDC (Ohio rail dev com) wasn’t more supportive of NOACA’s other Cleveland route requests. Also, Chicago only getting $98M towards $1B project from state-Fed partnership program is a poor decision from FRA.

 

https://urbanmilwaukee.com/2023/12/06/wisconsin-wins-grants-to-study-five-new-or-expanded-rail-routes/

 

 

 

The map has been updated 

 

 

17 hours ago, Boomerang_Brian said:

Also, Chicago only getting $98M towards $1B project from state-Fed partnership program is a poor decision from FRA.

There might be a chance that CHIP still gets funding, just from a different funding year or bucket. Hopefully the press release will make it clear how much funding is still available in future years.

Durbin published a PR for Illinois' awards. Improvements between Indy and Dyer for the Cardinal are included!
 

 

Final Corridor ID program has been formally announced by FRA. These are the routes that will get federally funded planning studies ($500k per corridor)

 

“On Corridor ID program:
-FRA will hold at least one more round of project applications/selections, next year. Projects that didn’t apply or weren’t selected this year have another chance, but
-These projects are a step ahead now and likely will reflect federal priority.”

https://x.com/railmag/status/1733111619524137443?s=46&t=7i2eCUyWNZMfcPIb8zesTg

I find it notable that some of these are moving forward without state support for the initial request. With that AND another round next year, maybe there's some hope left for a Cincinnati-Louisville-Nashville route.

Is there any way to get service into the Akron/Canton area? 

12 minutes ago, dski44 said:

Is there any way to get service into the Akron/Canton area? 

 

Regional rail, which falls under the FTA. A new-build high-speed rail system could do it, but we have don't anything to nurture a market and political constituency to achieve that.

 

A regional system would have to be tied into some significant incentives and land assembly work to promote TOD around stations. A park-n-ride commuter rail system would be a loser. In fact, even with TOD incentives, it would probably take a decade or so before TOD could develop and start helping ridership reach decent levels of 5,000-10,000 riders per day. Not impossible, but it requires vision, determination and patience.

So here's the FRA's official word on this round of announcements. There will be another round for routes like Cleveland-Pittsburgh, Cleveland-Buffalo and Cleveland-Chicago to get added. If you get the support of a DOT, your chances of winning a Corridor designation are MUCH better...

 

 

FRA 13-23

December 8, 2023
Contact: FRA Public Affairs

Tel.: (202) 493-6024

[email protected]

 

 

President Biden Announces $8.2 Billion in New Grants for High-Speed Rail and Pipeline of Projects Nationwide

 

Announcement includes 10 projects in 9 states ready for construction and 69 corridors across 44 states identified for future development through two grant programs funded by the Bipartisan Infrastructure Law

 

WASHINGTON, D.C. – The U.S. Department of Transportation’s Federal Railroad Administration (FRA) today announced that it has awarded $8.2 billion for 10 passenger rail projects across the country while announcing corridor planning activities that will impact every region nationwide. This unprecedented investment in America’s nationwide intercity passenger rail network builds on a $16.4 billion investment announced last month for 25 projects of national significance along America’s busiest rail corridor. To date, the Biden-Harris Administration has announced nearly $30 billion in investments for our nation’s rail system.

 

Projects announced through the Federal State Partnership for Intercity Passenger Rail (Fed-State National) Program will advance two high-speed rail corridors and fund improvements to existing rail corridors for expanded service and performance. These investments will:  

 

+ Help deliver high-speed rail service in California's Central Valley

+ Create a brand-new high-speed rail corridor between Las Vegas, Nevada, and southern California, serving an estimated 11 million passengers annually

+ Make major upgrades to existing conventional rail corridors to better connect Northern Virginia and the Southeast with the Northeast Corridor

+ Expand and add frequencies to the Pennsylvania Keystone Corridor between Philadelphia and Pittsburgh

+ Extend the Piedmont Corridor in North Carolina north, as part of a higher-speed connection between Raleigh and Richmond, Virginia

+ Invest in Chicago Union Station, as an initial step toward future improvements to the critical Midwest corridors hub

+ Improve service in Maine, Montana, and Alaska

 

“Today, the Biden-Harris Administration takes another historic step to deliver the passenger rail system that Americans have been calling for – with $8.2 billion for faster, more reliable, expanded train service across the country,” said U.S. Transportation Secretary Pete Buttigieg. “With this funding, we’ll deliver America’s first high-speed rail on a route between Southern California and Las Vegas, complete major upgrades for riders in Virginia, North Carolina, Illinois, Pennsylvania, Maine, Montana, and Alaska, and announce a comprehensive plan that makes it easier to expand passenger rail lines in 44 states.”

 

At the same time, FRA is announcing 69 corridor selections across 44 states through the Corridor Identification and Development (Corridor ID) Program, which will drive future passenger rail expansion.

 

Corridor ID, a new planning program made possible by President Biden’s Bipartisan Infrastructure Law, will help guide intercity passenger rail development throughout the country. This inaugural round of selections aims to upgrade 15 existing rail routes, add or extend service on 47 new routes, and advance 7 new high-speed rail projects, creating a pipeline of intercity passenger rail projects ready for implementation and future investment. FRA will work closely with states, transportation agencies, host and operating railroads, and local governments to develop and build passenger rail projects faster than ever before.

 

“President Biden’s Bipartisan Infrastructure Law gave us a once-in-a-generation opportunity to think smart and think big about the future of rail in America, and we are taking full advantage of the resources we have to advance world-class passenger rail services nationwide,” said FRA Administrator Amit Bose. “Today’s announcement is another step forward as we advance transformative projects that will carry Americans for decades to come and provide them with convenient, climate-friendly alternatives to congested roads and airports. We’re thinking about the future too with comprehensive and systematic planning efforts to transform the U.S. intercity passenger rail network now and in the years to come.”

 

Examples of planning and development activities selected through the Corridor ID program include:

 

+ New high-speed rail service in the Cascadia High-Speed Rail Corridor between Oregon, Washington, and British Columbia

+ New high-speed rail service between Dallas and Houston

+ New and upgraded Midwest Chicago hub corridors:

  - Daily, multi-frequency service from Chicago to Indianapolis

  - Increased frequencies from Chicago to Milwaukee to the Twin Cities, with an extension to Madison, Wisconsin

  - Improved service and increased frequencies from Chicago to Detroit, with an extension to Windsor, providing a direct connection to Canada’s high-speed rail network

  - A comprehensive plan for the Chicago terminal and service chokepoints south of Lake Michigan benefiting all corridors and long-distance trains south and east of Chicago

+ New service between the Twin Cities and Duluth, Minnesota

+ New service from Fort Collins to Pueblo, Colorado, with intermediate stops at Boulder, Denver, and Colorado Springs 

+ New service between Phoenix and Tucson, Arizona, with multiple daily frequencies

+ New service connecting Baton Rouge and New Orleans, Louisiana 

+ New connections between the Northeast Corridor and Northern Delaware and Reading and Scranton, Pennsylvania 

+ Expanded connections and increased frequencies within California’s extensive conventional rail network 

+ Expanded connections and service in Florida’s intercity rail network between the key travel markets of Tampa, Jacksonville, Orlando, and Miami

+ New service between Atlanta and Savanah, and from Atlanta to Nashville and Memphis via Chattanooga 

+ Restoration of service between Chicago and Seattle, Washington, through multiple rural communities in North Dakota and Montana that are currently not served by passenger rail

 

Two years after signing the Bipartisan Infrastructure Law, President Biden has already announced the most significant investment in passenger rail since the creation of Amtrak, including billions in Federal-State Partnership for Intercity Passenger Rail grants for projects on America’s busiest rail corridor in the Northeast and for others nationwide. Coupled with rail investments announced earlier this year, including the new Railroad Crossing Elimination (RCE) program grants and Consolidated Rail Infrastructure and Safety Improvements (CRISI) grants, President Biden’s Investing in America Agenda is laying the foundation for the safe and modern rail network Americans need and deserve.

 

To view the full list of Fed-State National project selections and Corridor ID selections, please click here and here.

 

Additional information about the Federal-State Partnership for Intercity Passenger Rail Program can be found here, while further information on the Corridor ID Program is available here.

 

###

 

 

^ whike i still think an el lay-vegas super train is pork, this is otherwise great news. err, except i don’t see ohio on that list. 🤷‍♂️

gateway —

 

 

Work On Long-Awaited Gateway Tunnel Finally Begins In New Jersey

 

Story by Eric Kiefer  •  1w

 

more:

https://www.msn.com/en-us/news/us/work-on-long-awaited-gateway-tunnel-finally-begins-in-new-jersey/ar-AA1kQJB1

 

 

_______________________
 

 

portal bridge work is ongoing and i read around 35-40% done —

 

 

 

Portal North Bridge

NJ TRANSIT and Amtrak are replacing the century-old Portal Bridge over the Hackensack River in New Jersey with a higher bridge that will not have to open and close for river traffic.

 

The existing Portal Bridge was built by the Pennsylvania Railroad and entered revenue service in November 1910. Prior to the COVID-19 pandemic, the bridge carried more than 450 daily Amtrak and NJ TRANSIT trains and 200,000 daily passengers over the Hackensack River – a critical link in the congested territory between Newark, New Jersey and Penn Station, New York. This two-track, moveable swing span is a major bottleneck and source of delays, particularly when the aging bridge malfunctions during opening and closing for maritime traffic.

 

…
 

The $1,559,993,000 construction contract for the project, the largest award in NJ TRANSIT’s history, includes construction of retaining walls, deep foundations, concrete piers, structural steel bridge spans, rail systems, demolition of the existing bridge, and related incidental works.

 

 

more + earthcam, videos, etc.:

https://www.njtransit.com/portal

I'm surprised they didn't design the new Portal bridge with four tracks. I understand a second bridge is planned but I would think a single four-track bridge would be cheaper as the deep foundations and bridge piers only have to constructed once. Then there's the matter of inflation. The NEC east of Portal widens to four tracks at Secaucus Transfer and west of Portal it widens to four tracks if you include the Kearny Connection. 

7 hours ago, mrnyc said:

^ whike i still think an el lay-vegas super train is pork, this is otherwise great news. err, except i don’t see ohio on that list. 🤷‍♂️

Huh? LA-LV is one of the most heavily traveled city pairs. It’s about as good of a high speed rail opportunity as anywhere in the country. 
 

Ohio probably didn’t make the example list because Ohio gave the money away to other states last time around. At least four Ohio routes did get selected for planning funding. 

Here’s another visualization of the recent FRA investment announcements. I like this one because it clearly shows which investment announcements are specifically capital investments for improving (or starting) service (in green) versus investments in planning studies (in light blue). (The thread is also interesting.)
 

 

https://x.com/thunderwolf08/status/1734229858937368771?s=46&t=7i2eCUyWNZMfcPIb8zesTg

 

I'm sure it's a long ways off when it's all said and done, but if, and I'm sure it's still a big if, but if Columbus received these new routes, looking at the map it goes from nothing to becoming quite the nice transportation node in all directions.

On 12/8/2023 at 8:12 AM, dski44 said:

Is there any way to get service into the Akron/Canton area? 

I would think an Pittsburgh-Akron-Canton-Fort Wayne-Chicago route would be ideal. Maybe with a Washington/ or N.Y extension.

This map tipped me off to the ugly fact that Phoenix, AZ isn't located on a major railroad.  Hey, let's throw 5 million people in the middle of effing nowhere. 

30 minutes ago, Lazarus said:

This map tipped me off to the ugly fact that Phoenix, AZ isn't located on a major railroad.  Hey, let's throw 5 million people in the middle of effing nowhere. 

 

Which is why the current federal policy toward passenger rail expansions sucks -- especially for states that aren't willing to initiate. It's like two kids sitting out a dance, waiting for the other to ask because they don't think it's their place to take the initiative. And, in Amtrak's and Ohio's cases, neither one is really waiting. They are preoccupied with many other things. Receiving trains in Ohio (from the state's perspective) or providing trains to Ohio (from Amtrak's perspective) would be "nice to have" but if the other really wants it, they're going to have to be the one to ask.

 

Under federal policy, expansion doesn't happen unless a state asks for it. Even Brightline West's proposed Las Vegas-Los Angeles expansion couldn't win that big federal grant without the Nevada DOT signing off on it. Ditto for Brightline's introductory services in Florida which won a federal loan with the backing of FDOT (which also put $200+ million into its Orland station and OK'd Brightline's use of the State Route 528 right of way). But in those cases, Brightline lobbied state officials to request federal grants or loans. That's where Amtrak and Brightline differ. Amtrak isn't allowed to lobby although they are allowed to educate (much like 501c3 nonprofits).

 

Amtrak hasn't been entrepreneurial/aggressive although that's changing (in part because Brightline and others are forcing them to). And if you've got an interstate expansion, it's even more complex unless one state is willing to drag others along with it. See Michigan DOT which got Indiana DOT to submit for the $75 million Indiana Gateway project to add passing sidings along Norfolk Southern's busy tracks in NW Indiana, as part of trio of Michigan routes that funnel into Chicago. Or you have Maine which created the multi-state New England Passenger Rail Authority to get Boston-Portland-New Brunswick up and-running through three states including a conservative, rail-reluctant New Hampshire. But it was the authority that did that -- not Amtrak, which is still mostly a reactive corporation. With Amtrak, your state creates the passenger-rail supportive infrastructure and even helps or takes over (see North Carolina) the acquisition of rail cars/locomotives, and Amtrak will run the trains for you under a purchase-of-service contract.

On 12/10/2023 at 7:44 AM, KJP said:

I'm surprised they didn't design the new Portal bridge with four tracks. I understand a second bridge is planned but I would think a single four-track bridge would be cheaper as the deep foundations and bridge piers only have to constructed once. Then there's the matter of inflation. The NEC east of Portal widens to four tracks at Secaucus Transfer and west of Portal it widens to four tracks if you include the Kearny Connection. 

 

they split it into two bridges to get crackin on it because gateway wasn't approved and where it would go exactly wasn't decided yet.

also, not sure, but i believe they need to demo the old bridge to put the second one there. 

21 hours ago, vulcana said:

I would think an Pittsburgh-Akron-Canton-Fort Wayne-Chicago route would be ideal. Maybe with a Washington/ or N.Y extension.

Restoring the Broadway Limited is technically still an option, although having both Akron and Canton on a Chicago-New York route seems very unlikely. I can't imagine they would have the funds leftover to kind of zig-zag up to Akron and then down to Canton.

If they went with just Akron, that also adds Youngstown, but not much else other than Tiffin, Defiance and Gary, Indiana. Going to Canton nets Crestline, Mansfield, Lima, Fort Wayne, and Valparaiso. I assume they would try to go for the Canton route, unless the northern route would be significantly cheaper to implement.

16 minutes ago, Dev said:

Restoring the Broadway Limited is technically still an option, although having both Akron and Canton on a Chicago-New York route seems very unlikely. I can't imagine they would have the funds leftover to kind of zig-zag up to Akron and then down to Canton.

If they went with just Akron, that also adds Youngstown, but not much else other than Tiffin, Defiance and Gary, Indiana. Going to Canton nets Crestline, Mansfield, Lima, Fort Wayne, and Valparaiso. I assume they would try to go for the Canton route, unless the northern route would be significantly cheaper to implement.

I agree, I meant to type Akron/Canton as one stop. Also, Youngstown, you are right would be an additional good stop on that rail route.

On 12/8/2023 at 9:08 AM, Dev said:

I find it notable that some of these are moving forward without state support for the initial request. With that AND another round next year, maybe there's some hope left for a Cincinnati-Louisville-Nashville route.

Louisville-Nashville is extremely low-hanging fruit assuming what's on the latest map is built. Detroit-Toledo-Lima-Dayton-Cincy-Louisville-Nashville would be a good route stitching things together, and if you throw in Birmingham you're around the length needed for a long-distance line. It doesn't seem like Amtrak is interested in pursuing added long-distance lines to skirt state support requirements, but it's there if they want it and that would be a super viable route.

 

*Caveat: I don't know how the available track situation is between Nashville and Louisville/Birmingham. But it seems likely there would be freight lines since there's a relatively high density of old cities and it's west enough of the Appalachians.

3 hours ago, Robuu said:

Louisville-Nashville is extremely low-hanging fruit assuming what's on the latest map is built. Detroit-Toledo-Lima-Dayton-Cincy-Louisville-Nashville would be a good route stitching things together, and if you throw in Birmingham you're around the length needed for a long-distance line. It doesn't seem like Amtrak is interested in pursuing added long-distance lines to skirt state support requirements, but it's there if they want it and that would be a super viable route.

 

*Caveat: I don't know how the available track situation is between Nashville and Louisville/Birmingham. But it seems likely there would be freight lines since there's a relatively high density of old cities and it's west enough of the Appalachians.

Amtrak is interested in creating new long-distance routes, the results have just not announced yet. Unfortunately, Amtrak and the FRA are only authorized to look at restoring long-distance service that previously existed, and Detroit to Cinci wasn't one of those. There is the former Pan-American service that does the rest of that network from Cincinnati to New Orleans, including Nashville, Louisville and Birmingham.

 

I don't know what the quality of the lines are either but Louisville to Birmingham through Nashville is CSX main line, so it's probably just as bad as any other competing options. We should get more information later in the winter.

57 minutes ago, Dev said:

Unfortunately, Amtrak and the FRA are only authorized to look at restoring long-distance service that previously existed, and Detroit to Cinci wasn't one of those. There is the former Pan-American service that does the rest of that network from Cincinnati to New Orleans, including Nashville, Louisville and Birmingham.

This isn’t accurate. The long distance study enables the FRA to look at any corridor longer than 750 miles. It’s awkwardly worded and there are references to “discontinued routes”, but completely new corridors are also allowed. FRA is particularly interested in connecting Chicago to Atlanta and Florida. 
 

My biggest hope for the Long Distance study is more service on the Lakeshore Limited, but that currently seems unlikely. I’d also love a new Chicago-CLE-Pitt-Philly route, coming in at 759 miles, to better connect us to the NEC. (Also unlikely.)
 

We're expecting the next update from the FRA on the Long Distance study in February. 

^ Do you know if there are any stipulations about new long-distance routes overlapping existing route segments? For example, I could imagine a rule preventing a "new" route overlapping an existing segment on either of its terminal ends. Or perhaps a rule concerning the proportion of the "new" route that is already covered by existing service. Or can a new route effectively just add frequency and one-seat-ride options along existing routes? Such that, say, Portland ME to Raleigh NC could qualify as a new route despite the majority of it being on the NEC?

14 minutes ago, Robuu said:

^ Do you know if there are any stipulations about new long-distance routes overlapping existing route segments? For example, I could imagine a rule preventing a "new" route overlapping an existing segment on either of its terminal ends. Or perhaps a rule concerning the proportion of the "new" route that is already covered by existing service. Or can a new route effectively just add frequency and one-seat-ride options along existing routes? Such that, say, Portland ME to Raleigh NC could qualify as a new route despite the majority of it being on the NEC?

Nothing that I’m aware. As an example, the new route being studied through Southern Montana would share its western part and the Minneapolis-Milwaukee-Chicago part with the Empire Builder. I expect this to improve frequency on the shared portion (as opposed to splitting a single train). I don’t expect any new Long Distance routes to share much, if any, NEC due to existing congestion. Plus, one of their goals is to hit as many states and congressional districts as possible, as Amtrak’s real customer is Congress. So as much as I would prefer improving frequency on existing routes, we’re more likely to see currently unserved routes. It’s going to be a LOT of capital investment for really subpar service, but at least we’ll get some more trains. 
 

Along those same lines, I’m hoping for an extended Pan American - originally that was Cincy-New Orleans, but you could bring it back extended along 3C+D (and even to Buffalo). This would enable capital cost sharing between that project and a 3C+D project. 

On 12/12/2023 at 9:59 PM, Boomerang_Brian said:

FRA is particularly interested in connecting Chicago to Atlanta and Florida.

Sounds like it's no coincidence that 4 segments from Chicago to Jacksonville got approved for Corridor ID funding. There has also been plenty of comments on social media, dating back to the ConnectUS plan, pointing out the obvious missing gap in the network through Kentucky.
  

On 12/13/2023 at 12:22 PM, Boomerang_Brian said:

Along those same lines, I’m hoping for an extended Pan American - originally that was Cincy-New Orleans, but you could bring it back extended along 3C+D (and even to Buffalo). This would enable capital cost sharing between that project and a 3C+D project. 

I was thinking your previous comment about Chicago to Florida would actually reduce the odds of a version of the Pan-American to be receive funding but maybe they will see some added value to it, like investing more into Nashville as a major hub. As a Cincinnatian, I would rather it go to Toledo and Detroit, but the politics being what they are, it makes sense to double down on 3C+D.

Interesting discussion here for this upcoming announcement. There is a lot of debate of the trade-offs between bilevel cars versus singles, as well as having a unified fleet of cars.
 

 

On 12/13/2023 at 12:22 PM, Boomerang_Brian said:

 

Along those same lines, I’m hoping for an extended Pan American - originally that was Cincy-New Orleans, but you could bring it back extended along 3C+D (and even to Buffalo). This would enable capital cost sharing between that project and a 3C+D project. 

 

Amtrak between Cincinnati and Louisville would involve adding to the current 23 trains per day that do this:

 

 

 

44 minutes ago, Lazarus said:

 

Amtrak between Cincinnati and Louisville would involve adding to the current 23 trains per day that do this:

Which would be amazing to see! But obviously less than ideal. Bypass would be critical, and I’m sure CSX would extract a king’s ransom for it. 
 

Thanks for the info - I was not aware of that detail. 

23 minutes ago, Boomerang_Brian said:

Which would be amazing to see! But obviously less than ideal. Bypass would be critical, and I’m sure CSX would extract a king’s ransom for it. 
 

Thanks for the info - I was not aware of that detail. 

 

Here is a 20 year-old bypass study:

https://kipdatransportation.org/wp-content/uploads/2021/06/LaGrange-Bypass-Scoping-Study-Full-Report-8-2002-1.pdf

 

However, it doesn't seriously propose moving the railroad mainline out of the town.  Rather - SURPRISE - it recommends a new bypass roadway that can also serve new warehouses, hotels, etc.  It looks like that road and I-71 overpass has been partially built:

https://www.google.com/maps/@38.3894402,-85.3930967,3a,75y,84.73h,95.05t/data=!3m6!1e1!3m4!1soAtDIc1lTVISJACYfmqEmg!2e0!7i16384!8i8192?entry=ttu