Amtrak Tuesday unveiled an ambitious vision for “Next-Generation High-Speed Rail service” in the Northeast, superseding and complementing its existing Northeast Corridor, designed to dramatically reduce travel times between Boston and Washington, D.C. upon full build-out in 2040.
Speaking from 30th Street Station in Philadelphia during a teleconference, Amtrak President and CEO Joseph Boardman (pictured at left) called the plan “a new vision for Amtrak” and for U.S. passenger rail development, “one that we haven’t seen for 100 years.” Under the plan, trains traveling at top speeds of 220 mph, or greater, would link Washington and New York in one hour 36 minutes, New York and Boston in one hour 24 minutes, and New York and Philadelphia in a brief 38 minutes.
Boardman, along with incoming Amtrak High Speed Rail Vice President Albrecht Engel, noted the new service would require 420 route-miles, most of it dedicated HSR right-of-way, particularly north of New York. About 32% of the new service—almost all of it south of New York—would run in close parallel to the existing NEC; 44% “will be brand new right of way”; and 15% would use existing infrastructure.
The New York-Boston alignment would take an “overland route” often proposed in the past, bypassing the current meandering ex-New Haven Line coastal route in favor of travel through interior Connecticut, Rhode Island, and Massachusetts. The alignment offers suggested station stops at White Plains Airport, N.Y., Danbury, Waterbury, and Hartford, Conn., and Woonsocket, R.I.
The overland route would allow an average speed of 148 mph between New York and Boston, with the 84-minute trip time besting current rail travel time by more than two hours, Amtrak said. An average speed of 137 mph would prevail for the 96-minute trip linking New York and Washington.
Noting that “connectivity” with other transportation modes “is critical,” Boardman pointed to the numerous air/rail stations proposed for the route, which include Newark Liberty International Airport, Philadelphia International Airport, and BWI Thurgood Marshall Airport.
In a press release, Amtrak stated that “A Vision for High-Speed Rail in the Northeast Corridor (NEC),” when implemented in 2040, would provide HSR ridership approaching “18 million passengers with room to accommodate up to 80 million annually as demand increases in the years and decades that follow.” Amtrak estimates the service would generate an annual operating surplus of $900 million. Implementation would cost $4.7 billion each year for 25 years, or roughly $110 billion; Engel said the investment would generate 2.2 times that amount in economic development along the new route, including at or near new station sites in Philadelphia, Baltimore, and Hartford.
Asked by Railway Age Editor William C. Vantuono if the new alignment would be accepted by cities excluded, such as Providence, R.I., Boardman replied, “We don’t intend to stop any service to Providence.” Instead, the entire Northeast would benefit from the overlayer of true HSR, complementing current Acela service, conventional Amtrak service, and regional rail operations such as MBTA, New Jersey Transit, and MARC.
Asked whether the vision might be too ambitious, Boardman asserted: “We don’t need a five-year vision to paint highways black; we need a 100-year vision of where we need to go.”
Amtrak officials also stressed that the NEC plan was only the first the railroad anticipated. “This is more than an NEC story; we have intentions beyond the NEC,” Amtrak said.
Boardman, Engel, and other Amtrak sources stressed that the actual HSR alignment, including station stops, “represent only one of a wide range of possible network and service configurations that could be developed.”
The proposal has been endorsed by Sen. Frank R. Lautenberg (D-N.J.) and Sen. John Kerry (D-Mass.), both longtime Amtrak supporters.