If you run the sort of organization that has the know-how to manage a passenger rail corridor, the ability to get some money together but need more, and an available stretch of railroad that could accommodate such a corridor, this is your chance to tell the FRA about it and apply for a grant to get that line started.
RAILWAY AGE FEBRUARY 2022 ISSUE: The sharpest key light in 2022 will train on logistics oversight and rail economic regulation.
In November, Railway Age reported on the provisions of the new infrastructure statute, the Infrastructure Investment and Jobs Act (IIJA), that relate to passenger rail—Amtrak and rail transit. the report came to you on Nov. 15, the day President Biden signed it into law. While that article constituted a report about what the statute says about rail, this one is a companion commentary that will examine what it does not include. In some ways, the bill’s omissions may have a greater impact on future policy concerning Amtrak and transit than the provisions that were actually enacted.
On Nov. 15, President Joe Biden signed the $1.2 trillion Infrastructure Investment and Jobs Act (IIJA), described by rail advocacy organization GoRail as “a momentous, bipartisan bill for fixing and improving U.S. roads, bridges, waterways, airports and other infrastructure systems, and reauthorizing surface transportation programs for the next five years.”
One needn’t possess a doctorate in economics to understand that when someone obtains something for nothing, another receives nothing for something—akin to parking in a metered space where there is time left on the previous occupant’s nickel.
It’s the big news in Washington and everywhere else in the country. The Infrastructure Investment and Jobs Act for which the Biden Administration had fought so hard and made so many deals finally made it through Congress on Nov. 5, and President Joe Biden signed it into law on Nov. 15.