Since 1956, as funded by our Congress and directed by our Presidents, the U.S. Department of Transportation (USDOT) has allocated $1.8 trillion (inflation-adjusted) in federal funding for the world's greatest super-highway and aviation networks. In stark contrast, since its founding in 1971 until 2009, Amtrak only recieved $5 billion from the USDOT for capital improvement projects while facing a budget crisis every year.  America, one of the pioneers of passenger trains, was too embarrased to kill Amtrak, yet too enamored with planes and super-highways to fund it.

 

    The Northeast is often described as the nation's most strategic region.  Within it, the Boston-NYC-Washington corridor contains the largest concentration of population, business, government, higher education, medical and tranportation activity to produce a quarter of America's economic output.  Any time-productivity savings traveling in the corridor generates significant economic benefit to the nation.  So the USDOT directed $4 billion of funds to a single 437-mile Northeast Corridor, while thinly spreading $1 billion over the other 22,000 miles nationwide.  

 

   For performance reasons, its best to think of the Northeast Corridor as two strings of cities (segments) linked by American railroading since the mid-1800s:

 
* Washington-Baltimore-Wilmington-Philadelphia-Newark-New York City
* Boston-Providence-New Haven-New Rochelle-New York City

 

   Since population and business activity is densest in the Washington-New York City segment, most Amtrak funds were spent there.  By the late 1990s, overpasses were added, tracks were upgraded, urban areas were fenced-off and overhead electrical wires called "catenaries", began powering Amtrak Metroliner trains up to 125 mph.  That may sound fast, but too many Slow Zones (sharing tracks with slower trains, near S-curves, poor track conditions, century-old bridges & tunnels, old catenaries) and too many stops, reduced average speed to only 70 mph. Hence, Washington-New York City trip time was a lousy 3 hours 20 minutes.  Due to even more Slow Zones (including 11 places where roads crossed tracks), the Boston-New York City segment ran even slower -- 4 hours 30 minute trip time.  Adding 20 minutes layover in NYC Penn Station, Washington-NYC-Boston trip time clocked in at a snail-like 8 hours 10 minutes.

 

   By comparison, trains in France, Japan, Italy and Germany were running up to 186 mph and no Slow Zones to average speed 75% of top speed.  In 1993, High Speed Rail running overseas inspired President Clinton to propose upgrading the Northeast Corridor to achieve a 5-hour Boston-NYC-Washington trip time.  Congress agreed with his vision, but did not properly fund it.

 

   In December 2000, Amtrak added Acela Express trains that tilt around curves without spilling a glass of wine, more creature comforts and electrical outlets at each seat.  Internet WFi was added later.  To business commuters delight, Acela Express trains made fewer stops.  Amtrak also name-changed Metroliner trains to Acela Regional trains, since they continue to make more stops run between Acela Express on the schedule.  Passing through security is a breeze and passengers enter via more than a dozen train doors, so those with pre-purchase tickets often arrive just 10-15 minutes before their train. 

   In the 226-mile Washington-New York City segment of Amtrak-owned tracks, 15 Acela Express trains runs from 5 AM to Midnight and reach 135 mph top speed for a 82 mph average speed.  Philadelphia-New York City trip time is 1 hour 11 minutes and the Washington-New York City trip time of 2 hour 42 minutes.  Rather than face total trip time over 3 hours for central business district to/from the airport + flight time, twice as many people ride Acela than fly between Washington and New York City. 

    The 211-mile Boston-New York City segment is a different story where two long Slow Zones sandwich a short Fast Zone.  Amtrak owns the 18-mile Fast Zone in Connecticut featuring very good track conditions and state-of-the-art catenaries.  Since slower commuter and freight trains shares track with Acela trains, Federal Railroad regulation limits the Fast Zone to 150 mph.  Unfortunately, NYC-New Haven and Rhode Island-Boston Slow Zones sandwich the Fast Zone with 79-90 mph track.  Constrained by those conditions, Acela Express produces a lousy 62 mph average speed and 3 hours 31 minute trip time between New York City and Boston.  Adding the 20 minute layover at NYC Penn Station, Washington-NYC-Boston express trip time is 6 hours 33 minutes and 85-87% on-time performance. 

 

   In 2011, Acela attracted 11 million passengers.  That's more traffic than all but the Top 19 US Airports.  Given Americans are tired of short flight hassles and clogged highways between cities, demand is building to improve Amtrak routes.  Given more Americans and Congress have traveled on European and Asian trains, they know the Northeast Corridor is lame compared to world-class High Speed Rail routes achieving 186-199 mph top speed, average speed 75-80% of top speed and 98-99% on-time performance.

 
    In 2010, U.S. High Speed Rail Corridors were kick-started by the Obama Administration, who also awarded Amtrak $5 billion/5 years to bring its trains and equipment up to a better state of repair.

 

   Sensing a larger opportunity, Amtrak published a trial balloon report indicating a $117 billion/30 year cost for adjacent land, new tunnels and other upgrades to enable 220 mph next generation trains over 50-mile straightaways, 3 hour 45 minute express trip time, 100 daily trains, and 98% schedule dependability.  That amount will not be funded.  A second proposal recommending a $52 billion upgrade with shorter straightaways to enable 200 mph over somewhat shorter straitaways for 4 hour 6 minute express trip time and 97% schedule dependability was floated.  That proposal sank as well.

 

   The good news is that the Northeast Corridor attracted a $3.5 billion upgrade funded by Amtrak, Federal Railroad Administration and Federal Transit Administration that by 2017, will permit 160 mph over a 24-mile High-Speed-Only track section in New Jersey and fewer Slow Zones between NYC-New Haven.  Equally important, the Northeast Corridor finally attracted bi-partisan political support to acheive a sub-5-hour trip time.  Hence, Amtrak was awarded $112 million to complete engineering studies for substantially more upgrades (possibly $30-35 billion) from federal, state, local and private sources. 

 

    By 2025, anticipate more upgrades and a switch to next generation trains enabling 185-190 mph on more miles of High-Speed-Only track for a 2 hour trip time in Washington-NYC segment.  The worst Slow Zones will be removed to enable 125 mph in NYC-New Haven segment.  Depending on how much High-Speed-Only track is constructed in the New Haven-Boston segment, top speeds there will reach 150-190 mph for a 2 hour 30/40 minute trip time NYC-Boston segment.  Including a 10-minute layover at the higher capacity replacement for NYC Penn Station, Washington-NYC-Boston express trip time should reach 4 hours 40/50 minutes at 95% on-time performance and more daily trains.