High-Speed Rail Association - Essay Example

High-speed rail association High-speed rail association Introduction The Clinton, Bush, and Obamas administrations have witnessed efforts that encourage the reinvigoration of essential passenger transportation mode. The railway served as a link uniting the west and eastern regions of America. This link served as a vital transportation mode for the American soldiers in the period of war. The increasing transformation of the transportation system after the Second World War saw the commercial aviation and automobile industries develop (APTA, 2012). Consequently, passenger rail was no longer a consideration at the time. However, the unintended consequences of overdependence on the aforementioned modes of transportation became evident and severe (APTA, 2012). In spite of this provision, there has been an increasing interest in building an efficient and reliable intercity rail system, which led to laying the groundwork for the development of an excellent network of high-speed rail. The most challenging consideration in ensuring the realization of the objective is the inability or unwillingness to assemble the leadership and innovative capabilities. The assembly of these entities is necessary for addressing the faltering state of the country’s infrastructure, particularly the transportation infrastructure. High-speed rail is crucial to the future of America’s economy. For this reason, Obama administration’s principal rationale is to invest in high-speed rail transportation in different states. The development of a high-speed rail in five mega-regions will make it possible for Americans to experience an exponential expansion of their travel choices. The need to experience this development led to the establishment of the U.S. High Speed Rail Association n the year 2009 (USHSR, 2014). The associations primary objective is to advance the national high-speed rail system across different states in America. Background information on the High-Speed Rail Association The association was established in the year 2009 under President Obama’s administration (APTA, 2012). This association is an independent and non-profit industry trade association with members comprising of companies in real estate development, defense contracting, rail industry, construction, engineering, and finance. The intent of the mega-project developments was to enlighten the decision-makers of the challenges facing project managers as they recommend, pursue and implement the large railway infrastructure projects. Through the association, the American government’s intention is to create an excellent transportation system that includes the development of the 21st century high-speed passenger rail network. For this reason, the association acts as a passenger rail advocate that seizes leadership, offers a vision, and sacrifices various things in order to realize the developments (Fleming, 2010). Conversely, the establishment of the association was necessary for the provision of assertive responses to the inaccuracies of critics. Under the constitution, Article 1, section 8, the first demarcated responsibility of the federal government is the development of a transportation system in the nation (Louie, Bolts, & Stafford, 2012). For this reason, the country takes pleasure in the heritage of executive leadership. This heritage guided the discovery and development of the pathways and waterways. Conversely, the heritage supported the movement of goods and people to and from the original settlements to the construction of a transcontinental railroad, the highway system and commercial aviation infrastructure. Currently, the success of the transportation system in America led to the promotion and sustenance of the mobility and productivity of the world’s largest economy (Louie, Bolts, & Stafford, 2012). In relation to these developments, American administrations began to recognize the value of creating a sustainable passenger rail network across cities. This visionary provision led to the establishment of the High-Speed Rail association, whose objective is to oversee the development of a sustainable intercity connectivity. Vision The association’s vision is to create a 17,000-mile high-speed rail system by the year 2030. The construction is to be done in four phases, through which the new countrywide system will revitalize the nation’s economy (APTA, 2013). Conversely, the development will see the reactivation of the country’s manufacturing sector, end the government dependency on oil, and create a substantial number of employment opportunities. The development will also reduce the nation’s carbon footprint, and reduce congestion within the different states. Since the system will be powered by electricity, it will provide a safe, affordable and sustainable mobility for every individual. Developmental plans The association’s plans call for the development of a high-speed rail express lines that connects states and cities into an integrated system. The plans set a high standard for the interoperable modern track, superior control systems, and stylish multi-modal train stations. Conversely, the association plans to acquire 220 mph trains for connecting the major cities, and 110 mph trains for connecting smaller cities into the high-speed system. All these plans are necessary for the development of a high-speed rail system that forms the backbone of a sustainable transportation system in America. Developmental progression in the mega-regions The rail project developments are progressing in 32 states. Currently, approximately 85% of the rail investments are concentrated in the five mega-regions (APTA, 2013). These mega-regions are inclusive of the Northeast corridor, Midwest, California, the Southeast corridor and the Pacific Northwest. In these regions, high-speed intercity passenger rail improvements are in progress. These developments cover approximately 65% of the entire American population (APTA, 2013). The developments stand to absorb the mass of projected future population growth. For this reason, the densely populated mega-regions are likely to demand new restructured transportation choices. This provision is necessary for enabling individuals to avoid some of the highway congestions at the cost of traveling by air. Conversely, the relatively small rural communities are likely to benefit from an increase in feeder services and transfer points that connect with the high-speed rail corridors. California The federal government announced that the American Recovery and Reinvestment Act of 2009 would provide California with $2.25 billion for a high-speed rail in the year 2010. Towards the end of the year, California received an additional $715 million (APTA, 2013). Subsequent funding of $624 million from the Department of Transportation opened up the development of a high-speed rail in the region. The draft business plan released in the year 2012, by The California High Speed Rail Authority, indicates that the initial critical step towards the construction of a statewide system is to commence in Central Valley. The report shows that the costs reduced by $30 billion from the initial $98 billion (APTA, 2013). The business plan introduced the concept of “blended service.” This concept will ensure service delivery to destinations that extend from the initial construction segment. Projections from the California High-Speed Rail authorities indicate that the development will create approximately 600,000 employment opportunities over the course of the construction (APTA, 2013). Conversely, the association suggests that the high-speed rail will create almost 450,000 jobs after its completion (APTA, 2013). Such deliberations are likely to have a positive effect on the nations economic growth over a span of approximately 25 years. The project in California aims at connecting some of the major cities that do not have vital air services. The other connection expected are inclusive of central cities and the suburban commuting sheds. The developments are also likely to reduce congestion in the airports substantially. Midwest The 110 mph high-speed rail services began their operations in Kalamazoo and Chicago in February 2012. This development marks the earliest expansion of the regional high-speed rail operating outside the Northeast corridor. According to the association responsible for the development, the increased speed will reduce people’s travel time along the travel segment. Amtrak is expected to expand the 110 mph services to the east and central regions of Michigan from Kalamazoo (APTA, 2013). The expectation is that the development will reduce traveling time for approximately two hours from the run between Detroit and Chicago. Investment from Obama’s administration is making it possible for workers to construct a rail track measuring 96 miles from Chicago to St. Louis. This development will ensure that the travel time between the two regions reduces by one hour. Estimations from the association indicate that the project will create approximately 5000 jobs. In the period of its development, the corridor has already generated about $200 million in private investment in the central business district. Consequently, the occupancy rate in the region is currently 100% (APTA, 2013). Northeast Along the Northeastern Corridor, improvements are ongoing. These developments will serve the dense populations of Boston, New York, Philadelphia, and regions around Washington, among other areas. The primary objective of the projects is to enhance travel speeds and improve the safety. Conversely, there are additional projects that will take place, which will see the collaboration of the Federal Railroad Administration with Other states, the Northeastern Corridor Commission, and Amtrak. The collaboration is necessary for the development of environmental and corridor-wide efforts necessary for replacing the aging bridges, as well as upgrade the power and track systems. Pacific Northwest Transformations of the train stations in Seattle and Portland are underway. Apart from the transformation, developers are working on the federal funding amounting to $800 million to improve the service reliability and rail capacity. This region is experiencing an escalation in the demand for passenger rail services. The ultimate goal is that Oregon and Washington will provide hourly services for passengers between Seattle and Portland, thereby shedding an hour of travel time (APTA, 2013). The time savings will enhance the competitiveness between air and rail travel, consequently reducing the traffic congestion along the interstate corridors as well as the region’s carbon footprint. Southeast Train ridership has escalated in the southeast states of North Carolina and Virginia over the last few years. Developments to upgrade the corridor will see a reduction in travel time between Raleigh and Charlotte (APTA, 2013). This development will not only ensure an effective on-time performance but will also allow for more round trips in a day. Conversely, prerequisite engineering and environmental work will make it possible for the trains traveling between Washington and Raleigh to reach average speeds such as those on the Northeast Corridor. The development process The administration’s high-speed passenger rail initiative is a national program similar to the interstate highway program. The government has laid down a transparent process, as well as objectives for the success of the initiative (APTA, 2012). The process made it possible for states to apply for funding for the development of a national initiative geared towards linking cities in the regional corridors. It is unquestionable that the intercity passenger rail in the nation presently serves few people. However, with the developments, the picture will change. The administration believes that this is the time for the advancement of a high-speed passenger rail. In response to the belief, the High-Speed Rail Association has set strategies for financing, designing, building and operating the passenger rail (APTA, 2012). These plans are established in a manner that will ensure the sustainability and reliability of the transportation initiative (Fleming, 2010). For this reason, the future of the transportation sector in America will not be shortsighted. References American Public Transportation Association. (2012). An inventory of the criticisms of high-speed rail with suggested responses and counterpoints. American Public Transportation Association (APTA). American Public Transportation Association. (2013). High-speed rail-on the move in America. American Public Transportation Association (APTA). Fleming, S. A. (2010). High-speed rail: Learning from service star-ups, prospects for increased industry investment, and federal oversight plans. Diane publishing. Louie, E., Bolts, N., & Stafford, P. P. (2012). Fast trains: Americas high-speed future. Raleigh, NC: Transportation Media Enterprises, LLC. U.S. High-Speed Rail Association (USHSR). Retrieved on December 5, 2014 from: www.ushsr.com Read More