Amtrak has seen steady ridership growth over the past decade. In fiscal year 2011, Amtrak set new ridership records, carrying over 30 million passengers for the first time. While Amtrak operates fewer routes now than when it started in 1971, it carries over 82,000 passengers daily on its 305 daily trains. Looking to the future, population growth is expected to concentrate around urban areas, increasing pressure on transportation networks. Intercity passenger rail can help meet this growing demand through increased frequencies and new corridor routes built upon the existing long distance network.
1) The Greater Toronto and Hamilton Area (GTHA) grew significantly between 1986 and 2006, adding over 1.8 million new residents in the region and over 880,000 new residents in Toronto alone.
2) Governance of the region has evolved over time, with the creation of regional planning bodies like the Greater Toronto Services Board and legislation like the City of Toronto Act to plan for growth.
3) The Big Move is Metrolinx's 25-year regional transportation plan to address growth through expanding transit networks, implementing mobility hubs, and reducing congestion and emissions through mode shift. The plan models significant benefits to mobility and sustainability by 2031 if its projects and policies are implemented.
The document summarizes VTA's Light Rail Efficiency Project which aims to increase ridership, speed up travel times, and improve cost recovery on the light rail system. Key aspects include expanding limited express service, establishing new routes, turning back some lines in downtown San Jose, and installing a run-around track to allow for increased frequency without delays on single-track segments. The improvements are designed to better serve projected population and employment growth as well as the new 49ers stadium. Ridership is expected to increase from the current 32,716 weekday riders.
This document summarizes transportation impacts from Marcellus Shale drilling in Pennsylvania. It discusses increased truck traffic from well pad development and operations, resulting in safety and infrastructure issues. Road and bridge repairs have increased substantially. Rail transportation of materials has also grown significantly. The document outlines other impacts such as increased housing costs, full hotels, and effects on tourism and employment in the region.
OHL Brasil is the second largest toll road operator in Brazil, operating 1,147 km of toll roads. In 1Q07, OHL Brasil saw consolidated traffic and net service revenue growth of 8.4% and 9.2% respectively compared to 1Q06. Adjusted EBITDA grew 7.9% to R$79.8 million in 1Q07 with an adjusted EBITDA margin of 58%. Net income for 1Q07 was R$9.2 million. OHL Brasil plans to invest R$220 million in CAPEX in 2007 and R$292 million between 2008-2010, focusing on road maintenance and duplicating sections of toll roads.
Shigeki Oxawa is Associate Professor at the Department of Integrated Informatics, Daido University and part-time Lecturer in Transport Economics at Hosei University. He is a transport economist with a strong interest in transport policy. He is currently an academic visitor at Leeds University (April 2016-March 2017) working in the area of intermodal transport (with a focus on rail freight transport) and in turn track access charges.
Abstract: In the national railway revolution in Japan, the passenger division was divided into 6 companies by regions. They operate trains and own/manage the rail track (vertical integration system). On the other hand, vertical separation was introduced into freight companies, therefore, freight companies have to access rail track owned/managed by passenger companies. The Japanese regulator regards track access transactions between passenger companies and freight companies as private business.
In the vertical separation system, freight companies cannot get access to the slots required and efficient allocation of rail track cannot be achieved. The vertical separation is a very significant issue in railway policy and freight transport policy in Japan. In the presentation, causes and possible solutions to the issue will be shown.
Shigeki is Associate Professor at the Department of Integrated Informatics, Daido University and part-time Lecturer in Transport Economics at Hosei University. He is a transport economist with a strong interest in transport policy. He is currently an academic visitor at Leeds University (April 2016-March 2017) working in the area of intermodal transport (with a focus on rail freight transport) and in turn track access charges. He has 20 years of experience in research and teaching.
OHL Brasil is the second largest toll road operator in Brazil, operating 1,147 km of toll roads. In the third quarter of 2006, traffic grew 8.6% over the previous quarter and net services revenue increased 7.7%. Adjusted EBITDA was R$73.2 million with a margin of 66.9%. While net income declined 5.8% compared to the prior year third quarter, the company remains financially strong with continued investment in expanding and upgrading its toll road network.
The UDOT Director of Systems Planning and Programming gave this presentation at the 12th annual American Concrete Paving Association (ACPA) workshop in January 2012.
1) The Greater Toronto and Hamilton Area (GTHA) grew significantly between 1986 and 2006, adding over 1.8 million new residents in the region and over 880,000 new residents in Toronto alone.
2) Governance of the region has evolved over time, with the creation of regional planning bodies like the Greater Toronto Services Board and legislation like the City of Toronto Act to plan for growth.
3) The Big Move is Metrolinx's 25-year regional transportation plan to address growth through expanding transit networks, implementing mobility hubs, and reducing congestion and emissions through mode shift. The plan models significant benefits to mobility and sustainability by 2031 if its projects and policies are implemented.
The document summarizes VTA's Light Rail Efficiency Project which aims to increase ridership, speed up travel times, and improve cost recovery on the light rail system. Key aspects include expanding limited express service, establishing new routes, turning back some lines in downtown San Jose, and installing a run-around track to allow for increased frequency without delays on single-track segments. The improvements are designed to better serve projected population and employment growth as well as the new 49ers stadium. Ridership is expected to increase from the current 32,716 weekday riders.
This document summarizes transportation impacts from Marcellus Shale drilling in Pennsylvania. It discusses increased truck traffic from well pad development and operations, resulting in safety and infrastructure issues. Road and bridge repairs have increased substantially. Rail transportation of materials has also grown significantly. The document outlines other impacts such as increased housing costs, full hotels, and effects on tourism and employment in the region.
OHL Brasil is the second largest toll road operator in Brazil, operating 1,147 km of toll roads. In 1Q07, OHL Brasil saw consolidated traffic and net service revenue growth of 8.4% and 9.2% respectively compared to 1Q06. Adjusted EBITDA grew 7.9% to R$79.8 million in 1Q07 with an adjusted EBITDA margin of 58%. Net income for 1Q07 was R$9.2 million. OHL Brasil plans to invest R$220 million in CAPEX in 2007 and R$292 million between 2008-2010, focusing on road maintenance and duplicating sections of toll roads.
Shigeki Oxawa is Associate Professor at the Department of Integrated Informatics, Daido University and part-time Lecturer in Transport Economics at Hosei University. He is a transport economist with a strong interest in transport policy. He is currently an academic visitor at Leeds University (April 2016-March 2017) working in the area of intermodal transport (with a focus on rail freight transport) and in turn track access charges.
Abstract: In the national railway revolution in Japan, the passenger division was divided into 6 companies by regions. They operate trains and own/manage the rail track (vertical integration system). On the other hand, vertical separation was introduced into freight companies, therefore, freight companies have to access rail track owned/managed by passenger companies. The Japanese regulator regards track access transactions between passenger companies and freight companies as private business.
In the vertical separation system, freight companies cannot get access to the slots required and efficient allocation of rail track cannot be achieved. The vertical separation is a very significant issue in railway policy and freight transport policy in Japan. In the presentation, causes and possible solutions to the issue will be shown.
Shigeki is Associate Professor at the Department of Integrated Informatics, Daido University and part-time Lecturer in Transport Economics at Hosei University. He is a transport economist with a strong interest in transport policy. He is currently an academic visitor at Leeds University (April 2016-March 2017) working in the area of intermodal transport (with a focus on rail freight transport) and in turn track access charges. He has 20 years of experience in research and teaching.
OHL Brasil is the second largest toll road operator in Brazil, operating 1,147 km of toll roads. In the third quarter of 2006, traffic grew 8.6% over the previous quarter and net services revenue increased 7.7%. Adjusted EBITDA was R$73.2 million with a margin of 66.9%. While net income declined 5.8% compared to the prior year third quarter, the company remains financially strong with continued investment in expanding and upgrading its toll road network.
The UDOT Director of Systems Planning and Programming gave this presentation at the 12th annual American Concrete Paving Association (ACPA) workshop in January 2012.
The document discusses the current state of urban railways in Japan, focusing on commuter railways. It outlines the development and features of urban railways, noting their importance in metropolitan areas like Tokyo where railways account for nearly 50% of passenger transport. Issues like congestion are addressed, along with policies to promote accessibility, eliminate level crossings, and upgrade stations and airport access.
The document discusses biomethane as a road transport fuel as a solution to carbon and air quality problems. It outlines Cenex's role in assisting the UK automotive industry and delivering projects for government agencies. Biomethane can significantly improve vehicle emissions and current technology is capable of meeting this challenge. Government policies and funding mechanisms are starting to support biomethane and other low emission strategies to tackle air pollution and climate change.
Presentatie integration pt and bike, 2011 10 17, rail_volution usa (utrecht v...Ronald Tamse
The document summarizes transportation initiatives in Utrecht, Netherlands to address traffic congestion by better linking transit with walking and biking. It discusses expanding the regional railway network, developing a light rail and streetcar network, and improving bicycle facilities. The goal is to provide more sustainable transportation options and integrate different modes of transit.
This document discusses the potential for high speed rail in Australia. It summarizes that high speed rail refers to trains traveling over 250km/h on purpose-built tracks, and provides examples of existing high speed rail networks around the world. Previous proposals for high speed rail in Australia failed due to disagreements over funding between governments and private partners. However, changes in high speed rail technology, increasing travel demand on Australia's east coast, and concerns over energy efficiency and climate change suggest high speed rail should be reexamined for Australia as a transportation alternative.
This document discusses best practices for sustainable urban transport systems. It outlines two main approaches - capital intensive infrastructure solutions like expanding road networks and building new rail systems, and changing paradigms by prioritizing non-motorized transport and public transit. The document argues that infrastructure solutions often lead to greater automobile dependence, accidents, emissions, and lower urban densities. It promotes alternative solutions like investing in pedestrian infrastructure, public transit, transit-oriented development, and disincentives for car use to create more sustainable, efficient, and livable cities. Case studies show cities that have successfully implemented these strategies, like Bogota, Curitiba, and London.
The document discusses economic ties and commuting patterns across Southeast Louisiana, including New Orleans, Baton Rouge, and Houma-Thibodaux. It finds that workers frequently commute between parishes and metropolitan areas, indicating shared industries, suppliers, investors, and workforce between the regions. Analysis of healthcare industry jobs and commuting to Touro Hospital in New Orleans demonstrates jobs span all wage and skill levels, with many workers living within 10 miles.
This document outlines a strategy to revitalize an area of New Orleans called the BioDistrict through economic development, job growth, and improved health outcomes. The vision is for the BioDistrict to become a thriving hub of bioscience, healthcare, education, and business. Key areas of focus include developing bioscience centers of excellence, improving workforce training programs aligned with industry needs, expanding research collaborations between academic and corporate partners, and catalyzing new development opportunities. The strategy identifies several key development areas within the BioDistrict and proposes projects focused on industries like research and development, healthcare, education, and residential and commercial development. The goal is for the BioDistrict to become a national model for urban revitalization.
This document summarizes efforts in Baton Rouge, Louisiana to improve the city's underfunded and poorly performing public transit system. A Blue Ribbon Commission was formed in 2011 and recommended overhauling the transit governance structure, increasing funding through a dedicated revenue source, and launching a public campaign. A coalition of community groups conducted extensive public outreach and education events to build support. In April 2012, voters approved the transit funding measure 54% to 48% in Baton Rouge and 58% to 42% in Baker, allowing the system to avoid major service cuts.
The document provides an overview of Louisiana's process to update its statewide transportation plan from 2003. It discusses the plan's horizon year of 2044 and focus on economic growth. The update process involves extensive public outreach, needs assessments, and advisory councils across various transportation modes. The transportation policy committee will serve as the final decision-making body to establish priorities and advise on policies to support Louisiana's existing and future industries and economic growth.
The document discusses the formation of a coalition to advocate for improved public transit in Baton Rouge. It summarizes the coalition's recommendations, which include establishing a dedicated funding source through a 10-year, 10.6 mill property tax that would generate $18 million annually. The tax would be used to overhaul the bus system, expanding routes, increasing frequency, and building transit hubs. Improved transit is presented as key to addressing traffic congestion and access to opportunities. Charts show Baton Rouge lags peer cities in per capita transit funding and relies more heavily on fares.
This document summarizes the activities and priorities of the Regional Planning Commission (RPC). The RPC is responsible for long-range transportation planning as the metropolitan planning organization. It develops plans like the long-range Metropolitan Transportation Plan and short-range Transportation Improvement Program. The RPC guides transportation investments, facilitates public participation, and coordinates with various advisory councils and agencies. Key focus areas include improving roads, transit, biking, and walking infrastructure while incorporating priorities around safety, preservation, mobility, and livability.
This document summarizes the activities and priorities of the Regional Planning Commission (RPC). The RPC is responsible for long-range transportation planning as the metropolitan planning organization. It works with state and federal agencies to invest over $70 million annually in transportation projects focused on system preservation, safety, and economic competitiveness. The RPC gathers public input and works with advisory councils to make funding decisions. It also coordinates transit and human services transportation. Recent efforts have included pedestrian and bicycle safety programs and public infrastructure projects to improve livability.
The document discusses plans for rail expansion and transit-oriented development along the Loyola corridor in New Orleans. It describes three phases of rail expansion costing $45 million, $75 million, and an amount to be determined. Mixed-use developments proposed along the corridor include a grocery store, sports entertainment district, office tower renovations, hotel expansion, luxury apartments, and a proposed civil court complex.
Capital Area Transit System (CATS) is the public transit authority for Baton Rouge, Louisiana. It operates 60 buses on fixed routes and 20 paratransit vehicles. CATS also provides curb-to-curb service called CATS-On-Demand for disabled passengers. A recent study recommended that CATS integrate land use and transportation by adopting complete streets policies and developing a rail link between Baton Rouge and New Orleans to drive economic growth. CATS is also studying bus rapid transit lines and working on transit amenities to encourage multimodal transportation options. Public transit is an important economic development tool that yields returns on investment.
This document discusses next steps for building a connected super region between New Orleans and Baton Rouge through improved public transportation. It recommends expanding education on transit and transit-oriented development, developing a commuter rail implementation plan, forming an advisory council, prioritizing walkability and bike access, conducting a transit-oriented development strategic plan, and performing a cost-benefit analysis. Examples from other regions like Denver and Minneapolis are provided. Federal grant opportunities are also outlined. Working together regionally is emphasized as no single city can accomplish this transformation alone.
The document discusses the roles and responsibilities of state and local governments in transportation. It outlines that the state's role is to provide for interstate and interregional transportation, while local governments are responsible for local roads and infrastructure. Metropolitan Planning Organizations (MPOs) provide a forum for regional transportation planning and coordination between local governments. The document also summarizes Louisiana's statewide transportation plan, which includes extensive public outreach and will guide transportation projects and policy through 2043.
The South Central Planning and Development Commission (SCPDC) is a regional planning commission established in 1973 in Louisiana. It serves Assumption, Lafourche, St. Charles, St. James, St. John the Baptist, and Terrebonne Parishes. SCPDC is involved with comprehensive and land use planning for the parishes, including transportation elements. It also works to educate communities on policies like complete streets and supports coordination of human services transportation.
The document discusses transportation planning for the Baton Rouge metropolitan area. It provides details on the metropolitan planning organization such as the population it serves, its long range transportation plan, and funding sources. It also summarizes projects funded from 2006-2010 and discusses air quality planning, population growth trends, and livability initiatives in the area including the Green Light Plan and proposals for commuter rail and complete streets.
Mary Stringfellow is the Program Delivery Team Leader for FHWA Louisiana Division. This document outlines FHWA's role in transportation planning which includes ensuring state DOTs and MPOs follow the planning process, consulting on plans, and promoting best practices, though FHWA does not directly select projects. It also discusses livability principles, complete streets, land use considerations, and tools used in transportation planning.
The document provides an overview of Code Studio's presentation on model regulations for coastal and riverine development. Code Studio specializes in drafting zoning, subdivision, and development regulations. They have experience working throughout Louisiana, including developing the Louisiana Land Use Toolkit and codes for various parishes and towns. The presentation aims to discuss Code Studio's approach to model regulations, how they support the Coastal Best Practices Manual, and getting feedback from attendees.
The document discusses the current state of urban railways in Japan, focusing on commuter railways. It outlines the development and features of urban railways, noting their importance in metropolitan areas like Tokyo where railways account for nearly 50% of passenger transport. Issues like congestion are addressed, along with policies to promote accessibility, eliminate level crossings, and upgrade stations and airport access.
The document discusses biomethane as a road transport fuel as a solution to carbon and air quality problems. It outlines Cenex's role in assisting the UK automotive industry and delivering projects for government agencies. Biomethane can significantly improve vehicle emissions and current technology is capable of meeting this challenge. Government policies and funding mechanisms are starting to support biomethane and other low emission strategies to tackle air pollution and climate change.
Presentatie integration pt and bike, 2011 10 17, rail_volution usa (utrecht v...Ronald Tamse
The document summarizes transportation initiatives in Utrecht, Netherlands to address traffic congestion by better linking transit with walking and biking. It discusses expanding the regional railway network, developing a light rail and streetcar network, and improving bicycle facilities. The goal is to provide more sustainable transportation options and integrate different modes of transit.
This document discusses the potential for high speed rail in Australia. It summarizes that high speed rail refers to trains traveling over 250km/h on purpose-built tracks, and provides examples of existing high speed rail networks around the world. Previous proposals for high speed rail in Australia failed due to disagreements over funding between governments and private partners. However, changes in high speed rail technology, increasing travel demand on Australia's east coast, and concerns over energy efficiency and climate change suggest high speed rail should be reexamined for Australia as a transportation alternative.
This document discusses best practices for sustainable urban transport systems. It outlines two main approaches - capital intensive infrastructure solutions like expanding road networks and building new rail systems, and changing paradigms by prioritizing non-motorized transport and public transit. The document argues that infrastructure solutions often lead to greater automobile dependence, accidents, emissions, and lower urban densities. It promotes alternative solutions like investing in pedestrian infrastructure, public transit, transit-oriented development, and disincentives for car use to create more sustainable, efficient, and livable cities. Case studies show cities that have successfully implemented these strategies, like Bogota, Curitiba, and London.
The document discusses economic ties and commuting patterns across Southeast Louisiana, including New Orleans, Baton Rouge, and Houma-Thibodaux. It finds that workers frequently commute between parishes and metropolitan areas, indicating shared industries, suppliers, investors, and workforce between the regions. Analysis of healthcare industry jobs and commuting to Touro Hospital in New Orleans demonstrates jobs span all wage and skill levels, with many workers living within 10 miles.
This document outlines a strategy to revitalize an area of New Orleans called the BioDistrict through economic development, job growth, and improved health outcomes. The vision is for the BioDistrict to become a thriving hub of bioscience, healthcare, education, and business. Key areas of focus include developing bioscience centers of excellence, improving workforce training programs aligned with industry needs, expanding research collaborations between academic and corporate partners, and catalyzing new development opportunities. The strategy identifies several key development areas within the BioDistrict and proposes projects focused on industries like research and development, healthcare, education, and residential and commercial development. The goal is for the BioDistrict to become a national model for urban revitalization.
This document summarizes efforts in Baton Rouge, Louisiana to improve the city's underfunded and poorly performing public transit system. A Blue Ribbon Commission was formed in 2011 and recommended overhauling the transit governance structure, increasing funding through a dedicated revenue source, and launching a public campaign. A coalition of community groups conducted extensive public outreach and education events to build support. In April 2012, voters approved the transit funding measure 54% to 48% in Baton Rouge and 58% to 42% in Baker, allowing the system to avoid major service cuts.
The document provides an overview of Louisiana's process to update its statewide transportation plan from 2003. It discusses the plan's horizon year of 2044 and focus on economic growth. The update process involves extensive public outreach, needs assessments, and advisory councils across various transportation modes. The transportation policy committee will serve as the final decision-making body to establish priorities and advise on policies to support Louisiana's existing and future industries and economic growth.
The document discusses the formation of a coalition to advocate for improved public transit in Baton Rouge. It summarizes the coalition's recommendations, which include establishing a dedicated funding source through a 10-year, 10.6 mill property tax that would generate $18 million annually. The tax would be used to overhaul the bus system, expanding routes, increasing frequency, and building transit hubs. Improved transit is presented as key to addressing traffic congestion and access to opportunities. Charts show Baton Rouge lags peer cities in per capita transit funding and relies more heavily on fares.
This document summarizes the activities and priorities of the Regional Planning Commission (RPC). The RPC is responsible for long-range transportation planning as the metropolitan planning organization. It develops plans like the long-range Metropolitan Transportation Plan and short-range Transportation Improvement Program. The RPC guides transportation investments, facilitates public participation, and coordinates with various advisory councils and agencies. Key focus areas include improving roads, transit, biking, and walking infrastructure while incorporating priorities around safety, preservation, mobility, and livability.
This document summarizes the activities and priorities of the Regional Planning Commission (RPC). The RPC is responsible for long-range transportation planning as the metropolitan planning organization. It works with state and federal agencies to invest over $70 million annually in transportation projects focused on system preservation, safety, and economic competitiveness. The RPC gathers public input and works with advisory councils to make funding decisions. It also coordinates transit and human services transportation. Recent efforts have included pedestrian and bicycle safety programs and public infrastructure projects to improve livability.
The document discusses plans for rail expansion and transit-oriented development along the Loyola corridor in New Orleans. It describes three phases of rail expansion costing $45 million, $75 million, and an amount to be determined. Mixed-use developments proposed along the corridor include a grocery store, sports entertainment district, office tower renovations, hotel expansion, luxury apartments, and a proposed civil court complex.
Capital Area Transit System (CATS) is the public transit authority for Baton Rouge, Louisiana. It operates 60 buses on fixed routes and 20 paratransit vehicles. CATS also provides curb-to-curb service called CATS-On-Demand for disabled passengers. A recent study recommended that CATS integrate land use and transportation by adopting complete streets policies and developing a rail link between Baton Rouge and New Orleans to drive economic growth. CATS is also studying bus rapid transit lines and working on transit amenities to encourage multimodal transportation options. Public transit is an important economic development tool that yields returns on investment.
This document discusses next steps for building a connected super region between New Orleans and Baton Rouge through improved public transportation. It recommends expanding education on transit and transit-oriented development, developing a commuter rail implementation plan, forming an advisory council, prioritizing walkability and bike access, conducting a transit-oriented development strategic plan, and performing a cost-benefit analysis. Examples from other regions like Denver and Minneapolis are provided. Federal grant opportunities are also outlined. Working together regionally is emphasized as no single city can accomplish this transformation alone.
The document discusses the roles and responsibilities of state and local governments in transportation. It outlines that the state's role is to provide for interstate and interregional transportation, while local governments are responsible for local roads and infrastructure. Metropolitan Planning Organizations (MPOs) provide a forum for regional transportation planning and coordination between local governments. The document also summarizes Louisiana's statewide transportation plan, which includes extensive public outreach and will guide transportation projects and policy through 2043.
The South Central Planning and Development Commission (SCPDC) is a regional planning commission established in 1973 in Louisiana. It serves Assumption, Lafourche, St. Charles, St. James, St. John the Baptist, and Terrebonne Parishes. SCPDC is involved with comprehensive and land use planning for the parishes, including transportation elements. It also works to educate communities on policies like complete streets and supports coordination of human services transportation.
The document discusses transportation planning for the Baton Rouge metropolitan area. It provides details on the metropolitan planning organization such as the population it serves, its long range transportation plan, and funding sources. It also summarizes projects funded from 2006-2010 and discusses air quality planning, population growth trends, and livability initiatives in the area including the Green Light Plan and proposals for commuter rail and complete streets.
Mary Stringfellow is the Program Delivery Team Leader for FHWA Louisiana Division. This document outlines FHWA's role in transportation planning which includes ensuring state DOTs and MPOs follow the planning process, consulting on plans, and promoting best practices, though FHWA does not directly select projects. It also discusses livability principles, complete streets, land use considerations, and tools used in transportation planning.
The document provides an overview of Code Studio's presentation on model regulations for coastal and riverine development. Code Studio specializes in drafting zoning, subdivision, and development regulations. They have experience working throughout Louisiana, including developing the Louisiana Land Use Toolkit and codes for various parishes and towns. The presentation aims to discuss Code Studio's approach to model regulations, how they support the Coastal Best Practices Manual, and getting feedback from attendees.
The document provides a manual for coastal resilience and adaptation strategies for Louisiana, outlining the economic, environmental and cultural challenges facing the region from factors like sea level rise, summarizing case studies from international locations implementing innovative resilience practices, and proposing a framework for selecting and coordinating multi-scale strategies tailored to local geotypes and community needs.
The document discusses Mission CONNECT, which advocates for expanded mobility and transit options between New Orleans and Baton Rouge. It summarizes the organization's goals of improving access to jobs, housing and economic opportunities through a regional rail or commuter system. The document also outlines potential station areas along the proposed route and estimates ridership projections, arguing that a connected transit system would improve quality of life and attract talent to the region.
The document summarizes the results of a regional poll of 800 residents in 7 parishes along the Baton Rouge to New Orleans corridor on quality of life and transportation issues. Key findings include that residents express affection for their neighborhoods but have concerns about issues like traffic, housing costs and energy costs. They value walkable neighborhoods and prefer solutions like expanding public transit and building new bike/walking paths over widening roads. A majority support passenger rail connecting Baton Rouge and New Orleans and believe it could help reduce traffic and boost economic growth.
1. Amtrak Ridership Growth
&
Intercity Passenger Rail Development
Ray Lang
Amtrak Government Affairs
& Corporate Communications
2. Amtrak Then and Now
• On our opening day in 1971,
Amtrak operated 184 trains
• Today, even after numerous
route closures and system
cutbacks, we operate
Daily train densities on Amtrak’s 305 daily trains
national system, 2010
3. Every day on Amtrak:
We run trains over a 21,000
mile system – 60% of them at
90+ mph
5. And we operate and maintain a
railroad that carries about a quarter
of a million riders – every day!
6. Amtrak Ridership Growth Record
Another Amtrak Ridership
44% increase in Amtrak ridership from FY 2000 - FY 2011
• In FY 2011, Amtrakrecord of nearly 30.2 million passengers in FY 2011 passengers
•All-time carried an all-time record of 30,186,733
(up 5.1 percent vs. annual routes setrecord set recordsthe FY 2011
•New
•26 of 44
FY 2010)
ridership
ridership
in 8 of
in
last 9 years
• 31,000,000 is the best ridership performance by Amtrak in its 40 year
FY 2011
30,000,000 The previous record was set in FY 2010 at 28.7 million million
history. 30.2
passengers.
29,000,000
28,000,000
Total Ridership
• 27,000,000 has now set new ridership records in eight of the last nine years.
Amtrak
26,000,000
• 25,000,000 ridership is up 44 percent since FY 2000.
Amtrak
24,000,000
• 23,000,000
In FY 2011, 26 of 44 Amtrak routes set new ridership records.
22,000,000
• 21,000,000
In FY 2011, the number of Amtrak routes with ridership of more than one
20,000,000passengers grew to seven (up from five in FY 2010)
million 20.9 million
00
01
02
06
07
08
09
10
11
03
04
05
20
20
20
20
20
20
20
20
20
20
20
20
Fiscal Year
New ridership record set
Revised October 2011
7. Amtrak Ridership Growth
• In FY 2011, the state-supported and short distance routes had their best
year ever with 14.8 million passengers (up 6.5 percent vs. FY 2010)
- Specifically, 20 of 27 routes in this category set new ridership
records
• In FY 2011, the long-distance trains had their best ridership in 16 years
with 4.5 million passengers (up 1.1 percent vs. FY 2010)
- Specifically, 5 of 15 routes in this category set new ridership records
• If not for several significant weather-related and construction-related
service disruptions, the Amtrak ridership numbers would likely have been
even better
• In FY 2011, Amtrak collected an all-time record of nearly $1.9 billion in
ticket revenue (up 8.5 percent vs. FY 2010)
9. Intercity passenger transportation in the United States
Federal Investment in Transportation, 1949-2008
70
(2009 Constant Dollars. Time Axis Not to Scale.)
• Since WWII, Federal
60 government has vastly
expanded investment in
Highway
Air
50
aviation and highways
Intercity Passenger Rail
$ Billions
40
• Since Amtrak was created to
30
20
take over rail passenger
10
service in 1971, Federal
0 investment in intercity
1955
1957
1991
1949
1951
1953
1959
1961
1963
1965
1967
1969
1971
1973
1975
1977
1979
1981
1983
1985
1987
1989
1993
1995
1997
1999
2001
2003
2005
2007
1,200
Fiscal Year
passenger rail has been
U.S. Intercity Travel Trends by Modal Share, 1929-2004
dwarfed by investment in
1,000
Airport &
competing modes
B-707 Airway Trust
in Service Fund Created
800
Interstate System
80% Complete • For every dollar Federal
Passenger Miles (billions)
600
Interstate
Amtrak
Created
government spent on rail
400
System
Started between 1956 and 2006, it
Bus
Auto
spent:
Air
– $6 on aviation
200
WWII
Rail
0
– $16 on highways
1944
1951
1967
1975
1977
1985
1993
1995
2003
1929
1961
1963
1965
1969
1971
1973
1979
1981
1983
1987
1989
1991
1997
1999
2001
10. Long Distance trains are an important public service
States served only by Long Distance
• On half of our system, the only Trains
form of service Idaho Arkansas
Montana Louisiana
– 23 of 46 states
North Dakota Mississippi
– 223 of 500+ stations Minnesota Alabama
Iowa Georgia
• Major generators of revenue Nebraska Florida
and passenger mileage in FY Kansas Tennessee
2011 Colorado South Carolina
Utah Kentucky
• Since 2006, LD ridership and Nevada Ohio
ticket revenue have grown Arizona West Virginia
substantially New Mexico
11. Amtrak trains provide vital service to rural communities
States with least
• Amtrak serves about 40% of America’s comprehensive rural
rural population population coverage
North
Nebraska
• Percentage of rural population without Dakota
access to scheduled intercity South
Kansas
transportation (rail, air, bus) rising Dakota
West
• Sharp reductions in intercity bus service Alabama
Virginia
have cut rural coverage
Wyoming Montana
• Rural coverage is highly uneven
Kentucky Arkansas
Green indicates Amtrak
serves the state; red
indicates Amtrak does not
Source: BTS
13. …and as it would look without the long distance trains
14. Long Distance Network as a Foundation for Corridors
• Being studied now in Texas, Louisiana, Minnesota and Kansas
– East Texas Corridor, Ft. Worth to Shreveport/Bossier City (Texas
Eagle route addition/frequency increase)
– Minneapolis/St. Paul to Chicago (Empire Builder frequency
increase)
– Kansas City/Newton to Oklahoma City/Ft. Worth (Southwest
Chief/Heartland Flyer route addition/frequency increase)
• Leverages existing Amtrak stations/infrastructure and frequencies
– Significantly less cost than adding all-new or restoring previous routes
– Historically successful in California/Pacific Northwest, Chicago Hub,
Northeast
– Improves financial performance of current Amtrak services
• Partnerships with State DOT’s and local entities
– Fastest growing part of our business
15. One Size Does NOT Fit All
• Amtrak has contracts to operate services in 15 states
• Some are individual contracts with state DOT’s for services that
operate across state lines, such as
200,000 passengers
– Blue Water and Pere Marquette in Michigan (to/from Chicago without
Indiana stops and without funding from Indiana and Illinois)
77,000 passengers
– Vermont (Vermonter to/from New York City with stops in New Hampshire,
Massachusetts and Connecticut but without funding from those states)
• Some are across state lines with shared state DOT funding
– Hiawatha Service shared between Illinois and Wisconsin 800,000 passengers
– Cascades shared between Oregon and Washington 200,000 passengers
– Heartland Flyer shared between Texas and Oklahoma 84,000 passengers
• Some are across state lines with a regional entity
– Downeaster between Portland, Maine, and Boston 520,000 passengers
- Northern New England Passenger Rail Authority (NNEPRA) created by
Maine and funded with state and federal DOT funds with stops in New
Hampshire and Massachusetts but without funding from those states
16. One Size Does NOT Fit All
• California
– Capitol Corridor Joint Powers Authority contracts with Amtrak for train
operations and with Bay Area Rapid Transit with funding from California DOT
for Capitol Corridor trains between the Bay Area and Sacramento/Auburn
- Six local transit agencies in eight counties 1.7 million passengers
- Two metropolitan planning organizations
2.8 million passengers
– San Luis Obispo-Los Angeles-San Diego (Pacific Surfliner service) corridor
and Oakland-Sacramento-Bakersfield corridor (San Joaquin service)
- Controlled directly by California DOT (Caltrans) 1.1 million passengers
- Pending legislation creates new Joint Powers Authorities for these corridors
• Minnesota
– Chicago-Twin Cities service being studied by Minnesota DOT with additional
funding from the City of LaCrosse, Wisc., without active participation by
Wisconsin DOT
– Twin Cities-Duluth being studied by Northern Lights Express, a joint powers
board of six counties that contributes as an alliance with funds from property
or sales taxes and grants, without active participation by Minnesota DOT.
State law gives counties authority to form regional railroad authorities and
levy local taxes for them.
17. What does the future hold?
38% population growth • Population
by 2050
18% population
growth by 2050 – 2000: 281M
36% population growth 17% population
by 2050 growth by 2050 – 2050: 420M
31% population growth • Distribution:
by 2050
– 2000: 60% in
38% population single-detached
growth by 2050
houses
46% population
growth by 2050 – 2050: 70% will live
62% population
growth by 2050 in “megaregions”
45% population surrounding
growth by 2050 urban areas
35% population
growth by 2050
Source: Regional Plan Association
18. What are the implications?
• People are moving to areas where
– Transportation network is stressed
– Taxes and cost of living are high
– Infrastructure and energy networks are already burdened –
and it’s hard to build more
• Demand for everything is growing in areas where it’s hardest to
satisfy
• Cheap and readily available oil underpins everything
– Transportation
– Economy
– Daily life
19. Passenger rail is a better travel choice
Share of CO2 Emissions, by mode Passenger capacity per meter
of infrastructure width
2.4%
Passenger cars
2.7% Light-duty 10000
trucks 9000
2.3% All other trucks
8000
9.1%
Persons per hour
Busses 7000
0.6% 33.9%
6000
Aircraft
5000
9000
21.4% Ships and 4000
boats 3000
27.5% Rail 5200
2000
Other 1000 200 1500
0
Source: US DOT, 2008 Trans Stats Annual Report Auto Bus Bus lane Rail
Source: UIC
(separate)
Energy Intensity of competing modes
4000
3500
BTUs/passenger mile
3000
2500
2000
3437
1500 2995
2398
1000
500
0
Aviation Amtrak Auto
Mode of transportation
Source: U.S. DOE, Transportation Energy Data Book
20. Operating Efficiency
Farebox Recovery Ratio
TRE (Dallas)
NM Rail Runner
TRE (Ft. Worth)
CONNDOT
Utah Transit Authority
Music City Star (Nashville)
Tri-Rail (South FL)
Sound Transit
MARC
Altamont Commuter Express (ACE)
NCTD - San Diego
Alaska RR
Metra (Chicago)
VRE (Virginia)
Caltrain
LIRR
South Shore (NICTD)
Metrolink (LA)
MBTA( Boston)
NJ Transit
SEPTA
VIA Rail Canada
Metro-North Commuter Railroad
Amtrak
0 10 20 30 40 50 60 70
Source: APTA, VIA, NMDOT and Amtrak
All data calendar year 2008, except NM Rail Runner (2009) Recovery Ratio
We are the American rail industry’s authority on getting the most from of our service
21. Equipment utilization
Average annual car miles, In thousands
Alaska RR
CONNDOT
VRE
TRE (Dallas)
Sound Transit
Music City Star (Nashville)
MARC
NCTD - San Diego
Altamont Commuter Express(ACE)
Metra
MBTA (Boston)
SEPTA
Caltrain
NJ Transit
Metrolink (LA)
TRE (Ft. Worth)
South Shore NICTD
Metro-North Commuter Railroad
Utah Transit Authority
LIRR
Tri-Rail (South FL)
Surfliner
Horizon
Amfleet I
Heritage
Amtrak All cars
Amfleet II
Viewliner
Superliner
0 50 100 150 200
Average Annual car mileage, in thousands
No other North American passenger operator gets as much out of their equipment
22. What can we do?
• A new surface transportation policy must break the funding silos
and must be revolutionary – so that we can address these
problems:
– Environmental and land acquisition processes are time-consuming
– Regulatory burdens are formidable – and ironically, some are products
of the Interstate highway development process
• Federal government must take a more active role (and the FRA is
off to a good start)
• Without rail, we will get a highway bill – but it won’t be a surface
transportation policy
23. Key Concepts
• Existing system serves as a foundation for
development
– Terminal facilities
– Suitable segments are upgraded
– Existing network feeds high speed operations
• Most foreign systems have developed in this
incremental fashion
– France
- LGV lines use major terminals at endpoints
- Speeds gradually upgraded as technology
permitted
– Germany
- High speed equipment preceded high speed lines
- Gradual introduction of faster track segments
St. Pancras Station, London – then, and now allowed ICE trains to realize their capabilities
23
24. What should we resist?
• The temptation to resort to 1960s solutions
– Build a lane
– Add an interchange
• Investing in infrastructure with a 30 year lifespan
• Planning for short-term growth
• Funding by mode – rather than developing a flexible, resilient,
and connected system
25. A 1960s
solution –
That doesn’t
work today
A New Surface
Transportation
Act
Can Lead To
Smart Choices
Rail is the solution we need – safer, greener, healthier!
Editor's Notes
FY 13 Grant Requests (and FY 12 Actual Funding) $1.435 million for Capital ($681 million in FY 12) $450 million for Operating ($466 million in FY 12) $212 million for Debt Service ($271 million in FY 12) Total is $2.167 million ($1.418 in FY 12) Current Approps Status Senate has marked Amtrak up for $1.45B A passenger rail grant program will be funded at $100 million TIGER likely to be funded at $500 million
Amtrak operates 15 long distance trains In many areas, only Amtrak service, in some areas, only form of scheduled intercity transportation Travel as far as 2,400 miles, pass through as many as 12 states In many rural areas, the only scheduled intercity travel choice Major generators of revenue and passenger mileage in FY 2011 Generated 14.9% of Amtrak’s ridership, but 25% of ticket revenues LD trains carried 42% of passengers with disabilities who used Amtrak (total of 130,004) Sleeping cars generated 15% of LD passengers, but 36% of LD ticket revenues Since 2006, LD ridership and ticket revenue have grown substantially Significant improvements in on-time performance since 2006 LD ridership has grown by more than 21% LD ticket revenue has grown more than 34%
Amtrak serves about 40% of America’s rural population Percentage of rural population without access to scheduled intercity transportation (rail, air, bus) rising 4% of America’s rural population lost their access in 5 years (2005-2010) 152 of 528 Amtrak stations serve rural areas Sharp reductions in intercity bus service have cut rural coverage Busses serve 11% fewer rural Americans in 2010 than 2005 About 15.7% of rural residents enjoy access to only one mode Number of Americans who are served only by Amtrak has tripled since 2005 (~300K to ~900K) Rural coverage is highly uneven In 26 states, 90+% of rural residents live within 25 miles of at least 1 mode In the average state, 78% of rural residents live within 25 miles of at least one mode In ten states, fewer than 78% of rural residents have access to any scheduled intercity transportation Coverage has fallen since 2005 in 8 of these 10 states