Railroad Objectives Provide opportunities for and encourage railroad input in the planning process. Be sensitive to the railroad’s needs for capacity and future growth. Expand railroad capacity while improving the fluidity of railroad operations.
Keep railroads whole Expand capacity (mainlines, sidings, yards, bridges) Improve fluidity and reliability Eliminate bottlenecks; decrease train travel time; and increase train speeds Examine three investment scenarios (design speed) 79 mph; 90 mph; 110 mph (Top Speed of 125 mph) Improve safety and grade crossing warning systems Capital costs and improvement concepts are based on field observations by HNTB and Amtrak Infrastructure and Engineering Objectives
Modern Equipment Technology Talgo Flexliner Acela Gas Turbine
Findings Significant Regional Travel Market and Potential for Intercity Rail. Strong Ridership Estimates. System Benefits from Connectivity. Competitive Travel Times with the Automobile. Regional Economic Benefits.
2025 Ridership and Revenue Forecast System Hub Total with Modern Technology (Option 1, Max. speed at 110-mph) Ridership Passenger Revenue 4.120 M $176.973 M Cleveland-Pittsburgh Ridership Revenue 0.786 M $25.036 M Cleveland-Detroit RidershipRevenue 1.763 M$43.756 M Cleveland-Columbus- Cincinnati RidershipRevenue 1.834 M$78.331 M Cleveland-Buffalo- Toronto RidershipRevenue 0.688 M$29.749 M
Travel Time Summary Corridors Existing Rail/Bus Service Modern Scenario(Top Speed at 79-mph) High Speed Scenario (Top Speed at 110- mph) LocalExpressLocalExpress Cleveland to Detroit (Detroit Airport) No Service 3:052:462:472:23 Cleveland to Detroit (Wyandotte) 4:002:592:412:402:20 Cleveland- Buffalo/Toronto 8:305:355:215:204:53 Cleveland-Pittsburgh (Youngstown) 4302:362:152:242:02 Cleveland-Pittsburgh (Alliance) 3:282:322:092:221:58 Cleveland- Columbus/Cincinnati 5:154:274:073:493:28 Note:Existing service consists of all public transportation (Amtrak, bus thruway service, and combination of both) available in the study area.
Corridors Distance (miles) One-Way Fare/CostRound-trip Fare Cleveland Hub System Auto Acela High Speed Rail Rate Air (3-week Advance Fare) Air (Business ) BusinessNon- Business Cleveland to Detroit 175$39$57$18$105$157$544 Cleveland to Pittsburgh 140$38$46$14 $84$232$621 Cleveland to Buffalo 182$58 $18$109$174$808 Cleveland to Columbus 135$43$44$14 $81$163$706 Columbus to Cincinnati 123$43$84$26$155$186$755 Notes: 1. The one-way and round-trip fares are rounded to the nearest dollar. 2. Auto Business cost was calculated based on the Internal Revenue Service Standard Mileage Rate at $0.325 per mile. 3. Auto Non-Business cost was calculated based on the Internal Revenue Service Standard Mileage Rate at $0.10 per mile. 4. Acela Rate was calculated based on fare per mile between Washington D.C. and New York City ($0.60 per mile). 5. Air round trip fares was web-listed fares as of October 25, 2002. Estimated Fares Between Stations
Possible Implementation EIGHT TO TEN YEAR IMPLEMENTATION (Assumes Federal Funds) START-UP SERVICE: 79 MPH, 2-3 Trains per day (2 to 5 Years) 1. Cleveland – Columbus – Dayton - Cincinnati 2. Cleveland – Detroit 3. Cleveland – Pittsburgh 4. Cleveland – Buffalo – Toronto FULL SERVICE: 110 MPH, 6-8 Trains per day (5 to 10 Years) 1. Cleveland – Columbus – Dayton - Cincinnati 2. Cleveland – Detroit 3. Cleveland – Pittsburgh 4. Cleveland – Buffalo – Toronto
Preliminary Economic Impact Jobs Created 16,000 temporary construction jobs created 300 full-time operating jobs created 2,000 indirect job benefits Property Value Increases Approximately $1 billion increase in Ohio property values. Income Annual income increased by $256 million Annual tax revenues increased by $28 million
Next Steps Complete Federal Railroad Administration Study of Track Maintenance Costs and incorporate results into the Cleveland Hub financial and economic analysis.
Next Steps Distribute draft report to railroads and steering committee for comment. Build support at the local, state, and national levels (Ohio program) Hold public outreach meetings. Hold meetings with the business community.
Next Steps Conduct detailed Economic Impact Study. Initiate ODOT Environmental and Project Development Process. National Environmental Policy Act (NEPA) Process First 4 Steps of ODOT’s Major Project Development Process.
Passenger Rail Investment Reform Act of 2003 Proposed by USDOT. Removes Amtrak from the discussion of how to improve passenger rail service in the U.S. Places responsibility for passenger rail development in the hands of the states and federal government. Reduces Amtrak’s role to that of a service provider.
Passenger Rail Investment Reform Act of 2003 Envisions a national system of interconnected corridors, rather than a network of long distance trains. Is consistent with Ohio’s corridor planning. Recognizes the real cost of access to railroad tracks and railroad property.
Other Proposed Federal Bills S. 1505, The American Rail Equity Act of 2003, (AREA) HR 2571, Rail Infrastructure Development and Expansion Act for the 21 st Century, (RIDE-21) ARRIVE-21, To be introduced soon. Rail infrastructure investment bills: H. 1617, HR 2192, HR 876,