A Vision for High-speed Rail Development in the Southeast

David B. Clarke Center for Transportation Research University of Tennessee, Knoxville

Piedmont Atlantic Megaregion

Location: Southeast U.S. - from Birmingham in the southwest to Raleigh-Durham in the northeast 6 states, 39 MPOs, 178 counties, 1132 cities Loosely spaced population centers with auto oriented growth patterns (I-85 major spine) Principal cities: Atlanta, Birmingham, RaleighDurham, Charlotte, Nashville Population 2000: 14,855,052 (5% of US) Forecasted population 2025: 20,505,381 (+38%) 2005 GDP: $485,753,000,000 (4% of US)

Why High-Speed Rail?

Suitable for 100-600 mile journeys Outstanding safety record High level of passenger comfort, convenience Speed and reliability sustainable over time Lower passenger costs than air or solo auto travel Energy efficient, not tied to carbon fuels Can cost less and have fewer environmental impacts than expanding highways and airports to meet demands Provides additional transport capacity for future generations Can be positive influence on development

HSR and the Megaregion

to Louisville to Richmond

Greensboro

Raleigh

Memphis
Birmingham

Nashville

Charlotte
Greenville

Columbia

SE HSR Corridor Other HSR Corridor Proposed Additions Hub Airport

Atlanta

Macon

Savannah

to Houston

Mobile

Jacksonville

New Orleans
to Orlando

Premise

HSR means speeds > 155 mph vs. normal U.S. 79 mph maximum. Some U.S. higher-speed upgrades will reach 110 mph, but at great cost. Existing railways (even higher-speed) have limited value in solving long-term regional intercity transportation needs
Low speeds cannot capture meaningful market share from auto and air Legacy infrastructure is extremely costly to upgrade for passenger speed and capacity Freight traffic on existing railways is economically vital Private freight rail ownership creates institutional issues

Long-term, the region would be better served by investing in a passenger rail system with true HSR capability Butthere are significant obstacles to overcome

Impediments to Regional HSR

Geography and population density Public and institutional focus on highway & air Lack of long term vision and leadership Multi-jurisdictional aspect of rail projects High capital and operating costs Uncertain funding climate Disinterest from existing railroad operators Inadequate public transit No HSR design, construction, or operating expertise No domestic manufacturing/supply base Regulatory constraints

Incremental HSR
Cost and demand make true HSR infeasible at present in the megaregion Our immediate focus should be to identify, acquire, and protect rights-of-way for a future HSR system. Build towards HSR incrementally as demand and finances permit. This is precisely the way our existing rail system was built Delay is the enemyregion cant wait till demand justifies full HSR Land use changes will drive costs up Public opposition is more intense in developed areas Environmental mitigation easier before development occurs

Incremental Approach

Passenger Demand

Install electrification infrastructure Upgrade control system Deploy electrically powered trainsets Complete double tracking Maximum speed 220+ mph Daily capacity: 80-120 trains

Upgrade to Full HSR System

Turbine powered trainsets Add sections of double track Add secondary stations Strengthen transit connections Maximum speed 160 mph Daily capacity: 40-60 trains

Increase Speed, Capacity

Build Initial System Acquire R-O-W

Diesel-electric power/conventional cars Maximum speed 110-125 mph Single track configuration Major stations in place Daily capacity: 24-30 trains

Develop system design Conduct environmental assessments Purchase and preserve HSR compatible R-O-W

Time

Benefits of Incrementalism

Obtains and protects HSR capable ROW Starts with lower cost HrSR on HSR ROW to build ridership Phasing capital investment stream provides better match with demand Provides more favorable risk climate for private sector investment Provides time for corresponding development of transit

Issues to Overcome

Requires long-term vision Needs leadership to coordinate among partners Not typical public sector project approach Does not fit current environmental approval process Need to attract private investment capital Possible need for regulatory revision

Next Steps

Promote regionwide planning coalition

Piedmont Alliance for Quality Growth?

Conduct study to refine concept Identify potential impediments Begin push for legislative/regulatory reform Develop preliminary system plan Build coalition for system development