GlobalistPotato
Lead Service Attendant
- Joined
- Feb 8, 2011
- Messages
- 344
I don't really want to talk about the politics of the NEC or how much resources should be dedicated to it.
I'm thinking about the costs required to improve speeds and services.
Penn Design Studio did a study on true HSR in the Northeast and came up with this report: http://studio.design...edu/hsr/node/81
They predicted that the whole system would cost about $100 billion for a WAS-NYP-BOS High Speed Rail line at 300 km/h. The system would be built over the next 20 years and would double the ridership along the NEC.
Amtrak also released their own plan for true HSR in the Northeast as well: http://www.amtrak.co...7/1237405732517
They placed the price tag at $117 over 30 years. Like Penn Design, they predicted it would double the ridership.
Differences: Amtrak's planned speed is at up to 220 mph, while Penn Design is up to 186 mph.
Both studies upgraded the existing NEC between WAS-NYC, and avoided the Shoreline route from NYC-BOS. The difference is that Penn Design proposed the rail line would go through Long Island, then connect to New Haven by a "chunnel" under Long Island Sound before going through CT along I-84 and I-90. Amtrak recommended going north of the Shoreline and taking an inland route.
Of course building the NYC-BOS section would be much more expensive (about 2/3rds of the project cost based on the studies), but what I find really interesting is how much (or how little) speeds can be brought up between NYC-WAS.
Alon Levy gave his estimate at $10 billion, excluding expanded capacity and rolling stock and other costs.
$5 Billion seems a bit low to me.
Keep in mind that his estimates don't including adding two more tracks to add capacity, or any new tunnels under the Hudson or East Rivers, or upgrades to stations along the route.
Still, I'd like to see the electrical system replaced between NYC-WAS. Once that's done, Acela can run at up to 150 mph for most of the distance between the two cities.
I'm thinking about the costs required to improve speeds and services.
Penn Design Studio did a study on true HSR in the Northeast and came up with this report: http://studio.design...edu/hsr/node/81
They predicted that the whole system would cost about $100 billion for a WAS-NYP-BOS High Speed Rail line at 300 km/h. The system would be built over the next 20 years and would double the ridership along the NEC.
Amtrak also released their own plan for true HSR in the Northeast as well: http://www.amtrak.co...7/1237405732517
They placed the price tag at $117 over 30 years. Like Penn Design, they predicted it would double the ridership.
Differences: Amtrak's planned speed is at up to 220 mph, while Penn Design is up to 186 mph.
Both studies upgraded the existing NEC between WAS-NYC, and avoided the Shoreline route from NYC-BOS. The difference is that Penn Design proposed the rail line would go through Long Island, then connect to New Haven by a "chunnel" under Long Island Sound before going through CT along I-84 and I-90. Amtrak recommended going north of the Shoreline and taking an inland route.
Of course building the NYC-BOS section would be much more expensive (about 2/3rds of the project cost based on the studies), but what I find really interesting is how much (or how little) speeds can be brought up between NYC-WAS.
Alon Levy gave his estimate at $10 billion, excluding expanded capacity and rolling stock and other costs.
He added on this about the Shoreline:$1 billion buys you constant tension catenary from NY to DC, which is worth about 15 minutes on its own, and much more when you include other upgrades. Getting the rest of the NY-DC corridor up to full speed is a matter of about 10 or so easements in Maryland and New Jersey, most of which have costs measured in the tens of millions each; only one should require any eminent domain. Getting the FRA to repeal its 150 mph speed limit costs nothing. By then you've already gotten NY-DC down to about 2:00-2:15 for $1-1.5 billion, on current equipment. Noncompliant EMUs running at 300 km/h should be able to do it in about 1:45, or 1:30 with a Wilmington bypass and a new tunnel in Baltimore (whose estimated cost is about $250 million).
NY-Boston is more expensive because the Shore Line is too curved. It requires four big ticket items: a tunnel east of Stamford, another tunnel in Bridgeport, an el between the two tunnels, and a bypass in the I-95 median from New Haven to the Rhode Island state line. At the common per-km costs they should add up to about $5 billion. If NIMBYs and cost overruns make that impossible, then upgrade only on one side of New Haven, and then use the speed differential to convince people that spending the extra money is worth it; that’s how they built the TGV.
$5 Billion seems a bit low to me.
Keep in mind that his estimates don't including adding two more tracks to add capacity, or any new tunnels under the Hudson or East Rivers, or upgrades to stations along the route.
Still, I'd like to see the electrical system replaced between NYC-WAS. Once that's done, Acela can run at up to 150 mph for most of the distance between the two cities.