Inter-city Rail
It's looking like an opportune time for ramping up inter-city rail as U.S. President Barack Obama wants to see more high-speed inter-city passenger rail, as do many key members of the U.S. House and Senate. State and regional leaders also have led the continuing push for better rail infrastructure. The surface transportation reauthorization bill in Fall 2009 can help provide additional passenger rail system development. Congress has already passed a $13.1 billion passenger rail funding bill including $3.4 billion for high-speed rail corridors and state passenger rail projects.
In the Cascadia region, the Amtrak Cascades service from Eugene, Ore., through Portland to Seattle would benefit greatly from construction of a third rail between Portland and Seattle, allowing separation of freight from passenger rail. Upgrades to or replacement of at-grade rail-road crossings are also key, and combined with a third rail for freight could allow the Portland-Seattle Spanish-made Talgo passenger train to travel closer to its top speed of 110 mph. It now doesn't usually exceed 70 mph and averages less than that. When running on time, the Portland-Seattle run currently clocks in at three-and-a-half hours, longer - in most instances - than driving.
With major population growth projected for metro Portland and Seattle, and a new $4 billion bridge to be built across the Columbia River between Portland and Washington State, it would be smart to boost non-vehicular travel alternatives in the I-5 corridor with an investment in speedier Seattle-Portland passenger and freight rail. The cost for necessary improvements would likely run into the low billions, but yield a great net benefit in eased delays, saved vehicle emissions and improved freight mobility.
A much-needed second daily passenger train between Seattle and Vancouver B.C., was to have been operative by now and necessary track improvements have been made. But the initiative has been delayed due to manpower cost issues raised by the Canadian border security agency.
Commuter Rail
In the San Diego region, the newly opened, 22-mile, Sprinter commuter rail line between Oceanside and Escondido, utilizing state-of-the-art Diesel Multiple Unit (DMU) railcars, is proving popular. Near Portland, Ore., the regional transportation agency Tri-Met has begun DMU railcar commuter rail service on a 14.7-mile line between Beaverton and Wilsonville in Washington County. It's the state's first commuter line. Named the Westside Express Service, at Beaverton it connects with two light rail lines into Portland.
Here in Puget Sound, the Eastside TRailway proposal energetically supported by Cascadia Center and others continues to advance. Pending final purchase agreements and funding for track improvements, stations, rolling stock and personnel, commuter trains could run along part of the abandoned 42-mile BNSF freight rail corridor from the town of Snohomish south to Bellevue, Redmond and, with replacement of track severed for an I-405 improvement project, eventually the corridor's full length to Renton. King County is holding to its reversal of an earlier recommendation to rip out the track bed. All this comes as part of a complicated deal with the Port of Seattle, which is buying the BNSF corridor to augment regional freight rail mobility and to facilitate a possible public-private venture for commuter rail, paired with a parallel recreational trail strongly supported by the county and outdoor enthusiasts. That rail-and-trail dual use is considered key.
As the credit crunch gradually eases, private sector cost sharing is distinctly possible. Developers of office, commercial and high-density housing projects adjacent to the corridor could share costs for the trail and commuter rail station complexes. The rail and trail amenities would increase the value of developer investments along the corridor.
As traffic congestion and population continue to grow in major metro regions across the nation, transit solutions including commuter rail are becoming increasingly attractive to residents, employers and employees. In so many instances, the track is already there, a prime asset to utilize if leaders can seize the opportunity.
Light Rail
Sound Transit's starter light rail system was to begin operation in 2009, between downtown Seattle and Sea-Tac Airport, with subsequent extension to the University of Washington. Following approval in November 2008 of supplemental funding, the light rail system is to be expanded further north and south, and also east across Lake Washington, during the next decade and beyond. The voters have spoken and made clear their desire to expand light rail. Sound Transit will need to focus on ensuring the promised system is delivered on time and within the projected budget.
