Without an infusion of money to revamp the overcrowded, outdated corridor, the Northeast's economic future will be stifled, the FRA said. The rail corridor traverses a sector of the nation that produces 20 percent of the country's gross domestic product.
The 15 alternatives presented were broad concepts, long on generalities and short on specifics.
They fall into four categories, A through D, that could be characterized as "good," "better," "best," and "visionary." Within each of the categories, three or four possible alternatives were offered.
The least ambitious of the alternatives would make modest improvements to the existing 457-mile corridor to allow top speeds of 160 m.p.h. and provide new express trains, similar to upgrades now being made by Amtrak. The fastest Acela Express trains now reach speeds of 150 m.p.h. on a short segment of the corridor.
The most ambitious four alternatives propose a second line dedicated to high-speed trains that could travel at 220 m.p.h. and cut the ride between Philadelphia and New York City to about 40 minutes.
The four high-speed alternatives offer different possible routes between Boston and Washington.
One would parallel the existing route but could mean new stations in Center City or at Philadelphia International Airport.
Another proposes a new route north of New York, through Danbury and Hartford, Conn., while another suggests a route through Long Island and under Long Island Sound to New Haven.
A fourth proposes a route that bypasses Baltimore, traveling, instead, through Annapolis and the Delmarva Peninsula to Wilmington. North of New York, that route would go under the Long Island Sound and then north through western Connecticut and Massachusetts to Boston.
The FRA's study is broader than last year's proposal by Amtrak for 220-m.p.h rail service between Washington and Boston by 2040. That Amtrak plan calls for trips from Philadelphia to New York in 37 minutes, half the time of the fastest Acela Express trains now.
Amtrak's proposed $151 billion high-speed rail service may be considered by FRA planners as part of the solution, but the FRA says it will consider other alternatives for high-speed travel, as well as new options for commuter and freight trains.
The current rail corridor, which handles more than 2,000 Amtrak, commuter, and freight trains daily, suffers from major congestion and delays, and "many components of the system are in a state of disrepair or, worse, have reached the point of obsolescence," the FRA says.
The FRA will seek ways to increase capacity and boost train speeds and reliability, while adding service along the main route and on feeder lines such as the Keystone Corridor, linking Philadelphia and Harrisburg.
The next step on the way to a preferred alternative is a series of public meetings next week in New Haven; Newark, N.J.; and Washington.
Contact Paul Nussbaum
at 215-854-4587 or firstname.lastname@example.org.
The FRA's preliminary alternatives may be viewed
at www.necfuture.com .