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Pages 38-42

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From page 38... ... TR N EW S 30 3 M AY –J UN E 20 16 38 The author is Deputy Director, Studies and Special Programs, Transportation Research Board, Washington, D.C., and served as study director for this project. Most long-distance trips begin in one met-ropolitan region and end in another lessthan 500 miles away. Read the entire page →
From page 39... ... TR N EW S 303 M AY–JUN E 2016 39 The findings of the committee suggest that appropriate analytical tools and up-to-date data on longdistance travel patterns are lacking in the United States, complicating decisions about investments in the nation's interregional corridors. In addition, the study identifies significant gaps in decision-making capacity, largely because transportation funding sources and institutions do not align well with the country's interregional corridors, which connect and cross multiple metropolitan areas and states. Read the entire page →
From page 40... ... TR N EW S 30 3 M AY –J UN E 20 16 40 With skeletal passenger train service and limited prospects for introducing passenger rail service with competitive speeds and frequencies on heavily trafficked freight lines, few corridors other than the passenger-oriented NEC have developed a large ridership base. The absence of a well-established ridership increases the uncertainty of investing in competitive service levels, particularly when a large commitment of public funds is needed for infrastructure development. Read the entire page →
From page 41... ... TR N EW S 303 M AY–JUN E 2016 41 The NEC's Uniqueness The geographic, demographic, and travel demand circumstances of the NEC set it apart from other U.S. interregional corridors. Read the entire page →
From page 42... ... TR N EW S 30 3 M AY –J UN E 20 16 42 ture is funded and planned by mode-specific programs and agencies. In the case of highways and aviation, private individuals and companies supply the vehicles and operate the transportation services. Read the entire page →

From page 38...

... TR N EW S 30 3 M AY –J UN E 20 16 38 The author is Deputy Director, Studies and Special Programs, Transportation Research Board, Washington, D.C., and served as study director for this project. Most long-distance trips begin in one met-ropolitan region and end in another lessthan 500 miles away.

Read the entire page →

From page 39...

... TR N EW S 303 M AY–JUN E 2016 39 The findings of the committee suggest that appropriate analytical tools and up-to-date data on longdistance travel patterns are lacking in the United States, complicating decisions about investments in the nation's interregional corridors. In addition, the study identifies significant gaps in decision-making capacity, largely because transportation funding sources and institutions do not align well with the country's interregional corridors, which connect and cross multiple metropolitan areas and states.

Read the entire page →

From page 40...

... TR N EW S 30 3 M AY –J UN E 20 16 40 With skeletal passenger train service and limited prospects for introducing passenger rail service with competitive speeds and frequencies on heavily trafficked freight lines, few corridors other than the passenger-oriented NEC have developed a large ridership base. The absence of a well-established ridership increases the uncertainty of investing in competitive service levels, particularly when a large commitment of public funds is needed for infrastructure development.

Read the entire page →

From page 41...

... TR N EW S 303 M AY–JUN E 2016 41 The NEC's Uniqueness The geographic, demographic, and travel demand circumstances of the NEC set it apart from other U.S. interregional corridors.

Read the entire page →

From page 42...

... TR N EW S 30 3 M AY –J UN E 20 16 42 ture is funded and planned by mode-specific programs and agencies. In the case of highways and aviation, private individuals and companies supply the vehicles and operate the transportation services.

Read the entire page →

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