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Pages 105-110

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From page 105...
... 105 6.1 Conclusions This research has examined different institutional models for supporting intercity passenger rail service. Each model has its advantages and disadvantages depending on the circumstances being faced by those leading an intercity passenger rail initiative.
From page 106...
... 106 Developing Multi-State Institutions to Implement Intercity Passenger Rail Programs Model Working De�inition Case Study (Mechanism for Implementation) Single State Agency Contracting with and on Behalf of Other States Where an existing or newly created public agency of a single state addresses multi-state interests throughcontracts.
From page 107...
... Conclusions and Future Research 107 Nearly all of the case studies had some means of defining the institutional relationships among the state partners, including MOUs, AIPs, interstate compacts, and operating agreements. Service operating agreements, required since 2008 by PRIIA, are expected to bring a level of consistency to projects that receive high-speed rail funds.
From page 108...
... 108 Developing Multi-State Institutions to Implement Intercity Passenger Rail Programs agreement with the Connecticut DOT and the working assumption for dividing future capital costs between Texas and Oklahoma in the SCHSRC. Each of the passenger rail efforts showcased in the case studies (other than the one on the NEC)
From page 109...
... Conclusions and Future Research 109 Most of the cases studied included some level of Amtrak involvement. As noted in Chapter 2 of this report, Amtrak is the current model of a national intercity passenger rail network in the United States, although PRIIA has redefined how the relationship between the states and Amtrak is to occur.
From page 110...
... 110 Developing Multi-State Institutions to Implement Intercity Passenger Rail Programs that cross state lines) and liability.

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