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Pages 148-186

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From page 148...
... 148 Case Study (High-Speed Rail) : California High-Speed Rail Program Project Overview There have long been proposals for HSR systems in California, dating as far back as the 1970s.
From page 149...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 149 within its sights within a year ($3 billion from ARRA grants,6 and $3 billion from matching Proposition 1A bonds)
From page 150...
... 150 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Source of map: 2014 Business Plan (www.cahsr.ca.gov) Figure E-1.
From page 151...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 151 Potential for Alternative Funding and Financing Mechanisms Table E-2 indicates how the funding and financing mechanisms could apply to support funding of the California HSR system. Case Study (Intercity Rail)
From page 152...
... 152 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Table E-2. (Continued)
From page 153...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 153 (continued on next page) Table E-2.
From page 154...
... 154 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects 9 See, for example, Chapulut, Jean Noël and Jean-Pierre Taroux, "Trente Ans de LGV: Comparaison des Prévisions et des Réalisations," Transports, Number, 462, Juillet-Août, 2010 and Crozet, Yves, "High Speed Rail Performance in France: From Appraisal Methodologies to Ex-post Evaluation," OECD, ITF Discussion paper 2013–26. Table E-2.
From page 155...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 155 in recent years. Amtrak ridership in Virginia grew 77% between 2004 and 2012 (much more than the 24% ridership increase Amtrak experienced on the national system over the same time period)
From page 156...
... 156 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects performing routes -- ridership levels in 2010 and 2011 surpassed estimates by 260% and 140%, respectively.14 The service is also one of the few Amtrak routes outside of the NEC that covers its direct costs through fares. According to the state's most recent Six Year Implementation Plan (2014–2019)
From page 157...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 157 Source: Virginia Rail Resource Allocation Plan, 2013, page 43 http://www.drpt.virginia.gov/activities/files/Final%20RAP%202013.pdf Figure E-2. US 29, US 46 and I-81 passenger services and planned improvements.
From page 158...
... 158 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Section 209 of PRIIA,19 which states that Amtrak (effective October 2013) is precluded from operating any regional passenger services unless the required subsidy to operate those services is funded by the state.
From page 159...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 159 • Virginia Shortline Railway Preservation and Development Program (Rail Preservation Program - RPP)
From page 160...
... 160 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Table E-4. Potential application of alternative funding and financing mechanisms for Amtrak Virginia.
From page 161...
... (continued on next page) Sales Tax (6.5.12)
From page 162...
... Financing Mechanisms Potenal for Amtrak Virginia Services Public-Private Partnerships (PPPs)
From page 163...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 163 and Fredericksburg. Together, these services operate 30 trains over 90 route miles with 18 stations, carrying an average of 19,000 passengers daily.
From page 164...
... 164 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects infrastructure, station access and parking amenities, constructing train storage and maintenance facilities, and increasing rolling stock.32 These extensions are illustrated in Figure E-4. Funding Requirements The estimated capital costs of Phase I (extension of Fredericksburg line to Spotsylvania)
From page 165...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 165 The capital costs for Phase II (expanding service on Manassas Line) are estimated at $1,009.8 million and are currently unfunded.34 Anticipated Funding Model Currently, VRE operations and capital projects are financed from a combination of federal, state, local grants and fare box revenues.
From page 166...
... 166 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects State Funding Sources • Rail Enhancement Fund (REF)
From page 167...
... Service or Asset-Related Revenue (Funding) Mechanisms Potenal for VRE Services Market Pricing to Maximize Fare Box Revenues (6.4.1)
From page 168...
... 168 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Public Revenue (Funding) Mechanisms Potenal for VRE Services Incremental Property Tax Revenues (for Tax Increment Financing)
From page 169...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 169 (continued on next page) Table E-6.
From page 170...
... 170 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Source: New Orleans Rail Gateway Program, "The Right Track: Official Program Newsletter," June 2012, Vol.
From page 171...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 171 Jefferson and Orleans Parishes from the West Bank of the Mississippi River near the St. Charles/ Jefferson Parish line and ending in New Orleans East at Industrial Parkway near the Michoud Assembly Center.
From page 172...
... 172 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects curve required for the connection, which would limit train speeds to 20 mph or less. This alternative would involve trackage owned by CSX and the New Orleans Public Belt Railway.
From page 173...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 173 Project Issues In addition to political and social issues related to the route alternatives, the project is also dealing with a proposal to increase passenger rail service dramatically -- from the current three passenger trains per day to as many as 64 -- a tremendous increase (some would be "high-speed" trains, some conventional and commuter services to Baton Rouge, the state capital, and maybe other places -- they would all travel through the NORG corridor to a passenger station in the center of New Orleans)
From page 174...
... 174 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Anticipated Funding Requirements The NORG projects (excluding replacement of Almonaster Bridge) are expected to cost about $750 million and will involve rail, highway, flood protection and community-related elements.
From page 175...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 175 Service or Asset-Related Revenue (Funding) Mechanisms Potenal for NORG Market Pricing to Maximize Fare Box Revenues (6.4.1)
From page 176...
... 176 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Service or Asset-Related Revenue (Funding) Mechanisms Potenal for NORG Selling or Leasing Access to Railroad Rights of Way (6.4.5)
From page 177...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 177 (continued on next page) Public Revenue (Funding)
From page 178...
... 178 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Financing Mechanisms Potenal for NORG Finance or Capital Leasing (private and public companies)
From page 179...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 179 Private railroads, commuter authorities, and state and regional transportation authorities came together starting in the late 1990s to seek solutions to common problems. The Chicago Regional Environmental and Transportation Efficiency (CREATE)
From page 180...
... 180 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects projects. At the same time, the railroads formed a joint office, the Chicago Transportation Coordination Office (CTCO)
From page 181...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 181 the very special interests of all the parties, the requirement for unanimous agreement is probably one part of the structure that keeps all the parties talking with each other. Since the CREATE Program was created in 2003 or so, individual projects have proceeded and several revised "Feasibility Study" reports issued reflecting the changes.
From page 182...
... 182 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Railroad contributions are complicated by changes in ownership that continue to occur and by new legislation that requires new safety investments: railroads are required to install PTC train control capabilities, for example. This may change the mix of investment responsibilities.
From page 183...
... Service or Asset-Related Revenue (Funding) Mechanisms Potenal for CREATE Market Pricing to Maximize Fare Box Revenues (6.4.1)
From page 184...
... 184 Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects Public Revenue (Funding) Mechanisms Potenal for CREATE Incremental Property Tax Revenues (for Tax Increment Financing)
From page 185...
... Case Studies on Potential Application of Alternative Funding and Financing Mechanisms 185 Financing Mechanisms Potenal for CREATE Public-Private Partnerships (PPPs)
From page 186...
... Abbreviations and acronyms used without definitions in TRB publications: A4A Airlines for America AAAE American Association of Airport Executives AASHO American Association of State Highway Officials AASHTO American Association of State Highway and Transportation Officials ACI–NA Airports Council International–North America ACRP Airport Cooperative Research Program ADA Americans with Disabilities Act APTA American Public Transportation Association ASCE American Society of Civil Engineers ASME American Society of Mechanical Engineers ASTM American Society for Testing and Materials ATA American Trucking Associations CTAA Community Transportation Association of America CTBSSP Commercial Truck and Bus Safety Synthesis Program DHS Department of Homeland Security DOE Department of Energy EPA Environmental Protection Agency FAA Federal Aviation Administration FHWA Federal Highway Administration FMCSA Federal Motor Carrier Safety Administration FRA Federal Railroad Administration FTA Federal Transit Administration HMCRP Hazardous Materials Cooperative Research Program IEEE Institute of Electrical and Electronics Engineers ISTEA Intermodal Surface Transportation Efficiency Act of 1991 ITE Institute of Transportation Engineers MAP-21 Moving Ahead for Progress in the 21st Century Act (2012) NASA National Aeronautics and Space Administration NASAO National Association of State Aviation Officials NCFRP National Cooperative Freight Research Program NCHRP National Cooperative Highway Research Program NHTSA National Highway Traffic Safety Administration NTSB National Transportation Safety Board PHMSA Pipeline and Hazardous Materials Safety Administration RITA Research and Innovative Technology Administration SAE Society of Automotive Engineers SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (2005)

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