The MAP-21 Reauthorization Roundup is a collection of news stories regarding the reauthorization of the surface transportation legislation, MAP-21, which expires on October 1st, 2014. This roundup of articles is especially salient due to the ongoing crisis regarding the Highway Trust Fund, which is expected to run dry this year (see the U.S. DOT's Highway Trust Fund Ticker).
MAP-21 Reauthorization Roundup
US chamber of commerce backs gas tax hike to fund highways
The Columbian | Laura Litvan | February 12
US business, labor leaders urge congress to raise gas tax
Chicago Tribune | Eric Beech | February 12
Understanding the highway trust fund and the perils of inaction
Center for American Progress | Kevin DeGood | February 20
Foxx: highway trust fund 'on track to bounce checks before FY 2015
Better Roads | Amanda Bayhi | February 21
The national infrastructure bank: a cure-all for america's woes?
Georgetown Public Policy Review | Dennis Lytton | February 26
Obama proposes $302 billion, 4-year reauthorization bill, announces availability of $600 million in TIGER grants
Better Roads | Amanda Bayhi | February 26
Camp proposal would fund transportation, waterways infrastructure
E&E Daily | Nick Juliano and Annie Snider | February 27
Obama budget seeks new spending, new taxes to boost economy, tame debt
Washington Post | Zachary Goldfarb | March 4
Transportation reauthorization funding mechanism may be settled
Planetizen | Irvin Dawid | March 6
Funding shortage could delay U.S. road, rail projects this summer
Reuters | Elvina Nawaguna | March 12
Photo: MTA / Kevin Ortiz
The New Haven Line needs such substantial repair work that at the current pace of investment it will take two decades to restore the line to full operating capacity, a new study by Regional Plan Association found. An analysis by RPA determined that $3.6 billion will be needed beyond what is currently budgeted to modernize the rail line, the busiest in the U.S.
Infrastructure on the 60-mile stretch of track between New York and Connecticut has been allowed to deteriorate, largely due to decades of underinvestment in critical repairs and upgrades. Delaying the repair work significantly raises the risk of unplanned outages and limits the line’s capacity to accommodate growing ridership.
The New Haven Line carries 125,000 passengers every day on the Metro-North commuter line and on Amtrak trains between Boston and New York and plays a vital role in the economic life of the Northeast. The line's owners, the states of Connecticut and New York, have made significant progress improving the rail infrastructure they inherited in the 1970s in poor physical condition, despite major funding constraints. But funding shortfalls have forced both states to defer long overdue capital investment necessary to protect the line's operations and passengers.
The age-related problems that plague the line can be felt by passengers nearly every day. Five movable rail bridges, all well beyond their replacement age, get stuck open several times a week, delaying train traffic and causing ripple effects up and down the line. This year, the line suffered two major outages, including a derailment and collision in May that injured 76 people and an electrical outage in September that disrupted service on the line for more than two weeks.
RPA’s study, Getting Back on Track: Unlocking the Full Potential of the New Haven Line, documents the key issues affecting the rail line and outlines critical capital investments necessary for the line to function as a reliable, four-track railroad. RPA researchers found that an additional $3.6 billion is needed to repair or replace aging and obsolete infrastructure, beyond the $1 billion already budgeted by the state of Connecticut for this work.
“The New Haven Line supports the biggest and most diverse economy in the country, yet this crucial piece of infrastructure is no longer up to the task,” said RPA President Robert D. Yaro. “If we don’t maintain our vital infrastructure, we will be subjecting a generation of commuters and long-distance travelers to relentless, disruptive repair work and jeopardizing the growth and prosperity of our region,” he said.
Expediting construction would mean disruptions to service in the short term, but would get the line back to its full, four-track capacity far sooner. This would allow the line to accommodate anticipated population growth and economic development along the New York-to-New Haven corridor. The upgrades also are crucial to accommodating passengers transferring from the region’s branch lines, including from the New Haven-Hartford-Springfield commuter line, which is expected to begin service in 2016.
The study outlines an emergency action plan for the rail line to address major needed improvements, including: upgrades to power and signal systems; repairs to tracks and station platforms; and rehabilitation or replacement of the five movable bridges that are a source of continued service disruptions.
The full study can be viewed here: http://library.rpa.org/pdf/RPA-Getting-Back-on-Track.pdf
- Sen. Angus King (I-ME)
- Tyler Duvall, McKinsey & Company
- E. Donald Elliott, Yale Law School
- George Frampton, Jr., Covington & Burling
- Travers Garvin, Kohlberg Kravis Roberts & Co.
- Philip K. Howard, Common Good
- Nick A. Malyshev, OECD
- Diana Mendes, AECOM
- Karen Rae, New York State Department of Transportation
- Lynn Scarlett, The Nature Conservancy
- Robert D. Yaro, Regional Plan Association
Rail freight traffic is expanding throughout North America, particularly to serve ocean ports. Assuring that transportation infrastructure capacity keeps up with demand is important for global trade competitiveness and national economic security.
A key growth area is in the Great Lakes Megaregion, where an industrial heartland route links Montreal, Toronto, Detroit/Windsor and Chicago. About 60% of Port of Montreal container traffic moves inland by rail, mostly to and from markets in Ontario and the U.S. Midwest - a corridor hampered by a bottleneck at the Detroit River, the world's busiest commercial border crossing. A century-old rail tunnel between Detroit and Windsor handles more than 400,000 rail cars each year. The Port of Montreal is doubling container-handling capacity by 2020. The current tunnel can't handle 9' 6" double-stacked container rail cars or Auto-Max vehicle carriers, the most efficient rail shipping modes.
The Continental Rail Gateway (CRG), formed in June 2010, unites Canadian Pacific the Windsor Port Authority and the Borealis Infrastructure investment firm in a replacement rail tunnel venture. The public-private partnership owns the existing tunnel and rail corridor. Project funding calls for $200 million from the partners and $200 million from government sources in each country.