Amtrak Funding from Bipartisan Infrastructure Bill Part 1

Amtrak is set for its largest infusion of cash from the bipartisan infrastructure bill. America's passenger railroad should take a three-pronged approach towards expanding service. 

The first priority should be adding service and upgrading infrastructure on lines already owned by Amtrak, states or local authorities. Since public entities own the infrastructure and dispatch trains, adding more service is relatively simple. The Northeast Corridor linking Boston, New York and Washington is the busiest of these and can accommodate much more service. Other publicly-owned lines such as the Keystone corridor, Hartford line, Hudson line and Surf line between Los Angeles and San Diego require upgrades such as electrification and 2nd tracks to accommodate more service. 

The second priority should be adding passenger trains to low-volume freight tracks. Freight trains and passenger trains operate at different speeds and freight trains typically adhere to less rigorous schedules than passenger trains. The fewer freight trains on the tracks make it easier to add service. Most low-volume freight lines are owned by small, short-haul freight railroads and are not often maintained to allow for fast passenger trains. Some of these lines are owned by the largest freight railroads but may no longer be needed. Whenever possible, Amtrak or state entities should try to acquire these lines outright but allow short-haul freight railroads to retain rights to haul freight on them. If outright acquisition is not possible, negotiating access and a series of improvements for passenger trains should be the next priority. Examples of potential acquisitions include the Chicago, Fort Wayne & Eastern, Wheeling and Lake Erie Railway, the Iowa Interstate Railroad, Union Pacific ex-Chicago & Northwestern Main Line, and some of CSX’s ex-Pere Marquette track in Michigan. 

The third priority should be adding passenger trains to freight tracks owned by the largest freight railroads, the Class 1’s. Some cities lack a low-volume parallel freight line and so Amtrak has no choice but to negotiate with the Class 1’s. 

Many freight railroad main lines formerly had two tracks but reduced them to one track to save money. In many cases, space for a 2nd track remains along with unused bridges and underpasses. Restoring the second track is a relatively simple improvement and would add Amtrak to add passenger trains relatively quickly. Other lines have so many freight trains that a 3rd track is necessary such as between Schenectady and Buffalo and Harrisburg and Pittsburgh, both of which formerly had to up four tracks where they have two tracks today. 

In 2009, the Federal Railroad Administration awarded Illinois funding to restore a second track between Chicago and St. Louis. However, Union Pacific which owned the line insisted that the tracks be 16’ apart instead of 12’, required that all bridges along the route be rebuilt for higher weight freight cars, and replaced all turnouts (switches) along the route with new ones. The result was a $2 billion project which may someday save 20-30 minutes for just five roundtrips per day, the same frequency prior to the project. Amtrak and state partners must carefully negotiate with Class 1’s in order to add service at a reasonable price.

Amtrak has a once in 50-year opportunity to make passenger trains a compelling choice for generations to come. Following these three tracks to fund projects will ensure funding does not go to waste.