FRA Invests in a new HSR Vision Through the High Speed Intercity Passenger Rail Program (HSIPR)

2008 – The Passenger Rail Investment and Improvement Act of 2008 (PRIIA, PL 110-432) passes, establishing the initial framework for the development of the high-speed rail corridors.

2009 – Using the framework established by PRIIA, the American Recovery and Reinvestment Act of 2009 (ARRA, PL 111-5) passes. It allocates $8 billion to be granted to states for intercity rail projects, giving priority to projects that support the development of high-speed intercity rail. The President, Vice President, and Transportation Secretary announce a new vision for developing high-speed intercity passenger rail in America. Shortly thereafter, FRA releases the High Speed Rail Strategic Plan.

FRA later issues a Notice of Funding Availability for ARRA funds and FY 2009 annual appropriations, soliciting applications and providing guidance for high-speed intercity rail projects as well as marking the launch of the HSIPR Program. Also, the Transportation Secretary announces extension of the California High-Speed Rail Corridor to Las Vegas, Nevada.

2010 – FRA announces selections under the HSIPR program, which include more than 60 selections for projects across the country, including significant corridor investments in California, Illinois, North Carolina, Washington, and Oregon.

2011 – The Transportation Secretary announces the designation of the Northeast Corridor (NEC), which includes the existing NEC main rail line and any alternative routings for intercity passenger train service between the metropolitan areas of Washington, D.C., Philadelphia, PA, New York, NY, and Boston, MA. FRA announces further selections under the HSIPR program, including significant corridor investments in the Northeast Corridor and Michigan.

2015 – The Fixing America’s Surface Transportation Act of 2015 (FAST Act, PL 114-94) passes, including intercity passenger rail in a multi-modal, multi-year surface transportation authorization law for the first time. It restructures Amtrak’s operating & capital assistance and includes reforms intended to speed and streamline FRA’s project development and delivery process.

The FAST Act also creates the Federal-State Partnership for State of Good Repair (FSP-SOGR) program, along with other programs that support joint-benefit components of HSR projects. FSP-SOGR funds capital projects to bring assets into a state of good repair, replace assets to increase capacity or service levels, or ensure the maintenance of existing service while assets are repaired or replaced. The goal of the FSP-SOGR program is to reduce the repair backlog on publicly owned or Amtrak-owned infrastructure, equipment, and facilities.

1998 – As part of the FRA-led and -funded Northeast Corridor Improvement Project, Amtrak completes the $500 million reconstruction and electrification of the Northeast Corridor segment between New Haven, CT, and Boston, MA. Completion of this portion of the Project enables the introduction of Acela service in 2000, operating at top speeds of 150 mph on segments of the line in Rhode Island and Massachusetts—the first ever and still longest sections of main-line track supporting the highest speeds achieved by any passenger train in revenue service in North America.

FRA Designates an Additional Six HSR Corridors

1998–1999 – The Transportation Equity Act for the 21st Century (TEA-21) (PL 105-178) passes. Section 1103 (c) authorizes six additional corridor designations, for a total of eleven, as well as the extension of other previously designated corridors. Pursuant to this law, FRA designated the following three additional high-speed rail corridors, and extended three previously designated corridors:

New Corridor Designations

• Gulf Coast corridor linking New Orleans, LA, with Baton Rouge, LA; Houston, TX; Mobile, AL; Meridian, MS; and Birmingham, AL.
• Keystone corridor from Philadelphia to Harrisburg, PA
• Empire State corridor from New York City to Buffalo, NY, via Albany, NY

Extensions of Previous Corridor Designations

• The Southeast corridor from Charlotte to Macon, GA, via Greenville, SC and Atlanta, GA; and from Raleigh to Jacksonville, FL, via Columbia, SC and Savannah, GA
• The Midwest corridor (now called the Chicago Hub corridor) from Milwaukee, WI, to Minneapolis/St. Paul, MN
• The Chicago Hub corridor to Cincinnati, OH, via Indianapolis, IN

It also authorizes $250,000 per year for eligible improvements on the Minneapolis/St. Paul - Chicago segment of the Midwest High-Speed Rail Corridor. Section 1218 created a National Magnetic Levitation Transportation Technology Deployment Program to select and fund the most promising projects through a competitive process. FRA identifies Baltimore – Washington, D.C., as a potential Maglev project and funds additional studies for several projects.

2000 – FRA designates two new high-speed rail corridors for a total of ten and approves the extension of four corridors.

New Corridor Designations

• Northern New England corridor, linking a hub in Boston with (a) Portland/Auburn, ME; and (b) Montreal, P.Q., via New Hampshire and Vermont
• South Central corridor linking Dallas/Ft. Worth with (a) Austin and San Antonio, TX (b), Oklahoma City and Tulsa, OK; and (c) Texarkana, TX/AR, and Little Rock, AR

Extensions of Previous Corridor Designations

• Extension of the Southeast corridor from Macon to Jesup, GA
• Extension of the Gulf Coast corridor from Birmingham, AL to Atlanta, GA (joining the Southeast and Gulf Coast corridors)
• Extension of the Keystone corridor from Harrisburg to Pittsburgh, PA
• Three extensions to the Chicago Hub corridor: from Chicago, IL, to Cleveland, OH via Toledo, OH; from Indianapolis, IN, to Louisville, KY, and between Cleveland, Columbus, Dayton, and Cincinnati, OH (the “3C” corridor)

The Secretary also clarifies that “the designated California corridor comprehends the entire region lying between and among the extensive metropolitan areas of the San Francisco Bay, Sacramento, Los Angeles, and San Diego.”

2001 – FRA approves the extension of the Chicago Hub corridor from St. Louis, MO, to Kansas City, MO.

2004 – Consolidated Appropriations Act of 2005, (PL 108-447) becomes law. Section 154 calls for extension of the Northern New England High Speed Rail Corridor from Boston, MA, to Springfield, MA, and Albany, NY, and from Springfield, MA, to New Haven, CT.

FRA Designates and Lays Groundwork for Five HSR Corridors

1992 – FRA designates the five high-speed rail corridors called for in ISTEA:

• Midwest corridor linking Chicago , IL, with Detroit , MI, St. Louis, MO, and Milwaukee, WI.
• Florida corridor linking Miami with Orlando and Tampa.
• California corridor linking San Diego and Los Angeles with the Bay Area and Sacramento via the San Joaquin Valley.
• Southeast corridor connecting Charlotte, NC, Richmond, VA, and Washington, D.C.
• Pacific Northwest corridor linking Eugene and Portland, OR, with Seattle, WA, and Vancouver, BC, Canada.

1993 – FRA submits its Final Report on the National Maglev Initiative.

1997 – FRA submits the High Speed Ground Transportation Commercial Feasibility Study (CFS) Report to Congress. This report examines the economics of bringing high-speed ground transportation (HSGT) to well-populated groups of cities throughout the United States.

FRA Explores the Potential of a HSR Network Across the United States

1980–1981 – Amtrak and FRA develop and issue a series of reports on “Emerging Corridors” in the United States.

1984 – Under the Passenger Railroad Rebuilding Act of 1980 (PL 96-254), $4 million in grants is set aside for HSGT corridor studies at the State level, including engineering and design studies. This act also signifies increased state involvement in the exploration of high-speed rail. 

Late 1980s – Congress begins to show interest in magnetic levitation (Maglev) technology as a possible solution for high-speed rail in America, requesting FRA to assess its feasibility in the United States. 

1990 – FRA submits a preliminary Maglev report to Congress.

1991 – The National Maglev Initiative (NMI) is launched with an initial appropriation of $12 million, allowing FRA to examine a variety of safety issues to determine required regulatory activity with respect to HSGT safety. Also, the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) (PL 102-240) becomes law, calling for the selection of not more than five corridors to be designated as high-speed rail corridors.

FRA Creates the Foundation for HSGT by Contributing to Successful Improvements on the Northeast Corridor

1970 – The Rail Passenger Service Act of 1970  (PL 91-518) passes, creating the National Railroad Passenger Corporation (Amtrak) to ensure continued operation of an intercity rail passenger network in the United States.   

1971 – Amtrak assumes the responsibility for operating intercity rail service in most of the United States, including the Northeast Corridor.

1975 – Appropriations from the High Speed Ground Transportation Act of 1965 end; Congressional efforts shift to upgrading the Northeast Corridor infrastructure.

1976 – The Railroad Revitalization and Regulatory Reform Act of 1976 (PL 94-210) passes, appropriating funding for the Northeast Corridor Improvement Project (NECIP). The NECIP, initiating a massive engineering and construction effort to improve performance and reliability of the NEC, also provides the foundation for a reliable HSGT intercity service in the Northeast.

Federal Government Commits to the Development of High Speed Ground Transportation (HSGT)

1965 – The High Speed Ground Transportation Act of 1965 (PL 89-220), initially authorized at $90 million, passes and marks the start of a Federal effort to develop and demonstrate contemporary and advanced HSGT technologies.

1969 – With funding from the High Speed Ground Transportation Act of 1965, FRA deploys modern HSGT technologies, such as the self-propelled Metroliner cars and the Turbotrain, in the Northeast Corridor (NEC) and introduces a multi-modal, long-term planning effort for the NEC.