Historically, Pennsylvania has been tops when it came to
trains, and the midstate is a critical hub of the state's rail network,
particularly its freight lines.
Roughly 10 percent of the nation's GDP moves through
Cumberland, Dauphin and Perry counties every year, Tri-County Regional Planning
Commission Communications Coordinator Craig Layne said. “Rail freight is a
vital part of that.”
But it's not cheap. Keeping the network in good repair
and primed for expansion is expected to cost at least $7 billion over the next
25 years, according to a soon-to-be-completed update to the Pennsylvania State
Rail Plan.
That's why stakeholders such as TCRPC have their eyes on
the document, which will serve as a blueprint for how to maintain and expand
rail infrastructure across the commonwealth.
The update to the rail plan is due to be finalized by the
Federal Railroad Administration by the end of this year or early next year,
Pennsylvania Department of Transportation Deputy Press Secretary Erin
Waters-Trasatt said.
In addition to freight, the plan focuses on passenger
operations, including options for expanding services in the midstate.
“It's a comprehensive document, and we think it paints an
accurate portrait of the current status of the commonwealth's rail system,”
said Layne, whose agency is responsible for the ongoing local Harrisburg Area
Transportation Study, or HATS.
“The information on rail freight in the state rail plan
will also help inform our HATS freight plan, which we will begin developing in
2016,” he said.
Planning with purpose
Pennsylvania ranks first nationwide in the overall number
of operating railroads and fifth in track, the report points out, with 5,000
route miles served by more than 55 companies.
The draft update, undertaken by PennDOT in conjunction
with the public and various stakeholder groups — including industry and
government organizations — “serves as a guide for the planning and development
of rail projects for the next five years here in the department,”
Waters-Trasatt said.
“It also makes the commonwealth eligible for FRA
grants/funding as they release/advertise programs over the next five years,”
she added.
The document can be viewed online at
http://www.planthekeystone.com/staterailplan.html.
The final report will include minor updates and revisions
based on comments and feedback received during the comment period,
Waters-Trasatt said, but “not substantial changes.”
Key factors
According to the report, more than 209 million tons of
freight were hauled over Pennsylvania's rails in 2013, and that number is expected
to jump 38 percent by 2040.
Higher demand for capacity due to crude oil transport
from the Midwest and natural-gas shipments from Pennsylvania's Marcellus Shale
region will require investments in additional track and yard capacity, the
study says.
But that burgeoning demand is expected to come up against
physical and safety constraints, the report cautions:
• Investment is needed to catch up on deferred
maintenance of track, bridges, stations and signal systems, which has reduced
speeds and caused delays.
• Height and weight restrictions mean heavier rail cars
cannot be accommodated on some parts of the system. That has meant limiting use
of double-stacked containers on freight cars, a technique that would help boost
capacity.
• As demand increases for passenger and freight rail
services, conflicts between the two types of service could lead to delays for
both shippers and travelers.
• Grade crossings continue to pose hazards for collisions
between trains and motor vehicles.
• An increase in crude oil shipments increases the risk
for possible derailments involving hazardous materials.
The report predicts $463 million must be spent on freight
projects to address such issues over the next four years, followed by $1.5
billion between 2020 and 2040.
Sources for that funding — as well as for passenger
projects — are expected to include local, state and federal governments as well
as private-sector investment, the report states.
Among freight improvements listed under the draft plan is
$20 million for the Lemoyne Connection, under which Norfolk Southern Corp. has
long planned to ease congestion in its Harrisburg yard by connecting the Enola
rail yard on the West Shore with freight trackage in Lemoyne.
There is no specific timetable on the project, Layne
noted, adding that its future could be affected by other plans for turning the
former Cumberland Valley Railroad Bridge into a span for pedestrians and
bicyclists, with the possibility of its being used for transit access in the
future.
As well, the state report calls for $30 million to
replace an underpass at the entrance to Norfolk Southern's Rutherford Yard.
Passenger projects
On the passenger side, the report predicts nearly $3.5
billion will need to be spent over the next four years, followed by $1.9
billion between 2020 and 2040.
The report notes that Amtrak is in the midst of a $151 billion
improvement program focused on its own maintenance and expansion projects, and
that its Keystone service between Harrisburg and Philadelphia “is also the
target of substantial investments to increase service efficiency and capacity.”
According to Amtrak spokesman Craig Schulz, the Keystone
service accounted for 1.36 million trips in the fiscal year ended Sept. 30, a
2.5 percent increase over the previous year.
Layne pointed out a major new Dauphin County project
included in Keystone Corridor upgrades.
“We are pleased to see the new Middletown Amtrak Station
listed in the plan,” Layne said, adding that construction on that facility is
expected to begin next year.
Looking forward, Layne said TCRPC also is pleased to see
another capital-area passenger project mentioned in the state report: The
long-discussed Harrisburg Commuter Rail System, formerly dubbed CorridorOne.
“It is our hope that this discussion will continue, and
its inclusion in the state rail plan certainly gives credence to the importance
of further thought on this proposed commuter rail system,” Layne said.
Source: Central
Penn Business Journal
No comments:
Post a Comment