A 15-year rail improvement plan has been initiated by a coalition of transportation organizations, along with Amtrak, while Congress continues to work toward an infrastructure package agreement.

The plan would bring upgrades to the highly-congested Northeast Corridor in an effort to improve current daily train routes and travel speeds along Acela express lines. However, this plan is only likely to become successful if Congress is able to pass a significant infrastructure spending plan.

The plan, set forth by the Northeast Corridor Commission (a group implemented by Congress in 2008), could be a “mobilizing force” for overall transit updates, and the potential changes that could be made throughout the 450-mile-long rail corridor could boost travel trends and steer them away from fuel-emitting vehicles “as our economy returns to full strength.” It could also help to create around 1.7 million new jobs, according to Federal Railroad Administration deputy administrator and Northeast Corridor commission co-chair, Amit Bose.

President Biden’s original bipartisan infrastructure deal would have offered $80 billion for rail over eight years, with $39 billion allocated directly to the corridor. However, the current Senate bipartisan deal offers $66 billion for rail, although experts aren’t sure exactly how much of that could over the 15-year, $100 billion regional plan.

“The corridor supports more than 800,000 daily passenger trips between the greater Washington, D.C. and Boston regions,” explained commission co-chairman and New Jersey Transit president and CEO, Kevin Corbett. “It is imperative that together, we seize this once-in-a-generation opportunity to replace aging assets, add rail capacity, [and] improve performance.”

An $11 billion initiative to upgrade and repair the century-old Hudson River tunnels feeding into New York City would be feasible under this plan, which would serve around 200,000 Amtrak and New Jersey Transit passengers who use these routes every weekday. The plan would also bring funding to long-awaited traffic improvement projects along the corridor, and safety-focused projects for this route would be fast-tracked as well–even being able to begin construction as soon as 2025.

The Trump administration had deemed this project as being too high in cost, but Transportation Secretary Pete Buttigieg has already voiced his support for these improvements.

Other projects under the plan include expansions to rail stations in New York City; Washington D.C.; Philadelphia; Stamford, Connecticut; and Providence, Rhode Island; as well as the rail line within Harrisburg, Pennsylvania.

The Baltimore and Potomac Tunnel would also receive funding for improvement projects, as it is currently a major chokepoint for Amtrak and MARC trains running near Baltimore Penn Station. As of now, trains have to slow to 30 miles per hour in the 1.4-mile, two-track tunnel, where the large amount of water in the soil under the tracks often cause floor slabs to sink. New replacement tunnels built through Amtrak and Maryland’s $4 billion plan would allow trains to move at speeds of up to 100 miles per hour through this area.

“The investments in infrastructure laid out in this plan will lead to more modern, reliable, and faster trains, expanded service, and a better customer experience–that will benefit customers, economies, and local communities along the entire Northeast Corridor and beyond,” noted Amtrak president, Stephen Gardner.

By 2035, this plan could boost daily Amtrak service by 33%, double commuter railroad capacity, add 60 million new rail trips each year, and reduce overall travel time from New York to Boston on Acela by 28 minutes and from Washington to New York by 26 minutes. Annual travel time savings within the Northeast Corridor through this plan would be valued at around $140 million.

“For the first time, we have a unified region behind a plan,” added the commission’s executive director, Mitch Warren. “It’s a big step forward for the corridor.”

He may be right–Senate Majority Leader Chuck Schumer has promised to acquire congressional money for the Hudson River Tunnel project, and the bipartisan deal will likely cover $20 billion for the Northeast Corridor project. The commission approves of Congress’ proposed spending and regards it as a good starting place, and adds that if all of its proposed projects are able to reach completion, the travel time saved and positive environmental impacts will be well worth the money.

Businesses are seeing decreased employment numbers even as the nation’s railroads run often particularly long freight trains. Because of this, industry experts are concerned that the actions intended to boost earnings may in fact lower safety capabilities–even bringing about potential catastrophes.

Many railroad roles at companies like CSZ, Norfolk Southern Corp., and Union Pacific Corp were removed over the last few years following the railroading-scheduling system put in place by CSZ–a cost-reducing program referred to as ‘Precision,’ which was so successful that it caused many other railroads throughout the country to utilize similar systems. Even railroads that haven’t implemented such a program, like BNSF, have nevertheless reduced employee numbers in an effort to enhance system performance and continue to be competitive in the industry.

The Federal Railroad Administration has explained that it is currently monitoring such modifications and that, up to now, records do not depict any unsafe operation methods. Still, unions have explained that a new program can be dangerous with such large implications if a train should derail.

Railroads still assert that their changes meant to lower overall costs and lengthen trains have not boosted any potential risks.

“Every time the wheels come off the rail, it’s kind of like buying a lottery ticket to the big disaster,” explained Transportation Communications Union’s carmen division official, Jason Cox.

A majority of railroads utilize a more strategic schedule with fewer less-profitable–or shorter–routes but with fewer overall stops. With Precision, longer trains with a variety of cargo have been able to lower the number of locomotives and employees required to ship the nation’s goods. Railroads have also been able to lower their numbers of trips and engines needing maintenance, as well as the number of workers, when train lengths are extended–some reaching more than 2 miles long.

Because Union Pacific began implementing the new program in 2018, its railroad can utilize longer trains and expanded track sidings, which now allows its longest trains to reach lengths of 9,250 feet–30% more than before the model’s upgrade.

Overall railroad safety has seen improvements over the last few years, with the most predominant railroads releasing statements depicting network investments and safety records. These railroads also explain that they follow federal guidelines in regards to regular inspections–which are often aided by innovative technology programs to scan for defects more easily and efficiently.

“Across the board, I do not see evidence of our workforce at Union Pacific being rushed, overworked, or put in harm’s way,” noted railroad company CEO, Lance Fritz.

Still, though, the current safety research isn’t necessarily reliable, explained University of Tennessee’s Center for Transportation Research director, David Clarke.

“Right now, I just haven’t seen anything to demonstrate that it’s definitely having a negative impact on safety,” he said.

Maintenance work times have been significantly reduced, though, many unions have said. The signalmen overseeing railroad crossing safety signals have noted their areas growing by at least 150%, with less time for repair following completed tests.

“As maintenance gets neglected, then obvious the failures go up,” added Brotherhood of Railroad Signalmen vice president, Tim Tarrant.

Additionally, the carmen inspecting a train’s cars have lamented that the time they have to inspect has been cut in half, and with fewer employees, inspections are often conducted by staff with less experience or training.

“From the conductor’s side, we’re basically finding things that are just obvious,” said SMART-TD union national legislative director, Greg Hynes.

For unions, the work now is to make efforts in boosting employment opportunities, but many have noted that the bigger reason for increased staffing is to help ease the potential accidents that could occur because of fewer and less-trained staff maintaining this kind of safety.

“I was hoping to stay a lot longer, but if it means my safety, it’s not going to do me any good staying another day if that means I’m not going to come home,” said Kasondra Bird, a former CSX employee who explained that her worries over safety caused her to resign in December after more than two decades working on the railroad. “Safety and the well-being of employees have definitely taken a backseat to production.”

Northeast Corridor Improvement Plan Finally in the Works

Railroad Cost-Cutting May Mean Lower Safety Levels