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Intermodal Surface Transportation Efficiency Act: Difference between revisions
Intermodal Surface Transportation Efficiency Act (view source)
Revision as of 15:45, 3 February 2025
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*October 19, 1992: The [[California High-Speed Rail|California high-speed rail corridor]] linking [[San Diego]] and Los Angeles with the [[San Francisco Bay Area]] and [[Sacramento, California|Sacramento]] via the [[San Joaquin Valley]]. | *October 19, 1992: The [[California High-Speed Rail|California high-speed rail corridor]] linking [[San Diego]] and Los Angeles with the [[San Francisco Bay Area]] and [[Sacramento, California|Sacramento]] via the [[San Joaquin Valley]]. | ||
*October 20, 1992: The [[Southeast High Speed Rail Corridor|Southeast high-speed rail corridor]] connecting [[Charlotte, North Carolina]], [[Richmond, Virginia]], and [[Washington, D.C.]] | *October 20, 1992: The [[Southeast High Speed Rail Corridor|Southeast high-speed rail corridor]] connecting [[Charlotte, North Carolina]], [[Richmond, Virginia]], and [[Washington, D.C.]] | ||
*October 20, 1992: The [[Pacific Northwest Corridor|Pacific Northwest high-speed rail corridor]] linking [[Eugene, Oregon|Eugene]] and [[Portland, Oregon]] with | *October 20, 1992: The [[Pacific Northwest Corridor|Pacific Northwest high-speed rail corridor]] linking [[Eugene, Oregon|Eugene]] and [[Portland, Oregon]] with Seattle, Washington and [[Vancouver]], [[British Columbia]], Canada. | ||
There was not significant funding attached to these announcements: $30 million had been allocated to several states by 1997 to improve [[grade crossings]],<ref>{{cite web|url= http://www.fra.dot.gov/us/content/515 |title=High Speed Ground Transportation for America - CFS Report To Congress |publisher=Federal Railroad Administration |date=September 1997 |archive-url= https://web.archive.org/web/20090825213905/http://www.fra.dot.gov/us/content/515 |archive-date=August 25, 2009 |access-date=March 16, 2014}}</ref> but that was a very tiny amount in comparison to the billions required for a true high-speed network. Aside from a few places in California and the [[Chicago–Detroit Line]], most areas outside the [[Northeast Corridor]] continued to be limited to {{convert|79|mph|abbr=on}} until $8 billion from the [[American Recovery and Reinvestment Act of 2009]] was distributed in January 2010.<ref>{{cite web|url= https://www.wired.com/autopia/2010/02/high-speed-rail-grants/ |title=At Long Last, Clear Messages for High-Speed Rail |first=Zach |last=Rosenberg |date=February 1, 2010 |publisher=Wired Blogs |access-date=March 16, 2014}}</ref> | There was not significant funding attached to these announcements: $30 million had been allocated to several states by 1997 to improve [[grade crossings]],<ref>{{cite web|url= http://www.fra.dot.gov/us/content/515 |title=High Speed Ground Transportation for America - CFS Report To Congress |publisher=Federal Railroad Administration |date=September 1997 |archive-url= https://web.archive.org/web/20090825213905/http://www.fra.dot.gov/us/content/515 |archive-date=August 25, 2009 |access-date=March 16, 2014}}</ref> but that was a very tiny amount in comparison to the billions required for a true high-speed network. Aside from a few places in California and the [[Chicago–Detroit Line]], most areas outside the [[Northeast Corridor]] continued to be limited to {{convert|79|mph|abbr=on}} until $8 billion from the [[American Recovery and Reinvestment Act of 2009]] was distributed in January 2010.<ref>{{cite web|url= https://www.wired.com/autopia/2010/02/high-speed-rail-grants/ |title=At Long Last, Clear Messages for High-Speed Rail |first=Zach |last=Rosenberg |date=February 1, 2010 |publisher=Wired Blogs |access-date=March 16, 2014}}</ref> | ||