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• W251909013 abstract "ON THE MORNING of April 16, 2009, President Obama, flanked by the vice president and the secretary of transportation, announced a plan to devote $8 billion of his economic recovery package (the stimulus), plus another $I billion a year for five years, to fund high-speed rail corridors across the nation. Imagine whisking through towns at speeds over 100 miles an hour, walking only a few steps to public transportation, and ending up just blocks from your destination, the president said. Imagine what a great project that would be to rebuild America. Nine months later, in January of this year, the administration specified where and how those billions of high-speed rail dollars would be allotted. biggest winners were two long-planned bullet-train routes: One in Florida, designed to span the 80 miles between Tampa and Orlando, which took in $1.25 billion of federal money; and the other in California, a proposed system that would eventually connect Sacramento, San Francisco, Los Angeles, and San Diego, which collected $2.3 billion. highly traveled Northeast Corridor route that currently stretches from Washington, D.C., to Boston received only $112 million. Some commentators have praised the administration's funding plans, but the divvying has struck many other observers as odd. biggest puzzlement is why a procedural impediment involving an environmental review resulted in the Northeast Corridor receiving so few federal dollars. If we really wanted to have high-speed rail in this country, and have it be a great success said Joseph Vranich, author of the books Supertrains and Derailed, then what we would do is concentrate the funds on the New York-Washington corridor, which is the top corridor in the country. Amtrak's Northeast Corridor routes transport some 15 million passengers per year, and the nation's only purported high-speed train, the Acela, travels between Washington and Boston, but currently does so at an average speed of less than 80 miles per hour. Obama has also been criticized by those who see trouble in the breadth of his high-speed rail ambitions. Robert Puentes, a senior fellow at the Brookings Institution, told U.S. News and World Report, The advice was, pick one or two corridors and invest wisely. But instead, the administration is spreading the peanut butter thinly all over the place. Other commentators have pointed out that the speedy trains that work in parts of Europe and Asia won't work in a vast United States, with its dispersed inhabitants. Robert Samuelson noted in a Washington Post column on the subject that the population density of Japan, for instance, is 880 people per square mile, while in America, there are just 86 people per square mile. Can the Obama administration counter the naysayers with numbers and data? No, it cannot. For high-speed rail is simply an imprudent and inefficient answer to an unreal American transportation need. One has only to look at the history and development of the nation's most-advanced, Obama-touted high-speed rail projects--in Florida and California--to see that the administration's plan is merely a high-speed way to waste untold billions. Florida WELCOME TO THE 1-4 Corridor--a blazing, flat, 84-mile stretch along Interstate 4 that slices through the middle of the Florida peninsula between Tampa, on the west coast, and Orlando, inland, but only 25 miles from the Atlantic. In many ways the corridor divides Florida politically as well as physically, with big, brash, liberal counties like Broward (Fort Lauderdale) and Miami-Dade lounging below the asphalt strip, and more-rural, more-conservative counties, especially those clustered within the panhandle, situated above it. corridor gained notoriety in the 2008 presidential campaign when it was widely reported that whichever candidate won the most votes between Tampa and Orlando would win the Sunshine State and, likely, the presidency. That turned out to be true. …" @default.
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• W251909013 date "2010-04-01" @default.
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• W251909013 title "The Trouble with High-Speed Rail" @default.
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