By Grant Ervin, 10,000 Friends Regional Director - Southwest PA 

It has been said that the federal government’s recent announcement allocating $8 billion in federal resources for high speed passenger rail projects largely bypassed Pennsylvania. Of the $8 billion allocated nationwide, Pennsylvania received $27 million dollars to fund physical improvements to the Keystone East corridor (Philadelphia to Harrisburg) and to conduct a feasibility study for increasing passenger service along the Keystone West corridor (Harrisburg to Pittsburgh). At first glance, Pennsylvania’s award compared to the amount received by other states seems somewhat insulting. But a deeper look at the numbers and the selection process reveals a clear direction and opportunity for the Keystone State.

The bulk of the high speed rail awards went to states and metropolitan areas that have conducted years of planning and design and have demonstrated an ability to contribute significant local matching resources to bolster the federal allocation. To use a phrase made popular by the federal stimulus, they were “shovel ready”.

States such as Ohio, California, Florida and Illinois were prepared for the President’s announcement. Pennsylvania actually did fairly well and got what it should have anticipated, given federal designations, application requirements and the state’s own aspirations for passenger rail. A larger investment in Pennsylvania at this time would have been impractical and imprudent from the standpoint of federal decision-makers.

Much of Pennsylvania, until recently, has given little consideration to intercity passenger rail and the economic opportunities it provides. For the most part, the state lacks a vision that captures the minds of residents or outlines a realistic path toward accomplishment.

At a summit this fall convened by 10,000 Friends, Smart Growth America and the Northeast Midwest Institute on the topic of High Speed Passenger Rail, two common themes were expressed by speakers and attendees: First, successful rail projects connect markets and are the result of collaboration between states or multiple regional economies. Second, station location and the importance of addressing land use concerns near these stations or intermodal freight terminals need to be addressed early on and collaboratively.

The recipients of the largest amounts of federal stimulus dollars were projects that adhered to these principles. For example, Ohio’s Cleveland, Columbus and Cincinnati or 3C Corridor creates a strategic connection between Ohio’s three largest and most populous economic markets. Ohio, which has advocated for the 3C project for over a decade, received over $400 million dollars.

A good example of a multi-state partnership is the Midwest Regional Rail Initiative (MWRRI), a non-governmental organization that led the creation of a compact among eight states that depend on the Chicago rail hub network. Midwestern states with connections to Chicago received billions of dollars through the stimulus funds.

The state of California formed a high speed rail authority that has articulated a vision for high speed rail and leverage resources around a concept that links together the state’s metropolitan regions. Similarly, Florida has already committed nearly $1billion dollars of the state’s own resources towards connecting the Tampa/St. Petersburg and Orlando corridor. Federal resources are providing a leg up to projects that have been given significant attention already.

Meanwhile, Pennsylvania has made incremental improvements that are providing dividends for riders and businesses alike. Examples include improvements to the Keystone East corridor (Philadelphia to Harrisburg), the state’s recent development of a Passenger and Freight Rail Plan, and the support for high speed designation of the corridor between Cleveland and Pittsburgh by Governor Rendell and the local congressional delegation. These are welcome advances that are setting the stage for a bright future for rail in Pennsylvania. However, further progress will require extensive local and state collaboration and diligent public education on the benefits of passenger rail. For passenger rail to succeed, consumers must share the view that it is a viable transportation option.

Currently, a trip from Pittsburgh to Harrisburg takes four to five hours; from Pittsburgh to D.C., eight hours; and from Philly to Pittsburgh, about seven hours. The train from Pittsburgh to Cleveland currently leaves at midnight and arrives in Cleveland at 2:30 a.m. This must change if we are truly going to connect the Northeast with the Midwest, the two mega-regions that Pennsylvania straddles. The regions of the commonwealth must develop a vision of how rail can benefit their economies, be consumer friendly, and leverage existing infrastructure to yield tangible results in the not-too-distant future.

Across the country and the commonwealth, transportation investment policy is currently undergoing a quiet revolution. A focus on cooperation, scalability, modal integration and community-based projects is replacing mega projects with big price tags. The Obama Administration’s promotion of high speed passenger rail money as a “down payment on the system,”, coupled with future budget allocations by Congress and the pending Federal Transportation funding bill, make the possibility of future rail funding highly likely for those states and regions that are prepared and in line with federal guidelines.

To develop a successful rail program, Pennsylvania will need to build partnerships between regional markets and the states that border the commonwealth, while paying special attention to development opportunities around train stations. By charting this course we’ll be able to leverage our strategic location and tap into future federal resources.