Integrated Network Approach in a Nutshell
The Integrated Network Approach connects entire regions by combining the transformative power of dedicated high-speed lines with the geographic coverage of tracks that handle both passenger and freight trains.
Used across the world, it delivers steady and incremental progress, guided by a long-term plan.
New segments of new or upgraded lines are steadily added over time, like building blocks, to create a growing and thriving network.
In some cases, high-speed trains run on both high-speed and shared-use tracks. In other cases, passengers easily switch between high-speed and conventional trains to get to their destination.
This approach fuses multiple types of trains—running on different kinds of tracks—into a single, flourishing, high-volume network.
In the process, it builds popular support for trains of all kinds.
To make fast, frequent and dependable trains a reality in North America, we need a few core elements:
1) Three types of track
2) High-performance trains
3) A master plan to tie it all together.
80 mph (mostly) to 125 mph (rarely)
Upgrading existing freight lines is a great way to serve hundreds of cities and towns quickly.
Brightline Florida, the Capitol Corridor and Metra’s BNSF route are great examples of how to make shared-use corridors work across the country.
Key success factors of a high-frequency, shared-use line include:
1) Adding track capacity to improve both freight and passenger service
2) Annual investment to maintain the tracks to a high standard
3) Financial incentives for on-time performance.
Up to 160 mph
Regional Lines are reconstructed freight lines focused on fast passenger trains. They maximize investment by mixing fast commuter trains with high-speed intercity trains.
Electrification and separated highway crossings are preferred, but not required. Some freight traffic may remain.
The San Francisco – San Jose CalTrain route is currently being upgraded and electrified to serve the most up-to-date electrified trains. The Northeast Corridor has been steadily upgraded to serve a mix of high-speed trains, fast commuter trains, and some freight trains.
125 mph to 250 mph
High-speed lines are separated from other railroads, roads and walkways with bridges and tunnels – like an Interstate highway – to create a protected corridor.
High-speed lines attract passengers with dramatically reduced travel times, frequent departures and tremendous reliability.
The Tokyo - Osaka Tokaido Shinkansen is so popular that the schedule offers ten 1,200 seat trains per hour in both directions during peak travel times.
Proper train design is the foundation of all successful rail service. It shapes the riders’ experience and the operators’ costs on any kind of train: commuter, intercity or high-speed.
The Federal Railroad Administration recently adopted new safety standards that will allow agencies to improve safety and reduce costs.
Most rail and transit planning is done on a segment by segment basis.
That means, only the traffic between those two points is considered.
For example, each of the segments in this diagram, when considered independently would justify little investment.
When there’s a plan, each segment is viewed in the context of the whole network, instead of just the ridership of a single segment.
That helps justify more frequent service on each segment, which increases overall ridership, which boosts the value of the network.
A plan also helps planners identify which segments to build first—that is, which will have the biggest impact at the earliest date. And that helps build and sustain broad support and the political will for big investments in trains and transit of all kinds.
The California State Rail Plan of 2018 is the first in the U.S. to take this holistic approach.
Each state should do a similar plan and the USDOT should do a national master plan.
Tell Congress that you want high-speed rail
