|| Print ||
|Tuesday, January 15, 2013|
BY LINDA BAKER
Twenty years ago, the Cascadia region from Eugene to Vancouver, B.C., was identified as one of 11 federally designated high-speed rail corridors. Since then, the Pacific Northwest corridor has received about $1.5 billion dollars in federal funding for rail improvements, which has resulted in additional Amtrak service between Seattle and Portland, improved schedule reliability, and reduced travel times.
These improvements are nothing to sneeze at. But for commuters who think high-speed rail should be, well, high speed, the kind of 140 mile-per-hour plus system that would get business executives, tourists, students, et al, from Seattle to Portland in 60 minutes, the kind of transportation system that is springing up virtually everywhere in the developed and developing world — well, think again.
Because Oregon is on the very very slow train to building that kind of system.
In the past two weeks, a new stage in the incremental process has started to unfold. The Oregon Department of Transportation is conducting open houses (on site and online) through Jan. 25 to explore possible high speed or "higher speed" rail alignments on one segment of the NW Corridor: from Eugene to Portland, where Amtrak trains currently shuffle along at about 43 miles per hour. The goals include figuring out the preferred alternative for the alignment, where the stations will be located, and connectivity between the rail corridor and other modes of transportation.
ODOT received $4.2 million from the Federal Railroad Administration to conduct the study; the agency kicked in another $5.8 million and will submit its preference to the Federal Railroad Administration by the end of 2014, said Jyll Smith, an ODOT spokesperson. Only then will the project actually be in the running for future funding.
For those who wonder why Oregon passenger trains and the high-speed rail process move so slowly, the answers run the gamut: freight companies control most passenger rail tracks, ODOT policy has historically skewed toward cars, not rail, and there exists a longstanding perception that high-speed rail is some kind of government boondoggle, a mass-transit bridge to nowhere.
But maybe it’s time for a new way of thinking. Over the next 25 years, the population of the Willamette Valley is expected to grow by approximately 35 percent, with the population anticipated to reach 3.6 million by the year 2035. During the same period, freight volume in the state is expected to grow by 60 percent. Roads may be part of the solution, but developing a high-speed rail corridor is as important economically as the Columbia River Crossing.
“It’s time we take a serious look at a system’s that’s used successfully around the world,” says Brad Perkins, a local realtor and president of Cascadia High Speed Rail, a nonprofit Perkins is considering changing to a for-profit to help accelerate the rail development process. On the Portland to Eugene corridor, Perkins favors an ambitious new track along I-5, a version of which ODOT is considering as one of four possible alignments. Perkins’ idea is to build that track in three phases, the first of which would connect the Rose Quarter to Vancouver, Wash. That project would revitalize local as well as regional economies, he says.
“We wouldn’t have to beg developers to build a hotel at the convention center, because there would be thousands of people coming to the area every day,” he says. “This would be such a economic boon to the area.”
A high-speed rail corridor along I-5 would also intersect with changing transportation preferences among young people, who could potentially live in Albany and commute easily to Portland, Perkins says. To alleviate the burden on taxpayers, says Perkins, policymakers should also consider public private partnerships, with different users of the tracks helping pay for the system.
In the past two years, Oregon policy makers have taken a decidedly pragmatic approach to funding public services: streamline those services to make them more efficient, and then fund those more efficient programs. That’s the underlying logic behind Oregon's much lauded education and health-care reform programs. But so far, transportation planning, at least planning of hugely complex infrastructure projects, hasn’t been subject to the Oregon reformist’s logic — the botched CRC planning and design process is just one example.
A Eugene-Portland high speed rail corridor may be an opportunity to change all that. As long as everyone keeps their eyes on the prize. So far in the public comment process, "the frequency of the trains and the travel time came out in top three of what people want," Smith says. In other words, the Oregon rail project should reflect the pace of technological change taking place in transportation systems around the world. The result should be trains and tracks that get Oregonians where they want to go, fast.
Linda Baker is managing editor of Oregon Business.
|Tuesday, February 25, 2014|
BY AMY MILSHTEIN
Kelly Dachtler, president of The Clymb, redefines outdoor retail.
|Thursday, February 13, 2014|
BY JASON NORRIS | GUEST CONTRIBUTOR
Investor returns in January usually predict what the returns will be for the entire year. The Seahawks win may offset this calendar trend.
|Tuesday, March 04, 2014|
BY DEBRA RINGOLD | GUEST CONTRIBUTOR
How can we strengthen the performance of institutions charged with teaching what Francis Fukuyama calls the social virtues (reciprocity, moral obligation, duty toward community, and trust) necessary for successful markets and democracy itself?
|Thursday, January 09, 2014|
BY JESSICA RIDGWAY | OB WEB EDITOR
The proliferation of grocery stores in the inner city reinforces what this Portland shopper already knows: every urban dweller should have a food store within walking distance of their house.
|Tuesday, February 25, 2014|
Brad Smith, founder of Hot Pepper Studios, and Travis Boersma, president of Dutch Bros. Coffee, share their recent reads.
|Thursday, January 23, 2014|
BY JONATHAN FROCHTZWAJG
Vassar Byrd deconstructs retirement.
|Thursday, February 27, 2014|
Our 100 Best Companies project turned 21 this year, so pop open the Champagne. Our latest survey gives us plenty to cheer.
|The more they change, the more they stay the same|
|The 2014 List: The Top 33 Large Companies to Work, For in Oregon|
|The 2014 List: The Top 34 Medium Companies to Work, For in Oregon|
|The 2014 List: The Top 33 Small Companies to Work, For in Oregon|
|The future of money|
|Rival banana firms to merge|
|Blood test predicts Alzheimer's disease|
|Cerberus Capital to buy Safeway|
|U.S. adds 175,000 jobs|
|Bitcoin creator revealed|
|Staples closing 225 stores|
|EU to offer aid package to Ukraine|
Living in the beautiful Pacific Northwest means enjoying our wonderful surroundings, while remaining aware of the multiple types of natural disaster threats that we face: winter storms, windstorms, floods, landslides, earthquakes, volcanoes and tsunamis.“
Oregon State University's hospitality degree program invests in next-generation leaders.
Allowing individuals to access their own healthcare options has created more difficulty instead of making things easier. There are so many examples that illustrate why agents are more important than ever in helping businesses and individuals determine the healthcare coverage that best fits their need.
Barran Liebman is pleased to welcome Tyler Volm and Damien Munsinger as Associate Attorneys. Both Tyler and Damien represent employers and management in employment law litigation, and provide advice on a full range of employment law matters.
The 2014 World Trademark Review 1000 (“WTR”) recently named Lane Powell as one of the top trademark law firms in Oregon and Washington, and Lane Powell attorneys Kenneth R. Davis II, Parna A. Mehrbani, Frances M. Jagla and Paul D. Swanson as top individuals in the practice.
Capital Pacific Bank, a Portland-based community bank serving businesses, professionals and nonprofit organizations, today announced that it has earned recognition as a Certified B Corporation by B Lab, a nonprofit organization dedicated to building a community of socially responsible businesses. The bank is one of six financial institutions across the country to achieve B Corp status.