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Who: Delta Airlines, US Airways and JetBlue offer shuttle service between the three cities. Please note that fares vary dramatically based on availability and on the date and time of your flight. Travel Time: Depending on your route, a nonstop flight can last anywhere from 45 minutes to two hours, not including travel time to and from the airport or check-in. If you're traveling on one of the shuttle services, dedicated ticket counters at the airports make check-in a breeze.
US Airways and Delta shuttles operate from New York's LaGuardia Airport, the least convenient of the city's three airports if you are planning to go to Manhattan via public transportation. Finding the best fare can be time-consuming with so many possible airport combinations, particularly if you're flying between New York and D.C. Who: Amtrak offers both Acela Express and regional service between the three cities plus Philadelphia.
Cost: The lowest fare found on Acela Express was $198 roundtrip from New York to Boston, and $98 roundtrip on the slower regional service. On Acela Express, "Quiet Cars" make for a comfortable and peaceful ride, and conference tables and power outlets allow passengers who wish to work to do so easily. For travelers concerned with the environmental impact of their travel, trains are the most eco-friendly option. Regional trains are much less luxurious than the Acela Express, and they stop more frequently.
With the abundance of flight options, taking the train may prove both more expensive and more time-consuming than flying.
Yesterday, Amtrak unveiled a plan [PDF] to build a high-speed rail line between Washington and Boston, with trains running up to 220 miles per hour. The high cost of the project has led observers to characterize it as worthy but improbable.
First, according to Mark Reutter, author of Making Steel, there’s the Highway Trust Fund, which pays for both highways and transit.
Another strategy is to identify who would benefit from high-speed rail and find a way to get them to contribute to its cost. Pierce Homer, transportation director at the engineering firm Moffat & Nichol, is a proponent of this approach, known as “value-capture.” “Who benefits from HSR? Homer said it hasn’t been common for HSR to be funded this way, but value capture techniques are frequently applied to transit. The potential of rail to jump-start economies along the corridor suggests that it should be feasible for some of that value to help pay for the rail line itself. When a Spanish woman in the audience mentioned her country’s system (in addition to the oft-cited ones in Germany and Japan) as a model for fast and reliable rail service, Petra Todorovich of the Regional Plan Association noted that the Spanish HSR network has been paid for with general government funds. Ultimately, Todorovich suggested, the most important resource Spain has drawn upon is political will.
For at least a few hundred thousand years, we were limited to travel by foot, maybe sustained 8mph or so if we wanted to run a few miles.
We may have the will ($23 billion for 12 kilometers of tunneling, anyone?), but do we have the competence to pull this off in less than $117 billion? From what I’ve seen, cutting out inefficiency in the trust fund could double the number of projects that could be funded. I’m thinking about the way the economy seems to be going and figuring this train will be like the movie Up in the Air, full of expense account passengers comparing Platinum AmEx bonus points and whomever you find in first class on airplanes these days (I have no idea). Most likely I will be riding the Fung Wah bus, which may not be high-speed rail, but at least it exists, and I can afford it. And we’ll spend about the same amount of money on Afghanistan in 2011 as it would cost to build this true high speed rail line. From there, convince other citizens and ultimately your representatives to implement the public will.
But it begins with a citizen deciding that we should spend $15 or $20 billion annually on foreign-oil reducing infrastructure projects as a matter of national security. What we need to do is come together and create a coalition of rail companies, interests, and partners. At TheTransportPolitic, Yonah says that in current dollars, the project is estimated to cost a mere $42 billion. But I find the $42 billion figure more useful in thinking about this thing than a figure based on guesses about what tunnels and things will cost 25 years or so from now.
For example, by the Present Value methodology, California HSR would cost only $30 billion, not $40 to $50 billion by most other estimates.
What will give us the most bang for our billion bucks if our goal is reducing total vehicle miles traveled? I am a railfan and an urbanist to the core, but the numbers we are throwing around here are outrageous and it seems to me that a lot of folks brush them off like play money. Alon Levy, can you explain why you believe European projects are so much less expensive than American projects? I agree with you, Alon, that both of the above problems pose challenges to the completion of a Northeastern high speed rail line.


The key here is that every step of the way, government could reform its agencies without throwing more money at them. Copyright NoticeThis work is licensed under a Creative Commons Attribution-Noncommercial-No Derivative Works 3.0 United States License. Acela Express (often called simply Acela) is the name used by Amtrak for the high-speed tilting train service operating between Washington, D.C.
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WHDH and WLVI broadcast educational and informational programming for children, and file quarterly reports with the FCC detailing the station's outreach to children.
For more information on this site, please read our Privacy Policy, and Terms of Service, and Ad Choices. Le depart de New York etait super chouette, avec toutes les lumieres de la ville, notamment le long des ponts. Quand je ne suis pas devant un ecran, j'organise des visites guidees de Boston, retrouvez-moi sur "Boston le nez en l'air". US Airways does offer a shuttle from Reagan, which came in at $219.40 roundtrip with taxes on the dates we selected. However, it is the closest airport, and the least expensive to travel to and from if you plan to take a taxi or car service. Like many conversations about the future of rail, this one is full of hand-wringing about how to pay for it all. In a recent policy paper, Reutter states that “Congress could easily allot $5 billion a year for HSR construction – without an increase in the gas tax – by cutting out earmarks and formula-based grants that now soak up billions of dollars.” His numbers come from a government oversight report on the ineffectiveness of the current HSR program.
Someday, long after peak energy has been fully realized by everyone, people will look back in amazement that we used to travel so fast. The big problem with the NEC is that it subsides the rest of the underfunded Amtrak system and is unaffordable to regular people. It is crucial to our national security objectives to reduce our consumption of foreign oil (as even more people who drive or fly will shift to electric-powered transportation).
The subway system creates huge amounts of value, mostly in real estate, and new lines would be expected to do the same. That’s another artificial number, of course, because it assumes that everything from the Environmental Impact Statements to the tunneling and track laying and new rolling stock would all be done and paid for in 2010.
It makes it easier to compare with most other rail projects underway or even under discussion.
And I have to say that every HSR or even High(er) Speed Rail proposal I have seen expects to raise the fares because the faster trips are worth more.
The Midwest plan for trains running up to 110 mph includes a substantial increase in the ticket prices when the running time is cut to about 3 hours. The MTA is the worst, as its infrastructure contract awarding process is so byzantine that only people who can’t get private sector work apply.
Here the issue is company culture: Amtrak is happy with its medium speeds and lax schedules. But the core problem is that there is no steady, dedicated source of revenue for rail projects in this country at basically any level of government. Giving Amtrak (or the MTA, or BART, or LACMTA) more money in the past hasn’t made it more competent. Pressure to cut all costs led agencies to lay off in-house planning staff, forcing them to rely on consultants too much.
Early 20th century ideas of reform have led to procurement practices where the lowest bidder gets the contract.
For Amtrak specifically, Congressional pressure to move into the black forced the Acela to open for service prematurely.
This is certainly true in the case of Amtrak, which could get full-fat HSR in the Northeast for ten billion instead of a hundred billion if it were interested in cost cutting.
The actionable items that I see are (1) to avoid external project managers for major projects and keep the management in-house (2) secure 24-hour turnaround from political leadership on all major decisions and (3) separate designer and builder.
Import charges previously quoted are subject to change if you increase you maximum bid amount. On va me dire qu’il y a plus d’espace dans les trains americains, des prises et le wifi gratuit, oui, ca ce sont les points positifs !
Travelers who opt to drive between the cities in an effort to save money may now be rethinking that option considering fluctuating gas prices and the maddening traffic jams that are common along the way.


JetBlue proved to be a much cheaper option; on the dates we checked, JetBlue offered flights out of New York's John F. It was only within the past hundred-or-so years that we’ve come to expect anything over 20mph to be possible. That assumes a certain rate of inflation, both general and specific to big infrastructure projects. The planners seemed unconcerned about displacing many of the current riders who may not be able to afford higher fares. The 7% discount rate comes from standard USDOT calculations, but is much higher than other rates. All over Europe, you see projects canceled or berated for wasting money over costs that Americans consider normal.
In Spain, which has the lowest costs in Europe, this is reversed, and the CEO of Madrid Metro emphasizes getting high-quality contractors as a way to keep costs down, as well as doing the engineering in-house. Its real wishlist is the NEC Master Plan, which is itself too expensive because the lax schedule adherence requires compensating by adding capacity; timed overtakes are much cheaper, but were not invented here. In fact, it is easily conceivable that with a steady cash flow from sound sources, the culture at agencies such as the MTA and Amtrak would change dramatically.
Responding to this, the FRA demanded it satisfy its crash safety standards, which ruined the trains’ performance and made them much higher-maintenance than intended.
But the only people who have a persistent political interest in cutting government costs tend to be very conservative and want to abolish government, not make it more efficient. Perhaps a design-build contract is a nice way of satisfying #3 by making them the same entity, but the Madrid Metro CEO seemed very insistent that the two should be separated. Daily we add hundreds of pictures, dozens of videos, flash games, celebrities and other great stuff.
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Another passenger, Gabrielle Hesop, 25, said he and others initially "thought we crashed into a train, or we thought the train was on fire."Dozens of firefighters and paramedics with stretchers converged on Broadway and 60th Street, where passengers calmly left the tunnel through the sidewalk opening. Quand je suis arrivee a Boston, vers minuit, il n’y avait plus grand monde dans le train.
In addition, heated competition among JetBlue, Delta and US Airways has made flying a much more affordable option. It’s our addiction to speed that has exacerbated global warming, given us the free time to waste watching television, and allowed industries to expect global shipping within days.
I love the idea of high-speed rail, but it is useless to me if it costs 20x more than the bus.
And nobody seemed interested in low fares with more trains, more seats, more passengers, as if there were no value in that stuff.
But at least this plan offers an abundance of capacity, so regional trains could be more reasonably priced. SNCF’s proposals use a 4% discount rate, the expected inflation rate is about 2%, and for global warming, environmentalists propose a zero discount rate. Tellingly, where the MTA behaves like Madrid Metro, namely in rolling stock procurement, it gets below-average prices. Culture can be brutal, as SEPTA discovered: when its management tried to modernize regional rail, the workers tagged them as outsiders rather than traditional railroaders, and those who had seniority moved to Amtrak and Conrail. The current system requires agencies to waste time and energy bartering with politicians and special interests instead of focusing on their core missions.
In New York, the MTA can only protect itself against shoddy work by having over-exacting specs, which competent contractors don’t want to deal with when they can get private sector work instead.
Contractors can be an even bigger headache than consultants if they’re dishonest or incompetent. A few were treated on stretchers.It wasn't immediately clear how many passengers were on board.
Here we outline five ways to travel to the cities, including the cost, travel time, and pros and cons of each. Also, the states have been talking about linking their commuter trains for extra-local, extra-cheap services. Two, I don’t know about the rest of the US, but in New York, design-build is illegal, as is any arrangement giving the agency discretion about selecting contractors for both price and quality. That is, Jersey Transit from NYC to Trenton, SEPTA thru Philly and Delaware, then MARC into D.C. The F train runs through Queens, New York City's largest borough, under the East River and down Manhattan, then bends back under the East River into Brooklyn.Derailments are relatively rare in the subway system. The motorman, who was drunk at the time of the accident, was convicted of manslaughter and sentenced to 15 years in prison.Transit officials said E, F, M and R trains were running with delays and service changes. The Long Island Rail Road was cross-honoring tickets at Penn Station, Woodside, Forest Hills, Kew Gardens and Jamaica.



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