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Railway transportation PowerPoint presentation

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Railway transportation is a vital part of the logistics and supply chain industry, ensuring the seamless movement of goods and passengers across continents. A well-crafted PowerPoint presentation on railway transportation can provide valuable insights into the functioning and significance of this mode of transport.

This informative presentation can cover a wide range of topics related to railway transportation, such as the history of railways, the types of trains, the benefits of rail transport, the impact of railways on the economy, safety measures, and future trends in the industry. With engaging visuals, statistics, and easy-to-understand explanations, this PowerPoint presentation can be a valuable resource for students, professionals, and anyone interested in learning more about railways.

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RAIL TRANSPORT. 1.1 BACKGROUND OF RAIL TRANSPORT.

Published by Meagan Carroll Modified over 8 years ago

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Presentation on theme: "RAIL TRANSPORT. 1.1 BACKGROUND OF RAIL TRANSPORT."— Presentation transcript:

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Power Point Presentation Rail Transport Basics

This Power Point presentation contains basic content and selected in-depth information on rail freight transport.

• RA_PPT_Basics Rail Transport_EN (pptx, 16.3 MB)

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The Geography of Transport Systems

The spatial organization of transportation and mobility

Economic Rationale of Rail Transportation

The economic rationale for rail transportation can be summarized as follows:

• Market area . Rail transportation enables the transportation of raw materials over long distances (paper, wood, grain, chemicals, metallic products, etc.) and moving passengers and freight (cars, agricultural equipment, etc.). The average length of a domestic rail freight haul was 1,300 km in the United States, compared with 700 km for trucks. Intermodal integration has favored a market segmentation and a specialization of rail transportation. Intermodal rail tends to operate on a sub-system linking major port gateways to inland centers.
• Capacity . No other land transportation mode has the capacity of rail as a wagon can carry up to 100 tons of freight, more than three times that of a truck. Another important attribute relates to economies of scale since unit trains can be assembled, and that container can be doublestacked if clearance permits.
• Costs . Rail transportation has high construction and maintenance costs, but shipping costs decrease with distance and load. Its increasing returns enable it to absorb traffic peaks and growths. Transshipments (loading and unloading) and train assembly also increase costs. Rail operating costs are divided according to labor (up to 60%), locomotives (16%), and wagons, fuel, maintenance, and equipment (24%).
• Benefits . It accelerated the industrialization process, as in several countries, the emergence of rail transportation was concomitant to an industrial take-off. It also accelerated economic development and human settlements, especially in North America, where rail transportation was a dominant factor in territorial expansion in the late 19th and early 20th centuries. Furthermore, rail transportation consumes about four times less energy per ton-km or passenger-km than road transportation. Rail transportation is an important source of employment. Industrial activities range from the construction of the rolling material, the installation of rails, the maintenance of the material, the operations of the rolling material, and management. Rail transportation also has multiplier effects on industrial activities such as steel and transportation engineering. Safety is also a fundamental attribute of the rail transport system as it is, after air transportation, the safest mode.
• Regulation . Rail transportation used to be highly dependent on government subsidies in several countries. Governments funded most rail projects, mainly for national economic imperatives. This has created several rail monopolies with integrated infrastructure management but with several imposed routes. However, many rail systems underwent deregulation with private operators.

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Powerpoint Templates and Google slides for Rail Transport

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Railroad Transportation

Apr 07, 2019

710 likes | 1.66k Views

Railroad Transportation. Marketing Logistics. Rail Characteristics. Good fuel economy. Mainly bulk, low-value commodities (coal, stone, lumber), except for finished automobiles. Poor at public relations – critical need for new managers.

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• intermodal service
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Presentation Transcript

Railroad Transportation Marketing Logistics

Rail Characteristics • Good fuel economy. • Mainly bulk, low-value commodities (coal, stone, lumber), except for finished automobiles. • Poor at public relations – critical need for new managers. • Becoming more competitive with scheduled intermodal service. --J. B. Hunt, UPS. --Steamship land bridges.

Rail Characteristics -2 • Average Length of Haul 720 miles (1995) • Average train speed 22 miles per hour (35 miles per hour for priority trains). • Mainly deals in carload freight. Prefer batch processing of cars.

Challenges • Railroads prefer unit trains, because switching costs are reduced. • Bulk commodities are diminishing due to reduced manufacturing base. • Railroads are beginning to expand intermodal.

Railroad Rolling Stock.

Railroad Rolling Stock. RailroadForums.com Railroad Photo Gallery Hopper Car

Railroad Rolling Stock. Coal, Stone RailroadForums.com Railroad Photo Gallery Hopper Car

Railroad Rolling Stock. Boxcar RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Freight similar to truck vans --manufactured goods --auto parts. Boxcar RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Gondola car RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Steel, Scrap metal Gondola car RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Auto racks RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Automobiles Auto racks RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Tank Car RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Chemicals Tank Car RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Trailer-on- Flatcar (TOFC) RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Trailer-on- Flatcar (TOFC) Intermodal RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Covered hopper. RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Agricultural products, Plastic pellets Covered hopper. RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Log car. RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Refrigerator car (reefer) RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Perishable foodstuffs Refrigerator car (reefer) RailroadForums.com Railroad Photo Gallery

Railroad Rolling Stock. Flatcar Railroad Picture Archives http://www.rrpicturearchives.net/default.aspx

Railroad Rolling Stock. Heavy equipment, large loads. Flatcar Railroad Picture Archives http://www.rrpicturearchives.net/default.aspx

Intermodal Transportation • Use of two or more modes in transportation. • Mainly dependent upon containerized shipments.

Railroad Intermodal • Initially, railroad shippers were located in urban areas and were served by railroads who had been in the city for years.

Railroad Intermodal • Initially, railroad shippers were located in urban areas and were served by railroads who had been in the city for years. • When industry in urban areas closed, railroads often could not gain access to new markets in suburban areas.

Suburban Company Suburban Company

From: http://freight.railfan.ca/wc/wc36332.jpg

Trailer on Flatcar (TOFC) From: http://freight.railfan.ca/wc/wc36332.jpg

From: http://freight.railfan.ca/wc/wc36170.jpg

Container on Flatcar (COFC) From: http://freight.railfan.ca/wc/wc36170.jpg

Double-stack intermodal train. From: http://www.finnmoller.dk/rail-usa/up-ne/up4360-4394-9740-9503-chapell-01.htm

From Triple Crown Services web site http://www.triplecrownsvc.com/Bimodal.html

Malcolm McLean • “…arguably one of the greatest contributors to the growth of the world economy in the 20th century. In an editorial on his death, the Baltimore Sun stated that "he ranks next to Robert Fulton as the greatest revolutionary in the history of maritime trade." Forbes Magazine called him "one of the few men who changed the world.” --United States Commissioner of Customs, Robert C. Bonner before the Center for Strategic and International Studies, Washington, D.C., January 17, 2002. From: International Organization for Standardization website http://www.iso.ch/iso/en/commcentre/news/malcolmmclean.html

Most International Shipping Involves Use of Containers

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All About Trains

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Boosting passenger preference for rail

COVID-19 had a profound impact on people and industries across the world, with lasting changes to the way many people work and travel. Passenger rail was significantly affected, as at the onset of the pandemic operators had to contend with a sudden, steep drop in ridership. A new report, Boosting passenger preference for rail, by the International Union of Railways (UIC) in a partnership with McKinsey & Company, found that depending on the region, passenger numbers declined by between 40 and 100 percent, with a global average of around 70 percent. As the pandemic-related restrictions were lifted, operators put measures in place to restore rail services and adjust their offerings to suit customer’s changing needs, which aided recovery—although passenger rail traffic had not fully recovered at the beginning of 2022 when the research for the report took place, particularly in North America and Western Europe.

Even as the rail industry works to overcome the effects of the pandemic, several trends indicate that operators could not only restore passenger numbers to pre-COVID-19 levels, but increase rail’s modal share. Doing so could meet consumer expectations and help governments and countries around the world to achieve sustainability goals. For instance, consumers have become more environmentally conscious and rail offers a more sustainable option than traveling by car or plane. Over the next ten years, given new mobility offerings, car modal share for short to medium distances is expected to decrease by between 20 and 70 percent, with variations across regions—freeing up modal share that could be captured by rail. 1 McKinsey Center for Future Mobility research, 2021.

Furthermore, several regions are focusing on modernizing rail infrastructure and decarbonizing transport. The European Green Deal, a wide-ranging stimulus package focused on sustainability, is estimated to include €87.5 billion in investment related to rail infrastructure. 2 Global Infrastructure Outlook, data extracted in July 2021; “ITF Transport Outlook 2021,” OECD, 2021. Likewise, in the United States, the Infrastructure Investment and Jobs Act (IIJA) allocates $66 billion in funding and grants towards corridor development, rail track modernization, and safety improvement. 3 “The bipartisan infrastructure deal,” White House fact sheet, November 6, 2021. And in Africa, an integrated high-speed train network is at the heart of the “Agenda 2063” as one of 15 flagship projects. 4 “Agenda 2063 The Africa we want: First ten-year implementation plan 2013-2023,” The African Union Commission, September 2015.

Given these global trends, rail has the strength to position itself as one of the preferred choices of transportation of the future, helping to solve many longstanding challenges in passenger transport: sustainability, speed, and volume. Rail’s strengths include the ability to transport large volumes of people in an efficient manner, at a faster speed than car travel (if high speed or at peak hours when roads are congested), with enhanced travel comfort for leisure and business, and at lower energy consumption and hence lower carbon emissions per passenger.

That said, in many regions of the world, rail faces various challenges that act as barriers to increased ridership, including pricing schemes that are perceived to be expensive, a lack of reliability and punctuality, insufficient density, and a lack of convenience from an end-to-end journey perspective.

Boosting passenger preference for rail examines passenger rail’s current status, the reasons why passengers may or may not choose rail as a transport option, and the shifts in consumer behavior that have affected rail passenger numbers—and will likely continue to do so in the future. It also details the measures that operators have taken to restore rail travel to pre-pandemic levels. The report concludes with a set of concrete levers railway operators can pull to recover passengers lost during the pandemic, attract new passengers, and develop rail to be a viable alternative to road and air transport.

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Customer expectations: price is key.

The report finds that price is a core decision criterion for consumers when choosing rail over other means of transport. Other important factors are largely related to overall time of travel—especially regarding frequency, and speed—as well as reliability of service.

Research draws on a representative sample of customers across nine countries in three continents (Europe, Asia and North America) who were asked about their reasons for deciding to travel by rail. The results show that price, safety, reliability, and convenience remain the main drivers for passengers when choosing their mode of transport (exhibit). In all investigated regions except China, people report price as their key criterion for choosing a mode of travel.

Sustainability-related criteria seem to play only a minor role for passengers in their travel selection, though with notable differences across regions—between 3 percent of customers (Japan) and 19 percent (China) indicated that this aspect is one of their top-three decision criteria. When asked about their sustainability behavior, 87 percent of customers expressed an interest in sustainable rail offerings, but only 12 percent would be willing to pay a premium for sustainable products or services.

Long-distance travelers assign less importance to price (26 percent compared to 34 percent for medium and 32 percent for short-distance travel) and are more interested in convenience factors like travel time and the number of changes required on the journey.

Given these customer expectations today, rail operators could focus on their core offerings— including convenience, reliability, and speed, as well as price and safety—to increase passenger numbers and grow rail’s modal share. Railway infrastructure expansions and ongoing investments for maintenance and repair can help to support this.

Three horizons that can boost rail modal share

Rail operators, together with infrastructure managers and policy makers, can consider various measures across the following three horizons to grow passenger preference for rail and establish rail as the means of transportation of the future.

Horizon 1—Restore rail travel to pre-COVID 19 levels

Operators around the world have taken steps to aid demand recovery by re-establishing service availability and reliability, adapting offerings to suit new customer needs, and making these changes known to customers through clear communication. These same levers could be important in their continuing efforts to restore rail travel to pre-pandemic levels.

Operators could ensure that current customer expectations are met or exceeded, especially in terms of reliability and safety, and adjust offerings to meet changed demand and habits caused in particular by the increase in hybrid working. For instance, offerings such as modified train schedules and discounted tickets for off-peak travel could enhance the appeal of rail travel for commuters. Another approach could be to launch new offerings in response to the resurgence of local leisure travel, for instance through discounted fares or special passes for weekend travel, or to popular getaway destinations.

Furthermore, communication through ads and other media channels with customers is critical in creating awareness around existing rail services, and in fostering the desire to travel again. It can also be a key touch point for alleviating passengers’ health-related concerns by showing what hygiene measures are in place.

Safe, smart, and green: Boosting European passenger rail’s modal share

Horizon 2—grow passenger rail by improving operations.

Operators can build upon their existing networks to attract new passengers and enhance the travel experience. This can be achieved through a number of methods, such as tapping into new passenger segments with new offerings and differentiated pricing, and upgrading and enhancing both the train and station passenger experience. Trains could be re-positioned as multifunctional spaces, going beyond the traditional role of only offering seats to bridge distances. Measures to achieve this could include expanding onboard services such as digital connectivity, or providing luggage concierge, pet transportation, and food-ordering services.

Operators could also focus efforts on improving the end-to-end journey and offer a comprehensive mobility-as-a-service (MaaS) experience, for instance through mobile apps. Several operators are working within their travel ecosystems to provide one single pass so passengers can access multiple means of transport such as cars or e-bikes as well as trains.

Horizon 3—Grow passenger rail by structural measures

In the long term, operators could ramp up investment in infrastructure and service excellence. Doing so will likely require investment in high-density, high-speed and high-frequency networks. This involves increasing capacity and level of service through capital investments that include rolling stock, infrastructure, and digital technologies.

Around the world, operators are upgrading their fleets. Rolling stock investments have been projected to increase across all geographies at a rate of 6 percent a year between 2019 and 2024. 5 “Worldwide market for railway industries,” SCI, 2016; “Prospects for market developments of infrastructure and rolling stock 2020,” SCI Verkehr. New rolling stock increases capacity, creates higher customer satisfaction, improves sustainability, and offers the opportunity to modernize interiors, add connectivity, and improve services.

Density, speed, and frequency are three factors that position train travel as an efficient and convenient passenger service—and the case for high density, high speed, and high frequency has already been made numerous times around the world. In France, Germany, Italy, Spain, and Japan, the introduction of high-speed rail massively increased rail modal share, replacing cars for shorter distances and planes for longer distances. High-speed connections are a key success factor as journey time critically impacts rail modal share when compared to air travel.

Furthermore, as urbanization leads to increased populations within cities and city agglomerations, rail is an efficient means to relieve traffic congestion from individual mobility in high density regions, and aid sustainability. Rail generates four to six times less CO 2 emissions than traveling by internal combustion engine cars, and even generates less than electric vehicles. When evaluated against air transportation, rail is a more sustainable option, producing about 10 to 15 times less CO 2 per passenger. 6 “ Safe, smart, and green: Boosting European passenger rail’s modal share ,” McKinsey, October 28, 2021.

All stakeholders may need to collaborate in finding ways to reap the benefits that rail can offer—for customers, operators, and nations. For instance, operators and policy makers could develop an integrated perspective on the business model for rail and its role in alleviating traffic congestion, aiding sustainability, and contributing to economic growth.

Opportunities exist for rail operators to restore passenger rail to pre-COVID-19 levels and gain modal share. Rail operators that focus on restoring and growing the passenger base, providing better services, and investing in infrastructure have potential to succeed. Such efforts are becoming necessary in the face of climate change, and expanding populations that need access to safe, reliable, and affordable transport.

Raphaëlle Chapuis is an engagement manager in McKinsey’s Montréal office, Théo Delporte is a knowledge specialist in the Paris office, where Carsten Lotz is a partner.

The authors wish to thank Moritz Motyka, and Lynda Liu for their contributions to this article.

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Boston could transform its disjointed rail system with a connection that runs through North and South stations

Bless Seth Moulton for pushing us to go bigger on transportation here.

The Congressman from Salem has become a massive proponent of a North South Rail Link, an almost 3-mile stretch of tunnel that would connect the north and south sides of our severed commuter rail system through North Station and South Station. That would transform travel not just north-to-south, but east-to-west. The Link would route every train through a central hub, creating a true regional rail network that would allow you to get everywhere from everywhere. Lynn to Braintree? Worcester to Rockport? D.C. to Portland? Yes, yes, and yes. And fast.

Doing that would open up huge transportation and housing options for people across the Commonwealth. It would also take tens of millions of car rides — and their pollutants — off the roads each year.

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Dreamy, right?

Sadly, it has remained a dream, despite the fact that some version of it has been proposed for over a century. And despite the fact that a giant coalition of folks , including former governors Mike Dukakis and William Weld, plus a righteous horde of state lawmakers and transportation advocates, have been trying to make it happen.

Some call it ridiculous to embark on a project this huge and costly — another tunnel through Boston, no less! — when the state can’t even afford to care for the system we already have.

But Moulton has made it his mission to convince folks that it’s more ridiculous not to do it, that this is not another Big Dig, and that the benefits of the Link will more than make up for its hefty cost.

“We have to do big things again,” Moulton said. “We haven’t made a big investment in Boston’s infrastructure in 30 years.”

Right now, the state is leaning toward growing regional rail capacity by expanding South Station , to get more trains through there each day. But that wouldn’t bridge the gap in the center of the system, or turn the entire commuter rail network into an efficient, subway-like operation.

Still the South Station Expansion proposal is a useful point of comparison for the Rail Link. The Congressman commissioned a study by the Harvard Kennedy School to look closely at the two projects side by side. What would each buy us?

The results — to be released Monday — surprised even him.

According to the Kennedy School analysis , South Station Expansion — SSX – would likely cost $4 billion and return about $7 billion in benefits after 20 years. Those benefits include increased fare revenue, saved commuter time, and carbon reduction. They estimate it would increase ridership by 6 million trips per year.

A four-track Rail Link would cost $7.9 billion but the study calculated its benefits at upward of $31 billion over those 20 years. That’s because an efficient regional rail system would spur way more housing and development, and grow ridership by 86 million trips per year.

Some of you are feeling nauseous, I know, at even the mention of a new tunnel. Though it is a marvel, the Big Dig appears to have scared this state off ambitious projects.

But think again. The Central Artery was an enormously disruptive, first-of-its kind project. A bunch of cities around the world have already built these rail links, using newer technology, with tunnel boring machines working way underground. The Kennedy School report describes it as “the difference between cracking open a person’s chest to do open heart surgery and doing it with a minimally-invasive surgery.”

We are smart enough here to walk and chew gum at the same time. If we want to, we can solve the problems in our current system and think about building one that meets our future.

“We don’t solve challenges by shrinking our ambition,” said Jarred Johnson, head of advocacy group TransitMatters.

Amen. And besides, the state is already preparing to take a half-step to that ambitious end, with the South Station Expansion. Moulton maintains that would be a waste of money, and make the bigger project less likely.

“Massachusetts can add a few tracks to South Station that will be obsolete in 20 years, or build a rail link that will transform travel for the next century,” he said. “Let’s make the right choice.”

Globe columnist Yvonne Abraham can be reached at [email protected] .

Up to 15 reported killed in Indian train collision

The incident is the latest to hit India’s creaking rail network, which carries millions of passengers each day.

As many as 15 people have been killed and dozens injured after a freight train collided with a passenger train in India’s West Bengal state.

The cargo train hit the Kanchanjunga Express in the Darjeeling district of the eastern state on Monday morning. Initial reports suggest that the cause of the accident was human error. India’s busy railways record hundreds of accidents every year.

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At least 15 bodies have been pulled from the mangled carriages, Abhishek Roy, a senior police official in the eastern state’s district of Darjeeling, the site of the accident, told the Reuters news agency.

Nearly 30 people were injured and rescue teams from the police and national disaster response force were working with doctors and residents of the area to clear debris from the derailed carriages, Roy added.

Sabyasachi De, the spokesperson of the Northeast Frontier Railway, said three of the dead were railway personnel.

Doctors, ambulances and disaster teams were dispatched to the site of the crash, which occurred close to the New Jalpaiguri station, West Bengal’s Chief Minister Mamata Banerjee said on X.

“Action on war-footing initiated,” she said. Labelling the incident as “tragic”, she did not offer immediate confirmation of casualties.

Shocked to learn, just now, about a tragic train accident, in Phansidewa area of Darjeeling district. While details are awaited, Kanchenjunga Express has reportedly been hit by a goods train. DM, SP, doctors, ambulances and disaster teams have been rushed to the site for rescue,… — Mamata Banerjee (@MamataOfficial) June 17, 2024

TV pictures showed one train rammed into the end of the other, with one compartment rising vertically in the air. Swarms of people had gathered at the spot, where rescuers were searching for victims.

Railways Minister Ashwini Vaishnaw said the injured were being taken to hospital.

The accident happened after the driver of the freight train disregarded a signal and hit the rear end of the express train, Jaya Varma Sinha, the head of the railway board that runs the countrywide network, told reporters.

Four compartments at the rear of the passenger train went off the rails due to the impact, most of which were carrying cargo while one was a passenger coach, according to De, the railway spokesperson.

More than 12 million people ride 14,000 trains across India daily, travelling on a network of 64,000km (40,000 miles).

In recent years India has invested huge sums to upgrade the network with modern stations and electronic signalling systems. However, despite the push to improve rail safety, several hundred accidents happen annually, most blamed on human error or outdated signalling equipment.

Last year, a train crash in eastern India killed at least 280 people in one of the country’s deadliest rail crashes in decades.

The Kanchanjunga Express is a daily train that connects West Bengal with other cities in the northeast of India. It is often used by tourists who travel to the hill station of Darjeeling, popular at this time of year when several Indian cities are sweltering in the heat.

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‘The time is right’ for US to catch up on high-speed rail, says British Amtrak exec

With half a dozen US rail projects in the works, Andy Byford thinks Americans will soon clamor for 200mph train lines

A fter years of dashed hopes, delays and the all-consuming dominance of the car and airplane, high-speed trains may finally be about to have their breakthrough moment in the United States, according to one of the country’s top rail executives.

Half a dozen high-speed rail projects across the US are currently planned or have already started construction, with a gush of federal infrastructure dollars, a supportive White House, and rising angst over snarled highways and the climate crisis all helping bring the prospect of bullet trains, belatedly, closer than ever before to the American public.

“This is the golden opportunity for the US to join that high-speed club with all the benefits that it would bring,” said Andy Byford, a British executive who was nicknamed “Train Daddy” during a spell overseeing New York City’s subways. Since last year , he’s been senior vice-president of high-speed rail at Amtrak. “There’s no question the US is for now the outlier when it comes to high-speed rail.

“But I think once we get one route up successfully, people will clamor for more. We believe the time is right for this where the topography, population and so on makes sense. I think if it’s not going to happen now, I wonder if it ever will.”

High-speed trains, capable of 200mph (322km/h) or more, have long become commonplace in countries including France, Germany, Japan and even Morocco. Yet the US, despite being an early rail pioneer, has instead prioritized the build-out of vast and ever-widening highways, often choked with traffic and rammed through razed neighborhoods, supplemented by a matrix of flights linking even relatively close cities.

This is gradually changing. In April, work started on building a high-speed rail project connecting Las Vegas to southern California, promising 200mph trains that will cut the normal four-hour drive time in half by the time of the Los Angeles Olympic Games in 2028. “If they pull it off it will be remarkable,” said Byford. “That would be practically a mile a day [of track] construction.”

California has another high-speed rail project that has labored under grueling delays and ballooning costs over the past decade that aims to connect Los Angeles and San Francisco. Projects in the earlier stages of planning include efforts to link Atlanta, Georgia, to Charlotte, North Carolina, as well as Chicago, Illinois, to St Louis, Missouri, and Vancouver, British Columbia, to Portland, Oregon.

Brightline, the company behind the Las Vegas to California route, has already completed a line running from Miami to Orlando, Florida, running at slower, but still brisk, pace of 125mph, while Amtrak is looking to expand its class of east coast trains that can currently get to 150mph.

Byford, meanwhile, is spearheading an Amtrak program to revive a moribund plan connecting Dallas and Houston with a high-speed track that will run the fabled Japanese Shinkansen bullet trains, offering people who have to drive three and a half hours down the I-45, one of the deadliest roads in the US, the option of a 205mph journey that will take about 90 minutes, with a stop at Texas A&M University between the two cities.

“These trains would have the highest average speed in the world, which would be a real source of prestige for the state of Texas if we were able to go ahead,” Byford said. “We believe there is a very, very strong case.”

Amtrak estimates the whizzing trains would remove 12,500 cars from the clogged I-45 as well as negate flights making the relatively short 240-mile hop, slashing planet-heating emissions. For those who want to spend a full day of their lives traveling from Dallas to Houston by train, there are currently two Amtrak services each day that go via San Antonio, taking, with a lengthy stopover, an incredible 23 hours in total, about an hour more than it would take to bicycle between the two cities.

The prospects for high-speed rail have been buoyed by recent support, such as the federal bipartisan infrastructure law that retained much of the American fixation upon funding roads but also provided a cash injection to rail. In December, Joe Biden, once known as “Amtrak Joe” due to his regular use of trains when he was a US senator, announced $8.2bn to secure rail corridors to accelerate the building of high-speed rail in what the White House called “historic investments in world-class rail”.

Major barriers remain for high-speed rail, however. “I’m not going to sugarcoat the remaining challenges,” Byford said of the Texas project, which still needs to acquire about 80% of the land needed for its route, get federal permission to use Japanese trains, pass environmental reviews and then raise, via partnerships with private companies and others, the $30bn or so needed to build a system that, in the most optimistic scenario, will be completed by 2031.

Eye-watering costs and delays have dogged the California scheme, meanwhile, which has rocketed from a $33bn to at least a $113bn project amid contentious re-routes and political wrangling. Opponents of high-speed rail have found reliable allies among Republicans in Congress, who complain it is an expensive indulgence that tramples upon the property rights of rural Americans.

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“If you want to look in the dictionary, under the word ‘boondoggle’, you would probably find the California high-speed rail project process,” said Doug LaMalfa, a California Republican congressman. In May, the two top Republicans in the House and Senate transportation committees, Garrett Graves and Ted Cruz, wrote to the US Department of Transportation criticizing the administration’s support for “this highly questionable endeavor”.

In Texas, opposition from landowners, hostile state lawmakers and lobbying airlines sank a previous effort to bring high-speed rail between Houston and Dallas, along with a mooted extension to Austin and San Antonio, in the 1990s. Texas Central picked up the idea of the Houston to Dallas line in 2009 , only to put the plan on ice following court challenges and the Covid pandemic in 2022, before its resurrection under Amtrak.

Building any sort of rail is difficult in a state with a particular zeal for the primacy of cars , with 97% of Texas’s entire transport budget, by law, going to the expansion and maintenance of roads. “People are flocking to Texas and we can’t just keep widening our highways forever,” said Peter LeCody, president of Texas Rail Advocates . “More people are understanding this but it’s been very slow going. We may now be starting to crawl before we walk and then run.”

Objections remain, with Byford recently traveling to a ranch near Dallas to meet the Texans Against High-Speed Rail group , to assure them Amtrak wouldn’t use eminent domain to secure needed farmland except as a last resort. Some lawmakers remain unimpressed.

“This project does not only impact rural Texas but all of the United States,” said Jake Ellzey, a Republican congressman who represents a district in the path of the planned rail route. “In a time of a global food shortage, we cannot allow our farmland to be destroyed, and taxpayer dollars squandered for an unsustainable and unnecessary project like this.”

Still, optimism is growing among supporters of high-speed rail. Byford is deluged by emails from enthused rail fans suggesting sometimes outlandish ideas, such as bullet trains from New York to Los Angeles, but he can envision a more realistic future of swift connections between US cities lying in the “sweet spot” of distance from each other, about 200 to 600 miles apart.

“There are so many cities like that in the US, just in the right zone for high-speed rail,” said Byford. “I hope that we will be able to deliver a network around the north-east, Florida, Texas, on the west coast and the midwest. There’s lots of great city pairings.”

Most Americans “don’t know the joy of going downtown to downtown over 200mph without having to go out to the airport, having to line up in security, and then taxi on the runway and take off and land probably miles away from where you actually want to be”, Byford said, adding that the experience of avoiding traffic jams or strolling from a cathedral-like train station to get a meal and a drink also remains a largely foreign concept.

“You don’t know what you’re missing,” he said. “I think now is our best opportunity to deliver that, there’s no question.”

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