The Next Generation Equipment Committee led by 11 state DOT representatives gave the green light Tuesday to specifications for bi-level passenger rail cars that can be used up to speeds of 125 mph. These are the first specifications for two-level coach, dining, baggage, and Business Class rail cars approved as part of the federal government's High-Speed and Intercity Passenger Rail program.

"This decision is an important first step toward creating a pipeline of passenger rail equipment that will be needed over the coming decades," said Bill Bronte, the committee's chairman and rail director for the California Department of Transportation. "By providing a generic specification for rail equipment, the committee is creating a level playing field for U.S. manufacturers and creating a strong incentive for the expansion of the U.S. rail equipment manufacturing industry."

Congress established the committee in January to "design, develop specifications for, and procure standardized next-generation corridor rail equipment." Any state using federal funds for high-speed and intercity passenger rail lines must use equipment that meets these specifications.

U.S. Transportation Secretary Ray LaHood praised the specifications.

"As part of the Obama administration's focus on maximizing manufacturing opportunities, these first-ever uniform standards will provide an unprecedented opportunity for manufacturers in the U.S. -- from rails, to wheel bearings, to final assembly -- to build a strong, stable manufacturing base," LaHood said.

A uniform standard creates a level playing field and economies of scale based on a common set of designs and technical requirements, allowing U.S.-based manufacturers to more effectively compete, according to a statement from the U.S. Department of Transportation. Fostering healthy economic competition will drive down costs for rail owners and operators and the traveling public. Further, maintenance and repair costs will be lower because of lower parts acquisition costs. The department also points out that training can be streamlined with just one type of equipment, allowing faster turnaround for repairs.

Amtrak called the specifications a major achievement that supports the national passenger railroad's plans to advance and support the growth of new or existing state-supported corridor service, renew and replace its national fleet, and foster the development of a domestic rail manufacturing industry.

"This clears the tracks and provides strong direction so Amtrak and states can move forward with modern bi-level equipment designed with updated passenger comfort, conveniences, and safety features to meet the ever-increasing demand for more rail service," said Amtrak President and CEO Joseph Boardman.

Approval of the first specifications for new high-speed rail cars is an important milestone in America's quest for better and faster intercity passenger rail service, according to the American Association of State Highway and Transportation Officials.

"This will take the country forward in our efforts to build a world-class rail system to move passengers within our states, within regional corridors, and across the country," said North Carolina Transportation Secretary Eugene Conti, chairman of AASHTO's Standing Committee on Rail Transportation.

Having standardized conventional equipment and high-speed train sets will ensure that the build-out of our system will be seamless, Conti said, and that the U.S. rail-car manufacturing industry will have a level playing field with all competitors. Wisconsin Transportation Secretary Frank Busalacchi, chairman of AASHTO's High-Speed and Intercity Passenger Rail Leadership Group, called the approval historic.

"This is an important first step for all of us who are working to get high-speed rail up and running in our states," he said. "Ultimately, this will mean new jobs to come -- for people to build, operate, and maintain our systems."

Several State DOTs Participating in Standards Development for Future Trains

Specifications approved Tuesday were recommended by the committee's Technical Subcommittee, which include many representatives of rail equipment manufacturers. Members of the full committee include 11 state transportation departments, the Federal Railroad Administration, and Amtrak. AASHTO is acting as the secretariat for the committee on behalf of the state DOTs.

The Next Generation Equipment Committee began its work in January and set as its first-year objectives completing specifications for a bi-level car, a single-level car, and a diesel-electric locomotive, all qualified for speeds up to 125 mph.

"This is a milestone in the history of rail transportation," said Federal Railroad Administrator Joseph Szabo. "These standardized bi-level passenger rail cars will be able to operate nationwide and are compatible with existing equipment. A common design also makes it easier to train maintenance personnel, stock parts, and perform repairs, which reduces costs."

Boardman explained that the finalization of this design also supports Amtrak's implementation of a comprehensive Fleet Strategy Plan to replace and expand its national fleet of locomotives and passenger rail cars. This plan includes the priority replacement of approximately 250 of its bi-level Superliner 1 equipment that have been in service for nearly 30 years.

"With the bi-level design specifications now in place for corridor service, Amtrak can move forward with using this design as the foundation for the development of new bi-level long-distance equipment to replace these aging Superliners," according to a statement from Amtrak.

Next on the committee's work plan is addressing specifications for higher-speed equipment, and the development of a procurement strategy to be used by the states and Amtrak that will link the demand and supply. This would guarantee that equipment is available at the best possible price and that the equipment manufacturing industry will have a dependable market to justify investment for long-term production.

The American Reinvestment and Recovery Act of 2009 provided $8 billion in funding for high-speed and intercity passenger rail. The Passenger Rail Investment and Improvement Act of 2008 required that states develop a comprehensive rail plan for both passengers and freight. It also required that FRA's administrator develop a long-range national rail plan. In addition to the $8 billion provided in the Recovery Act, the HSIPR Program is also funded by approximately $92 million in FY 2009 and remaining FY 2008 funds appropriated under the existing State Grant Program (formally titled, Capital Assistance to States -- Intercity Passenger Rail Service). In December 2009, Congress appropriated an additional $2.5 billion for the HSIPR Program. FRA is currently soliciting applications for these FY 2010 funds, as well as for approximately $65 million in remaining FY 2009 funds.

The final specifications and additional information on the Next Generation Equipment Committee are available at tinyurl.com/HSR305. More information on AASHTO's high-speed rail initiatives is available at www.highspeed-rail.org.