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Congress approves Amtrak funding by veto-proof margin

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The probability of getting efficient and effective passenger rail service between the cities in the Texas Triangle, at least for now, is not good.  Part of the reason is because Amtrak is required to support a network of long distance trains that gobble up nearly 50 per cent of its variable operating outlays while taking in less than 25 per cent of its revenues.If the long distance passenger trains, which serve less than one half of one per cent of the intercity travelers in the U.S. were discontinued, Amtrak would have approximately $515 million a year to help develop new rapid rail corridors.  That does not sound like a lot of money.  And it is not on a year by year basis.  But between now and 2050, the year the Passenger Rail Working Group targeted for its vision of an expanded passenger rail network in the U.S., it could grow to $59 billion.  And that is a significant chunk of change.  Sadly to say, developing a rapid rail network in Texas will require a partnership between the federal and state governments.  I would prefer to see an environment - national transport policy - that promotes private enterprise solutions, but it is not likely to happen.  Whether I will see rapid rail in the Texas Triangle in my lifetime is problematic.
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